JP2014046800A - Test data covering generation device and method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an efficient test data covering generation device capable of exhaustively generating operation diagram information as test data used for a simulation or a test so as to do away with coming-off/leakage of confirmation with the number of pieces of the operation diagram information minimally suppressed when performing the system test for confirming validity of a system to an automatic course controller changing control of train advance according to competition relation of a course between trains.SOLUTION: A test data covering generation device includes a train travel covering generation means exhaustively generating operation diagram information when trains perform course competition as a course competition train traveling pattern of the trains by exhaustively combining travel direction relation between the trains and travel order relation between the trains in a competition spot of courses.

Description

  When performing a system test to check the validity of the system for an automatic route control device that changes the control of train progression according to the competition between routes, use test data to eliminate missing checks. The present invention relates to a test data coverage generation device that efficiently generates operation schedule information of a train.

  In recent years, the train route control logic has become more complex and large-scale with the increase in train operation intervals, and quality control has not been fully achieved, causing unexpected problems after operation. In particular, a malfunction of a system in a railway may lead to a serious accident, so it is necessary to inspect the quality by a preliminary test and remove the malfunction.

  As means for solving this problem, Patent Literature 1 or Patent Literature 2 discloses a device that simulates a railway operation management system in advance and confirms system operation. With this means, a simulator that virtually simulates the state of the local equipment is prepared and linked with the operation management system, so that it is possible to check the train running in accordance with the actual operation even before shifting to the actual operation environment.

Japanese Patent No. 3421867 Japanese Patent No. 3864007

As mentioned above, the train is run assuming the actual operation by using the simulator,
It will be possible to check in advance whether there is a problem with the system.

  However, train schedule information, which is input data used for simulation, needs to be created manually in view of various information such as past operation results and failure cases. For this reason, the creation know-how has become a personality, and the number of defects that can be found may vary greatly depending on the creator because of excess or deficiency of data.

  In addition, bus schedule information is data that describes the current line location and time as a train travel plan in chronological order. List the possible values of the location and time information, and comprehensively combine these values. Therefore, it is easy to mechanically generate the operation schedule information comprehensively. However, in this case, the number of combinations increases, and it is not practical to confirm all of them by simulation or test, and it is not efficient because the defect finding ratio with respect to the number of combinations is low.

  An object of the present invention is to provide an efficient test data covering and generating apparatus capable of exhaustively generating the operation schedule information as test data used for simulation or testing while keeping the necessary minimum number (a combination of parameters narrowed down). There is to do.

In order to achieve the above objectives, when performing system tests to confirm the validity of the system, test data coverage generation that efficiently generates train schedule information, which is test data, to eliminate missing checks In the system, focusing on the fact that the target system changes the control of train progression according to the course competition between trains, in order to comprehensively generate route competition pattern test data from the viewpoint of all function coverage confirmation, Comprehensive generation of train travel coverage by generating operation schedule information for trains competing in the course of a train by comprehensively combining the travel direction relationship between trains and the travel order relationship between trains at the competition point means,
It is configured with.

  According to the present invention, only the test data for the route competing train travel pattern is generated, and even if the train stop position and time are different, the same route competing train travel pattern is the same from the viewpoint of all function coverage confirmation. Since it can be regarded as test data, the test data can be omitted.

  Moreover, the course competition train traveling pattern according to the present invention has been information that has not been directly read from the schedule information. The present invention makes it possible to visualize this information and share knowledge as test data creation know-how.

It is a block diagram which shows the function structural example of the test data coverage production | generation apparatus which concerns on one Embodiment of this invention. It is a block diagram which shows the hardware structural example of the whole system containing the test data coverage production | generation apparatus which concerns on one Embodiment of this invention. It is a figure which shows the system configuration example of the whole train operation management system containing the automatic route control apparatus used as a test object. It is a figure which shows the example of the processing flow in an automatic course control apparatus. It is a figure which shows the example of the train travel pattern of 1 train which the train travel coverage production | generation part by this invention produces | generates. It is a figure which shows the example of the train travel pattern (covering only a travel direction relationship) of 2 trains which the train travel coverage production | generation part by this invention produces | generates. It is a figure which shows the example of the train direction pattern (covering travel direction relationship and travel order relationship) of 2 trains which the train travel coverage production | generation part by this invention produces | generates. It is a figure which shows an example of the route map of a test object route. It is a figure which shows the example of the stop position information which a route map has as information other than a figure. It is a figure which shows the example of the track | line distance information which a route map has as information other than a figure. It is a figure which shows the example of the track shape information which the route information analysis part by this invention produces | generates. It is a figure which shows the example of the number mapping information which the real diagram production | generation part by this invention produces | generates. It is a figure which shows the example of the service diagram information which the real diagram production | generation part by this invention produces | generates. It is a figure which shows the example of the service diagram information which the real diagram production | generation part by this invention produces | generates. It is a figure which shows the example of the operation restriction rule used when the applicability judgment part by this invention filters operation schedule information. It is a figure which shows the example of the train travel pattern of 1 train at the time of abnormality which the train travel coverage production | generation part by this invention produces | generates. It is a figure which shows the example of the processing flow of the train travel coverage production | generation part by this invention. It is a figure which shows the example of the processing flow of 1 train travel pattern coverage generation which comprises the train travel coverage production | generation part by this invention. It is a figure which shows the example of the processing flow of 2 train travel pattern coverage generation which comprises the train travel coverage production | generation part by this invention. It is a figure which shows the example of the processing flow of the abnormal train traveling pattern coverage generation which comprises the train traveling coverage generation part by this invention. It is a figure which shows the example of the processing flow of the route information analysis part by this invention. It is a figure which shows the example of the processing flow of the real diagram production | generation part by this invention. It is a figure which shows the example of the processing flow of the applicability judgment part by this invention. It is a conceptual diagram which shows the example of course competition. It is a figure which shows the example of the manual operation instruction information which the real diamond production | generation part by this invention produces | generates. The data representation of the route map shown in FIG. 8 is shown.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

(System configuration of the present invention)
FIG. 2 is a block diagram illustrating a hardware configuration example of the test data coverage generation apparatus according to the embodiment of the present invention. The test data coverage generation apparatus 100 includes a CPU 201, a display device 202, an input device 203, a memory 204, and an external storage device 205. The CPU 201 reads a program and data held in the external storage device 205 onto the memory 204, executes processing related to test data coverage generation, and outputs test data as a processing result to the external storage device 205. The display device 202 displays the output result of the CPU 201 to the user. The input device 203 receives product information input from the user. The memory 204 is a main storage device, and reads a program and data to be executed by the CPU 201. The external storage device 205 is an auxiliary storage device and holds programs and data necessary for execution.

