Test methods and equipment for decoupling and coupling of trains

Abstract

This application discloses a method and equipment for testing the decoupling and uncoupling of coupled trains. The method includes: simulating the separation process of the electric coupler based on impedance changes during separation, and feeding back first and second type electric coupler status signals to the onboard equipment of the coupled train; simulating the separation process of the mechanical coupler based on elastic vibration and collision vibration changes, and feeding back first and second type mechanical coupler status signals to the onboard equipment of the coupled train; comparing whether the states indicated by the first and second type status signals are consistent; if either comparison result is inconsistent, an anomaly handling process is triggered. This application can reproduce the complete physical process of electrical connection disconnection and the complete dynamic evolution process of the mechanical coupler from a static locked state to rebound vibration due to inertia after separation during actual decoupling, thus improving the accuracy of the decoupling test results.

Description

Technical Field

[0001] This application relates to the field of train control technology, and in particular to a method and equipment for testing the decoupling and coupling of coupled trains. Background Technology

[0002] In existing train coupling and uncoupling testing technologies, the actions of the electric and mechanical hooks are controlled using pre-set fixed parameters. For example, a programmable logic controller (PLC) directly drives a solenoid valve to unlock the mechanical hook according to a preset timing sequence, while a simple resistor network simulates the on / off state of the electric hook. In this method, the electric hook status is determined by a fixed threshold (e.g., a resistance greater than 10kΩ is considered separation), while the mechanical hook status is based on a single-point measurement value from a displacement sensor (e.g., a displacement greater than 25mm is considered unlocking). The testing system determines whether the coupling and uncoupling of the train is successful by comparing whether these two static signals simultaneously meet the separation condition. However, this method, which relies solely on a single static signal characteristic such as the fixed resistance threshold of the electric hook and the single-point displacement value of the mechanical hook, has limitations that lead to deviations between the test results and actual working conditions. This makes it difficult for the coupling and uncoupling system to accurately represent the real working conditions through static testing in practical applications. Onboard equipment is prone to misjudging the coupling and uncoupling status when based on static thresholds, directly affecting the safety and stability of train coupling and uncoupling operations. Summary of the Invention

[0003] In view of the above problems, this application provides a method and equipment for testing the decoupling and coupling of coupled trains.

[0004] To solve the above-mentioned technical problems, this application proposes the following solution:

[0005] Firstly, this application provides a method for testing the separation of coupled trains. The method includes: simulating the separation process of the electric coupler based on impedance changes during separation, and feeding back a first type of electric coupler status signal and a second type of electric coupler status signal to the on-board equipment of the coupled train; simulating the separation process of the mechanical coupler based on elastic vibration changes and collision vibration changes, and feeding back a first type of mechanical coupler status signal and a second type of mechanical coupler status signal to the on-board equipment of the coupled train; comparing whether the states indicated by the first type of electric coupler status signal and the second type of electric coupler status signal are consistent, and comparing whether the states indicated by the first type of mechanical coupler status signal and the second type of mechanical coupler status signal are consistent; if any comparison result is inconsistent, triggering an abnormal handling process, the abnormal handling process including generating alarm information, recording fault codes, and performing a safety rollback operation.

[0006] In conjunction with the first aspect, in one possible implementation, a decoded signal containing an electric hook status bit and configuration parameters is received from the on-board equipment. The status bit indicates whether the electric hook is in a closed or open state, and the configuration parameters are impedance adjustment parameters synchronized with the timing of the mechanical hook's operation. The timing logic of the controllable load device is synchronized with the decoding signal, causing the equivalent impedance of the electric hook to change from a first impedance value to a second impedance value. The first impedance value represents the contact resistance characteristics of the electric hook in the closed state, and the second impedance value represents the insulation resistance characteristics of the electric hook in the open state.

[0007] In conjunction with the first aspect, in another possible implementation, a first type of electric hook status signal is output to the on-board equipment via an optically isolated hardwired interface. This first type of electric hook status signal is a switching signal generated by comparing the impedance parameters of the electric hook with a threshold, and is used to directly indicate the status of the electric hook. A second type of electric hook status signal is sent to the on-board equipment via the train communication network. This second type of electric hook status signal is a data frame signal generated by feature extraction and protocol encapsulation of the electrical characteristic parameters of the electric hook, and is used to indirectly map the status of the electric hook.

[0008] In conjunction with the first aspect, in another possible implementation, the elastic vibration of the mechanical hook is simulated based on a torque angle function to simulate the unlocking of the mechanical hook. The torque angle function is: T(θ)=T0·θ+K·θ n +A·sin(2πf·t+φ), where T0 is the initial unlocking torque, K is the structural stiffness coefficient, n is the nonlinear exponent, and A, f, and φ are the vibration amplitude, frequency, and phase parameters, respectively; the collision vibration of the mechanical hook is simulated based on the separation propulsion force function to simulate the separation of the mechanical hook. The separation propulsion force function is: F(t)=F0+B·e -λt ·sin(2πf0t+ψ), where F0 is the initial thrust, B is the vibration amplitude attenuation coefficient, λ is the damping coefficient, f0 is the natural vibration frequency, and ψ is the phase offset.

[0009] In conjunction with the first aspect, in another possible implementation, a first type of mechanical hook status signal is output to the on-board equipment via a relay. The first type of mechanical hook status signal is a switch signal generated by comparing the linear displacement of the key components of the mechanical hook with a threshold, which is used to directly indicate the status of the mechanical hook. A second type of mechanical hook status signal is sent to the on-board equipment via the train communication network. The second type of mechanical hook status signal is a data frame signal generated by feature extraction and protocol encapsulation of the mechanical hook's dynamic characteristic parameters, which is used to indirectly map the status of the mechanical hook.

[0010] In conjunction with the first aspect, another possible implementation involves analog-to-digital conversion of the first type of state signal and protocol logic decoding of the second type of state signal; this is achieved through a pre-defined bidirectional mapping function f(V). hardwire Cbus →S, the voltage value V in the first type of state signal hardwire The encoded value C in the second type of state signal bus Transform into a unified set of states S = {closed, open}; if and only if f(V) hardwire C bus When outputting a unique state value, it is determined that the state indicated by the first type of state signal and the second type of state signal are consistent.

[0011] Secondly, this application provides a train decoupling and uncoupling testing device, which includes:

[0012] The electric hook simulation module is used to simulate the separation process of the electric hook based on the impedance change during the separation process, and to feed back the first type of electric hook status signal and the second type of electric hook status signal to the on-board equipment of the coupled train.

[0013] The mechanical hook simulation module is used to simulate the separation process of the mechanical hook based on the elastic vibration and collision vibration changes of the mechanical hook, and to feed back the first type of mechanical hook status signal and the second type of mechanical hook status signal to the on-board equipment of the coupled train.

