Railway vehicle experiment debugging system and method

Abstract

The invention discloses a rail vehicle experiment debugging system and method. The system at least comprises a rail vehicle separate-parallel experiment device and a first operation terminal. Data interaction communication is carried out between the two through a communication module; the rail vehicle separation and combination experiment device is used for sending a first instruction and receiving a test signal; the first instruction is used for instructing the debugged device to execute first operation; the test signal is used for representing an execution result of executing the first operation by the debugged device. The first operation terminal is used for sending a second instruction to the railway vehicle separation and combination experiment device, and the second instruction is used for instructing the railway vehicle separation and combination experiment device to send the first instruction. After the debugged device executes the first operation, the debugged device returns a test signal to the rail vehicle separation and combination experiment device, and the rail vehicle separation and combination experiment device can display or send the test signal to the first operation terminal. According to the method, the specific condition of the debugged device can be obtained only by issuing the first instruction through the rail vehicle branch-and-parallel experiment device, so that the labor investment is reduced, and the error probability is reduced.

Description

Technical Field

[0001] The present application belongs to the technical field of rail vehicles, and specifically, relates to a rail vehicle experimental debugging system and method. Background Art

[0002] The split-and-join test is mainly used to verify the hard-electric signal connection of the electrical coupler of a rail vehicle group (such as an EMU) and the hard-electric signal acquisition after simulated reconnection. Specifically, the split-and-join test is mainly used to detect whether the electrical signals and data can be transmitted normally after the electrical couplers of two rail vehicle groups are successfully connected.

[0003] In the prior art, when conducting a combined test on a rail vehicle group, the electrical couplers are mainly pressurized and signal measured through the cooperation between the staff. However, there are a large number of electrical couplers and they are closely spaced. When simulating different operations on the electrical couplers, different couplers need to be connected. The staff need to perform many operations, the manpower investment cost is too high, and the experimental efficiency is low. Summary of the invention

[0004] The embodiments of the present application provide a rail vehicle test debugging system and method, which solve the problem of low test efficiency of rail vehicle combined tests in the prior art.

[0005] In order to achieve the above objectives, this application adopts the following technical solutions:

[0006] In a first aspect, a rail vehicle experimental debugging system is provided, the system comprising: a rail vehicle division and merging experimental device, used to send at least one first instruction, and to receive at least one test signal; the first instruction is used to instruct the debugged device to perform a first operation; the test signal is used to characterize the execution result of the debugged device performing the first operation.

[0007] In a possible implementation of the first aspect, the signal processing module in the rail vehicle separation and merging experimental device is used to convert the first instruction and / or the test signal, and / or to forward the first instruction and / or the test signal; wherein the conversion processing is used to convert the signal type of the first instruction and / or the test signal into a processable signal type.

[0008] In a possible implementation manner of the first aspect, the signal processing module is provided with a plurality of communication interfaces, and the communication interfaces include at least one of the following: UART, SPI, I2C, RC13, and VSS.

[0009] In a possible implementation of the first aspect, the system also includes a first operation terminal, which is used to send a second instruction to the rail vehicle separation and merging experimental device based on a user operation; the second instruction carries at least the first operation, and the second instruction is used to instruct the rail vehicle separation and merging experimental device to send the first instruction.

[0010] In a possible implementation manner of the first aspect, the system further includes a second operation terminal, where the second operation terminal is used to display the test signal, and the second operation terminal is the same as or different from the first operation terminal.

[0011] In a possible implementation of the first aspect, a communication module in the rail vehicle separation and merging experimental device is used to interact with the first operating terminal and / or the second operating terminal to obtain the second instruction and / or send the test signal.

[0012] In a possible implementation manner of the first aspect, the first operation includes at least one of the following: a door opening operation, a door closing operation, a door safety operation, a braking operation, a power-off operation, and a loop operation.

[0013] In a possible implementation of the first aspect, the rail vehicle separation and merging test device is physically connected to each electrical coupler in the debugged device through an interface; a plurality of contacts are arranged in the interface, and the contacts are connected to at least each electrical coupler in the debugged device, and the contacts are used for interaction between the rail vehicle separation and merging test device and the debugged device.

