LKJ data checking device and data comparison method

Abstract

The application discloses a kind of LKJ data checking device and data comparison method, belongs to rail transit field.Solve the existing LKJ data before verification confirmation mode, it is difficult to meet the actual demand of safety production problem.It includes data processing unit connection driving condition simulation unit, communication conversion unit, data input interface unit and man-machine interaction unit;Driving condition simulation unit connects first, second LKJ monitoring recording board, according to data processing unit command, provides driving condition simulation signal to both;First LKJ monitoring recording board loads before change LKJ vehicle data, second LKJ monitoring recording board loads after change LKJ vehicle data;Communication conversion unit is connected between data processing unit second communication interface and first, second LKJ monitoring recording board;Data input interface unit provides external data to data processing unit, and man-machine interaction unit receives user input and displays information.For railway transport safety field.

Description

Technical Field

[0001] This invention belongs to the field of rail transit, and specifically relates to an LKJ data verification device and a data comparison method. Background Technology

[0002] The Train Operation Monitoring and Recording (LKJ) device is a core onboard device for ensuring railway transportation safety. It effectively prevents accidents such as trains running red lights or speeding by monitoring train speed in real time and controlling unsafe conditions. The correct operation of the LKJ relies heavily on the onboard data stored internally and the data displayed on its accompanying monitors. This data is compiled from infrastructure data such as railway lines, signals, and stations, as well as operational organization data (collectively referred to as LKJ basic data). Therefore, the accuracy of LKJ data is a fundamental prerequisite for safe train operation.

[0003] Due to frequent railway line construction, signal equipment upgrades, and timetable adjustments, LKJ basic data is constantly changing, requiring that LKJ onboard data and display data be updated accordingly. According to railway industry management regulations, before data updates (i.e., replacement), the new version of data must be rigorously verified to ensure complete consistency with actual line conditions and safety regulations. Currently, the commonly used verification method in the industry is based on LKJ simulation devices, such as the manual comparison method of the portable debugging device for the LKJ2000 monitoring device disclosed in Chinese Patent CN201042963Y. Specifically, operators typically use one or two LKJ simulation devices, loading the data before and after the change into separate devices. Then, based on a document detailing all changed locations (such as route number, station number, and line type) and changes, they manually set the relevant operating parameters item by item, simulating the train's operation at those locations. They continuously visually observe the operating parameters, speed limits, signal distances, and other information displayed on the simulation device screen, manually judging whether they conform to the expectations in the change table.

[0004] However, the aforementioned manual verification method has revealed numerous serious flaws in practice, making it unsuitable for the safety and efficiency requirements of high-frequency, large-scale data replacement in modern railways. First, this method is extremely inefficient and labor-intensive. LKJ data is updated more than twenty times a year, with each update often involving hundreds or even thousands of changes. Operators must repeatedly perform the tedious process of manually setting parameters, simulating train operation, and observing and recording for each change, a process that can take hours or even days. This places an extraordinary workload on staff during the short window between receiving the data and starting the replacement process. Second, the accuracy of this method relies entirely on manual visual judgment, raising questions about its reliability. Operators need to stare intently at the displays of one or two testing devices for extended periods, scrutinizing subtle data differences. This repetitive labor easily leads to visual fatigue and distraction, resulting in missed or incorrect judgments, posing a threat to personal safety and train operation safety. Third, the manual operation process itself carries the risk of error. When faced with a massive number of change items, manually setting complex parameters such as routes, stations, and line types is highly susceptible to errors in operation sequence or parameter input deviations. This can result in some change items not being effectively verified, leading to incomplete verification coverage and leaving safety blind spots. Finally, existing methods lack effective digital recording and traceability mechanisms. The entire verification process and conclusions typically rely on manual records or memory from operators, making it difficult to generate standardized, structured verification reports. This hinders the standardization of quality management and makes it extremely difficult to trace responsibility and analyze the causes of problems.

[0005] In summary, the existing manual, item-by-item comparison and verification methods based on LKJ simulation devices have significant shortcomings in terms of efficiency, accuracy, reliability, and traceability, becoming a key bottleneck restricting the quality and safety of LKJ data replacement. Therefore, the industry urgently needs a technical solution that can quickly, accurately, and automatically verify LKJ change data to fundamentally solve the above problems. Summary of the Invention

[0006] In view of this, the present invention aims to propose an LKJ data verification device and a data comparison method to solve the problem that the existing verification and confirmation methods for LKJ data replacement in the on-board equipment workshops of various electrical sections are no longer able to meet the actual needs of safe production when faced with high-frequency and large-scale data changes.