  FIG. 1 is a block diagram illustrating a software configuration example of a test data coverage generation apparatus according to an embodiment of the present invention. The test data coverage generation apparatus 100 includes a train travel coverage generation unit 101, a route information analysis unit 102, an applicability determination unit 103, a program of an actual diagram generation unit 104, data of a parameter DB 120, an operation restriction rule DB 130, and a train diagram DB 140, input The apparatus 110 is comprised. These programs and data are held in the external storage device 205.

  The train travel coverage generation unit 101 acquires parameter information related to train travel from the parameter DB 120, and acquires parameter information related to operations performed by the commander in actual operation from the input device 110. After that, all the train travel patterns (route competition train travel patterns) in the case of course competition between trains are comprehensively generated by combining these parameter information. Here, the reason why the route competition train traveling patterns are comprehensively handled is that the processing to be performed differs depending on the relative relationship between the trains at the point where the route conflicts when the route conflicts between the trains. For example, in the course competition when two trains travel in the opposite direction, a process for making a difference is necessary, and in the course competition when the two trains travel in the same direction, a process for performing the overtaking is necessary. . The parameter DB 120 stores, as parameter information, a traveling direction relationship between trains and a traveling order relationship between trains at a competition point on the train route. The parameter information includes travel direction (up, down, no direction (stops at a predetermined position)), position (starting point, waypoint, arrival point), traveling order (first-in first-out, first-in last-out, simultaneous on, simultaneous on Information).

  The route information analysis unit 102 obtains route map information of the test execution target route from the input device 110, and includes a number line as a position where the train can be stopped and a travelable direction on the number line from the route map information (FIG. 8). Line shape information (FIG. 11) including information (FIG. 9) and the connection relationship between the number lines (FIG. 12) and the distance between the number lines (FIG. 10) indicating whether or not a track that can travel between the number lines exists. To do.

  The applicability determination unit 103 acquires an operation constraint rule (FIG. 14), which is an actual operation rule regarding train travel, from the operation constraint rule DB 130, and train travel patterns (FIGS. 5 and 6) from the train travel coverage generation unit 101. 7) is acquired. Thereafter, only train travel patterns that satisfy the operation restriction rules are extracted.

  The actual diagram generation unit 104 acquires stop position information and track shape information from the route information analysis unit 102, and acquires a train travel pattern that satisfies the operation restriction rule from the applicability determination unit 103. Then, based on the track shape information, the stop position information is assigned to the train travel pattern, and the travel position on the actual route is determined. Thereafter, a series of times from the first departure to arrival is calculated, and operation diagram information (FIG. 13) that can travel on the actual route and manual operation instruction information (FIG. 15) in the case of abnormal train traveling are generated, and the train diagram DB 140 To store.

(Test target system)
FIG. 3 is a diagram illustrating a system configuration example of the entire train operation management system including the automatic route control device 304 to be tested. The test data coverage generation device 100 generates operation schedule information as test data and sends it to the information LAN 306.

  The train centralized control device 301 is a device that monitors and controls the state of the facility in real time, acquires the state information of the facility from the local facility 302, and flows the information to the control LAN 307. In addition, the train centralized control device 301 acquires route information from the control LAN 307 and issues a control instruction to the local facility 302 based on the route information.

  The automatic route control device 304 is a device that is the core of an operation management system that automatically controls the route of a train so that it can be operated efficiently without causing an accident based on the state of equipment and operation schedule information. It is also a target device. The automatic route control device 304 acquires the operation schedule information of FIGS. 13A and 13B from the information LAN 306, monitors and acquires the equipment state flowing to the control LAN 307, and considers both pieces of information (operation diagram information and equipment state). The route is determined, and the determined route information is sent to the control LAN 307. In addition, the automatic route control device 304 processes the facility information acquired from the control LAN 307 and sends it to the information LAN 306.

  The monitoring device 305 acquires the facility information processed from the information LAN 306 and displays the facility state on the screen viewed by the commander.

  The train running simulation device 303 is a simulator for simulating train running, and is used for off-site testing before connecting the train central control device 301 connected to the local facility 302 in actual operation and conducting on-site testing. .

  FIG. 4 is a diagram illustrating an example of a processing flow in the automatic route control device 304 of the test target system. After starting execution (401), the automatic route control device 304 acquires train information such as an operation schedule, which is a train travel plan, and the current train line status, for all trains (402). By using this train information and collating it with the operation schedule information generated by the test data coverage generation device 100, the route in the entrance route (starting point) to the station overlaps with each other for each train. Then, it is confirmed whether there is a conflicting course (403). Check whether there is a route conflict for all trains. If there is no route conflict between any trains (404), check whether there is a route conflict in the next place in the station (via point) as well. The presence or absence of route competition for all trains is confirmed (405). Check for all trains, and if there is no route conflict between any trains 406, check for all trains whether there is a route conflict for the departure route (arrival point) from the station. (407). The presence or absence of route competition for all trains is confirmed. If there is no route conflict between any trains (408), it is determined that the train can proceed (409). If there is a conflict at any of the starting point, the waypoint, and the arrival point, based on the manual operation instruction information generated by the test data coverage generation device 100, either train is selected. A determination is made to stop (410).

  The above steps 402 to 410 are performed for all trains (411), one cycle of processing is terminated (412), and the next cycle is started. As described above, the automatic route control device is a system whose operation differs depending on the type of route conflict, and in order to comprehensively check the operation of all the functions, the test or simulation is performed using test data of any route conflict type. Need to do.

  Through the processing described above, it is possible to select an appropriate one for the actual operation in the actual railway system and the corresponding simulation from the operation schedule information generated by the test data coverage generation apparatus 100. In actual operation, route information and facility state information are exchanged between the automatic route control device 304 and the train centralized control device 301. As for the difference in simulation, route information and facility state information are exchanged between the train traveling simulation device 303 that holds facility information inside and the automatic route control device 304.

(Explanation of various data)
(Train travel pattern (Figure 5-7))
FIG. 5 is a diagram illustrating an example of a train travel pattern 500 for one train generated by the train travel coverage generation unit 101 according to the present invention. FIG. 5 shows a 1-train traveling pattern 501 that is the name of each pattern, a starting point direction 502 that determines a traveling direction in a location in front of a traffic light, a via point direction 503, an arrival point direction 504, and a place where there is a possibility of course conflict It consists of a competition point 505 indicating.