[0014] In a possible implementation manner of the first aspect, the contact interacts with the debugged device through high and low levels.

[0015] In a second aspect, a rail vehicle experimental debugging method is provided, the method comprising: sending a first instruction; the first instruction is used to instruct a target object in a debugged device to perform a first operation; receiving a test signal; the test signal is used to characterize the execution result of the debugged device performing the first operation.

[0016] After adopting the above technical scheme, the present application has the following beneficial effects compared with the prior art: the present application sets up a rail vehicle separation and combination test device, which is physically connected to the electrical coupler in the debugged device; the rail vehicle separation and combination test device sends a first instruction to the debugged device, instructing the debugged device (such as the head of the rail vehicle) to perform a first operation. The target object in the debugged device generates a test signal after performing the first operation, and the rail vehicle separation and combination test device can receive the test signal, and the test signal can be used to characterize the execution result of the debugged device performing the first operation. Specifically, the rail vehicle separation and combination test device can interact with the debugged device, so that the debugged device performs the first operation and obtains the test signal. In this way, the present application does not need to manually pressurize each needle in the debugged device by the staff as in the prior art, but only needs to issue the first instruction through the rail vehicle separation and combination test device to obtain the specific situation of the debugged device, thus reducing the manual input and the probability of error. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0018] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0019] Figure 1 is a schematic diagram of a rail vehicle experimental debugging system provided in an embodiment of the present application;

[0020] Figure 2 is a schematic diagram of a configuration file provided in an embodiment of the present application;

[0021] Figure 3 is a schematic diagram of a communication interface provided in an embodiment of the present application;

[0022] Figure 4 is a schematic diagram of another rail vehicle experimental debugging system provided in an embodiment of the present application;

[0023] Figure 5 This is a schematic diagram of a rail vehicle experimental debugging method provided in an embodiment of the present application.

[0024] Figure 6 is a schematic diagram of a rail vehicle splitting and merging experimental device provided in an embodiment of the present application;

[0025] Figure 7is a schematic diagram of another rail vehicle separation and merging experimental device provided in an embodiment of the present application;

[0026] Figure 8 is a schematic diagram of an integrated circuit board provided in an embodiment of the present application;

[0027] Fig. 9 It is a schematic diagram of another rail vehicle separation and merging experimental device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0028] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present application.

[0029] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0030] In the process of railway operation, in order to maximize the operating efficiency of fixed trains, two EMUs of the same model are usually operated in a 16-car formation during the peak passenger travel period, and a single standard 8-car formation is used during the low passenger travel period. In this way, the operating efficiency of the EMU is maximized.

[0031] In order to ensure that two EMUs of the same model can quickly reach the coupling state without any fault before railway operation, the debugging work before the operation of the track group is particularly important. However, due to the influence of the reconnection conditions and lines of the two EMUs, in order to ensure the maximum utilization of the dynamic debugging line, the debugging engineer needs to simulate the train reconnection condition under static conditions first, to ensure that the train can complete the experiment without any fault when it reaches the dynamic debugging line.

[0032] The static simulation reconnection experiment of rail vehicle groups is generally divided into two experiments. The first is the reconnection experiment, which mainly verifies the logical operation function between the mechanical coupler and the air connection; the second is the separation and combination experiment, which mainly verifies the connection of the single (separate) hard electric signal of the rail vehicle group electrical coupler and the hard electric signal collection after the two (series) simulated reconnection. In other words, the separation and combination experiment is mainly used to detect whether the electrical signals and data of the two rail vehicle groups can be transmitted normally after the electrical couplers are successfully connected.

[0033] Among them, when conducting the split-and-combination experiment, the staff needs to connect different electrical couplers to transmit signals according to different instructions, and receive the signals fed back by each electrical coupler for analysis, so as to complete the debugging of the split-and-combination experiment. However, the current split-and-combination experiment requires the staff to manually connect different electrical couplers. However, there are a large number of electrical couplers and the spacing is close. When simulating different operations on the electrical couplers, different couplers need to be connected. The staff needs to perform many operations, the manpower investment cost is too high, and the experimental efficiency is low.

