Fully automatic train interface testing method and device

Abstract

The present invention provides a method and device for fully automatic train interface testing. The method includes: replacing the central control unit in the vehicle system with a communication simulation host, and connecting the communication simulation host to the onboard signal unit in the signal system to control communication between the vehicle system and the signal system; obtaining communication data between the vehicle system and the signal system through the communication simulation host; determining the communication protocol test results between the vehicle system and the signal system based on the communication data; and determining whether the communication protocol between the vehicle system and the signal system is correct based on the communication protocol test results. Compared to simulation methods, the present invention can reduce the difficulty of interface testing and improve interface testing efficiency.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation technology, and in particular to a method and device for testing an interface of a fully automatic train. Background Art

[0002] Fully automated trains primarily communicate and control the trains through ground-based systems. Due to the complex design of the train's signaling and vehicle systems, errors and updates are inevitable during commissioning, increasing both the difficulty and the time required to debug. Therefore, testing the proper interface between the signaling and vehicle systems is crucial.

[0003] Prior art typically simulates data transmission between the signal system and the vehicle system, visually displaying the data. This allows the correctness of the visual display to determine whether the interface connection is functioning properly. However, simulations are difficult to accurately simulate the actual communication protocol. Furthermore, the interfaces between the signal system and the vehicle system are complex, requiring numerous implementation options, requiring extensive engineering effort, requiring long joint debugging cycles, and exhibiting numerous fault types. These characteristics make testing using prior art methods difficult and inefficient. Summary of the Invention

[0004] The embodiments of the present invention provide a method and device for testing the interface of a fully automatic train, so as to solve the problem in the prior art that testing the communication protocol of a fully automatic train using a simulation method is difficult and inefficient.

[0005] In a first aspect, an embodiment of the present invention provides a fully automatic train interface testing method, comprising:

[0006] Replacing the central control unit in the vehicle system with a communication simulation host, and connecting the communication simulation host with the on-board signal unit in the signal system to control the communication between the vehicle system and the signal system;

[0007] Acquire communication data between the vehicle system and the signal system through the communication simulation host;

[0008] A communication protocol test result between the vehicle system and the signal system is determined based on the communication data, and whether the communication protocol between the vehicle system and the signal system is correct is determined based on the communication protocol test result.

[0009] In one possible implementation, obtaining communication data between the vehicle system and the signal system through a communication simulation host includes:

[0010] Acquire target function data of current communication protocol by simulating host through communication;

[0011] Acquire actual function data corresponding to the target function data of the current communication protocol through the communication simulation host, where the actual function data is the data of the vehicle system performing the corresponding function action according to the current communication protocol;

[0012] Accordingly, the communication protocol test results between the vehicle system and the signal system are determined based on the communication data, including:

[0013] Check whether the actual function data is consistent with the target function data;

[0014] If they are inconsistent, the communication protocol test result of the current communication protocol is determined to be incorrect;

[0015] If they are consistent, it is determined that the communication protocol test result of the current communication protocol is correct.

[0016] In a possible implementation, after determining that the communication protocol test result of the current communication protocol is incorrect, the method further includes:

[0017] According to the target function data and the actual function data, the current communication protocol is corrected, and the communication data between the vehicle system and the signal system is re-obtained through the communication simulation host. The communication protocol test result between the vehicle system and the signal system is determined based on the communication data until the communication protocol test result is correct.

[0018] In one possible implementation, the communication simulation host includes an MVB analyzer, and the MVB analyzer is connected to the signal system;

[0019] Through communication simulation host, obtain the target function data of the current communication protocol, including:

[0020] Use the MVB analyzer to obtain the request frame sent by the signal system to the vehicle system. The request frame is generated by the signal system according to the current communication protocol.

[0021] Through communication simulation host, obtain the actual functional data of the current communication protocol, including:

[0022] The MVB analyzer is used to obtain the response frame sent by the vehicle system to the signal system. The response frame is generated based on the current actual functional action of the vehicle system, and the vehicle system performs the current actual functional action based on the request frame.

[0023] In one possible implementation, detecting whether the actual function data is consistent with the target function data includes:

[0024] Check the request frame according to the check byte of the request frame;

[0025] If the verification request frame fails, the request frame sent by the signal system to the vehicle system is re-acquired;

[0026] Check the response frame according to the check byte of the response frame;

[0027] If the verification of the response frame is unsuccessful, the response frame sent by the vehicle system to the signal system is re-acquired;

[0028] If both verifications are successful, the actual function data is detected to see whether they are consistent with the target function data based on the frame data of the request frame and the frame data of the response frame.

[0029] In one possible implementation, after determining whether the communication protocol between the vehicle system and the signal system is correct based on the communication protocol test result, the method further includes:

[0030] Disconnect the communication simulation host from the vehicle signal unit;

[0031] Replace the signal system hardware with hard-wired analog devices and connect the hard-wired analog devices to the control units in the vehicle system;

[0032] Obtain the train's function data to be tested;

[0033] Control vehicle systems and hard-wired simulation equipment to perform test actions based on the function data to be tested;

[0034] Acquire status data generated by hard-wired simulation equipment and vehicle systems based on test actions;

[0035] Based on the test actions and status data, determine whether the train's hard-wired interface is normal.