  The traveling of one train is an element pattern for generating a train traveling pattern of two trains. The running of one train starts from stopping, and stops and travels (passes) alternately and ends. Therefore, if three points of stopping, traveling (passing), and stopping are a set of unit train traveling, the actual operation can be expressed as a combination of unit train traveling. “Stopping” and “traveling” correspond to the traveling direction at a location in front of the traffic light. Since track competition occurs at any of these three points, the information of these three points is used as necessary information for finally generating a track race train traveling pattern.

  The “starting point”, “route point”, and “arrival point” respectively correspond to the location in front of the traffic light, and these sets correspond to the above “one unit train travel”.

  As shown in patterns (b) and (c) of FIG. 5, when the “via point” is “no direction”, the vehicle travels upward at the starting point, stops at the via point, and then proceeds in the upward direction. The travel pattern to the arrival point is shown (a graph having two inflection points). Also, as shown in patterns (e) and (g) in FIG. 5, when both “route point” and “arrival point” are “no direction”, the vehicle travels upward from the starting point and then stops at the route point. And, it shows that the stop state continues at the waypoint (a graph having one inflection point). In this case, since the arrival point direction 504 is not considered, “−” may be used.

  When the competing point 505 is “starting point”, it means that there is a possibility that a route conflict exists in the section between the starting point and the waypoint. When the competing point 505 is “arrival point”, it is a route conflict. May exist in the section between the waypoint and the arrival point. When the competing point 505 is “via point”, it means that there is a possibility that a course conflict exists at the via point.

  Considering the combination of the parameters as described above, there are 3 × 3 × 3 × 3 = 81 patterns at maximum in FIG.

  Further, the route competition train running pattern is an expression of the relationship of the route competition of the other train with respect to the own train, and can be expressed as a relative relationship between the trains at the competition point of the route. As a relative relationship between trains, a traveling direction and a traveling order can be considered. A relative relationship that can be expressed as a one-train traveling pattern is a direction. Therefore, the three points are defined as the starting point, the waypoint, and the arrival point, respectively, and the one-train traveling pattern covers the combinations of directions at each point.

  Also, since a combination of where the route conflict occurs as a route conflict timing is conceivable, a conflict point is defined so that any one of the three points can be designated as a conflict occurrence point. The example of the 1-train traveling pattern 500 shows an example of comprehensively combining these pieces of information. As the direction parameter for each point, one of up / down / no direction is set. This makes it possible to express not only passing and stopping, but also traveling such as turning back, starting and ending. Here, “no direction” indicates a state where the train is stopped.

  FIG. 6 is a diagram showing an example in which two train travel patterns 600 shown in FIG. 5 are combined to enumerate two train train patterns 600. FIG. 6 includes a traveling direction relationship 602 including a two-train traveling pattern name 601 that is the name of each pattern, a one-train traveling pattern (first train) 603, and a one-train traveling pattern (second train) 604.

  As described above, the train traveling patterns 603 and 604 of one train specify the starting point, the waypoint, the direction of the arrival point, and the timing of the competition point, respectively. It becomes possible to cover traveling direction relationships as relative relationships between trains. Here, the “competitive point timing” is a place in the case of a waypoint, and in the case of a start point or an arrival point, it is a start point—route point section or a route point—arrival point section.

  There are 81 × 81 = about 6600 patterns from the combination of two 1-train running patterns.

  FIG. 7 is a diagram illustrating an example of a two-train traveling pattern 700 that covers not only the traveling direction relationship but also the traveling order relationship in the two-train train traveling pattern illustrated in FIG. 6. The pattern of FIG. 7 is generated by adding a traveling order relationship 605 to the pattern of FIG. In the present embodiment, processing using the pattern of FIG. 7 as a train traveling pattern for two trains will be described. The traveling order relationship 605 defines the traveling order of trains. As a parameter of the traveling order relation 605, “first-in first-out” means that the train that entered the station first enters the station first, and the train that entered the station first advances outside the station later. "First-in / last-out", meaning "Simultaneous entry" meaning entering the station at the same time, and "Simultaneous entry" meaning entering the station at the same time are set. The two-train traveling pattern example 700 makes it possible to cover course competition traveling patterns in which the traveling direction relationship 604 and the traveling order relationship 605 are combined.

  The patterns in FIG. 7 are 81 × 81 × 4 = about 26000 patterns from combinations of four types of traveling order relationships in each two-train traveling pattern.

(Route information (Figure 8-10))
FIG. 8 is a diagram illustrating an example of a route map necessary for creating operation schedule information of a test target route. The route diagram 800 is continuously between line number information 801 indicating a position where the train can stop (number line), line element information 802 indicating a position where the train can travel (track), line number information 801, and line element information 802. The connection relation information between elements indicating whether or not the vehicle can run is held as a diagram. The “number line” is a track (section) where the train can be stopped. Symbols 810a to 810f are traffic signals for the upstream direction, and symbols 820a and 820b are traffic signals for the downstream direction. P1-P4 is a joining / branching point indicating a place where two lines branch or join.

  In FIG. 8, if the horizontal component of the arrow points to the right, it represents up, and if the horizontal component of the arrow points to the left, it represents down. The connection relationship between elements is expressed as information for constructing a graph in which a node or a merging point of lines is a node and the line is a directed edge (up or down) or undirected edge corresponding to the traveling direction. For example, the track element t1 is connected to the track element t2 and can be continuously run, so there is a connection relationship, but since the track elements t1 and t8 are not connected, they cannot run continuously, so the connection relationship is Absent. Further, since the vehicle can travel continuously from the line element t7 to t2 via the line element t5, there is a connection relationship. In addition, if the connection line between the elements does not include a number line that defines the traveling direction, if the other end is connected to an “up” (or “down”) line element such as t1 or t2, Even if one end is connected to the “bidirectional (up / down)” line element t7, the line element t5 is an “up” (or down) line element. Similarly, the line element t6 is “up”. For example, when the number lines X4 and X5 in FIG. 8 are both “down” like X6, neither of the line elements t5 and t6 can be used for joining the line elements.

  An example of data representation of the route map shown in FIG. 8 and route search using the route map will be described later.

  FIG. 9 is a diagram showing an example of stop position information that the route map 800 in FIG. 8 has as information other than the figure. The stop position information 900 defines a direction 902 that can be advanced for each number information 901 in the route map 800, and corresponds to the direction of an arrow attached to X1 and the like in FIG. This means that the train cannot travel in a direction not defined here. In addition, for example, because the traveling directions of the numbered lines X4 and X5 are “bidirectional” (up / down), it is possible to travel on a train in any traveling direction up or down.