[0034] In order to solve the above problems, the present application provides a rail vehicle experimental debugging system, which is additionally provided with a rail vehicle separation and combination experimental device, and physically connects the rail vehicle separation and combination experimental device and each electrical coupler in the debugged device, so as to interact with the electrical coupler without the need to manually adjust the connection relationship.

[0035] Please refer to Figure 1 ,like Figure 1 As shown, the system at least includes:

[0036] A rail vehicle splitting and merging test device, used to send at least one first instruction and receive at least one test signal; the first instruction is used to instruct the target object in the debugged device to perform a first operation; the test signal is used to represent the execution result of the debugged device performing the first operation

[0037] Specifically, the system at least includes a rail vehicle distribution and combination test device, which is used to debug the distributed experiment on the debugged device.

[0038] Among them, the debugged device can be understood as the front of the vehicle to be tested. At least one electric coupler can be provided in the debugged device. Preferably, any electric coupler is physically connected to the rail vehicle separation and merging test device, and the physical connection here can be an electrical connection or a mechanical connection. In other words, in the process of conducting the separation and merging experiment, the staff only needs to use the rail vehicle separation and merging test device to interact with any electric coupler, send signals to the electric coupler, or receive signals from the electric coupler. There is no need for the staff to manually connect different electric couplers as in the prior art, thereby reducing the staff's operating steps and reducing the difficulty of the experiment.

[0039] Optionally, when the debugged device is the vehicle head, the rail vehicle separation and merging test device can be installed in alignment with the positioning columns and positioning holes of the rail vehicle coupler through the externally designed positioning columns and positioning holes. After installation, the device is tightly fixed to the electric coupler through the locking pull rings on the left and right sides of the device. A fixed locking strap is also installed in the middle of the rail vehicle separation and merging test device. In this way, the tightness of the connection between the rail vehicle separation and merging test device and the debugged device can be improved to a certain extent, and the device can be prevented from accidentally falling.

[0040] Specifically, any electrical coupler can be connected to one or more corresponding lines through a port, and any line is connected to at least one object. That is to say, after the rail vehicle separation and combination test device sends a signal to the debugged device through the electrical coupler, the debugged device can use the electrical coupler to pass the signal to the line through the port, and the line passes the signal to the target object that needs to execute the first instruction, and after the execution is completed, a test signal is generated and fed back to the rail vehicle separation and combination test device. Among them, the target object may include but is not limited to at least one of the following: loop, line, coupler, buffer, brake device, air conditioning system, lighting system, display screen, door.

[0041] In this system, the rail vehicle separation and merging test device is mainly used to send instructions and receive test information. Specifically, the staff can check whether the signal can be smoothly transmitted to the debugged device by observing the execution of the instructions sent by the rail vehicle separation and merging test device by the debugged device. And according to the test signal received by the rail vehicle separation and merging test device from the debugged device, it can also be checked whether the feedback line of the debugged device can transmit the signal normally, and whether the execution logic and situation of the debugged device are normal.

[0042] In summary, the present application sets up a rail vehicle separation and combination test device, which is physically connected to the electrical coupler in the debugged device; the rail vehicle separation and combination test device instructs the debugged device (such as the vehicle head) to perform a first operation by sending a first instruction to the debugged device. The target object in the debugged device generates a test signal after performing the first operation, and the rail vehicle separation and combination test device can receive the test signal, and the test signal can be used to characterize the execution result of the debugged device performing the first operation. Specifically, the rail vehicle separation and combination test device can interact with the debugged device, so that the debugged device performs the first operation and obtains the test signal. In this way, the present application does not need to manually pressurize each needle in the debugged device by the staff as in the prior art, but only needs to issue the first instruction through the rail vehicle separation and combination test device to obtain the specific situation of the debugged device, thus reducing manual input and reducing the probability of error.