[0036] In one possible implementation, based on the function data to be tested, the vehicle system and the hard-wired simulation device are controlled to perform test actions, including:

[0037] controlling the vehicle system to perform a first test action;

[0038] generating an input status signal according to the first test action and transmitting the signal to the hard-wired simulation device;

[0039] Controlling the hard-wired simulation device to perform a second test action;

[0040] generating an output control signal according to the second test action and transmitting the signal to the vehicle system;

[0041] Capture status data generated by hard-wired simulation equipment and vehicle systems based on test actions, including:

[0042] Acquire first state data of the hard-wired analog device, the first state data being an action performed by the hard-wired analog device according to an input state signal;

[0043] Second state data of the vehicle system is acquired, where the second state data is an action performed by the vehicle system according to the output control signal.

[0044] In a second aspect, an embodiment of the present invention provides a fully automatic train interface testing device, which is used to implement the fully automatic train interface testing method of the first aspect or any possible implementation of the first aspect;

[0045] The fully automatic train interface test device includes a communication simulation host;

[0046] The communication simulation device is connected to the on-board signal unit in the signal system of the train and is used to replace the central control unit in the vehicle system to control the communication between the vehicle system and the signal system.

[0047] In one possible implementation, the communication simulation device includes an MVB analyzer and a human-computer interaction device;

[0048] The human-computer interaction device is connected to the vehicle signal unit through the MVB analyzer.

[0049] In one possible implementation, the fully automatic train interface test device further includes a hard-wired simulation device;

[0050] The hard-wired simulation device is connected to the control unit in the vehicle system and is used to replace the hardware device of the signal system to control the vehicle system for test operations.

[0051] An embodiment of the present invention provides a method and device for testing the interface of a fully automatic train. By using a communication simulation host to replace the central control unit in the vehicle system, and connecting the communication simulation host to the on-board signal unit in the signal system to control the communication between the vehicle system and the signal system, the communication simulation host can be connected to the signal system of an actual train to simulate and verify the communication protocol between the signal system and the vehicle system; the communication data between the vehicle system and the signal system is obtained through the communication simulation host, and the communication protocol test results between the vehicle system and the signal system are determined according to the communication data. Based on the communication protocol test results, it is judged whether the communication protocol between the vehicle system and the signal system is correct. This can avoid the error of the simulation system itself when using traditional simulation methods, and achieve more accurate acquisition of the communication data of the actual train, thereby improving the accuracy of the communication protocol judgment; and by performing testing in a simulation manner, there is no need to set up the simulation system according to the specific conditions of the train, which can avoid the difficulties in setting up the simulation system, reduce the difficulty of interface testing, and reduce the test time of the interface, thereby improving the testing efficiency of the fully automatic train.

[0052] Compared to traditional simulation methods, this embodiment of the present invention utilizes a simulation verification method for the communication protocol interface between the signal system and the vehicle system. After acquiring communication data from the signal system and the vehicle system, a communication simulation host computer performs a communication protocol port test to verify the correctness of the communication protocol. This allows for more accurate acquisition of communication data within the train, enabling precise verification of the communication protocol and improving the testing efficiency of fully automated trains. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0054] Figure 1 This is a flow chart for implementing a fully automatic train interface testing method provided by an embodiment of the present invention;

[0055] Figure 2 This is a first application scenario diagram of the fully automatic train interface testing method provided by an embodiment of the present invention;

[0056] Figure 3 This is a second application scenario diagram of the fully automatic train interface testing method provided by an embodiment of the present invention;

[0057] Figure 4 1 is a schematic diagram of the principle of a test hard-wire interface provided by an embodiment of the present invention;

[0058] Figure 5 This is a first principle diagram of the test signal system output function provided by an embodiment of the present invention;

[0059] Figure 6 2 is a schematic diagram showing a second principle of the test signal system output function provided by an embodiment of the present invention;

[0060] Figure 7 This is a third principle diagram of the test signal system output function provided by an embodiment of the present invention;

[0061] Figure 8 This is a first principle diagram of the test signal system input function provided by an embodiment of the present invention;

[0062] Figure 9 2 is a second principle diagram of the test signal system input function provided by an embodiment of the present invention;

[0063] Figure 10 3 is a schematic diagram of the third principle of the test signal system input function provided by an embodiment of the present invention;

[0064] Figure 11 It is a structural diagram of a fully automatic train interface testing device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0065] In the following description, specific details such as particular system structures and techniques are provided for purposes of illustration, not limitation, to facilitate a thorough understanding of the embodiments of the present invention. However, it will be apparent to those skilled in the art that the present invention may be practiced in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present invention with unnecessary detail.

[0066] In order to make the purpose, technical solutions and advantages of the present invention more clear, specific embodiments will be described below with reference to the accompanying drawings.