  FIG. 10 is a diagram illustrating an example of track distance information that the route map 800 in FIG. 8 has as information other than the diagram. The track distance information 1000 defines a track element distance 1002 for each track element 1001 of the track number information and the track element information in the route map 800. When the line element is the number line information like X1 and X2, the distance of the line element is a distance of a section that is restricted by the traveling direction defined by each number line.

  When calculating the distance between the numbered lines using the distance 1002 of the line elements in FIG. 10, the sum of the distances of the number of lines and the number of lines included from the starting point of the line connected to the starting point number line to the terminal point of the arrival point number is calculated. Ask. This corresponds to the distance between the traffic signal located at the end of the starting point number line and the traffic signal located at the end of the arrival point number line.

  The stop position information 900 in FIG. 9 and the route distance information 1000 in FIG. 10 are input from the input device 110 together with the route map 800 in FIG.

(Output information (Figure 11-13))
FIG. 11 is a diagram illustrating an example of the line shape information 1100 generated by the route information analysis unit 102 in the test data coverage generation apparatus 100 according to the present invention. The line shape information 1100 includes a line shape information name 1101, a number line connection relation 1102 including two number lines 1103a and 1103b in connection relation, and a distance between line numbers 1104 between the two number lines.

  The route information analysis unit 102 reads the connection relationship between the line element information in the route map 800 from the drawing and finally traces the connection relationship so that there is a connection relationship between the numbered lines, that is, it can travel between the numbered lines. When there is a track, all the track distance information existing between the numbered lines is added to extract the distance 1104 between the numbered lines and registered as the line shape information 1100. For example, in the case of the line shape information (a) in FIG. 10, the distance between the numbered lines X1 and X2 is the sum of the distance 600 of the line t1, the distance 500 of the line t2, and the distance 500 of the number X2 between them. 1600).

  FIG. 12 is a diagram illustrating an example of the 2-train number mapping information 1200 generated by the real diagram generating unit 104 according to the present invention. The 2-train number mapping information 1200 includes number-line mapping information 1201 for identifying each mapping information and stop position information 1202 for two trains. The stop position information 1202 further includes the two-train travel pattern 1203 shown in FIG. And a starting line 1204, a transit point 1205, and a number line corresponding to the arrival point 1206.

  The real diagram generating unit 104 combines two pieces of track shape information in FIG. 11 to generate a connection relationship of three lines that can travel, and the two trains of the train traveling pattern in the two-train traveling pattern example 700 in FIG. Number line mapping information is generated by assigning the three number lines extracted to the starting point 1204, the transit point 1205, and the arrival point 1206, respectively. It should be noted that the number mapping 1200 is generated only when the traveling directions at the first departure point, the waypoint, and the arrival point coincide with the directions in which the three extracted number lines can travel. However, when the advanceable direction of a certain number line is “bidirectional”, the number line mapping is generated on the assumption that the advanceable direction coincides with any of the “up” and “down” number lines.

  13A and 13B are diagrams showing examples of operation diagram information 1301 and 1302 generated by the actual diagram generating unit 104 according to the present invention. FIG. 13A shows the first train operation diagram information 1301, and FIG. 13B shows the second train operation diagram information 1302. Each schedule information includes a number No. 1303, a travel time 1304, and a travel position 1305 assigned in the order of train travel.

  The traveling time 1302 in FIGS. 13A and 13B is the time when the train arrives on the line if the line element is a line such as t7 or t5, and the line element is a line such as X4 or X2. It is the same. The real diagram generating unit uses the number mapping information 1200 in FIG. 12, the route diagram 800 in FIG. 8, and the line shape information in FIG. 11, using the test start time as the current time and the traveling speed input from the input device 110 as a constant value. The travel time at each travel position is calculated from the distance of the track, and the train schedule information 1301 and 1302 are obtained by arranging the two trains in chronological order. As shown in the two-train mapping (a) and (b) of FIG. 12, when the starting point and the arrival point of each train are the same but the waypoints are different, a plurality of operation diagrams may be generated.

  13A and 13B show the traveling time based on the current time, but a relative value with the current time being “00:00” is held as internal data of the operation schedule information, and the current time when this is used Data whose relative value is corrected according to the time can also be output each time. As a result, once generated schedule information can be reused even when the current time is different.

(Operation restriction rules)
FIG. 14 is a diagram illustrating an example of an operation restriction rule 1400 used when the applicability determination unit 103 according to the present invention filters the operation schedule information of FIGS. 13A and 13B. The operation restriction rule 1400 includes an operation restriction rule 1401 whose name is a rule application target, a filter condition 1402 for selecting a service schedule that satisfies the condition, and an applicability 1403 indicating whether the rule can be applied. The operation restriction rule 1400 is used when selecting desired operation schedule information from the operation schedule information that has been comprehensively generated.

  The applicability determination unit 103 refers to the operation restriction rule 1400, and regarding the operation rule designated as applicable in the applicability item 1403, the travel order relationship 605 in FIG. 7 satisfies the filter condition using the filter condition. Only the existing train travel pattern is extracted from the 2-train travel pattern 700 of FIG.

  “Dividing” is a case where two trains traveling on the same track travel on each of the two tracks separated from the junction of the tracks, and “merging” is traveling on each of the two tracks 2 When two trains run on the same track from the junction of the tracks, "Rapid" is when the running train passes the line as it is, and "Transit" is the running train This is a case where the vehicle changes in the middle.

(Command operation information)
FIG. 15 is a diagram illustrating an example of the command operation information 1500 for the train travel pattern of one train at the time of abnormality generated by the train travel coverage generation unit 101 according to the present invention. The command operation information 1500 includes an abnormal train travel pattern 1501 for identifying each abnormal pattern, and an abnormal train manual control relationship 1502 that determines a manual operation for the abnormal operation. Further, the train manual control relationship 1502 at the time of abnormality is any one of the train traveling pattern 1503 for identifying the one train traveling pattern shown in FIG. 5 and the first departure point 1504, the transit point 1505, or the arrival point 1506 in which an abnormality has occurred. It consists of manual control at the location. An abnormal train travel pattern 1501 indicates that an abnormality has occurred in which a certain travel pattern in the plurality of one-train travel patterns shown in FIG. However, FIG. 15 does not specify the content of the abnormality, i.e., what part of the travel pattern is abnormal, and what can be done by manual control when any abnormality occurs in the travel pattern. It is enumerated (covered). In the train manual control relationship 1502 at the time of abnormality, various manual control patterns corresponding to the abnormality are set for each one-train traveling pattern. Manual control shown in FIG. 15 is set for the first train and the second train of the two-train travel pattern 1203 shown in FIG.