[0043] The first instruction sent by the rail vehicle separation and merging test device to the debugged device includes but is not limited to at least one of the following: door opening operation, door closing operation, door safety operation, braking operation, power-off operation, and loop operation. Figure 2 ,like Figure 2 As shown in the line definition, any operation corresponds to at least one line number, where the door opening operation at least includes: opening the left door and opening the right door. The door closing operation at least includes: closing the left door and closing the right door. The door safety operation includes but is not limited to at least one of the following: right door release, left door release, door closed positive 1, door closed positive 2, door closed negative line, door closed negative. The power-off operation at least includes: the neighboring car emergency power-off positive line, the neighboring car emergency power-off positive line 1, the battery ON train positive line, the battery Off train positive line, the neighboring car emergency power-off negative line, the neighboring car emergency power-off negative line 1, the battery negative line, the negative line, the driver controller command negative line, the parking brake negative line, the driver controller braking status line, the driver controller traction status line, and the ATP7 level brake train line; the braking operation includes but is not limited to at least one of the following: emergency braking 1, emergency braking 2, emergency braking 3, parking brake application, parking brake relief, and hill start brake application; the loop operation includes but is not limited to at least one of the following: emergency braking EB loop 1, emergency braking EB loop 2, emergency braking UB loop 1, emergency braking UB loop 2, parking brake monitoring loop positive line 1 , parking brake monitoring loop positive line 2, passenger emergency brake loop 1, passenger emergency brake loop 2, brake relief loop positive line 1, brake relief loop positive line 2, axle temperature monitoring loop positive line 1, axle temperature monitoring loop positive line 2, fire alarm loop positive line 1, fire alarm loop positive line 2, emergency brake EN loop negative line, emergency brake UB loop negative line, parking brake monitoring loop negative line, passenger emergency brake loop negative line, brake relief loop negative line, axle temperature monitoring loop negative line, fire alarm loop negative line; in addition, it can further include: emergency light switching, raising the front bow, raising the rear bow, emergency lowering the bow, emergency brake application negative, MXR+, MRX-, ECS off, ECS on, backward, forward, emergency mode, emergency traction, and VCB off.

[0044] For ease of understanding, taking the first instruction of opening the right door as an example, the right door opening operation in the debugged device corresponds to operation number 142. After the rail vehicle separation and merging test device sends the first instruction to the debugged device, the electrical coupler of the debugged device transmits the operation with line number 142 to be executed to the target object through port 1, and after the execution is completed, sends a test signal to the rail vehicle separation and merging test device.

[0045] Among them, when the staff issues instructions through the rail vehicle separation and merging experimental device, they can issue them in the following different ways: a, directly through the rail vehicle separation and merging experimental device; b, send the first instruction to the rail vehicle separation and merging experimental device through other equipment.

[0046] In an illustrative embodiment, when the staff issues the first instruction directly through the rail vehicle separation and merging experimental device, the staff does not need to operate other equipment, that is, only the rail vehicle separation and merging experimental device can be used to realize functions such as instruction issuance, test signal reception and display, thereby simplifying the staff's operating procedures, improving the timeliness of instruction issuance and test signal reception, and thus improving experimental efficiency.

[0047] In another illustrative embodiment, the staff can send a first instruction to the rail vehicle separation and combination test device through other devices, so that the staff can operate within a safe range, thereby improving the safety of the system. Moreover, it can avoid, to a certain extent, the staff needing to touch the rail vehicle separation and combination test device multiple times, causing the connection between it and the debugged device to be disconnected. Specifically, the staff can use the first operating terminal to send a second instruction to the rail vehicle separation and combination test device, and the second instruction carries at least the first operation, and the second instruction is used to instruct the rail vehicle separation and combination test device to send the first instruction. Depending on the type of the second instruction, the rail vehicle separation and combination test device can send it to the debugged device after processing it (detailed below), and the debugged device returns the test signal to the rail vehicle separation and combination test device after executing the first operation. Furthermore, after receiving the test signal, the rail vehicle separation and combination test device can directly display the test signal, or send it to other devices (such as the first operating terminal) for display.

[0048] Among them, the type of the second instruction sent by the first operating terminal to the rail vehicle separation and merging test device is not limited, that is, the data type of the second instruction sent by the first operating terminal may not be directly read by the debugged device. At this time, the rail vehicle separation and merging test device may be provided with a signal processing module for converting the data type, wherein the signal processing module is used to convert the first instruction to obtain an instruction that can be understood by the debugged device. Optionally, the signal processing module can also convert the test signal to obtain a test signal that can be understood by other devices.