[0007] To achieve the above objectives, the present invention adopts the following technical solution: an LKJ data verification device, the device comprising: The system includes a data processing unit, a driving condition simulation unit, a first LKJ monitoring and recording board, a second LKJ monitoring and recording board, a communication conversion unit, a data input interface unit, a human-machine interaction unit, and a power supply unit. The data processing unit is connected to the driving condition simulation unit through a first communication interface, to the communication conversion unit through a second communication interface, to the data input interface unit through a third communication interface, and to the human-computer interaction unit through a fourth communication interface. The driving condition simulation unit is connected to the first LKJ monitoring and recording board via a first bus and to the second LKJ monitoring and recording board via a second bus, and is used to provide driving condition simulation signals to the first LKJ monitoring and recording board and the second LKJ monitoring and recording board according to the command of the data processing unit. The first LKJ monitoring and recording board is loaded with the LKJ vehicle data before the change, and the second LKJ monitoring and recording board is loaded with the LKJ vehicle data after the change. The communication conversion unit is connected between the second communication interface of the data processing unit and the first LKJ monitoring recorder and the second LKJ monitoring recorder, and is used to perform communication protocol conversion. The data input interface unit is used to provide external data to the data processing unit. The external data includes LKJ display data before and after the change, or basic data used to generate LKJ display data before and after the change. The human-computer interaction unit is used to receive user input and display information; The power supply unit provides power to the data processing unit, the driving condition simulation unit, the first LKJ monitoring and recording board, the second LKJ monitoring and recording board, the communication conversion unit, the data input interface unit, and the human-machine interaction unit.

[0008] Furthermore, a preferred embodiment is proposed, wherein the driving condition simulation unit is composed of a logic control circuit; The first bus includes a VME bus A for transmitting operating condition signals, locomotive signals and pressure signals, and a frequency channel A for transmitting speed signals and traction power status signals. The second bus includes a VME bus B for transmitting operating condition signals, locomotive signals, and pressure signals, and a frequency channel B for transmitting speed signals and traction power status signals.

[0009] Furthermore, a preferred embodiment is proposed in which the human-computer interaction unit includes a display screen and at least one input device selected from a physical keyboard, a mouse, or a touch screen integrated on the display screen.

[0010] Furthermore, a preferred embodiment is proposed, wherein the data input interface unit includes one or more of a USB interface, a serial port, and a network interface.

[0011] Furthermore, a preferred embodiment is proposed, wherein the data processing unit includes: The virtual display module is used to generate a first virtual LKJ display screen and a second virtual LKJ display screen, and to establish data associations between them and the first LKJ monitoring and recording board and the second LKJ monitoring and recording board, respectively. The drive control module is used to send the same driving control command to the first LKJ monitoring and recording board and the second LKJ monitoring and recording board through the communication conversion unit and the driving condition simulation unit; The data comparison module is used to acquire and compare data generated by the first LKJ monitoring recorder and the second LKJ monitoring recorder during simulation operation, or to compare LKJ display data before and after the change.

[0012] Furthermore, a preferred method is proposed in which the driving information contained in the driving control command is input to the data processing unit in any of the following ways: manually set by the user through the human-machine interaction unit; obtained by executing script entries pre-stored in the data processing unit; or obtained by automatically parsing the electronic change table file obtained by the data input interface unit.

[0013] Based on the same inventive concept, the present invention also proposes a data comparison method, which is implemented based on the LKJ data verification device described in any of the above claims, and the method includes: Data loading steps: Write the LKJ vehicle data before the change to the first LKJ monitoring record board, write the LKJ vehicle data after the change to the second LKJ monitoring record board; and load the LKJ display data before and after the change to the data processing unit. Virtual display generation steps: A first virtual LKJ display screen and a second virtual LKJ display screen are generated in the data processing unit, and they are respectively associated with the first LKJ monitoring and recording board loaded with the vehicle data before the change and the second LKJ monitoring and recording board loaded with the vehicle data after the change. Synchronous drive and simulation steps: The driving condition simulation unit is controlled to provide driving conditions to the first LKJ monitoring and recording board and the second LKJ monitoring and recording board. These driving conditions include operating condition signals, locomotive signals, pressure signals, and traction power status signals. The data processing unit is controlled to send the same driving information to the first LKJ monitoring and recording board and the second LKJ monitoring and recording board via the communication conversion unit. The driving condition simulation unit is also controlled to provide speed signals to the first LKJ monitoring and recording board and the second LKJ monitoring and recording board to start and maintain the simulation operation. Data acquisition and difference comparison steps: During the simulation operation, the communication conversion unit acquires the operation data output by the first LKJ monitoring recorder and the second LKJ monitoring recorder respectively, and the data processing unit compares the differences between the operation data, or compares the differences between the loaded LKJ display data before and after the change. Result output step: Based on the results of the difference comparison step, output the verification conclusion.