  Abnormal time refers to the situation where the train cannot be run as planned due to equipment failure or train delay. When an abnormality occurs, the plan is manually changed by the commander, so it is necessary to consider a comprehensive combination of the manual operations. For example, the train travel pattern 1500 at the time of abnormality is a combination example in which manual operation is performed at any one of the start point, the transit point, and the arrival point of the train travel pattern of one train shown in FIG. Note that manual operation is input from an input device because items differ depending on the system. For example, a number change that means a change in the number of a stop, a change in order that means a change in traveling order, and the like are examples of manual operations.

  The manual control content (manual operation information) of the train manual control relationship 1502 at the time of abnormality is extracted from the operation of the commander in the monitoring device 305 that monitors the route control status, and is input from the input device 110.

(Description of each processing flow)
A program for executing the following processing (method) by a computer (processing device) can be stored in a computer-readable storage medium, and this can be read into a computer memory and executed.

(1, 2 (and abnormal) train travel pattern coverage (Figures 16 to 19))
FIG. 16 is a diagram illustrating an example of a processing flow of the train travel coverage generation unit 101 according to the present invention. 17 to 19 described later are related processing flows of the processing flow of FIG. After starting operation (1601), the train travel coverage generation unit obtains parameters of the train travel direction (up, down, no direction) and travel sequence (first-in first-out, first-in last-out, simultaneous in, simultaneous out) from the parameter DB 120. Obtain manual operation information from the input device 110 (1602). The manual operation information includes “change line number”, “order change”, “no service”, and the like. One train travel pattern shown in FIG. 5 is comprehensively generated using the acquired train travel direction parameter (1603). Next, the two-train travel pattern shown in FIG. 7 is comprehensively generated using the one-train travel pattern and the acquired train travel order parameter (1604), and is registered as a train travel pattern (1606). Finally, in the case where an abnormal train traveling pattern is also generated in accordance with an instruction from the commander (1608), using the acquired manual operation information, the train traveling pattern assuming the occurrence of an abnormality and the possible manual operation in the event of an abnormality are performed. An abnormal train travel pattern that defines the correspondence with the above is generated and covered (1605), registered as a train travel pattern (1606), and the process ends (1607). When it is not necessary to generate an abnormal train travel pattern in accordance with an instruction from the commander (1608), only the two train travel patterns that have been comprehensively generated are registered.

  FIG. 17 is a diagram illustrating an example of a processing flow of the coverage generation 1603 of one train travel pattern (FIG. 5) constituting the train travel coverage generation unit 101 according to the present invention. In the one-train travel pattern generation, after the operation is started (1701), one of the traveling directions of the train at the starting point is selected from up, down, and no direction (1702). Next, one traveling direction is selected for the waypoint (1703), and one traveling direction is similarly selected for the arrival point (1704). Subsequently, any one of a starting point, a transit point, and an arrival point is selected as a competition point (1705).

  The selection results of the above four points are collectively registered as one single train traveling pattern as shown in FIG. 5 (1706). About this train travel pattern, the combination which has not yet been selected about each of a competition point, an arrival point, a waypoint, and the first departure point is created, and a new train travel pattern is generated (1707, 1708, 1709, 1710). After comprehensively generating all combinations of train travel patterns, the process ends (1711). As a result, the 1 train traveling pattern of the first departure point direction × route point direction × arrival point direction × competition point = 3 × 3 × 3 × 3 = 81 is generated.

  FIG. 18 is a diagram showing an example of a processing flow of the coverage generation 1604 of the two-train traveling pattern (FIG. 7) constituting the train traveling coverage generation unit 101 according to the present invention. For the two-train travel pattern generation, after the operation is started (1801), the first train travel pattern of the first train is selected using the generated one-train travel pattern (1802), and the first train travel of the second train is performed in the same manner. A pattern is selected to generate the two-train traveling pattern shown in FIG. 6 (1803). At this stage, the first train × second train = 81 × 81 = 6,561 two-train travel patterns are generated.

  For the selected two trains, one of the first-in first-out, first-in, last-out, simultaneous in, and simultaneous out is selected as the train traveling order at the competition point of the route (1804). The selected items are collectively registered as the train running pattern of two trains shown in FIG. 7 (1805). For this train running pattern, a train running order is created for each train running order, the first train running pattern of the second train, and the first train running pattern of the first train, and a new train running pattern is generated (1806, 1807, 1808). After generating all combinations of train travel patterns in an exhaustive manner, the process ends (1809). As a result, the first train × second train × running order relationship = 81 × 81 × 4 = 26,244 two-train travel patterns are generated.

  FIG. 19 is a diagram showing an example of a processing flow of the abnormal train travel pattern coverage generation 1605 constituting the train travel coverage generation unit 101 according to the present invention. Abnormal train travel pattern coverage generation, after the start of operation (1901), select one 2-train travel pattern from a plurality of already generated two-train travel patterns shown in FIG. 7 (1902), for the selected 2-train travel pattern, One train to be manually operated is selected from two trains (1903) (the same processing is performed for each of the first train and the second train). For the selected train, the manual operation at the starting point is selected from the acquired manual operation information (1904). Similarly, manual operation is selected for each of the waypoints and arrival points (1905, 1906). The selected items are collectively registered in the command operation information of FIG. 15 as an abnormal train running pattern (1907).

  For this train travel pattern, create a combination of options that have not yet been selected from the options for manual operation at the arrival point, manual operation at the waypoint, manual operation at the first departure point, and manually operated target train. A pattern is generated (1908, 1909, 1910, 1911). After generating all combinations of train travel patterns in an exhaustive manner, the process ends (1912). Therefore, (the number of 2-train traveling patterns covered in order (26244 patterns)) × 2 × (sum of manual operation types at each point) abnormal train traveling patterns are generated.

  With the above processing, as described in the description of FIG. 15, various manual control patterns corresponding to the abnormality are comprehensively set for each one-train traveling pattern. Further, not only the first train of the two-train travel pattern 1203 shown in FIG. 12 but also the second train is set with the manual control shown in FIG.