[0014] The test result module is used to compare whether the states indicated by the first type of electric hook status signal and the second type of electric hook status signal are consistent, and whether the states indicated by the first type of mechanical hook status signal and the second type of mechanical hook status signal are consistent. If any comparison result is inconsistent, the abnormal handling process is triggered. The abnormal handling process includes generating alarm information, recording fault codes, and performing a safety rollback operation.

[0015] In conjunction with the second aspect, in one possible implementation, the electric hook simulation module is specifically used to receive a decoded signal containing an electric hook status bit and configuration parameters from the on-board equipment. The status bit is used to indicate whether the electric hook is in a closed or open state, and the configuration parameters are impedance adjustment parameters synchronized with the timing of the mechanical hook's action. The timing logic of the controllable load device is synchronized with the decoding signal, so that the equivalent impedance of the electric hook changes from a first impedance value to a second impedance value. The first impedance value is used to represent the contact resistance characteristics of the electric hook in the closed state, and the second impedance value is used to characterize the insulation resistance characteristics of the electric hook in the open state.

[0016] In conjunction with the second aspect, in another possible implementation, the electric hook simulation module is specifically used to output a first type of electric hook status signal to the on-board equipment through an optically isolated hard-wired interface. The first type of electric hook status signal is a switching signal generated by comparing the impedance parameters of the electric hook with a threshold, which is used to directly indicate the status of the electric hook. The module also sends a second type of electric hook status signal to the on-board equipment through the train communication network. The second type of electric hook status signal is a data frame signal generated by feature extraction and protocol encapsulation of the electrical characteristic parameters of the electric hook, which is used to indirectly map the status of the electric hook.

[0017] In conjunction with the second aspect, in another possible implementation, the mechanical hook simulation module is specifically used to simulate the elastic vibration of the mechanical hook according to the torque angle function, in order to simulate the unlocking of the mechanical hook. The torque angle function is: T(θ)=T0·θ+K·θ n +A·sin(2πf·t+φ), where T0 is the initial unlocking torque, K is the structural stiffness coefficient, n is the nonlinear exponent, and A, f, and φ are the vibration amplitude, frequency, and phase parameters, respectively; the collision vibration of the mechanical hook is simulated based on the separation propulsion force function to simulate the separation of the mechanical hook. The separation propulsion force function is: F(t)=F0+B·e -λt ·sin(2πf0t+ψ), where F0 is the initial thrust, B is the vibration amplitude attenuation coefficient, λ is the damping coefficient, f0 is the natural vibration frequency, and ψ is the phase offset.

[0018] In conjunction with the second aspect, in another possible implementation, the mechanical hook simulation module is specifically used to output a first type of mechanical hook status signal to the on-board equipment via a relay. The first type of mechanical hook status signal is a switch signal generated by comparing the linear displacement of the key components of the mechanical hook with a threshold, which is used to directly indicate the status of the mechanical hook. The second type of mechanical hook status signal is sent to the on-board equipment via the train communication network. The second type of mechanical hook status signal is a data frame signal generated by feature extraction and protocol encapsulation of the mechanical hook's dynamic characteristic parameters, which is used to indirectly map the status of the mechanical hook.

[0019] In conjunction with the second aspect, in another possible implementation, the test result module is specifically used to perform analog-to-digital conversion on the first type of state signal and protocol logic decoding on the second type of state signal; through a preset bidirectional mapping function f(V hardwire C bus →S, the voltage value V in the first type of state signal hardwire The encoded value C in the second type of state signal bus Transform into a unified set of states S = {closed, open}; if and only if f(V) hardwire C bus When outputting a unique state value, it is determined that the state indicated by the first type of state signal and the second type of state signal are consistent.

[0020] To achieve the above objectives, according to a third aspect of this application, a storage medium is provided, the storage medium including a stored program, wherein, when the program is running, the device where the storage medium is located executes the coupling and uncoupling test method of the first aspect.

[0021] To achieve the above objectives, according to a fourth aspect of this application, an electronic device is provided, the device including at least one processor, and at least one memory and bus connected to the processor; wherein the processor and memory communicate with each other through the bus; the processor is used to call program instructions in the memory to execute the coupling and uncoupling test method of the first aspect described above.

[0022] To achieve the above objectives, according to the fifth aspect of this application, a computer program product is provided, which, when executed by a processor, implements the train coupling and uncoupling test method of the first aspect described above.

[0023] By employing the above-described technical solution, the technical solution provided in this application has at least the following advantages:

[0024] This application simulates the continuous impedance change characteristics during the electric hook separation process, reproducing the complete physical process of electrical connection disconnection in real disassembly. This allows on-board equipment to monitor the dynamic consistency of impedance changes rather than relying solely on static thresholds. Simultaneously, a two-stage simulation of elastic vibration and impact vibration is introduced for the mechanical hook separation process, realistically reproducing the complete dynamic evolution of the mechanical hook from a static locked state to the rebound vibration caused by inertia after separation. Therefore, this application solves the problem of mismatch between existing testing methods using static thresholds for disassembly testing and actual working conditions, improving the accuracy of disassembly test results.

[0025] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0026] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0027] Figure 1 This paper shows a schematic diagram of the structure of a train decoupling and uncoupling test system provided in an embodiment of this application;

[0028] Figure 2 This illustration shows a structural schematic diagram of an electronic device provided in an embodiment of this application;

[0029] Figure 3 A flowchart illustrating a test method for decoupling and uncoupling trains provided in an embodiment of this application is shown.

[0030] Figure 4 A schematic diagram of a train decoupling and uncoupling test device provided in an embodiment of this application is shown. Detailed Implementation

[0031] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the scope of the present application to those skilled in the art.

[0032] In the embodiments of this application, the terms "first," "second," etc., do not have a logical or temporal dependency, nor do they limit the quantity or execution order. It should also be understood that although the following description uses the terms "first," "second," etc., to describe various elements, these elements should not be limited by the terms. These terms are merely used to distinguish one element from another.

[0033] In this application, the term "at least one" means one or more, and the term "multiple" means two or more.

[0034] It should also be understood that the term “if” can be interpreted as “when” or “upon”, or “in response to determination” or “in response to detection”. Similarly, depending on the context, the phrase “if determination…” or “if detection [the stated condition or event]” can be interpreted as “when determination…” or “in response to determination…” or “when detection [the stated condition or event]” or “in response to detection [the stated condition or event]”.

[0035] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0036] Figure 1This is a schematic diagram of a train decoupling and uncoupling testing system provided in this application. The train decoupling and uncoupling testing system 100 includes onboard equipment 110 and testing equipment 120. The onboard equipment 110 and the testing equipment 120 communicate with each other via a network. For example, they communicate via a network 130, which can be a wired connection such as a serial cable or a Universal Asynchronous Receiver / Transmitter (UART), or a wireless connection such as a wireless signal.