[0014] Furthermore, a preferred method is proposed, wherein the driving information is obtained by the data processing unit through automatic parsing of the electronic change table obtained from the data input interface unit; in the result output step, the data processing unit automatically compares the difference obtained in the data acquisition and difference comparison step with the expected change content parsed from the electronic change table, and generates a verification report based on the comparison result.

[0015] Furthermore, a preferred method is proposed, in which the driving information in the synchronous driving and simulation steps is provided in any of the following ways: input by the user in real time through the human-machine interaction unit; read and execute pre-entered script entries sequentially by the data processing unit; or obtained by the data processing unit automatically parsing the electronic change table read from the data input interface unit.

[0016] Furthermore, a preferred embodiment is proposed, wherein the driving condition simulation signals provided by the driving condition simulation unit include: operating condition signals, locomotive signals, pressure signals, speed signals, and traction power status signals.

[0017] Compared with the prior art, the beneficial effects of the present invention are: Existing technologies rely on manual parameter setting, manual simulation of operation, and visual observation, taking hours to days to process hundreds or thousands of change items. This invention, through a data processing unit, automatically parses the change table, automatically drives the simulation process, and automatically compares data, compressing the aforementioned lengthy manual operations into an automated process completed by a computer within minutes. It is particularly suitable for high-frequency, high-volume data replacement scenarios, fundamentally solving the time pressure on signal maintenance sections during limited replacement windows.

[0018] The accuracy of existing technologies relies entirely on the operator's concentration during prolonged, repetitive visual observation. This makes them highly susceptible to omissions and misjudgments due to visual fatigue and distraction, resulting in an inherent bottleneck in human reliability. This invention completely replaces human observation and manual judgment with automated comparison via software programs. It transforms the subjective and fatigue-prone biological judgment process into an objective and stable computer data comparison process, thereby eliminating the greatest risk source of human error and ensuring a high degree of consistency and repeatability in the verification conclusions.

[0019] Existing technologies only offer a single manual visual mode, which cannot adapt to diverse scenarios with varying paper or spreadsheet formats, number of entries, and time urgency. This invention provides three working modes: manual, scripted, and automatic. The manual mode is compatible with existing work habits, facilitating transition and simple verification; the scripted mode is suitable for situations requiring batch processing without standardized electronic documents; and the fully automatic mode addresses the need for efficient verification with structured electronic change sheets. This tiered design allows this invention to seamlessly integrate with various work processes, from traditional to modern, improving practicality and deployment feasibility.

[0020] Existing manual verification processes lack objective records, making results difficult to trace and audit. This invention can automatically generate structured verification reports, detailing the total number of items, pass / fail items, specific discrepancies, etc., and supports electronic export and archiving. This not only achieves closed-loop management of the verification process but also provides a solid data foundation for quality analysis, accountability, and process optimization in data transformation.

[0021] The core of this invention's device uses a real LKJ monitoring and recording board as the data processing carrier, ensuring consistency between the verification environment and the actual locomotive environment, resulting in authoritative and reliable conclusions. Simultaneously, its peripheral components are built and driven using general-purpose industrial computing equipment, standard interfaces, and programmable logic control circuits, eliminating the need for customized, expensive dedicated hardware. This effectively reduces the device's R&D, manufacturing costs, and maintenance complexity, facilitating large-scale deployment. Attached Figure Description

[0022] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings: Figure 1 This is a hardware schematic diagram of an LKJ data verification device according to the present invention; Figure 2 This is a flowchart of a data comparison method according to the present invention. Detailed Implementation

[0023] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other, and the described embodiments are only some embodiments of the present invention, not all embodiments.