(Route information analysis)
FIG. 20 is a diagram illustrating an example of a processing flow of the route information analysis unit 102 according to the present invention. A route information analysis part acquires the route map shown in FIG. 8, the stop position information shown in FIG. 9, and the track distance information shown in FIG. 10 from the input device 110 after an operation start (2001) (2002). The acquired route map is analyzed, the connection relationship between the line elements is acquired (2003), and is generated as the line shape information shown in FIG. 11 (2004). Stop position information and track shape information are registered (2005), and the process ends (2006).

For example, according to the procedure shown below, the route map is analyzed to obtain the connection relationship between the line elements.
(1) The connection relationship between elements is expressed as information for constructing a graph in which the junction of the line and the track is a node and the track is a directed edge (up or down) or undirected edge corresponding to the traveling direction. The first line corresponding to the starting point is selected from the route map.
(2) The route to the arrival point, that is, the last number line is extracted while following the graph corresponding to the route map according to the traveling direction included in the stop position information 900 of FIG. Note that the route is extracted while complying with the traveling direction included in the stop position information 900 in FIG.
(3) Based on the line distance information 1000 in FIG. 10, the sum of the distances between the line numbers and the line elements of the line existing in the route extracted in (2) above is obtained, and between the line numbers in the line shape information 1100 in FIG. Store the value in the distance. The sum of the distances between the numbers is obtained by the procedure described in the explanation of FIG.
(4) The above processes (2) and (3) are also performed for other combinations of the first number and the last number of the route. The same processing is performed when there is a different route even if the combination of the first number and the last number of the route is the same.

(Applicability judgment based on operation constraint rules)
FIG. 22 is a diagram illustrating an example of a processing flow of the applicability determination unit 103 according to the present invention. The applicability determination unit 103 selects only those satisfying the operation restriction rules shown in FIG. 14 from the train travel patterns generated by the train travel coverage generation unit 101, and generates a travel diagram information and the like. 104.

After starting the operation (2201), the applicability determination unit 103 acquires only the generated two-train travel pattern of FIG. 7 and the operation constraint rule of FIG. 14 to be applied (2202). Subsequently, the two-train traveling pattern to be determined is selected (2203), and the operation restriction rule to be applied is selected (2204). That is, in step 2204, the one that satisfies the filter condition 1402 in FIG. 14 is selected based on the traveling order relationship 605 in FIG.
The filter condition of the selected operation restriction rule is checked, and only the pattern that satisfies the items specified by the filter condition with respect to the traveling direction and the traveling order is extracted as the applicable train traveling pattern from the selected train traveling pattern (2205). . This is executed for all operation restriction rules and for all train travel patterns (2206, 2207), and the process ends (2208).

(Actual diamond generation)
FIG. 21 is a diagram showing an example of the processing flow of the real diagram generating unit 104 according to the present invention. The real diagram generating unit acquires the two-train traveling pattern and the track shape information selected by the applicability determination unit 103 among the generated two-train traveling patterns after the start of operation (2101) (2102, 2103). ). The line shape information is a list of combinations of two numbered lines that are connected. In FIG. 11, the left number line in the combination of number lines related to the number line connection is a first number line (starting point or waypoint), and the right number line is a second number line (waypoint or arrival point). Of these two number line combinations, two combinations in which the first number line in one number line combination and the second number line in the other number line combination are the same are extracted, and the same number lines are combined. Are combined to generate a combination of three consecutive lines (with order) (2104).

  For example, since the second number X2 of the information (a) in FIG. 11 and the first number X2 of the information (b) are the same, the first combination (X1, X2) of the two numbers and the second combination By combining (X2, X3), a combination of three numbers (X1, X2, X3) is generated. Similarly, a combination of three number lines (X4, X2, X3) is generated from information (b) and information (c) having the same number X2, and three from information (d) and information (e) having the same number X5. A combination of two numbers (X4, X5, X3) is generated. Further, by combining two of these three number line combinations (X1, X2, X3), (X4, X2, X3), and (X4, X5, X3), the number line mapping as shown in FIG. Generate.

  The generated three lines with order and the three points (starting point / route point / arrival point) of the acquired one-train traveling pattern are associated with each other in order (2105). The processing of steps 2104 to 2105 is performed for the number of trains of one train travel pattern (2106). Thereafter, the association information is generated in the form of number line mapping shown in FIG. 12 (2107).

  With the current time as the test start time, information on the traveling speed and stop time is given in advance, and the traveling time of each number line and each line is calculated from the generated number line mapping information in FIG. 12 and the line shape information in FIG. 2108).

For example, the traveling time of each number line and each line is calculated by the following procedure.
(1) The test start time is t0 (* hour ** min), the train traveling speed (minute speed) is v (m / min), and the stop time on each line is d (minutes).
(2) Select the line mapping information (for example, information (d)) included in the line mapping information of the two trains in FIG. 12, and the first train starting point and waypoint included in the train pattern of the corresponding stop position information , And the arrival lines Xp, Xq, Xr (for example, X4, X2, X3 of information (d)) are taken out.
(3) Based on the distance Lpq between the starting point (Xp) and the via point (Xq) extracted from the track distance information in FIG. 11, the travel time t1 from the departure of the starting point to the arrival of the via point is calculated. Obtained by Lpq / v. That is, t1 = Lpq / v. Let t0 + t1 be the arrival time at the waypoint, and let t0 + t1 + d be the departure time at the waypoint.
(4) In the same manner as (3) above, from the route distance Lqr between the route point (Xq) and the arrival point (Xr) extracted from the track distance information of FIG. The required time t2 until arrival is obtained by Lqr / v. That is, t2 = Lqr / v. Let t0 + t1 + d + t2 be the arrival time at the arrival point.
(5) By the processes (2) to (4) described above, as shown in FIG. 13, the traveling time on each number line of the first train included in the number line mapping information is calculated. The same process is performed for the second train.
(6) Furthermore, when calculating | requiring the detail of the timetable information containing the time which arrives at each track | line contained between each track | line, the travel time of each track | line is calculated with the following procedures.
(6-1) Extract each line included between the numbered lines from the route map of FIG.
(6-2) The distance Ls of the line elements of each line is extracted from the line distance information of FIG. 10, and the travel time ts of the line is obtained by Ls / v. That is, ts = Ls / v.
(6-3) To the next line connected to the line by adding the travel time ts of the line obtained in (6-2) above to the time when the train arrives (passes) on the line. The arrival (passing) time of is obtained.
(6-4) By performing the processes of (6-2) and (6-3) above, and sequentially adding the traveling time for each line included between the numbered lines, as shown in FIG. The time of arrival at is calculated.