[0037] The on-board equipment 110 is used to receive the status data of the electric and mechanical hooks (such as impedance parameters, dynamic parameters, etc.) fed back by the test equipment through the train communication network, perform consistency verification by combining the hard wire signal and bus data, determine whether the decoupling test is successful, and execute on-board control logic such as status monitoring and anomaly handling.

[0038] Test equipment 120 is used to simulate the continuous impedance change (such as the gradual curve from contact resistance to insulation resistance) during the separation process of the electric hook and the elastic vibration and impact vibration (such as torque fluctuation and impact acceleration decay) during the separation process of the mechanical hook. It provides real-time feedback of electromechanical status to the vehicle equipment through hard-wired interfaces (optical isolation, relays) and bus communication (protocol encapsulated data frames), providing dynamic simulation signals and multi-dimensional verification data for decompression testing.

[0039] The test equipment 120 can be used to perform the test method for coupling and uncoupling trains. Optionally, the test equipment 120 can be an electronic device with data processing capabilities, or a functional module within such electronic device; there is no limitation on this.

[0040] For example, the electronic device can be a server, which can be a single server or a server cluster consisting of multiple servers. As another example, the electronic device can be a mobile phone, tablet computer, desktop computer, laptop computer, handheld computer, notebook computer, ultra-mobile personal computer (UMPC), netbook, as well as cellular phones, personal digital assistants (PDAs), augmented reality (AR) devices, virtual reality (VR) devices, and other terminal devices. As yet another example, the electronic device can also be a recording device, video surveillance equipment, etc. This application does not impose any special limitations on the specific form of the electronic device.

[0041] The following example uses electronic equipment as the testing equipment in the train coupling and uncoupling testing system. Figure 2 As shown, Figure 2The hardware structure of an electronic device 200 provided in this application.

[0042] like Figure 2 As shown, the electronic device 200 includes a processor 210, a communication line 220, and a communication interface 230.

[0043] Optionally, the electronic device 200 may also include a memory 240. The processor 210, memory 240, and communication interface 230 can be connected via a communication line 220.

[0044] The processor 210 can be a central processing unit (CPU), a network processor (NP), a digital signal processor (DSP), a microprocessor, a microcontroller, a programmable logic device (PLD), or any combination thereof. The processor 210 can also be any other device with processing capabilities, such as a circuit, device, or software module, without limitation.

[0045] In one example, processor 210 may include one or more CPUs, for example Figure 2 CPU0 and CPU1 in the CPU.

[0046] As an optional implementation, electronic device 200 may include multiple processors, for example, in addition to processor 210, it may also include processor 270. Communication line 220 is used to transmit information between the components included in electronic device 200.

[0047] Communication interface 230 is used to communicate with other devices or other communication networks. These other communication networks can be Ethernet, Radio Access Network (RAN), Wireless Local Area Networks (WLAN), etc. Communication interface 230 can be a module, circuit, transceiver, or any device capable of enabling communication.

[0048] The memory 240 is used to store instructions. These instructions can be computer programs.

[0049] The memory 240 may be a read-only memory (ROM) or other type of static storage device capable of storing static information and / or instructions; it may also be a random access memory (RAM) or other type of dynamic storage device capable of storing information and / or instructions; it may also be an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, optical disc storage (including compressed optical discs, laser discs, optical discs, digital universal optical discs, Blu-ray discs, etc.), magnetic disk storage media, or other magnetic storage devices, etc., without limitation.

[0050] It should be noted that the memory 240 can exist independently of the processor 210, or it can be integrated with the processor 210. The memory 240 can be used to store instructions, program code, or some data, etc. The memory 240 can be located inside or outside the electronic device 200, without restriction.

[0051] Processor 210 is configured to execute instructions stored in memory 240 to implement the communication method provided in the following embodiments of this application. For example, when electronic device 200 is a terminal or a chip in a terminal, processor 210 can execute instructions stored in memory 240 to implement the steps performed by the sending end in the following embodiments of this application.

[0052] As an optional implementation, the electronic device 200 also includes an output device 250 and an input device 260. The output device 250 can be a display screen, speaker, or other device capable of outputting data from the electronic device 200 to the user. The input device 260 can be a keyboard, mouse, microphone, joystick, or other device capable of inputting data into the electronic device 200.

[0053] It should be pointed out that, Figure 2 The structure shown does not constitute a limitation on the electronic device, except... Figure 2 In addition to the components shown, the electronic device may include more or fewer components than illustrated, or combine certain components, or have different component arrangements.

[0054] The train decoupling and uncoupling testing system and application scenarios described in this application are intended to more clearly illustrate the technical solutions of this application and do not constitute a limitation on the technical solutions provided in this application. As those skilled in the art will know, with the evolution of the train decoupling and uncoupling testing system and the emergence of new business scenarios, the technical solutions provided in this application are also applicable to similar technical problems.

[0055] Next, the testing method for decoupling and uncoupling trains will be explained in detail with reference to the attached diagram. Figure 3 This is a flowchart illustrating a method for testing the coupling and uncoupling of trains provided in this application. It specifically includes the following steps:

[0056] Step 310: Simulate the separation process of the electric coupler based on the impedance change during the separation process, and feed back the first type of electric coupler status signal and the second type of electric coupler status signal to the on-board equipment of the coupled train.

[0057] During the coupling and uncoupling test of the train, the test equipment receives a decoded signal sent by the onboard equipment. The decoded signal contains a status bit indicating the electric hook's state and configuration parameters for controlling the electric hook's impedance. The status bit uses binary encoding, where 0 indicates the electric hook is in a closed state and 1 indicates it is in a disengaged state. This status bit is directly related to the onboard control logic; for example, when the status bit changes from 0 to 1, the onboard equipment synchronously triggers the disengagement action of the mechanical hook. The configuration parameters contain impedance adjustment instructions that are strictly synchronized with the timing of the mechanical hook's actions, specifically including a timing synchronization marker and impedance characteristic parameters. The timing synchronization marker is used to align the timestamps of the electric hook and mechanical hook's actions, including the mechanical hook's unlocking start time t0 and disengagement completion time t1. The impedance characteristic parameters are further divided into an initial contact resistance value (i.e., the first impedance value, used to characterize the conductivity of the contacts in the closed state of the electric hook), a target insulation resistance value (i.e., the second impedance value, used to characterize the insulation characteristics in the disengaged state of the electric hook), and an impedance gradient function: Z(t) = Z1 + (Z2 - Z1)·(1 - e^(-t / t)). -kt ), where Z1 is the contact resistance when the electric hook is closed, Z2 is the insulation resistance when the electric hook is separated, k is a time constant used to control the rate of impedance change, which is related to parameters such as the separation speed of the mechanical hook and the separation stroke of the contact point, and t is a time variable, corresponding to the time axis of the uncoupling process.