[0024] Implementation Method 1, see [link] Figure 1 This embodiment describes an LKJ data verification device, which includes: The system includes a data processing unit, a driving condition simulation unit, a first LKJ monitoring and recording board, a second LKJ monitoring and recording board, a communication conversion unit, a data input interface unit, a human-machine interaction unit, and a power supply unit. The data processing unit is connected to the driving condition simulation unit through a first communication interface, to the communication conversion unit through a second communication interface, to the data input interface unit through a third communication interface, and to the human-computer interaction unit through a fourth communication interface. The driving condition simulation unit is connected to the first LKJ monitoring and recording board via a first bus and to the second LKJ monitoring and recording board via a second bus, and is used to provide driving condition simulation signals to the first LKJ monitoring and recording board and the second LKJ monitoring and recording board according to the command of the data processing unit. The first LKJ monitoring and recording board is loaded with the LKJ vehicle data before the change, and the second LKJ monitoring and recording board is loaded with the LKJ vehicle data after the change. The communication conversion unit is connected between the second communication interface of the data processing unit and the first LKJ monitoring recorder and the second LKJ monitoring recorder, and is used to perform communication protocol conversion. The data input interface unit is used to provide external data to the data processing unit. The external data includes LKJ display data before and after the change, or basic data used to generate LKJ display data before and after the change. The human-computer interaction unit is used to receive user input and display information; The power supply unit provides power to the data processing unit, the driving condition simulation unit, the first LKJ monitoring and recording board, the second LKJ monitoring and recording board, the communication conversion unit, the data input interface unit, and the human-machine interaction unit.

[0025] In this embodiment, the driving condition simulation unit is composed of a logic control circuit; The first bus includes a VME bus A for transmitting operating condition signals, locomotive signals and pressure signals, and a frequency channel A for transmitting speed signals and traction power status signals. The second bus includes a VME bus B for transmitting operating condition signals, locomotive signals, and pressure signals, and a frequency channel B for transmitting speed signals and traction power status signals.

[0026] In this embodiment, the human-computer interaction unit includes a display screen and at least one input device, such as a physical keyboard, a mouse, or a touch screen integrated on the display screen.

[0027] In this embodiment, the data input interface unit includes one or more of the following: USB interface, serial port, and network interface.

[0028] In this embodiment, the data processing unit includes: The virtual display module is used to generate a first virtual LKJ display screen and a second virtual LKJ display screen, and to establish data associations between them and the first LKJ monitoring and recording board and the second LKJ monitoring and recording board, respectively. The drive control module is used to send the same driving control command to the first LKJ monitoring and recording board and the second LKJ monitoring and recording board through the communication conversion unit and the driving condition simulation unit; The data comparison module is used to acquire and compare data generated by the first LKJ monitoring recorder and the second LKJ monitoring recorder during simulation operation, or to compare LKJ display data before and after the change.

[0029] In this embodiment, the driving information contained in the driving control command is input to the data processing unit in any of the following ways: manually set by the user through the human-computer interaction unit; obtained by executing script entries pre-stored in the data processing unit; or obtained by automatically parsing the electronic change table file obtained by the data input interface unit.

[0030] This implementation proposes a novel LKJ data verification process. Its core lies in abandoning the traditional single-point, serial, and human-eye comparison operation mode, and constructing a parallel, synchronous, and automatically compared hardware-in-the-loop simulation and intelligent comparison system. By constructing a dedicated device containing two sets of LKJ vehicle-mounted data running in parallel environments, driven by identical virtual driving conditions under unified control of a central data processing unit, the two sets of data are simulated synchronously. Software automatically collects and compares the output differences between the two sets, and finally intelligently compares them with a standard change table to draw conclusions.

[0031] Specifically, this principle is achieved through the following collaborative hardware architecture and software process: The core of the device contains two real LKJ monitoring and recording boards, respectively carrying vehicle data before and after the change, ensuring the authenticity and authority of the data operating environment. A driving condition simulation unit and a central data processing unit are introduced. The driving condition simulation unit is controlled by the data processing unit. Through physical interfaces such as the VME bus and frequency channel, it synchronously and uniformly applies a complete set of driving condition simulation signals, including operating conditions, signals, pressure, and speed, to the two monitoring and recording boards, thereby eliminating environmental variable interference for parallel comparison and ensuring that differences originate only from the data itself. The data processing unit acts as the brain. On the one hand, it interacts with the two monitoring and recording boards through the communication conversion unit, sending them the same driving instructions (routes, stations, etc.) and receiving their operating data; on the other hand, it generates two virtual displays, binding the data of the old and new displays to the corresponding monitoring and recording boards, respectively, simulating a complete LKJ human-machine interface. Under this architecture, the data processing unit can automatically drive the entire system to traverse all items that need to be verified, and acquire and compare the output data of the two systems under the same input in real time, including the running data of the monitoring record board and the display data of the virtual display screen, so as to achieve automatic identification of differences.