The calculated time information is generated as operation schedule information (2109). Here, when the target train travel pattern is a train travel pattern at the time of abnormality (2110), since manual operation is defined in each train travel pattern, the time information calculated above is assigned to these manual operation information. And generated as manual operation instruction information (2111).
The processing from step 2102 to 2111 is performed for all train travel patterns (2112), and one sample of operation schedule information is generated for all train travel patterns, and the process ends (2113).

  FIG. 23 is a conceptual diagram showing an example of course competition. By displaying the example of the route conflict shown in FIG. 23 on the display screen of the input device 110, the commander can check the status of the route conflict. The numbers in parentheses are the train movement identifiers indicated by arrows. FIG. 23 is displayed based on the information shown in FIGS.

  Example (a) 2300 is an example of train travel that does not compete for the route, because train 2 moves (4) to the place before train 1 moves after train 1 moves (1) (3). There is no course conflict.

  Example (b) 2310 is an example of course competition that occurs when the train traveling order is not changed in Example (a) 2300, but only the direction of one train is changed on the middle line. In this case, after the train 1 moves (1) (3), the train 2 moves (4) 'to the location after the train 1 moves, so there is a course conflict at the location after the train 1 moves. To do. That is, this is the case when the arrival times are almost simultaneous.

  Example (c) 2320 is an example of course competition that occurs when only the train traveling order is changed without changing the train direction in Example (a) 2300. In this case, since the train 2 moves (2) ″ to the place where the train 1 is located before the train 1 moves, a course conflict occurs at the place where the train 1 is located before the movement. That is, this is a case where the order of departure time and arrival time is reversed.

  These three examples are considered to be the same with respect to the time interval and speed between the two trains, and it means that these route competition examples cannot be extracted simply by considering all combinations of time intervals and speeds. . In other words, in this embodiment, course competition is detected from a geometric two-train traveling pattern, but time is not taken into consideration, such as a difference in traveling time between two trains.

(Data representation of route map)
An example of data representation of the route map shown in FIG. 8 is shown in FIG. Pn is a junction / branch point. The data shown in FIG. 25 expresses a route map by a graph in which a number line and a junction / branch point are nodes and a line connecting them is a directed edge indicating a traveling direction. “→” indicates an up direction, “←” indicates a down direction, and “← →” indicates a bidirectional traveling direction.

The direction of the arrow of the running direction on the track between the track elements is the direction determined by the running direction on the number line connected to the track. The arrows in parentheses between the junction / branch points are symbols for distinguishing the inclination of the traveling direction on the line between the junction / branch points, as shown in the lower part of FIG. (The arrow in () indicates the direction in which the train travels in the upward direction from immediately before the junction to immediately after the junction, without going back.)
If there is a number line in the middle of the line between the junction / branch point, an arrow indicating the traveling direction of the number line is set instead of the arrow in parentheses.

(Route search using the data of FIG. 25)
In order to check whether or not the route competition occurs due to the two train travel patterns, the data shown in FIG. 25 corresponding to the route map of FIG. 8 is searched, and the track elements included in the corresponding route are extracted. Need to compare.

The procedure for searching for the line element of the route from the number Xm to the number Xn is shown below.
(1) Searching for a line element included in this route while traveling along a route including the number Xm according to the direction of travel of the number Xm until the direction of travel changes.
(2) If the target number line Xn is not found on the route of (1) as a result of the search of (1) above, it starts again from (1) and is searched first on the route including the number line Xm. Proceeding along the line between the merge / branch point including the merge / branch point Pa, it reaches the merge / branch point Pb which is the end point of this line.
(3) While following the route including the junction / branch point Pb according to the traveling direction, it is searched whether there is a target number line Xn on this route.
(4) If there is no target number line Xn on this route, in the above (1), the same search is performed until the other junction / branch point Pc on the route including the number line Xm.
(5) The line element obtained in the middle of the above search is extracted as the line element of the line from the line Xm to the line Xn.
(If the same line element is passed twice in (2) above, the second is identified by () etc.)
(Even if the traveling directions do not match during the route search, the route returns to another junction / branch point and proceeds along the line between the other junction / branch points.)
(Specific example of route search)
A specific example of the process of searching for the route shown in FIG. 23 based on the data shown in FIG. 25 will be described.

Example 1: X4 → X3 ((3) and (4) ″ in FIG. 23)
(1) Search from X4 to P4. (Up)
(2) If there is no X3, search for P3.
(3) Proceed from P3 to P1. (Up)
(4) Search from P1 to X3. (Up)
As a result, the line elements X4, t7, P3, t5, P1, t2, X2, t3, t4, and X3 are extracted.

Example 2: X6 → X3 ((4) ′ in FIG. 23)
(1) Search from X6 to X4. (Down)
(2) If there is no X3, search for P4.
(3) Proceed from P4 to P2.
(4) Search from P2 to X3. (Up)
As a result, the line elements X6, t10, t9, X5, (t9), P4, t6, P2, t4, and X3 are extracted.

  When two routes are searched in the above procedure, if the same element is included in the two routes among the line elements obtained by the search, there is a course conflict between the two routes with the same element. May occur. For example, in the case of Example 1 and Example 2 described above, X3 is the same, and there is a possibility that a route conflict occurs at X3.

(Manual operation instruction information (output))
FIG. 24 is a diagram showing an example of manual operation instruction information 2401 generated by the actual diagram generating unit 104 according to the present invention. The manual operation instruction information 2401 includes No 2402 indicating the order of operations, operation time 2403, operation contents 2404, and a train traveling pattern / train 2405 to which the operation is applied. The manual operation instruction information 2401 is information describing a procedure for the commander to manually perform the control operation in the monitoring device, and the manual operation content 2404 and the time 2403 for each train run are output. The commander refers to this information, and performs the specified operation at the specified time during the train traveling, and tests the train traveling at the time of abnormality. For example, “Train travel pattern 1” in FIG. 24 corresponds to “Train travel pattern (a)” in FIG.

  As described above, in the test data coverage generation device of the present invention, the train travel pattern that covers and generates two train travel patterns from one train travel pattern and satisfies the operation restriction rule from the normal train travel pattern therein The operation schedule information is generated, and the manual operation instruction information is generated based on the abnormal train travel pattern included in the train travel pattern generated as a whole.