[0067] Figure 1 The following is a flowchart of the fully automatic train interface testing method provided by the embodiment of the present invention:

[0068] Step S101 , a central control unit in a vehicle system is replaced with a communication simulation host, and the communication simulation host is connected to an on-board signal unit in a signal system to control communication between the vehicle system and the signal system.

[0069] See also Figure 2 As shown in the first application scenario diagram of the fully automatic train interface testing method, in this embodiment, two communication simulation hosts are used to replace the central control units (CCU) of the head car and the tail car of the train respectively, and the communication simulation hosts are connected to the on-board signal unit in the signal system through a gateway. During the train debugging phase, the functional environment of the entire vehicle can be simulated, that is, the communication simulation host is connected to the signal system of the actual train, so that the communication protocol of the train signal system and the vehicle system can be simulated and verified; in addition, this application is for offline verification of the on-board signal unit, and the on-board signal unit can be connected to an external power supply, and the on-board signal unit is powered by the power supply to ensure the normal use of the on-board signal unit.

[0070] Step S102 : acquiring communication data between the vehicle system and the signal system through the communication simulation host.

[0071] In this embodiment, the communication simulation host, the vehicle system and the signal system constitute a simulation test platform, wherein the vehicle system and the signal system realize functional simulation verification in the train working environment through the communication protocol, and the communication data between the vehicle system and the signal system is obtained through the communication simulation host, thereby realizing the test of the communication protocol; and by testing the communication protocol of the vehicle system and the signal system in the train working environment, the communication data equivalent to the actual operating environment of the train can be obtained, which can ensure that the communication data is more accurate compared with the traditional simulation method.

[0072] Step S103 , determining a communication protocol test result between the vehicle system and the signal system according to the communication data, and judging whether the communication protocol between the vehicle system and the signal system is correct based on the communication protocol test result.

[0073] In this embodiment, by simulating communication, the communication data between the vehicle system and the signal system is obtained, and the corresponding communication protocol test results can be obtained. It can also avoid the errors caused by the simulation system itself when using traditional simulation methods, thereby achieving more accurate acquisition of the communication data of the actual train and improving the accuracy of the communication protocol.

[0074] The embodiment of the present invention replaces the central control unit in the vehicle system with a communication simulation host, and connects the communication simulation host with the on-board signal unit in the signal system to control the communication between the vehicle system and the signal system. The communication simulation host can be connected to the signal system of an actual train to simulate and verify the communication protocol between the signal system and the vehicle system; the communication data between the vehicle system and the signal system is obtained through the communication simulation host, and the communication protocol test results between the vehicle system and the signal system are determined according to the communication data. Based on the communication protocol test results, it is judged whether the communication protocol between the vehicle system and the signal system is correct. This can avoid the error of the simulation system itself when using traditional simulation methods, and achieve more accurate acquisition of the communication data of the actual train, thereby improving the accuracy of the communication protocol judgment; and by performing testing in a simulation manner, there is no need to set up the simulation system according to the specific conditions of the train, which can avoid the difficulties in setting up the simulation system, reduce the difficulty of interface testing, and reduce the test time of the interface, thereby improving the test efficiency of fully automatic trains.

[0075] Compared to traditional simulation methods, this embodiment of the present invention utilizes a simulation verification method for the communication protocol interface between the signal system and the vehicle system. After acquiring communication data from the signal system and the vehicle system, a communication simulation host computer performs a communication protocol port test to verify the correctness of the communication protocol. This allows for more accurate acquisition of communication data within the train, enabling precise verification of the communication protocol and improving the testing efficiency of fully automated trains.

[0076] In one possible implementation, step S102 obtains the communication data between the vehicle system and the signal system through the communication simulation host, which can be detailed as: obtaining the target function data of the current communication protocol through the communication simulation host; obtaining the actual function data corresponding to the target function data of the current communication protocol through the communication simulation host, and the actual function data is the data for the vehicle system to perform corresponding functional actions according to the current communication protocol.

[0077] Correspondingly, in step S103, the communication protocol test result between the vehicle system and the signal system is determined based on the communication data, which can be detailed as: detecting whether the actual functional data is consistent with the target functional data; if inconsistent, determining that the communication protocol test result of the current communication protocol is incorrect; if consistent, determining that the communication protocol test result of the current communication protocol is correct.

[0078] In this embodiment, the target function data of the communication protocol is the target function action that the communication protocol is expected to control the vehicle to perform, and the actual function data is the actual function action actually performed by controlling the vehicle according to the communication protocol; specifically, by comparing the actual function data with the target function data, that is, by comparing whether the target function action is consistent with the actual function action, it is determined whether the communication protocol test result of the current communication protocol is correct, and the communication protocol test result can be obtained intuitively so that the incorrect communication protocol can be modified.

[0079] For example, the target function data of the communication protocol is to control the door indicator light to turn on first and then control the door to open, while the actual function data is to control the door indicator light and the door to open at the same time. The target function data and the actual function data are inconsistent, and the corresponding communication protocol test result is incorrect.