[0049] When the data type of the second instruction sent by the first operating terminal can be directly read by the debugged device, the signal processing module can be used to forward the first instruction to the contact, and the contact transmits the first instruction to the target object through its connection relationship with the electric coupler. The signal processing module can also be used to forward the test signal to other devices. Among them, the contact can also be called an end signal simulator.

[0050] It should be understood that the present application does not specifically limit the specific functions of the signal processing module. Specifically, the signal processing module can have multiple functions, including but not limited to: signal processing and / or signal forwarding. Exemplarily, the signal processing module can judge the received signal (e.g., the first instruction, the test signal). When its signal type is the same as the signal type that can be read by the signal receiver (e.g., the first operating device, the debugged device), the signal processing module can forward the signal. When the signal type is different from the signal type that can be read by the signal receiver, the signal processing module can process the signal and send the processed signal to the signal receiver.

[0051] Among them, the specific form of the signal processing module is not limited, it can be a physical structure or it can be implemented based on an algorithm library. Exemplarily, the signal processing module can be a controller with DSPIC33EP as the core, which sends the first instruction and receives the test signal by controlling the control I / O port. Among them, the DSPIC33EP256MC506 device integrates rich digital signal processor (DSP) functions in the high-performance 16-bit microcontroller unit (MCU) architecture, supports floating-point operations, and has high processing speed and power efficiency. In addition, the signal processing module can integrate a variety of communication interfaces, and different interfaces can adapt to different protocols. For example, UART supports LIN / J2602 protocol and IrDA, which can adapt to serial communication. In this way, it can adapt to different communication types of the debugged device, thereby realizing data exchange and communication with the debugged device in different scenarios. For details, please refer to Figure 3 ,like Figure 3 As shown, the communication interface set by the signal processing module includes but is not limited to at least one of the following: UART, SPI, I2C, RC13, VSS, AV, VO, VOOC, AN, OSC.

[0052] Furthermore, each port of the controller may be provided with a plurality of registers connected to each pin. The register types include but are not limited to at least one of the following: an input register, an output register, a direction determination register (e.g., TRISx), a storage register, and a terminal control and management register. For example, when the register is a direction determination register, the register may determine whether the port is an input signal or an output signal. If the data direction in the signal is 1, it is input data, and the input register may be used to temporarily store a signal sent from an external device to a signal processing module. If the data direction in the signal is 0, it is output data, and the output register may be used to temporarily store a signal sent to an external device.

[0053] Furthermore, a latch may be provided in the controller. When a latch (such as LATx) is read, the latch can be read and written, and the value stored in the latch is read. This value was input by a signal from another device at a certain point in time and stored in the latch. When writing to the latch, the value stored in the latch is actually modified. This new value will be stored in the latch and provided through the output part of the latch when needed.

[0054] That is, when writing to a port pin, you are actually modifying the value in the latch connected to the port. This new value will be stored in the latch and output to the external circuit through the output pin. Please refer to Table 1 below for details:

[0055]

[0056]

[0057] Table 1

[0058] For ease of understanding, the following will be based on pin type. Provide explanation. is the specific name of the pin. When the buffer type of the pin is ST, it means that the pin can trigger the write latch, and the programmable power supply (PPS) is a fast charging protocol that supports multiple voltage and current combinations to meet the charging needs of different devices. In this table, the U1CTS pin does not support the PPS function, which means that it may not be used for power management or fast charging related applications. Based on the above content, the controller can determine that the pin can be used to send signals in the interface and does not support the PPS function.

[0059] In this way, the signal processing module can use each interface to control the signal receiving and sending functions, thereby improving the flexibility of the signal processing module and enabling it to adapt to different scenarios and needs. In addition, setting up multiple interfaces can also improve the signal processing capability, making the signal processing module compatible with different types of signals, thereby improving the overall performance of the system.

[0060] It should be noted that the present application does not specifically limit the subject of the conversion function setting, that is, the information processing module can also be set on the debugged device, thereby reducing the processing flow of the rail vehicle division and merging experimental device and improving the efficiency of transmitting the first instruction to the debugged device.