[0032] Implementation Method 2, see below Figure 1 and Figure 2 This embodiment describes a complete version of the LKJ data verification device described in Embodiment 1, including: The LKJ data verification device proposed in this embodiment includes a data processing unit, a driving condition simulation unit, a first LKJ monitoring and recording board and a second LKJ monitoring and recording board, a communication conversion unit, a data input interface unit, a human-computer interaction unit and a power supply unit.

[0033] The data processing unit is a computing device with data processing capabilities. This computing device can be an industrial control computer, a regular personal computer, an embedded tablet computer, or other computing devices with data processing capabilities. The data processing unit is connected to the driving condition simulation unit via a first communication interface; to the communication conversion unit via a second communication interface; to the data input interface unit via a third communication interface; and to the human-machine interaction unit via a fourth communication interface.

[0034] The driving condition simulation unit consists of logic control circuits and is used to simulate the driving conditions required for the LKJ monitoring and recording board to operate, including operating conditions, locomotive signals, pressure, speed, and traction power status signals. The driving condition simulation unit is connected to the first LKJ monitoring and recording board via a first bus and to the second LKJ monitoring and recording board via a second bus. The first bus includes VME bus A and frequency channel A, and the second bus includes VME bus B and frequency channel B. The VME bus transmits operating conditions, locomotive signals, and pressure conditions; the frequency channel transmits speed conditions and traction power status signals. The driving condition simulation unit receives commands from the data processing unit through a first communication interface and synchronously provides driving conditions to the two LKJ monitoring and recording boards via the first and second buses. The traction power status signal is the diesel engine speed signal for diesel locomotives and the primary current signal for electric locomotives.

[0035] Two LKJ monitoring and recording boards are used by the LKJ main unit. One board loads the LKJ onboard data before the change, and the other loads the LKJ onboard data after the change. The LKJ onboard data is directly written to the LKJ monitoring and recording board using a dedicated LKJ upgrade tool. The two monitoring and recording boards synchronously simulate line operation under the same driving conditions: on one hand, the driving condition simulation unit provides the same operating conditions, pressure, locomotive signals, speed, and traction power status signals to the two monitoring and recording boards through the first and second buses; on the other hand, the data processing unit sends the same driving information, including but not limited to route number, station number, and line type, to the first and second LKJ monitoring and recording boards respectively through the communication conversion unit via the first and second CAN channels. Simultaneously, the first LKJ monitoring and recording board outputs operating data to the data processing unit through the first CAN channel, and the second LKJ monitoring and recording board outputs operating data through the communication conversion unit via the second CAN channel.

[0036] The communication conversion unit is connected to the data processing unit through a second communication interface and is used to convert the CAN bus protocol into a protocol format that the data processing unit can recognize.

[0037] The data input interface unit includes, but is not limited to, a USB interface and / or a network interface, for acquiring data from the LKJ display.

[0038] The human-computer interaction unit includes a display screen and at least one input device. The input device can be a physical keyboard and mouse, a touchscreen integrated into the display screen, or a combination of these input methods. It is used for software interface display and vehicle data input.

[0039] The power supply unit is electrically connected to each of the above units to provide power for the entire device.

[0040] In this embodiment, the data processing unit employs a computing device with data processing capabilities. This computing device can be an industrial control computer, a regular personal computer, an embedded tablet computer, or any other computing device capable of running verification programs and communicating with other units. The data processing unit internally installs LKJ data verification main control software, used to control the entire verification process, process data, generate virtual displays, perform difference comparisons, and compare against change tables.

[0041] The data processing unit has four communication interfaces: First communication interface: connects to the driving condition simulation unit and is used to issue control commands; Second communication interface: Connects to the communication conversion unit and is used for CAN data interaction with the LKJ monitoring and recording board; Third communication interface: Connects to the data input interface unit and is used to acquire LKJ display data and change table electronic files; Fourth communication interface: Connects to the human-computer interaction unit and is used to receive user input and output display information.

[0042] The driving condition simulation unit consists of logic control circuitry. Preferably, the logic control circuitry is a Field-Programmable Gate Array (FPGA), but complex programmable logic devices (CPLDs), digital signal processors (DSPs), or other equivalent logic control circuits can also be used. FPGAs have advantages such as strong parallel processing capabilities, low signal latency, and flexible configuration, enabling them to generate various signals required for driving conditions in real time and synchronously.