[0058] When implementing timing synchronization control between the adjustable load device and the de-encoding signal, the timing markers and impedance gradient function in the configuration parameters are first analyzed to generate the corresponding PWM control signal. Subsequently, the equivalent impedance is dynamically adjusted according to this control signal, so that the equivalent impedance changes with time according to the analyzed impedance gradient function, thereby simulating the continuous impedance change during the electric hook separation process.

[0059] Meanwhile, phase-locked loop technology is employed to precisely align the start of the impedance gradient with the trigger signal of the mechanical hook displacement sensor. Specifically, when the mechanical hook locking shaft displacement reaches the unlocking threshold, the synchronous trigger impedance begins to rise from the first impedance value. And when the mechanical hook completes the preset separation displacement, the impedance of the electrical hook reaches the second impedance value, thus achieving precise timing matching from mechanical unlocking to electrical disconnection.

[0060] For example, first analyze the timing markers in the configuration parameters, such as the mechanical hook starting to unlock at t0 = 0ms and the separation completion time at t1 = 300ms, and the exponential impedance gradient function Z(t) = 50mΩ + (10MΩ - 50mΩ)(1 - e -t / 200ms The microcontroller generates a PWM control signal with a duty cycle that dynamically changes over time. Then, starting from an initial 50mΩ, the equivalent impedance is dynamically adjusted with 1024 continuously adjustable levels. A phase-locked loop aligns the start of the impedance gradient with the trigger signal from the mechanical hook displacement sensor. When the mechanical hook's locking shaft displacement reaches the 5mm unlocking threshold, the microcontroller synchronously triggers an impedance increase; when the mechanical hook completes a 30mm separation displacement at t1 = 300ms, the equivalent impedance of the electric hook, after an exponential curve change, reaches the second impedance value of 10MΩ.

[0061] After accurately simulating the impedance changes during the electric hook disconnection process, the simulated electrical parameters need to be converted into adaptive signals to enable real-time monitoring and control of the electric hook status by the on-board equipment. Since the control logic of the on-board equipment relies on standardized signals for real-time response and analysis, and the original electrical parameters (continuously changing impedance values) cannot be directly recognized by the on-board equipment's hardwired interface or communication module, a signal conversion mechanism is required to generate feedback signals that conform to the on-board equipment specifications.

[0062] On one hand, a first-type electric hook status signal is output to the on-board equipment via an optically isolated hard-wired interface. This first-type electric hook status signal is a switching signal generated by comparing the impedance parameters of the electric hook with a threshold, and is used to directly indicate the status of the electric hook. On the other hand, a second-type electric hook status signal is sent to the on-board equipment via the train communication network. This second-type electric hook status signal is a data frame signal generated by feature extraction and protocol encapsulation of the electrical characteristic parameters of the electric hook, and is used to indirectly map the status of the electric hook.

[0063] The generation process of the first type of electric hook status signal is based on the acquisition and processing of real-time impedance parameters. The specific process is as follows: First, the equivalent impedance value of the adjustable load device is acquired in real time through a high-precision resistance sampling circuit. This value gradually changes from the initial contact resistance value (e.g., 50mΩ) to the target insulation resistance value (e.g., 10MΩ) according to a preset exponential curve during the electric hook separation process. Then, the simulated impedance value is compared with a preset state threshold in real time: when the impedance value is less than the threshold (e.g., 1MΩ), it is determined to be in a closed state, and a low level (0V) is output; when the impedance value is greater than or equal to the threshold, it is determined to be in a separated state, and a high level (5V) is output. This digital level signal is electrically isolated by an optocoupler to eliminate the influence of external interference on the signal. Then, the logic level is converted into a DC24V switching signal compatible with the vehicle equipment through a relay output module (high level 24V indicates separation, low level 0V indicates closure). Ultimately, this first type of status signal is directly connected to the I / O port of the on-board equipment via a shielded cable, providing a direct indication of the electric coupler status for the train coupling and uncoupling test system, ensuring that the on-board equipment can still reliably obtain the key status information of the electric coupler in the event of any communication network failure.

[0064] The generation process of the second type of electric hook status signal integrates multi-parameter acquisition, feature extraction, and protocol-based encapsulation, as follows: First, the microcontroller acquires the original electrical parameters of the adjustable load device in real time, such as the equivalent impedance value and impedance change rate, through the analog-to-digital converter module at a sampling rate of 1kHz, and simultaneously records the timestamp data of the mechanical hook displacement sensor to achieve time alignment of electromechanical parameters. Then, feature extraction is performed on the original impedance data, including calculating the slope and effective value of impedance change, and analyzing the dominant frequency component of impedance fluctuations through Fast Fourier Transform to characterize the dynamic characteristics of arc discharge during contact separation. Next, the processed feature parameters (such as real-time impedance value, status word, and frequency characteristics) are encapsulated according to the CANopen protocol standard, defining object dictionary indices (e.g., 0x1001 corresponds to the impedance value, 0x1002 corresponds to the status word), and adding a CRC-16 checksum to ensure data integrity. The encapsulated data frame is sent to the train communication network through the CAN controller and physical layer driver at a transmission rate of 1Mbps.

[0065] Step 320: Simulate the separation process of the mechanical hook based on the elastic vibration change and collision vibration change of the mechanical hook, and feed back the first type of mechanical hook status signal and the second type of mechanical hook status signal to the on-board equipment of the coupled train.

[0066] Since the mechanical hook unlocking process involves complex nonlinear dynamic behavior from static friction breakthrough to elastic deformation and gap elimination, the change of torque with rotation angle needs to take into account multiple physical factors such as initial unlocking torque, structural stiffness, nonlinear deformation and external vibration interference. Therefore, elastic vibration is modeled by torque angle function.