[0080] In addition, after determining that the communication protocol test result of the current communication protocol is incorrect, it can also include: correcting the current communication protocol based on the target function data and the actual function data, and re-obtaining the communication data between the vehicle system and the signal system through the communication simulation host, and determining the communication protocol test result between the vehicle system and the signal system based on the communication data until the communication protocol test result is correct.

[0081] In this embodiment, if the communication protocol test result of the current communication protocol is incorrect, the current communication protocol is promptly corrected according to the target functional action and the actual functional action, and verified again to improve the communication protocol; correcting the current communication protocol during the test process can avoid errors that may be caused by unified corrections after all communication protocol tests are completed, and can achieve timely and accurate corrections, and after the correction is completed, verification is performed again, which can timely check the accuracy of the correction and ensure that the final communication protocol is correct; by timely correcting and re-verifying the current communication protocol, unnecessary errors and multiple debugging processes can be avoided, thereby reducing the time for overall debugging of the communication protocol.

[0082] In a possible implementation, the communication simulation host includes an MVB analyzer, and the MVB analyzer is connected to the signal system.

[0083] Accordingly, the target function data of the current communication protocol is obtained through the communication simulation host. Specifically, the request frame sent by the signal system to the vehicle system is obtained through the MVB analyzer. The request frame is generated by the signal system according to the current communication protocol.

[0084] Through the communication simulation host, the actual functional data of the current communication protocol is obtained. Specifically, through the MVB analyzer, the response frame sent by the vehicle system to the signal system is obtained. The response frame is generated according to the current actual functional action of the vehicle system, and the vehicle system performs the current actual functional action according to the request frame.

[0085] In this embodiment, a multifunctional vehicle bus (MVB) is used for connection and data transmission between the gateway and the central control unit of the vehicle system. Therefore, the target function data and actual function data of the current communication protocol can be obtained through an MVB analyzer. Specifically, a request frame is determined based on the current communication protocol, and the request frame includes the target function data of the current communication protocol. The request frame is sent to the vehicle system. The vehicle system performs the corresponding actual function action based on the request frame. Based on the current actual function action, a response frame is determined, that is, the response frame includes the actual function data of the current communication protocol, and the response frame is returned to the signal system. Therefore, the target function data and actual function data of the current communication protocol can be obtained through the MVB analyzer.

[0086] In one possible implementation, detecting whether the actual functional data is consistent with the target functional data can be described in detail as follows: checking the request frame according to the check byte of the request frame; if the check of the request frame is unsuccessful, re-acquiring the request frame sent by the signal system to the vehicle system; checking the response frame according to the check byte of the response frame; if the check of the response frame is unsuccessful, re-acquiring the response frame sent by the vehicle system to the signal system; if both checks are successful, detecting whether the actual functional data is consistent with the target functional data based on the frame data of the request frame and the frame data of the response frame.

[0087] In this embodiment, both the request frame and the response frame include check bytes. By performing checks based on the check bytes, it can be determined whether the request frame and the response frame are valid; if the check fails, the corresponding request frame or response frame is invalid, and a valid request frame or response frame needs to be obtained again; if the check succeeds, the corresponding request frame or response frame is valid, that is, the next step of detection can be performed based on the request frame or response frame.

[0088] During the actual testing process, scenarios and plans for functional verification can be formulated based on the train's communication protocol. That is, scenario plans for functional verification can be formulated one by one for all functions of the train, and then all functions can be verified one by one according to the communication protocol to realize the verification of the train's communication protocol in a real environment.

[0089] The MVB Analyzer can be used in conjunction with human-computer interaction devices. Specifically, the MVB Analyzer can be connected to a laptop via a cable and driven via the serial port. The MVB Analyzer can simulate an MVB bus master device to perform functions such as polling and sending process data and calling device status. It can operate in both master mode (data polling) and slave mode (data monitoring).

[0090] The MVB analyzer specifically adopts the client-server transmission mode. The communication protocol includes two frame formats: request frame and response frame. The request frame is the frame sent by the client to the server, and the response frame is the frame replied by the server to the client. The request frame and the response frame have a one-to-one correspondence. All communications are initiated by the client and received and responded by the server. The request frame and the corresponding response frame during the communication constitute the communication data packet.

[0091] The byte interval between the request frame sent by the client to the server is less than 1 byte in timing, and the byte interval between the response frame sent by the server to the client is no more than 3.5 bytes or 15ms in timing.

[0092] Furthermore, the check bytes of the request frame and the response frame may adopt a cumulative check method. For details on the check of the request frame and the response frame, please refer to the following process.

[0093] When the client sends a request frame, the frame header part and the frame data part of the request frame that do not contain the check byte are added byte by byte, and the inverse of the sum is taken and added with 1. The result is used as the check byte; when the server receives the frame header part and the frame data part, the sum is added byte by byte. If the result is 0, the request frame check succeeds, that is, the request frame is valid; otherwise, the check fails and the request frame is invalid.