100: Test data coverage generation device, 101: Train travel coverage generation unit, 102: Route information analysis unit, 103: Actual diagram generation unit, 104: Applicability determination unit, 110: Input device, 120: Parameter DB, 130: Operation Constraint rule DB, 140: Train diagram DB, 201: CPU, 202: Display device, 204: Memory, 205: External storage device, 206: Communication device, 301: Centralized train control device, 302: Local equipment, 303: Train travel Simulation device, 304: automatic route control device, 305: monitoring device, 306: information LAN, 307: control LAN

Claims (15)

This test data is used to eliminate omissions in confirmation when performing a system test to confirm the validity of the system for an automatic route controller that changes the control of train progression according to the competition between routes. In a test data coverage generator that efficiently generates train schedule information,
Train travel that comprehensively generates travel schedule information for trains competing in the course of a train by combining the travel direction relationship between trains and the travel order relationship between trains at a competing point on the route. Coverage generation means,
A test data coverage generation device comprising: The train travel coverage generation means in the test data coverage generation device according to claim 1,
For each train, one of the starting point, the waypoint, and the arrival point is selected as a parameter value for either up or down or no direction (stop), and one of the three points is assigned a competition point. A test data coverage generation device characterized in that it is used as a traveling direction relationship between trains by combining one or more traveling patterns of one train. In the travel coverage generation means in the test data coverage generation device according to claim 2,
In a competition point in the traveling direction relationship between trains, the order of first-in-first-out or first-in / after-out or simultaneous entry or simultaneous output is selected as a parameter value, and is used as a traveling order relationship between the trains. Test data coverage generator. The test data coverage generation device according to claim 2 further includes:
Analyze the route map showing the shape of the track on which the train runs and the traffic lights, stop position information, track distance information, stop position information including the stop position of the train where the train can stop and the direction in which the train can travel, The route information analyzing means for extracting track shape information including the distance between the numbered lines, and the train competing train traveling pattern of the train generated by the train traveling coverage generating means, the train constituting the train competing train traveling pattern of the train A real diagram generating means for generating train schedule information that can travel on an actual track by associating each of the stop position information with the starting point, the waypoint, and the arrival point of the traveling pattern of
A test data coverage generation device comprising: The actual diagram generation means in the test data coverage generation device according to claim 4,
Based on the track shape information, three pieces of stop position information that can be continuously traveled without passing through other stop positions are extracted, and further, the travel direction of each of the three stop position information indicates the one train travel pattern. Test data coverage characterized by associating each starting point, waypoint, and arrival point with the extracted three stop position information only when they match the direction parameter values of the starting point, waypoint, and arrival point Generator. The test data coverage generation device according to claim 4 further includes:
Referring to train operation constraint rules including filter conditions and applicability, train schedule information that does not satisfy the filter conditions applied in the operation constraint rules among train schedule information generated by the actual diagram generation means Applicability determination means to delete from the test data,
A test data coverage generation device comprising: The train travel coverage generation means in the test data coverage generation device according to claim 2,
Using the command operation information extracted from the operation of the commander in the monitoring device that monitors the route control status, the command operation information is associated with any of the starting point, the waypoint, and the arrival point in the traveling direction relationship between the trains. Test data, which is used as a train manual control relationship at the time of abnormality, and covers the train manual control relationship at the time of abnormality in addition to the coverage of the traveling direction relationship between the trains and the traveling order relationship between the trains. Coverage generator. In the test data coverage generation method by the test data coverage generator that exhaustively generates train operation schedule information that is test data in order to confirm the validity of the system according to the competitive relationship of the course between trains,
Based on the combination of the parameters of the traveling direction and the traveling order held in advance, the train traveling pattern is generated,
From the generated train travel pattern, select a train travel pattern that satisfies the operation restriction rules,
Analyzing the information about the input route, and generating the route position information including the stop position information and the distance of each track element that extracted the travelable direction for each of the numbered lines that are positions where the train can stop,
Generating operation diagram information from the train travel pattern selected by the operation restriction rule based on the information on the stop position and route shape, and generating manual operation instruction information based on manual operation of the abnormal train travel pattern. Characteristic test data generation method. The test data coverage generation method according to claim 8, wherein the train travel pattern is generated.
The first departure point, the waypoint, and the arrival point are set as unit train travel, and one train travel pattern is generated from the combination of the travel direction and the competition occurrence point at each point,
A test data coverage generation method characterized by generating a two-train traveling pattern by combining the one-train traveling pattern and the traveling order relationship of two trains for two trains. The test data coverage generation method according to claim 9 further includes:
An abnormal train traveling pattern is generated by combining manual operations at the starting point, via point, and arrival point corresponding to an abnormality in the one train traveling pattern. In the test data coverage generation method according to claim 8, when selecting the train travel pattern,
A test data coverage generation method, comprising: selecting a two-train traveling pattern that satisfies a filter condition of the operation constraint rule based on the traveling order relationship included in the two-train traveling pattern. In the test data coverage generation method according to claim 8, when generating the route shape information,
By searching for information indicating the connection relationship between the line and the line element corresponding to the route map included in the information related to the route, the route from the starting point number to the arrival point number in the one-train traveling pattern The line shape including the distance between the numbered lines of the route from the sum of the distances of the numbered line and the line element extracted based on the line distance information included in the information related to the line, extracting the numbered line and the line element included A test data coverage generation method characterized by generating information. In the test data coverage generation method according to claim 8, when generating the operation diagram information,
A stop in which the starting point, the waypoint and the arrival point are associated with each number line included in a combination of three number lines obtained by combining two pieces of information extracted from the route shape information, each including the same number line. Generate 2 train numbering mapping information that paired the location information for the 1st train and the 2nd train,
The train schedule information for each of the first train and the second train is generated based on a predetermined traveling speed of the train and the distance between the track elements included in the track shape information. To generate test data coverage. The test data coverage generation method according to claim 13 further includes:
In the manual operation instruction information, an operation content and the operation diagram information are associated with each other, and the test data coverage generation method is characterized. This program is used to execute a test data coverage generation method on a computer that exhaustively generates train operation schedule information, which is test data, in order to confirm the validity of the system according to the competitive relationship of the course between trains. The method is
Based on the combination of the parameters of the traveling direction and the traveling order held in advance, the train traveling pattern is generated,
From the generated train travel pattern, select a train travel pattern that satisfies the operation restriction rules,
Analyzing the information about the input route, and generating the route position information including the stop position information and the distance of each track element that extracted the travelable direction for each of the numbered lines that are positions where the train can stop,
Generating operation diagram information from the train travel pattern selected by the operation restriction rule based on the information on the stop position and route shape, and generating manual operation instruction information based on manual operation of the abnormal train travel pattern. A featured program.

Images