[0067] Specifically, the torque angle function is: T(θ)=T0·θ+K·θ n +A·sin(2πf·t+φ), where the initial unlocking torque T0 characterizes the minimum torque required for the mechanical hook locking mechanism to overcome static friction, and its value is determined by the contact surface material, surface roughness, and preload of the hook and lock seat. The structural stiffness coefficient K describes the linear stiffness of the mechanical hook's elastic element (such as the unlocking spring), and is directly related to the elastic modulus and geometric dimensions of the spring material (e.g., K is 50 N·m / rad for a helical spring made of spring steel). The nonlinear exponent n is used to characterize the nonlinear characteristics of the mechanical hook under large-angle deformation. When n = 1, it degenerates into a linear vibration model, but in actual working conditions, due to factors such as structural gaps and material plastic deformation, n is usually taken as 1.2-1.5. The vibration amplitude A, frequency f, and phase parameter φ correspond to the amplitude of torque fluctuation during unlocking (e.g., ±10 N·m), the periodic oscillation frequency (e.g., 2 Hz), and the initial phase, respectively, used to simulate the dynamic changes in torque caused by the longitudinal impact load of the train. The torque-angle function can be used to calculate the torque variation curve during the mechanical hook unlocking process. For example, when the rotation angle increases from 0° to the unlocking critical angle of 15°, the torque first rises nonlinearly to a peak of 230 N·m, and then gradually decreases due to spring deformation, which truly reflects the physical process of overcoming static friction, elastic deformation and gap elimination during unlocking.

[0068] Since the mechanical hook separation process is essentially a transient impact excitation process of the separation propulsion force on the mechanical system, involving dynamic characteristics such as peak change of collision force, damping attenuation and inertial rebound, it is necessary to describe the nonlinear change of force over time through multi-parameter modeling. Therefore, the separation propulsion force function is used to simulate the collision vibration.

[0069] Specifically, the separation propulsion function is: F(t) = F0 + B·e -λt·sin(2πf0t+ψ), where the initial thrust F0 is determined by the air supply pressure of the separation cylinder (e.g., F0 is 5000N when the air pressure is 0.6MPa), characterizing the initial kinetic energy of the separation action. The vibration amplitude attenuation coefficient B reflects the damping characteristics of the mechanical system, including air damping, contact surface friction damping, etc. (e.g., B for metal contact surfaces is 0.05N·s / m); the damping coefficient λ and the natural vibration frequency f0 together determine the vibration attenuation rate and period. For example, when λ=0.2 (underdamped state) and f0=10rad / s, the thrust will oscillate at a frequency of 5Hz and gradually decay to zero. The phase offset ψ is used to adjust the time starting point of the force curve to ensure synchronization with the mechanical hook displacement sequence (e.g., ψ=0 the instant the separation push rod contacts the mechanical hook). By separating the propulsion force function, the transient changes in propulsion force during separation can be simulated: at the initial moment of contact (t = 0 ms), the propulsion force surges to F0, then decays exponentially due to damping, superimposed with periodic oscillations. For example, at t = 50 ms, it decays to 3000 N with fluctuations of ±500 N, until at t = 200 ms, the force value drops below the mechanical hook holding force threshold (e.g., 500 N), completing the separation action. This model not only reproduces the peak characteristics of the collision impact force but also simulates the rebound phenomenon caused by inertia after the mechanical hook separates through the decaying oscillation parameter.

[0070] Similar to the electric hook, after completing the dynamic simulation of the mechanical hook unlocking and disengagement process, in order to achieve full-dimensional monitoring of the mechanical hook's status by the onboard equipment, the mechanical parameters need to be converted into feedback signals adapted to the onboard system. Since the onboard equipment requires both real-time switching signals for emergency control and multi-dimensional data for system-level analysis, feedback signals are transmitted through two independent paths: First, a first type of mechanical hook status signal is output to the onboard equipment via a relay. This first type of mechanical hook status signal is generated by comparing the linear displacement of key components of the mechanical hook with a threshold. For example, a low level output indicates a "locked state" when the displacement is less than the unlocking threshold, and a high level output indicates an "unlocked state" when the displacement exceeds the threshold, directly reflecting the current action stage of the mechanical hook. Second, a second type of mechanical hook status signal is sent through the train communication network. This second type of mechanical hook status signal extracts the dynamic characteristic parameters of the mechanical hook (such as real-time displacement velocity, acceleration, and vibration frequency) and encapsulates them into data frames according to the CANopen protocol, such as data packets containing displacement curve slopes and impact peak values. This indirectly maps the motion state and force characteristics of the mechanical hook, providing in-depth data support for fault prediction and performance optimization of the onboard control system.

[0071] Step 330: Compare whether the states indicated by the first type of electric hook state signal and the second type of electric hook state signal are consistent, and whether the states indicated by the first type of mechanical hook state signal and the second type of mechanical hook state signal are consistent.

[0072] After generating the first type of electric hook status signal and the second type of status signal, a status consistency verification mechanism needs to be established to ensure the reliability of the information acquired by the on-board equipment. Specifically, by comparing the switch signal fed back by the hard wire with the status word in the bus feedback data frame in real time, it is determined whether the electric hook status indicated by the two is consistent.

[0073] The following provides a specific method for comparing whether the states indicated by the first type of state signal and the second type of state signal are consistent.

[0074] First, the first and second type of state signals are preprocessed. The hard-wired switch signal from the optocoupler isolation output is converted to a 0-3.3V logic level by a voltage divider circuit, then sampled by the microcontroller's 12-bit ADC at a 10kHz sampling frequency. A median filtering algorithm is then used to process five consecutive sampling points, outputting a stable voltage value V. hardwire The quantization resolution is 0.81mV. Regarding the second type of status signal, after the data frame based on the CANopen protocol is received by the controller, the protocol stack parses out the 8-bit encoded value C containing the electric hook status. bus (0x00 = closed, 0x01 = separated), and at the same time, the CRC-16 check code is checked in real time. If it fails, it is discarded and a retransmission is triggered.

[0075] After signal preprocessing, the signal enters the state mapping stage. A piecewise linear mapping function is used to map both types of signals to a unified state set S = {closed, open}. The hard-wired voltage mapping rule is: voltage values ​​less than or equal to 0.8V are mapped to closed, voltage values ​​greater than or equal to 2.4V are mapped to open, and other voltage values ​​are invalid. The bus encoding mapping rule is: encoding 0x00 is mapped to closed, 0x01 is mapped to open, and other encoding values ​​are invalid. When any signal is in an invalid state, a signal quality monitoring process is initiated, continuously recording the signal value for 10 sampling cycles. If the invalid state persists for more than 200ms, an anomaly is triggered.

[0076] During the consistency determination phase, the mapped state values ​​are compared in real time. Consistency is determined only when both the hard-line and bus mapping states are not "invalid" and are equal. For example, consistency is determined when the hard-line voltage of 3.3V (after voltage division) and the bus code 0x01 are both mapped as separate. If the hard-line voltage is within the 1.5V fluctuation range, inconsistency is determined and an anomaly is triggered.

[0077] The specific implementation method for the consistency verification of the first type of state signal and the second type of state signal of the mechanical hook is the same as that of the electric hook, and will not be elaborated here.

[0078] Step 340: If any comparison result is inconsistent, trigger the exception handling process.