[0061] Among them, when the first instruction comes from other devices, the rail vehicle separation and merging experimental device may also include a communication module, and the communication module is used to interact with other devices (such as the first operating terminal). That is to say, when the first operating terminal sends the first instruction to the rail vehicle separation and merging experimental device, it is first received by the communication module in the rail vehicle separation and merging experimental device, and then the first instruction is forwarded to the signal processing module. Among them, the communication module can adapt to different types of external devices and networks, which enhances the flexibility and compatibility of the system. In addition, a separate communication module is more convenient to upgrade and maintain to adapt to new signal formats and protocol requirements to ensure the continuous availability of the system. In addition, the communication module can also check and verify the signal when receiving the signal to ensure the integrity and correctness of the data and prevent the data from being tampered with or damaged, thereby improving the security and reliability of the system.

[0062] The present application does not specifically limit the specific form of the communication module, and the communication module can be a physical module, and its functions can be realized based on an algorithm. For example, the communication module can be an embedded module based on a Uart interface that complies with the wifi wireless network standard, with a built-in wireless network protocol IEEE802.11 protocol stack and a TCP / IP protocol stack, which can realize the conversion between user serial port data and wireless network.

[0063] For easier understanding, please refer to Figure 4 ,like Figure 4 As shown, the type of the communication module can be USR-WIFI232-D2, and the communication module can be connected to an external antenna, that is, used as a wireless access point, wherein the external antenna is a 2.4GHz antenna that complies with 802.11b / g / n, and the monitoring device, that is, the first operating terminal, is connected to the communication module through a wireless network protocol as a wireless site, and at the same time, it transmits signals with the signal transceiver DSP module (that is, the above-mentioned signal processing module) through a UART interface, and transmits signals with the debugged device through contacts.

[0064] Optionally, the device sending the first instruction and the device displaying the test signal may be the same or different.

[0065] When the device that sends the first instruction and the device that displays the test signal are the same device, the number of heavy devices in the system can be reduced, thereby simplifying the system architecture and reducing the connection and communication requirements between devices, thereby reducing the complexity and cost of the system. Furthermore, the staff does not need to switch between different devices, which simplifies the staff's operating procedures and improves the user experience.

[0066] When the device sending the first instruction and the device displaying the test signal are different devices, the system may further include a second operation terminal, and the second operation terminal is used to display the test signal. In this way, a more flexible system configuration can be performed for the two devices, and key instructions and data can also be placed in a safe environment to avoid the risk of single point failure, thereby improving the safety and reliability of the system to a certain extent.

[0067] The second operation terminal is a digital carrier of the operation record sheet of the debugging operation, which contains the operation instruction and the operation record sheet, and performs the final operation confirmation on the test signal sent by the debugged device. The operation instruction can be a correspondence table between the test signal and the execution name, and the operation record sheet can be used to manage the test signal returned by the debugged device, which is convenient for the staff to trace back.

[0068] The present application does not specifically limit the type of the second operating terminal, which includes but is not limited to at least one of the following: a handheld terminal, an analyzer, and a test tablet.

[0069] Among them, the test signal can come from the rail vehicle separation and combination test device. That is to say, after the debugged device generates the test signal, it can send it to the rail vehicle separation and combination test device. The rail vehicle separation and combination test device determines whether the signal is forwarded or converted, and sends the processed test signal to the second operation terminal for operation confirmation by the staff. In this way, when the signal format of the debugged device is different from the data format of the second operation terminal, the second operation terminal does not need to perform conversion processing, which reduces the burden on the second operation terminal.

[0070] In another embodiment, the test signal can come directly from the debugged device, and the debugged device can exchange protocol data through the on-board data acquisition device of the rail vehicle group, exchanging digital quantities and analog quantities (i.e., test signals) in the on-board data acquisition device.

[0071] In an illustrative embodiment, the overall debugging process of the system is as follows: a first operating terminal sends a first instruction to a rail vehicle separation and combination experimental device; after a target object corresponding to the debugged device completes the first instruction, a test signal is sent through the rail vehicle separation and combination experimental device; after a second operating terminal receives the test signal from the debugged device, the second operating terminal can obtain the corresponding protocol name based on its locally maintained operating instructions; when the name is the same as the first operation, the staff can use the second operating terminal to confirm the completion of the experiment.