[0043] The driving condition simulation unit is connected to the first LKJ monitoring and recording board via a first bus and to the second LKJ monitoring and recording board via a second bus. The first bus includes VME bus A and frequency channel A, and the second bus includes VME bus B and frequency channel B. Wherein: The VME bus is used to transmit locomotive operating conditions, locomotive signals, and pressure conditions. In this embodiment, the locomotive operating conditions include zero position, traction, braking, forward, and backward; the locomotive signals include: locomotive signal light colors and speed levels; and the pressure conditions include: train pipe pressure, brake cylinder pressure, and equalizing air cylinder pressure.

[0044] The frequency channel is used to transmit speed condition and traction power status signals. The traction power status signal is the diesel engine speed signal for diesel locomotives and the primary-side current signal for electric locomotives. Those skilled in the art should understand that any equivalent signal capable of characterizing the operating state of the locomotive's power system can be used in this invention.

[0045] The driving condition simulation unit receives commands from the data processing unit through the first communication interface, and then synchronously provides driving conditions, including operating conditions, locomotive signals, pressure, speed, and traction power status signals, to the two LKJ monitoring and recording boards through the first bus and the second bus.

[0046] The first and second LKJ monitoring and recording boards are the monitoring and recording boards used in the actual LKJ host. Users write vehicle data directly to the monitoring and recording boards using a dedicated LKJ upgrade tool, bypassing the data input interface unit of this device. One monitoring and recording board loads the LKJ vehicle data before the change, while the other loads the changed LKJ vehicle data (the specific board loading which version is not limited).

[0047] The bus interfaces (VME bus A / B, frequency channel A / B) of the two monitoring and recording boards are respectively connected to the driving condition simulation unit to receive driving conditions. Simultaneously, the first LKJ monitoring and recording board is connected to the communication conversion unit via the first CAN channel, and the second LKJ monitoring and recording board is connected to the communication conversion unit via the second CAN channel. Data interaction occurs between the communication conversion unit and the data processing unit: on the one hand, it receives driving information (routes number, station numbers, line types, etc.) from the data processing unit; on the other hand, it outputs operating data to the data processing unit.

[0048] The communication conversion unit is connected to the data processing unit through the second communication interface. It is used to convert the CAN bus protocol into a protocol format that the data processing unit can recognize (such as USB, serial port or network protocol) to realize bidirectional data transmission.

[0049] The data input interface unit includes, but is not limited to, a USB interface and / or a serial port and / or a network interface (such as an RJ45 Ethernet port, a Wi-Fi module). Its basic function is to acquire LKJ display data (display data files before and after changes). In automatic mode, this interface is also used to acquire electronic files of change tables (such as Excel, CSV, XML, doc, pdf, etc.).

[0050] The human-computer interaction unit includes a display screen and at least one input device. The input device may be a physical keyboard and mouse, a touchscreen integrated into the display screen, or a combination of these input methods. The human-computer interaction unit is used to display the verification software interface, the virtual LKJ display screen, the verification result report, and to receive user-input driving parameters (such as route number, station number, and line type) or script entries.

[0051] The power supply unit is electrically connected to each of the above units, converting the external power supply (such as AC220V or DC110V) into the working voltage required by each unit (such as DC5V, DC12V, etc.), and providing a stable and reliable working power supply for the entire device.

[0052] The device proposed in this embodiment supports three operating modes: manual mode, script mode, and automatic mode. Users can select the appropriate mode according to the format of the change table, the number of entries, and time requirements.

[0053] Before describing each mode, we will first explain the general startup and data preparation process of the device.

[0054] After the device is powered on, the first LKJ monitoring and recording board and the second LKJ monitoring and recording board will enter the working state. The user can use a dedicated LKJ upgrade tool to write the LKJ vehicle data before the change to one of the monitoring and recording boards and the LKJ vehicle data after the change to the other monitoring and recording board. There is no restriction on which board loads which version.

[0055] The user starts the comparison software in the data processing unit. After the software starts, two blank virtual LKJ display frames (the first virtual LKJ display and the second virtual LKJ display) are generated on the display screen of the human-machine interaction unit. At this time, there is no specific data content on the display screen. The first virtual LKJ display is connected to the first LKJ monitoring and recording board via CAN communication, and the second virtual LKJ display is connected to the second LKJ monitoring and recording board via CAN communication.