[0079] When a conflict occurs in the status indication of the electric hook or the mechanical hook (e.g., the hard-wire signal shows a closed state while the bus data frame status word shows a separated state), it indicates an inconsistency in the status mapping relationship between the two types of feedback signals. This conflict can be caused by various factors, such as a fault in the optocoupler isolation circuit of the hard-wire interface, an error in the bus communication protocol parsing, sensor data acquisition deviation, or electromagnetic interference during signal transmission. In this case, the system will trigger a preset abnormal handling procedure: First, a prominent red warning message is displayed through the vehicle's human-machine interface (HMI), and simultaneously, the driver's cab buzzer emits a high-frequency pulse sound, using a combination of sound and light to alert the operator. At the same time, the vehicle's log system immediately records a detailed fault code, including the precise timestamp of the conflict (accurate to the millisecond level), the specific values ​​of the signals on both sides (e.g., the voltage value of the hard-wire feedback, the status code in the bus data frame), and the associated real-time displacement parameters of the mechanical hook (e.g., linear displacement, unlocking angle). Finally, the system performs a safety reversal operation, such as cutting off the drive power to the electric hook via a solid-state relay and triggering an electromagnetic locking mechanism to lock the unlocking mechanism of the mechanical hook, preventing the unlocking process from going out of control due to misjudgment of the status. This series of operations, while ensuring system security, provides complete and traceable data support for subsequent maintenance personnel to locate and repair faults.

[0080] When the on-board equipment simultaneously receives feedback signals that both the electric hook and the mechanical hook are in a separated state, it signifies that the disassembly test has entered the final judgment stage.

[0081] At the hard-wire feedback level, the switching signal of the electric hook must be stably high, indicating that its equivalent impedance has exceeded the target insulation resistance value, the contacts are completely separated, and the insulation standard is met. The hard-wire signal of the mechanical hook must also be high, indicating that the linear displacement of its key components (such as the locking shaft) has exceeded the separation threshold, and the mechanical connection is completely broken.

[0082] At the bus feedback level, onboard equipment acquires bus data frames from the electric and mechanical couplers via the train communication network. For the electric coupler data frames, three key indicators must be met: first, the error between the measured and target values ​​of the second impedance must be less than an error threshold; second, the oscilloscope-measured waveform of the impedance gradient curve must match the simulation model with a degree of agreement not less than a waveform threshold; and third, the status field must explicitly state "separation." The mechanical coupler data frames, on the other hand, must include dynamic parameters at the moment of separation completion, such as maximum impact acceleration, separation time, and dominant vibration frequency.

[0083] When both the hard-wired signals and bus data meet the separation condition criteria, the onboard equipment will display "Disassembly test successful" on the human-machine interface and record the test time, timestamps of state transitions at each stage, and key parameter values ​​in the log system, such as the peak unlocking torque and the separation propulsion attenuation curve. If any system state fails to meet the standard, such as the electrical hook impedance rising to 5MΩ and then stopping, or the mechanical hook displacement only reaching 25mm, the disassembly test will be deemed a failure. In this case, the system will trigger an audible and visual alarm and lock the disassembly process to prevent the incompletely separated train from executing movement commands, thereby ensuring the safety of the test process and the reliability of the test results.

[0084] In summary, this application simulates the impedance change during the separation process of the electric hook, and simultaneously uses the torque angle function and the separation propulsion force function to reproduce the unlocking and collision vibration process of the mechanical hook, thereby achieving dynamic synchronization of electrical and mechanical parameters and realistically restoring the electromechanical coupling characteristics during the uncoupling process.

[0085] At the state feedback level, a dynamic synchronous verification mechanism for electromechanical parameters is established by simultaneously providing real-time feedback on the electrical hook impedance state and the mechanical hook vibration state to the onboard equipment, ensuring the reliability of the causal chain sequence between mechanical separation and electrical disconnection. This combination of multi-physics simulation and multi-source data feedback enables the decoupling test to cover the electromechanical coupling characteristics in real working conditions, avoiding test deviations caused by static threshold judgments in existing technologies. This effectively improves the reliability verification capability of the decoupling system under complex dynamic conditions, providing more comprehensive technical protection for the safety of the high-speed train decoupling process.

[0086] It is understood that, in order to achieve the functions in the above embodiments, the computer device includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should readily recognize that, based on the units and method steps described in conjunction with the embodiments disclosed in this application, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed by hardware or by computer software driving hardware depends on the specific application scenario and design constraints of the technical solution.

[0087] Furthermore, as a response to the above Figure 3 The implementation of the method embodiment shown in this application provides a train decoupling and uncoupling testing device. The embodiment of this device corresponds to the foregoing method embodiments. For ease of reading, this embodiment will not repeat the details of the foregoing method embodiments one by one, but it should be clear that the device in this embodiment can implement all the contents of the foregoing method embodiments. Specifically, as shown... Figure 4 As shown, the train decoupling and uncoupling test device 400 includes:

[0088] The electric hook simulation module 410 is used to simulate the separation process of the electric hook based on the impedance change during the separation process, and to feed back the first type of electric hook status signal and the second type of electric hook status signal to the on-board equipment of the coupled train.

[0089] The mechanical hook simulation module 420 is used to simulate the separation process of the mechanical hook based on the elastic vibration change and collision vibration change of the mechanical hook, and to feed back the first type of mechanical hook status signal and the second type of mechanical hook status signal to the on-board equipment of the coupled train.

[0090] The test result module 430 is used to compare whether the states indicated by the first type of electric hook state signal and the second type of electric hook state signal are consistent, and whether the states indicated by the first type of mechanical hook state signal and the second type of mechanical hook state signal are consistent. If any comparison result is inconsistent, the abnormal handling process is triggered. The abnormal handling process includes generating alarm information, recording fault codes, and performing a safety rollback operation.

[0091] Furthermore, such as Figure 4 As shown, the electric hook simulation module 410 is specifically used to receive a decoded signal containing an electric hook status bit and configuration parameters from the vehicle-mounted equipment. The status bit is used to indicate whether the electric hook is in a closed or open state, and the configuration parameters are impedance adjustment parameters synchronized with the timing of the mechanical hook's action. The timing logic of the controllable load device is synchronized with the decoding signal, so that the equivalent impedance of the electric hook changes from a first impedance value to a second impedance value. The first impedance value is used to represent the contact resistance characteristics of the electric hook in the closed state, and the second impedance value is used to characterize the insulation resistance characteristics of the electric hook in the open state.