[0072] For easier understanding, please refer to Table 2 below:

[0073]

[0074]

[0075]

[0076]

[0077] Table 2

[0078] In an illustrative embodiment, as shown in Table 2, the system may include a first operating terminal, a second operating terminal, a rail vehicle splitting and combining test device, and a debugged device. The monitoring device is the first operating terminal mentioned above, the handheld terminal is the second operating terminal, and the debugged device is the vehicle group equipment. When the monitoring device issues a 142S pressurization command, the rail vehicle splitting and combining test device pressurizes the coupler 023 and 124 pins respectively, at which time the relay T734 coil is energized, the normally open contact DVSS2R is closed, the vehicle group equipment starts to move, the door release light is on, the on-board data acquisition device receives the T734 action signal, interfaces with the handheld terminal, uploads the action confirmation completion command, and sequentially performs 142, 142Z, 143S, 143, 143Z and other door opening and closing commands to pressurize, act, and upload data to the handheld terminal. After confirmation by the staff on the handheld terminal, the test is completed.

[0079] In another exemplary embodiment, as shown in Table 2, when the monitoring device issues a 144L pressurization command, the rail vehicle separation and test device pressurizes the coupler 007 and 107 pins respectively, the door safety loop is closed, the DIR coil is energized, and the on-board data acquisition device receives the T730 action signal, communicates with the handheld terminal interface protocol, and uploads the action confirmation completion command. Similarly, subsequent operations are performed in sequence.

[0080] In another exemplary embodiment, as shown in Table 2, when the monitoring device issues a 65A pressurization command, the rail vehicle separation and merging test device pressurizes the coupler 021 and 121 pins respectively, the vehicle group braking signal is actuated, the on-board data acquisition device receives the T627 wind pressure action signal, and interfaces with the handheld terminal to upload the action confirmation completion command, and sequentially performs 66A, 67A, 69L, 70L, 621L, 615L, 616L, 618L and other brake action signals to pressurize, act, and upload data.

[0081] It should be understood that the above only uses door opening and closing, door safety, normal braking, and safety circuit tests as examples to illustrate the application of the separate and combined test automation debugging method in existing vehicles. The separate and combined test automation debugging method can also be used to perform automated debugging operations on emergency power-off circuits, battery circuits, emergency traction, direction, traction status, pantographs, emergency UB loops, emergency braking loops, parking braking loops, parking monitoring loops, and fire emergency alarm loops.

[0082] The above is a rail vehicle experimental debugging system provided by this application. The above embodiments can be combined according to actual conditions, and this application does not make any specific restrictions here.

[0083] In addition, this application also provides a rail vehicle experimental debugging method, which is applied to the rail vehicle separation and combination experimental device. For details, please refer to Figure 5 ,like Figure 5 As shown, the method includes:

[0084] S501, sending a first instruction; the first instruction is used to instruct a target object in the debugged device to execute a first operation.

[0085] S502, receiving a test signal; the test signal is used to represent an execution result of the first operation performed by the debugged device.

[0086] Specifically, the rail vehicle separation and merging experimental device can send a first instruction to the debugged device in a direct or indirect manner, and the first instruction is used to instruct the target object in the debugged device to perform a first operation. When the debugged device completes the execution of the first operation, a test signal can be generated, and the test signal can be sent to the rail vehicle separation and merging experimental device in a direct or indirect manner. After receiving the test signal, the rail vehicle separation and merging experimental device can display the test signal, or send the test signal to other devices for display.

[0087] Optionally, the rail vehicle division and merging experimental device may include at least one of the following: a signal processing module and a communication module. The signal processing module is used to convert and process the first instruction and / or the test signal, and / or to forward the first instruction and / or the test signal. The communication module is used to interact with the first operation terminal and / or the second operation terminal to obtain the second instruction and / or send the test signal.