[0094] When the server sends a response frame, the frame header part and the frame data part of the response frame that do not contain the check byte are added byte by byte, and the inverse of the sum is taken and added with 1. The result is used as the check byte. When the client receives the frame, the frame header part and the frame data part are added byte by byte. If the result is 0, the response frame check succeeds, that is, the response frame is valid; otherwise, the check fails and the response frame is invalid.

[0095] Before using the MVB analyzer to work, the MVB analyzer needs to be set. In this embodiment, the command sequences of the request frame and the response frame are both expressed in hexadecimal.

[0096] The MVB analyzer is the main search port and the search function is set. The command sequence of the request frame is: 5501 02 84 24 00. The number of ports searched by the response frame is ≤25. This response frame is 1 frame. The command sequence of the response frame is: 55 01L VS 25 00A1H A1L A2H A2L..., where L represents the data length, V represents the checksum, S represents the server port, A1H represents the high byte of port A1, A1L represents the low byte of port A1, A2H represents the high byte of port A2, and A2L represents the low byte of port A2.

[0097] The source and sink port addresses of the MVB analyzer are mutually exclusive and cannot be repeated. The device address is unrelated to the source and sink port addresses. After the port information is added, BA configuration is required. Request frames are sent in multiple frames. The format of the first frame is: function code + instance number + port number + update frequency. The number of frames sent thereafter is determined by the number of ports to be configured. The framing rules are as follows:

[0098] if (number of ports to be configured%25!=0)

[0099] Number of frames = 1 + number of ports to be configured / 25;

[0100] else

[0101] Number of frames = number of ports to be configured / 25.

[0102] After the MVB analyzer is configured, the bus can be started and normal operation can begin. The command sequence of the bus start request frame is: 55 01 02 78 30 00, and the command sequence of the response frame is: 55 01 04 75 0031 00 00 00. Correspondingly, the command sequence of the bus stop request frame is: 55 01 02 76 32 00, and the command sequence of the response frame is: 55 01 0473 00 33 00 00 00.

[0103] During normal operation of the MVB analyzer, process data will be sent and received.

[0104] Among them, the command sequence of the request frame to send data to port address A1 is: 55 02L V 34 00A1H A1LD1 D2…, where D1 and D2 represent data registers (DX), and the number of DXs is determined by the port size of A1; the command sequence of the response frame is: 55 01 04 71 0035 00 00 00.

[0105] Correspondingly, the command sequence of the request frame for obtaining data from port address A1 is: 55 02 04V 36 00A1HA1L; the number of DXs in the returned data in the response frame is determined according to the port size of A1 read. The command sequence of the response frame is: 55 01L VS 37 00PS 00FNH FNL FLH FLL FEH FEL D1D2…, where PS is the port status, FNH is the refresh timer high byte, FNL is the refresh timer low byte, FLH is the frame loss high byte, FLL is the frame loss low byte, FEH is the error frame high byte, and FEL is the error frame low byte.

[0106] For the corresponding relationship between the number of DXs and the size of port A1, please refer to Table 1:

[0107]

[0108] The communication between fully automatic trains and the ground includes not only the software part, i.e. the communication protocol part, but also the hardware part. The normal connection of the interface between the hardware part, i.e. the signal system and the vehicle system, is also very critical.

[0109] The functional verification of the vehicle system is usually completed during the static and dynamic debugging on site. However, at this time, the debugging resources of the vehicle manufacturer are not equipped with signal equipment such as fully automatic driving trackside and control center, and the construction of the fully automatic operation system cannot be completed. If the joint debugging of the interface between the signal system and the vehicle system is carried out after the construction of the fully automatic operation system is completed, the workload of the joint debugging will increase, the cycle of the joint debugging will be extended, and it will be inconvenient to handle faults after the construction of the fully automatic operation system is completed, and the steps are complicated. Therefore, this application considers using hard-wired simulation equipment to replace the hardware part of the signal system when the train is in a state where the signal system is not controlling the vehicle, to perform functional verification of the vehicle system and realize connection verification of the interface between the signal system and the vehicle system.

[0110] See also Figure 3 The second application scenario diagram of the fully automatic train interface test method shown in the figure, in a possible implementation method, after judging whether the communication protocol between the vehicle system and the signal system is correct based on the communication protocol test result in step S103, it also includes: disconnecting the communication simulation host from the on-board signal unit; using a hard-wired simulation device to replace the hardware device of the signal system, and connecting the hard-wired simulation device to the control unit in the vehicle system; obtaining the train's function data to be tested; according to the function data to be tested, controlling the vehicle system and the hard-wired simulation device to perform test actions; obtaining status data generated by the hard-wired simulation device and the vehicle system according to the test actions; and determining whether the train's hard-wired interface is normal based on the test actions and status data.

[0111] In this embodiment, the communication simulation host and the hard-wired simulation device cannot test and control the same function of the vehicle system at the same time. Therefore, when performing the hardware interface test, it is necessary to ensure that the connection between the communication simulation host and the on-board signal unit is disconnected to ensure that the hard-wired simulation device performs verification testing on a certain function in the vehicle system alone; functional verification is performed in sequence according to the train's function data to be tested, and test actions and status data corresponding to the test actions are obtained, that is, the corresponding functions are verified through test actions, so as to determine whether the train's hard-wired interface is normal.