[0056] The user loads display data via the data input interface unit (USB or network): specifying the path of the LKJ display data files before and after the change in the local storage of this device (or USB flash drive, network shared folder). The data processing unit reads the file content and temporarily stores it in memory. The software can force the user to load the display data after the comparison software starts (to prevent forgetting), or allow the user to load it in subsequent steps, but loading must be completed before starting the machine.

[0057] At this point, the device has completed all data preparation before verification. The verification operation will now be carried out according to different modes.

[0058] Manual mode is suitable for very few changing entries (e.g., a few to a dozen) or temporary verification.

[0059] Step 1: Set driving information Users manually set driving information, including route number, station number, and line type, based on the changes recorded in the change sheet (paper or electronic). The data processing unit sends the same driving information to both monitoring and recording boards via the communication conversion unit.

[0060] Step 2: Retrieve data and draw the running interface After the user confirms that all data has been loaded and set, they click the "Start" or "Drive" button. At this point, the data processing unit retrieves the display data already loaded into memory and draws the running interface on the two virtual LKJ display frames respectively: The first virtual LKJ display screen shows the display data content before the change; The second virtual LKJ display screen draws the changed display data content.

[0061] Step 3: Synchronized Drive and Simulated Driving The data processing unit sends commands to the train condition simulation unit through the first communication interface. The train condition simulation unit synchronously provides the same operating conditions, pressure, locomotive signals, speed, and traction power status signals to the two monitoring and recording boards through the VME bus and frequency channel. The train simulation begins.

[0062] Step 4: Data Interaction and Automatic Comparison During simulated driving, the first virtual LKJ display screen and the monitoring and recording board that loads the vehicle data before the change interact in real time via the CAN channel; the second virtual LKJ display screen and the monitoring and recording board that loads the vehicle data after the change interact in real time via the CAN channel. The data processing unit compares the differences between the LKJ vehicle data and / or display data before and after the change, and displays the comparison results on the human-machine interaction unit, such as differences in speed limits, differences in signal distance, etc.

[0063] Step 5: Manually compare the changes with the table to make a judgment. Users visually compare the results with the change sheet (paper or electronic) to determine if each change item meets expectations. If all changes are consistent with the change sheet, the verification is considered passed; otherwise, discrepancies are marked and the problem is recorded.

[0064] The script mode is suitable for situations where there are many change items (e.g., dozens to hundreds), but the change table is not available in electronic format or the electronic format is not standardized and cannot be automatically parsed.

[0065] Step 1: Pre-enter script entries Users can pre-enter multiple comparison entries based on the change table (electronic or paper) through the script editing interface of the human-computer interaction unit. Each script entry must include at least: route number, starting station number, ending station number, and line type. Users can also import entries in batches from text files.

[0066] Step 2: Automatic line-by-line driving The data processing unit reads each script entry sequentially, and for each entry: The communication conversion unit sends the driving information (routes number, starting station number, class of vehicles, etc.) corresponding to the entry to the two monitoring and recording boards. Retrieve the display data already loaded into memory and draw the running interface on two virtual LKJ display frames; The train operation conditions are provided by the train operation condition simulation unit to simulate the train operation process from the starting station to the ending station; Compare the differences between the LKJ vehicle data and / or display data under this entry; The comparison results for this item are displayed on the human-computer interaction unit.

[0067] Step 3: User evaluates each item individually Users review the comparison results item by item and manually compare them with the change table.

[0068] The automatic mode is suitable for scenarios with a large number of change items (hundreds to thousands), tight deadlines, and structured electronic change sheets (such as Excel spreadsheets). Automatic mode can completely replace manual verification, achieving fully automated review and report generation.

[0069] Step 1: Obtain and parse the electronic file of the change table The data processing unit acquires the electronic file of the change table (e.g., .xls, .xlsx, .csv, .xml, doc, pdf, etc.) through the data input interface unit (USB or network). The built-in parsing module automatically identifies the table header and extracts the verification entries. Each entry includes at least: route number, station number (or origin and destination station numbers), row type, and the expected change content (e.g., "speed limit changed from 80km / h to 60km / h").

[0070] Step 2: Automatic line-by-line driving and comparison The data processing unit automatically reads each verification item sequentially, and for each item: The corresponding driving information is sent to the two monitoring and recording boards through the communication conversion unit; Retrieve the display data already loaded into memory and draw the running interface on two virtual LKJ display frames; The driving conditions are provided by the driving condition simulation unit to simulate the driving process; Automatically compare the differences between LKJ on-board data and / or display data before and after the change; The system automatically compares the actual differences with the expected changes for that item in the change table to determine if they are consistent.