[0092] Furthermore, such as Figure 4 As shown, the electric hook simulation module 410 is specifically used to output a first type of electric hook status signal to the on-board equipment through an optically isolated hard-wired interface. The first type of electric hook status signal is a switching signal generated by comparing the impedance parameters of the electric hook with a threshold, which is used to directly indicate the status of the electric hook. The second type of electric hook status signal is sent to the on-board equipment through the train communication network. The second type of electric hook status signal is a data frame signal generated by feature extraction and protocol encapsulation of the electrical characteristic parameters of the electric hook, which is used to indirectly map the status of the electric hook.

[0093] Furthermore, such as Figure 4 As shown, the mechanical hook simulation module 420 is specifically used to simulate the elastic vibration of the mechanical hook according to the torque angle function, so as to simulate the unlocking of the mechanical hook. The torque angle function is: T(θ)=T0·θ+K·θ n+A·sin(2πf·t+φ), where T0 is the initial unlocking torque, K is the structural stiffness coefficient, n is the nonlinear exponent, and A, f, and φ are the vibration amplitude, frequency, and phase parameters, respectively; the collision vibration of the mechanical hook is simulated based on the separation propulsion force function to simulate the separation of the mechanical hook. The separation propulsion force function is: F(t)=F0+B·e -λt ·sin(2πf0t+ψ), where F0 is the initial thrust, B is the vibration amplitude attenuation coefficient, λ is the damping coefficient, f0 is the natural vibration frequency, and ψ is the phase offset.

[0094] Furthermore, such as Figure 4 As shown, the mechanical hook simulation module 420 is specifically used to output a first type of mechanical hook status signal to the on-board equipment via a relay. The first type of mechanical hook status signal is a switch signal generated by comparing the linear displacement of the key components of the mechanical hook with a threshold, which is used to directly indicate the status of the mechanical hook. The second type of mechanical hook status signal is sent to the on-board equipment via the train communication network. The second type of mechanical hook status signal is a data frame signal generated by feature extraction and protocol encapsulation of the mechanical hook dynamic characteristic parameters, which is used to indirectly map the status of the mechanical hook.

[0095] Furthermore, such as Figure 4 As shown, the test result module 430 is specifically used for analog-to-digital conversion of the first type of state signal and protocol logic decoding of the second type of state signal; through a preset bidirectional mapping function f(V hardwire C bus →S, the voltage value V in the first type of state signal hardwire The encoded value C in the second type of state signal bus Transform into a unified set of states S = {closed, open}; if and only if f(V) hardwire C bus When outputting a unique state value, it is determined that the state indicated by the first type of state signal and the second type of state signal are consistent.

[0096] This application provides a storage medium storing a program that, when executed by a processor, implements the train coupling and uncoupling test method.

[0097] This application provides a processor for running a program, wherein the program executes the train coupling and uncoupling test method during runtime.

[0098] This application also provides a computer program product, which, when executed on a data processing device, is suitable for executing an initialization program with the following method steps: simulating the separation process of the electric hook based on impedance changes during the electric hook separation process, and feeding back a first type of electric hook status signal and a second type of electric hook status signal to the onboard equipment of the coupled train; simulating the separation process of the mechanical hook based on elastic vibration changes and collision vibration changes, and feeding back a first type of mechanical hook status signal and a second type of mechanical hook status signal to the onboard equipment of the coupled train; comparing whether the states indicated by the first type of electric hook status signal and the second type of electric hook status signal are consistent, and whether the states indicated by the first type of mechanical hook status signal and the second type of mechanical hook status signal are consistent; if any comparison result is inconsistent, triggering an abnormal handling process, the abnormal handling process including generating alarm information, recording fault codes, and performing a safety rollback operation.

[0099] Furthermore, a decoded signal containing the electric hook status bit and configuration parameters is received from the on-board equipment. The status bit is used to indicate whether the electric hook is in a closed or open state, and the configuration parameters are impedance adjustment parameters synchronized with the timing of the mechanical hook's action. The timing logic of the controllable load device is synchronized with the decoding signal, so that the equivalent impedance of the electric hook changes from a first impedance value to a second impedance value. The first impedance value is used to represent the contact resistance characteristics of the electric hook in the closed state, and the second impedance value is used to characterize the insulation resistance characteristics of the electric hook in the open state.

[0100] Furthermore, a first type of electric hook status signal is output to the on-board equipment through an optically isolated hard-wired interface. This first type of electric hook status signal is a switching signal generated by comparing the impedance parameters of the electric hook with a threshold, and is used to directly indicate the status of the electric hook. A second type of electric hook status signal is sent to the on-board equipment through the train communication network. This second type of electric hook status signal is a data frame signal generated by feature extraction and protocol encapsulation of the electrical characteristic parameters of the electric hook, and is used to indirectly map the status of the electric hook.

[0101] Furthermore, the elastic vibration of the mechanical hook is simulated based on the torque angle function to simulate the unlocking of the mechanical hook. The torque angle function is: T(θ)=T0·θ+K·θ n +A·sin(2πf·t+φ), where T0 is the initial unlocking torque, K is the structural stiffness coefficient, n is the nonlinear exponent, and A, f, and φ are the vibration amplitude, frequency, and phase parameters, respectively; the collision vibration of the mechanical hook is simulated based on the separation propulsion force function to simulate the separation of the mechanical hook. The separation propulsion force function is: F(t)=F0+B·e -λt ·sin(2πf0t+ψ), where F0 is the initial thrust, B is the vibration amplitude attenuation coefficient, λ is the damping coefficient, f0 is the natural vibration frequency, and ψ is the phase offset.

[0102] Furthermore, a first type of mechanical hook status signal is output to the on-board equipment via a relay. This first type of mechanical hook status signal is a switch signal generated by comparing the linear displacement of the key components of the mechanical hook with a threshold, and is used to directly indicate the status of the mechanical hook. A second type of mechanical hook status signal is sent to the on-board equipment via the train communication network. This second type of mechanical hook status signal is a data frame signal generated by feature extraction and protocol encapsulation of the mechanical hook's dynamic characteristic parameters, and is used to indirectly map the status of the mechanical hook.

[0103] Furthermore, analog-to-digital conversion is performed on the first type of state signal, and protocol logic decoding is performed on the second type of state signal; this is achieved through a preset bidirectional mapping function f(V). hardwire C bus →S, the voltage value V in the first type of state signal hardwire The encoded value C in the second type of state signal bus Transform into a unified set of states S = {closed, open}; if and only if f(V) hardwire C bus When outputting a unique state value, it is determined that the state indicated by the first type of state signal and the second type of state signal are consistent.

[0104] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0105] In a typical configuration, the device includes one or more processors (CPUs), memory, and a bus. The device may also include input / output interfaces, network interfaces, etc.

[0106] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, like read-only memory (ROM) or flash RAM, and memory includes at least one memory chip. Memory is an example of computer-readable media.