[0112] Optional, see Figure 4 The principle diagram of the test hard-wire interface shown in the figure controls the vehicle system and the hard-wire simulation device to perform test actions according to the functional data to be tested, which can be detailed as follows: controlling the vehicle system to perform a first test action; generating an input status signal according to the first test action and transmitting it to the hard-wire simulation device; controlling the hard-wire simulation device to perform a second test action; generating an output control signal according to the second test action and transmitting it to the vehicle system.

[0113] Obtaining status data generated by the hard-wired simulation device and the vehicle system according to the test action can be detailed as: obtaining first status data of the hard-wired simulation device, the first status data is the action performed by the hard-wired simulation device according to the input status signal; obtaining second status data of the vehicle system, the second status data is the action performed by the vehicle system according to the output control signal.

[0114] In this embodiment, the connection verification of the interface may include a signal system output function test and a signal system input function test; wherein, the output function test is to control the vehicle system to perform a first test action, generate an input status signal according to the first test action, and transmit it to the hard-wired simulation device, and then obtain the first status data of the hard-wired simulation device, and verify the output function according to the first test action and the first status data; the input function test is to control the hard-wired simulation device to perform a second test action, generate an output control signal according to the second test action, and transmit it to the vehicle system, and obtain the second status data of the vehicle system, and verify the input function according to the second test action and the second status data; through the output function verification and the input function verification, the connection verification of the interface between the signal system and the vehicle system can be completed, so that the hardware interface can be verified intuitively and accurately.

[0115] For details, please refer to Figure 4 As shown in the schematic diagram, when testing the signal system input function, K10 or S10 in the vehicle system can be controlled to close or open, and accordingly, the status data of indicator lights L1 or L2 of the hard-wired simulation device can be obtained. If K10 is closed and the corresponding indicator light L1 illuminates, the input function corresponding to K10 is confirmed to be correct. When testing the signal system output function, S1 or S2 in the hard-wired simulation device can be controlled to close or open, and accordingly, the status data of L10 or K11 in the vehicle system can be obtained. If S1 is closed and the corresponding indicator light L10 illuminates, the output function corresponding to S1 is confirmed to be correct. By testing the input and output functions, the hardware interface can be verified.

[0116] In a specific embodiment, the signal system output is generally a level signal, see Figure 5 The first principle schematic diagram of the test signal system output function shown in the figure uses a hard-wired simulation device to simulate the output of the level signal during function verification; illustratively, the first output signal can be used to detect the control function of the relay in the vehicle system, the second output signal can be used to detect the control function of the IO module in the vehicle system, and the third output signal can be used to detect the control function of the indicator light in the vehicle system; in addition, the function of the related circuit of the auxiliary contact of the relay can also be verified.

[0117] When the signal system outputs a level signal, see Figure 6The second principle diagram of the test signal system output function shown can also verify the function of controlling traction enable in the signal system, specifically by using a hard-wired simulation device to simulate the level signal output to verify the control circuit; illustratively, the hard-wired simulation device outputs an analog signal to the vehicle system, and the vehicle system performs corresponding actions based on the analog signal, such as controlling a switch or relay to perform corresponding actions to achieve ATP isolation or traction control.

[0118] The signal system can also control the action of internal electrical components, so that the input circuit and output circuit of the signal system form a closed loop circuit, thus realizing the control of electrical components such as vehicle relays; see Figure 7 The third principle diagram of the test signal system output function shown in the figure is that during the function verification, a hard-wired simulation device is used to simulate the contact closure inside the signal system, that is, Figure 7 When contact K is closed, the input circuit and the output circuit form a closed loop circuit, so that the function of the switch or button in the vehicle system can be verified, such as the ATP isolation switch and emergency brake button in the vehicle system.

[0119] The single-ended input of the signal system is usually the signal system monitoring the relay status. The circuit in the vehicle system controls the relay action, and the signal system monitors the auxiliary contact circuit of the relay. Figure 8 The first principle diagram of the test signal system input function shown in the figure can be used to monitor the input level of the relay during functional verification.

[0120] The double-ended input of the signal system is usually the monitoring of the switch or button status by the signal system, and the operation of the vehicle switch or button to perform the action. The signal systems at both ends of the train monitor the switch or button circuit. The circuit power supply monitored by the remote signal system usually comes from the remote end. Figure 9 The second principle diagram of the test signal system input function is shown. During function verification, hard-wired analog devices are used at both ends of the train to monitor the input level to realize the monitoring of the switch or button status in the vehicle system.

[0121] In addition to the above single-ended input and double-ended input, there is also the signal system monitoring of the train through the line, including near-end sending and far-end receiving and near-end sending and near-end receiving, see Figure 10 The third principle diagram of the test signal system input function shown in the figure shows that during function verification, hard-wired simulation devices are used for monitoring at both ends of the train. The near-end hard-wired simulation device simulates the signal and the far-end hard-wired simulation device monitors the input level, or the near-end hard-wired simulation device simulates the signal and the near-end hard-wired simulation device monitors the input level, thereby realizing the through-line circuit verification of the vehicle system.