[0088] For ease of understanding, this application also provides a schematic diagram of a rail vehicle splitting and merging experimental device. For details, please refer to Figure 6 ,like Figure 6 As shown, in an exemplary embodiment, the rail vehicle separation and test device is 35 cm long, 25 cm wide, 15 cm high, and weighs 2 kg. Figure 7 As shown, the interior of the split and combined experimental test device can be composed of five layers of circuit boards. Figure 8 This is the first layer circuit component distribution diagram (1-4 layers have the same functions), Figure 8It can be seen that the circuit obtains the DC110V voltage from the debugged device from the switch interface 801, and stabilizes the voltage at 12V for signal output through the DC-DC voltage conversion module. The coil 802 on the circuit board is used to suppress common-mode noise on the power line or signal line, while allowing useful differential-mode signals to pass. The main control chip is used to send an enable signal to the corresponding relay 803, and the type of the relay 803 may be HF41F, so as to control whether the output loop of the device is closed. The function of the fuse 804 and the chip resistor 805 on the circuit board is to protect the circuit and control the current on the circuit board to be within an appropriate range. After the rail vehicle separation and merging test device is docked with the debugged device, the collection and control of the coupler signal is realized. As shown Fig. 9 As shown, the rail vehicle separation and merging test device is provided with an interface 901, which is used to connect with the debugged device, and the interface is provided with contacts 901, which are connected to each electrical coupler in the debugged device, and are connected to the signal processing module (not shown in the figure) through an integrated circuit board inside to achieve two-way transmission of signals. The end of the rail vehicle separation and merging test device is completely built based on the hardware structure, which is responsible for receiving the electrical coupler contact signal and transmitting it to the signal processing module, and at the same time transmitting the first instruction of the first operating terminal from the signal processing module to the debugged device.

[0089] The above is only a preferred implementation of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A rail vehicle test and debugging system, characterized in that: The system at least includes a rail vehicle division and merging experimental device; The rail vehicle division and merging experimental device is used to send at least one first instruction and receive at least one test signal; the first instruction is used to instruct the debugged device to perform a first operation; the test signal is used to characterize the execution result of the debugged device performing the first operation.

2. The system according to claim 1, characterized in that The rail vehicle separation and combination experimental device is physically connected to each electrical coupler in the debugged device through an interface; A plurality of contacts are arranged in the interface, and the contacts are connected to at least each electrical coupler in the debugging device, and the contacts are used for the interaction between the rail vehicle separation and combination experimental device and the debugging device.

3. The system according to claim 2, characterized in that The signal processing module in the rail vehicle division and merging experimental device converts and processes the first instruction and / or the test signal, and / or is used to forward the first instruction and / or the test signal; The conversion process is used to convert the signal type of the first instruction and / or the test signal into a processable signal type.

4. The system according to claim 3, characterized in that The signal processing module is provided with a plurality of communication interfaces, and the communication interfaces include at least one of the following: UART, SPI, I2C, RC13, and VSS.

5. The method according to claim 1, characterized in that The system also includes a first operating terminal, which is used to send a second instruction to the rail vehicle separation and merging experimental device based on user operation; the second instruction carries at least the first operation, and the second instruction is used to instruct the rail vehicle separation and merging experimental device to send the first instruction.

6. The system according to claim 5, characterized in that The system further includes a second operation terminal, which is used to display the test signal. The second operation terminal is the same as or different from the first operation terminal.

7. The system according to claim 5 or 6, characterized in that The communication module in the rail vehicle division and merging experimental device is used to interact with the first operating terminal and / or the second operating terminal to obtain the second instruction and / or send the test signal.

8. The system according to any one of claims 1 to 7, characterized in that: The first operation includes at least one of the following: a door opening operation, a door closing operation, a door safety operation, a braking operation, a power-off operation, and a loop operation.

9. The system according to any one of claims 1 to 8, characterized in that: The contact interacts with the debugged device through high and low levels.

10. A rail vehicle experimental debugging method, characterized in that: Applied to a rail vehicle separation and merging experimental device, the method comprises: Sending a first instruction; the first instruction is used to instruct the debugged device to perform a first operation; A test signal is received; the test signal is used to represent the execution result of the first operation performed by the debugged device.

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