[0107] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0108] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0109] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0110] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A method for testing the decoupling and coupling of coupled trains, characterized in that, The method includes: The separation process of the electric hook is simulated based on the impedance change during the separation process, and the first type of electric hook status signal and the second type of electric hook status signal are fed back to the on-board equipment of the coupled train. The separation process of the mechanical hook is simulated based on the elastic vibration and collision vibration changes of the mechanical hook, and the first type of mechanical hook status signal and the second type of mechanical hook status signal are fed back to the on-board equipment of the coupled train. Compare whether the states indicated by the first type of electric hook state signal and the second type of electric hook state signal are consistent, and whether the states indicated by the first type of mechanical hook state signal and the second type of mechanical hook state signal are consistent; If any comparison result is inconsistent, an exception handling process is triggered, which includes generating alarm information, recording fault codes, and performing a safety rollback operation. Feedback of first-type and second-type electric coupler status signals to the onboard equipment of the coupled train includes: The first type of electric hook status signal is output to the vehicle-mounted equipment through an optically isolated hard-wired interface. The first type of electric hook status signal is a switching signal generated by comparing the impedance parameters of the electric hook with a threshold, which is used to directly indicate the status of the electric hook. The train communication network sends a second type of electric hook status signal to the on-board equipment. The second type of electric hook status signal is a data frame signal generated after feature extraction and protocol encapsulation of the electrical characteristic parameters of the electric hook, which is used to indirectly map the status of the electric hook. Feedback of first-type and second-type mechanical coupler status signals to the onboard equipment of the coupled train includes: The first type of mechanical hook status signal is output to the vehicle-mounted equipment through a relay. The first type of mechanical hook status signal is a switch signal generated by comparing the linear displacement of the key component of the mechanical hook with a threshold, which is used to directly indicate the status of the mechanical hook. The train communication network sends a second type of mechanical hook status signal to the on-board equipment. The second type of mechanical hook status signal is a data frame signal generated after feature extraction and protocol encapsulation of the mechanical hook dynamic characteristic parameters, which is used to indirectly map the status of the mechanical hook.

2. The method according to claim 1, characterized in that, The separation process of the electric hook is simulated based on the impedance change during the separation process, including: The device receives a decoded signal containing an electric hook status bit and configuration parameters. The status bit indicates whether the electric hook is in a closed or open state, and the configuration parameters are impedance adjustment parameters synchronized with the timing of the mechanical hook's action. The timing logic controlling the adjustable load device is synchronized with the de-encoding signal, causing the equivalent impedance of the electric hook to change from a first impedance value to a second impedance value. The first impedance value is used to represent the contact resistance characteristics of the electric hook in the closed state, and the second impedance value is used to characterize the insulation resistance characteristics of the electric hook in the disconnected state.

3. The method according to claim 1, characterized in that, The separation process of the mechanical hook is simulated based on the elastic vibration and collision vibration changes of the mechanical hook, including: The elastic vibration of the mechanical hook is simulated based on a torque angle function to simulate the unlocking of the mechanical hook. The torque angle function is: ,in, Let K be the initial unlocking torque, K be the structural stiffness coefficient, n be the nonlinear exponent, and A, f, ... These are the vibration amplitude, frequency, and phase parameters, respectively. The hook body unlocks at the turning angle, and t is the simulation runtime. The collision vibration of the mechanical hook is simulated based on the separation propulsion force function to simulate the separation of the mechanical hook. The separation propulsion force function is: ,in, B is the initial propulsion force, and B is the vibration amplitude attenuation coefficient. The damping coefficient is... The natural vibration frequency, This represents the phase offset.

4. The method according to claim 1, characterized in that, The comparison involves determining whether the states indicated by the first type of state signal and the second type of state signal are consistent, including: The first type of status signal is converted from analog to digital, and the second type of status signal is decoded using protocol logic. The first type of status signal includes the first type of electric hook status signal and the first type of mechanical hook status signal, and the second type of status signal includes the second type of electric hook status signal and the second type of mechanical hook status signal. Through a preset bidirectional mapping function The voltage value in the first type of state signal The encoded value in the second type of state signal Transform into a unified set of states ; If and only if When outputting a unique state value, it is determined that the state indicated by the first type of state signal and the second type of state signal are consistent.

5. A testing device for decoupling and reassembling coupled trains, characterized in that, The device includes: The electric hook simulation module is used to simulate the separation process of the electric hook based on the impedance change during the separation process, and to feed back the first type of electric hook status signal and the second type of electric hook status signal to the on-board equipment of the coupled train. The mechanical hook simulation module is used to simulate the separation process of the mechanical hook based on the elastic vibration change and collision vibration change of the mechanical hook, and to feed back the first type of mechanical hook status signal and the second type of mechanical hook status signal to the on-board equipment of the coupled train. The test result module is used to compare whether the states indicated by the first type of electric hook state signal and the second type of electric hook state signal are consistent, and whether the states indicated by the first type of mechanical hook state signal and the second type of mechanical hook state signal are consistent. If any comparison result is inconsistent, an abnormal handling process is triggered. The abnormal handling process includes generating alarm information, recording fault codes, and performing a safety rollback operation. The electric hook simulation module is specifically used to output a first type of electric hook status signal to the on-board equipment through an optically isolated hard-wired interface. The first type of electric hook status signal is a switching signal generated by comparing the impedance parameters of the electric hook with a threshold, which is used to directly indicate the status of the electric hook. The module also sends a second type of electric hook status signal to the on-board equipment through the train communication network. The second type of electric hook status signal is a data frame signal generated by feature extraction and protocol encapsulation of the electrical characteristic parameters of the electric hook, which is used to indirectly map the status of the electric hook. The mechanical hook simulation module is specifically used to output a first type of mechanical hook status signal to the on-board equipment via a relay. The first type of mechanical hook status signal is a switch signal generated by comparing the linear displacement of the key components of the mechanical hook with a threshold, which is used to directly indicate the status of the mechanical hook. The module also sends a second type of mechanical hook status signal to the on-board equipment via the train communication network. The second type of mechanical hook status signal is a data frame signal generated by feature extraction and protocol encapsulation of the mechanical hook's dynamic characteristic parameters, which is used to indirectly map the status of the mechanical hook.

6. A storage medium, characterized in that, The storage medium includes a stored program, wherein, when the program is executed, it controls the device where the storage medium is located to perform the train decoupling test method as described in any one of claims 1-4.

7. An electronic device, characterized in that, The device includes at least one processor, at least one memory connected to the processor, and a bus; wherein the processor and the memory communicate with each other through the bus; the processor is used to call program instructions in the memory to execute the train coupling and uncoupling test method as described in any one of claims 1-4.

8. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the train decoupling and uncoupling test method as described in any one of claims 1-4.

Images