[0122] The embodiment of the present invention replaces the central control unit in the vehicle system with a communication simulation host, and connects the communication simulation host with the on-board signal unit in the signal system to control the communication between the vehicle system and the signal system. The communication simulation host can be connected to the signal system of an actual train to simulate and verify the communication protocol between the signal system and the vehicle system; the communication data between the vehicle system and the signal system is obtained through the communication simulation host, and the communication protocol test result between the vehicle system and the signal system is determined according to the communication data. Based on the communication protocol test result, it is judged whether the communication protocol between the vehicle system and the signal system is correct, which can avoid errors in the simulation system when using traditional simulation methods, and achieve more accurate acquisition of the communication data of the actual train, thereby improving the accuracy of the communication protocol judgment; specifically, the target function data and actual function data of the communication protocol can be obtained through the MVB analyzer, and by comparing the actual function data with the target function data, that is, by comparing whether the target function action is consistent with the actual function action, it can be determined whether the communication protocol test result of the current communication protocol is correct. The communication protocol test results are obtained intuitively so that incorrect communication protocols can be modified; and the incorrect communication protocols are corrected and re-verified during the test process, which can avoid errors that may be caused by unified corrections after the test is completed, and timely and accurate corrections, as well as timely verification of the accuracy of the corrections, can quickly determine the final correct communication protocol, and reduce the time for overall debugging of the communication protocol; in the static debugging stage, the hard-wired interface is also tested by hard-wired simulation equipment, which can realize hardware testing before the full-automatic operation system is built. Compared with testing after the full-automatic operation system is built, it can reduce the workload of joint debugging and reduce the complexity of fault handling; in addition, compared with traditional simulation methods, the present invention performs testing through simulation, and there is no need to set up a simulation system according to the specific situation of the train. It can avoid the difficulties in setting up the simulation system, reduce the difficulty of interface testing, reduce the test time of the interface, and more accurately obtain communication data in the train, so that it can accurately verify the communication protocol and improve the testing efficiency of the full-automatic operation train.

[0123] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0124] The following are device embodiments of the present invention. For details not fully described therein, reference may be made to the corresponding method embodiments described above.

[0125] Figure 11 The following is a schematic diagram showing the structure of a fully automatic train test device provided by an embodiment of the present invention. For ease of explanation, only the parts related to the embodiment of the present invention are shown, which are described in detail as follows:

[0126] like Figure 11 As shown, the fully automatic train interface test device 11 includes: a communication simulation host 1101;

[0127] The communication simulation device 1101 is connected to the onboard signal unit in the signal system of the train and is used to replace the central control unit in the vehicle system to control the communication between the vehicle system and the signal system.

[0128] In this embodiment, the communication simulation host 1101 is used to replace the central control unit in the vehicle system, can be connected to the signal system of an actual train, and simulate and verify the communication protocol of the signal system and the vehicle system. It can avoid the errors caused by the simulation system itself when using traditional simulation methods, and achieve more accurate acquisition of the communication data of the actual train, thereby improving the accuracy of communication protocol judgment.

[0129] Optionally, the communication simulation device 1101 includes an MVB analyzer 11011 and a human-computer interaction device 11012 ; the human-computer interaction device 11012 is connected to the vehicle-mounted signal unit through the MVB analyzer 11011 .

[0130] Specifically, the human-computer interaction device may be a desktop computer, a notebook computer, or a handheld computer, which is not limited here.

[0131] In this embodiment, the MVB analyzer can accurately obtain functional data between the signal system and the vehicle system, so as to test and verify the current communication protocol.

[0132] In one possible implementation, the fully automatic train interface test device also includes a hard-wired simulation device 1102; the hard-wired simulation device 1102 is connected to the control unit in the vehicle system and is used to replace the hardware equipment of the signal system to control the vehicle system to perform test operations.

[0133] In this embodiment, the hard-wired simulation device 1102 is used to replace the hardware equipment of the signal system, can be connected to the vehicle system of an actual train, and can test and verify the interface between the signal system and the vehicle system before the fully automatic operation system is built, thereby avoiding increasing the workload of joint debugging.

[0134] In the embodiment of the present invention, the fully automatic train interface testing device includes a communication simulation host and a hard-wired simulation device. The communication simulation host is used to replace the central control unit in the vehicle system, and can be connected to the signal system of an actual train to simulate and verify the communication protocol of the signal system and the vehicle system. It can avoid the errors caused by the simulation system itself when using traditional simulation methods, and achieve more accurate acquisition of the communication data of the actual train, thereby improving the accuracy of communication protocol judgment; the hard-wired simulation device is used to replace the hardware equipment of the signal system, and can be connected to the vehicle system of an actual train. It can test and verify the interface between the signal system and the vehicle system before the fully automatic operation system is built, avoiding increasing the workload of joint debugging, and at the same time reducing the complexity of fault handling.

[0135] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention, and should all be included in the scope of protection of the present invention.

Claims

1. A fully automatic train interface testing method, characterized in that: include: Replacing a central control unit in a vehicle system with a communication simulation host, and connecting the communication simulation host to an on-board signal unit in a signal system to control communication between the vehicle system and the signal system; Obtaining target functional data of the current communication protocol through the communication simulation host includes: obtaining, through the communication simulation host, a request frame sent by the signal system to the vehicle system, wherein the request frame is generated by the signal system according to the current communication protocol; Acquiring actual functional data corresponding to target functional data of the current communication protocol through the communication simulation host includes: Acquiring, through the communication simulation host, a response frame sent by the vehicle system to the signal system, wherein the response frame is generated according to a current actual functional action of the vehicle system, and the vehicle system performs the current actual functional action according to the request frame; detecting whether the actual function data is consistent with the target function data; If they are inconsistent, the communication protocol test result of the current communication protocol is determined to be incorrect; If they are consistent, the communication protocol test result of the current communication protocol is determined to be correct; Based on the communication protocol test result, it is determined whether the communication protocol between the vehicle system and the signal system is correct.

2. The fully automatic train interface testing method according to claim 1, characterized in that: After determining that the communication protocol test result of the current communication protocol is incorrect, the method further includes: According to the target function data and the actual function data, the current communication protocol is corrected, and the communication data between the vehicle system and the signal system is reacquired through the communication simulation host, and the communication protocol test result between the vehicle system and the signal system is determined according to the communication data until the communication protocol test result is correct.

3. The fully automatic train interface testing method according to claim 1, characterized in that: The communication simulation host includes an MVB analyzer, and the MVB analyzer is connected to the signal system; Acquiring, by the communication simulation host, a request frame sent by the signal system to the vehicle system, comprising: obtaining, by the MVB analyzer, a request frame sent by the signal system to the vehicle system; Acquiring, by the communication simulation host, a response frame sent by the vehicle system to the signal system, comprising: The MVB analyzer is used to obtain a response frame sent by the vehicle system to the signal system.

4. The fully automatic train interface testing method according to claim 1, characterized in that: Detecting whether the actual functional data is consistent with the target functional data includes: Checking the request frame according to the check byte of the request frame; If the verification of the request frame is unsuccessful, re-acquiring the request frame sent by the signal system to the vehicle system; Checking the response frame according to the check byte of the response frame; If the verification of the response frame is unsuccessful, re-acquiring the response frame sent by the vehicle system to the signal system; If both verifications are successful, whether the actual function data is consistent with the target function data is detected based on the frame data of the request frame and the frame data of the response frame.

5. The fully automatic train interface testing method according to claim 1, characterized in that: After determining whether the communication protocol between the vehicle system and the signal system is correct based on the communication protocol test result, the method further includes: Disconnecting the communication simulation host from the vehicle signal unit; Replacing the hardware device of the signal system with a hard-wired simulation device, and connecting the hard-wired simulation device to a control unit in the vehicle system; Obtain the train's function data to be tested; controlling the vehicle system and the hard-wired simulation device to perform a test action according to the function data to be tested; acquiring status data generated by the hard-wired simulation device and the vehicle system according to the test action; According to the test action and the status data, it is determined whether the hard-wired interface of the train is normal.

6. The fully automatic train interface testing method according to claim 5, characterized in that: The controlling the vehicle system and the hard-wired simulation device to perform a test action according to the function data to be tested includes: controlling the vehicle system to perform a first test action; generating an input status signal according to the first test action and transmitting the signal to the hard-wired simulation device; controlling the hard-wired simulation device to perform a second test action; generating an output control signal according to the second test action and transmitting the output control signal to the vehicle system; The obtaining of status data generated by the hard-wired simulation device and the vehicle system according to the test action includes: acquiring first state data of the hard-wired analog device, where the first state data represents an action performed by the hard-wired analog device according to the input state signal; Second state data of the vehicle system is acquired, where the second state data is an action performed by the vehicle system according to the output control signal.

7. A fully automatic train interface testing device, characterized in that: The fully automatic train interface testing device is used to implement the fully automatic train interface testing method according to any one of claims 1 to 6; The fully automatic train interface test device includes a communication simulation host; The communication simulation host is connected to the onboard signal unit in the signal system of the train and is used to replace the central control unit in the vehicle system to control the communication between the vehicle system and the signal system.

8. The fully automatic train interface testing device according to claim 7, characterized in that: The communication simulation host includes an MVB analyzer and a human-computer interaction device; The human-computer interaction device is connected to the vehicle-mounted signal unit through the MVB analyzer.

9. The fully automatic train interface testing device according to claim 7, characterized in that: The fully automatic train interface test device also includes a hard-line simulation device; The hard-wire simulation device is connected to a control unit in the vehicle system and is used to replace the hardware device of the signal system to control the vehicle system to perform a test operation.

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