[0071] Step 3: Generate a verification report After all items have been processed, the data processing unit automatically generates a detailed verification report. The report includes, but is not limited to: the total number of verification items; the number of passed items and the pass rate; the number of failed items and the failure rate; and a comparison between the actual and expected differences for each item.

[0072] The report can be viewed on the display screen of the human-computer interaction unit, exported as a PDF, Excel or text file, printed by a printer, or uploaded to the server via the network interface of the data input interface unit.

[0073] Implementation Method 3, see below Figure 2 This embodiment describes a data comparison method, implemented based on the LKJ data verification device described in any one of Embodiments 1 to 2. The method includes: Data loading steps: Write the LKJ vehicle data before the change to the first LKJ monitoring record board, write the LKJ vehicle data after the change to the second LKJ monitoring record board; and load the LKJ display data before and after the change to the data processing unit. Virtual display generation steps: A first virtual LKJ display screen and a second virtual LKJ display screen are generated in the data processing unit, and they are respectively associated with the first LKJ monitoring and recording board loaded with the vehicle data before the change and the second LKJ monitoring and recording board loaded with the vehicle data after the change. Synchronous drive and simulation steps: The driving condition simulation unit is controlled to provide driving conditions to the first LKJ monitoring and recording board and the second LKJ monitoring and recording board. These driving conditions include operating condition signals, locomotive signals, pressure signals, and traction power status signals. The data processing unit is controlled to send the same driving information to the first LKJ monitoring and recording board and the second LKJ monitoring and recording board via the communication conversion unit. The driving condition simulation unit is also controlled to provide speed signals to the first LKJ monitoring and recording board and the second LKJ monitoring and recording board to start and maintain the simulation operation. Data acquisition and difference comparison steps: During the simulation operation, the communication conversion unit acquires the operation data output by the first LKJ monitoring recorder and the second LKJ monitoring recorder respectively, and the data processing unit compares the differences between the operation data, or compares the differences between the loaded LKJ display data before and after the change. Result output step: Based on the results of the difference comparison step, output the verification conclusion.

[0074] The driving information is obtained by the data processing unit through automatic parsing of the electronic change table obtained from the data input interface unit; in the result output step, the data processing unit automatically compares the difference obtained in the data acquisition and difference comparison step with the expected change content parsed from the electronic change table, and generates a verification report based on the comparison result.

[0075] Only in automatic mode, where the change table is parsed and driving information is generated, is the data comparison result automatically compared with the data changes in the change table. In manual and script modes, the change table is not parsed, and therefore, the differences in the driving data cannot be automatically compared to see if they match the change table. In these two modes, the invention simply drives according to the manually entered driving information or the driving instructions in the script, and then outputs the discovered data differences. The user needs to confirm whether these differences are the same as those in the change table.

[0076] In this embodiment, the driving information in the synchronous driving and simulation steps is provided in any of the following ways: input by the user in real time through the human-machine interaction unit; read and execute pre-recorded script entries sequentially by the data processing unit; or obtained by the data processing unit automatically parsing the electronic change table read from the data input interface unit.

[0077] In this embodiment, the driving condition simulation signals provided by the driving condition simulation unit include: operating condition signals, locomotive signals, pressure signals, speed signals, and traction power status signals.

[0078] The specific embodiments of the present invention disclosed above are merely illustrative of the invention. These embodiments do not exhaustively describe all details, nor do they limit the invention to the specific embodiments described. Many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of the invention, thereby enabling those skilled in the art to better understand and utilize the invention.

Claims

1. An LKJ data verification device, characterized in that, The device includes: The system includes a data processing unit, a driving condition simulation unit, a first LKJ monitoring and recording board, a second LKJ monitoring and recording board, a communication conversion unit, a data input interface unit, a human-machine interaction unit, and a power supply unit. The data processing unit is connected to the driving condition simulation unit through a first communication interface, to the communication conversion unit through a second communication interface, to the data input interface unit through a third communication interface, and to the human-computer interaction unit through a fourth communication interface. The driving condition simulation unit is connected to the first LKJ monitoring and recording board via a first bus and to the second LKJ monitoring and recording board via a second bus, and is used to provide driving condition simulation signals to the first LKJ monitoring and recording board and the second LKJ monitoring and recording board according to the command of the data processing unit. The first LKJ monitoring and recording board is loaded with the LKJ vehicle data before the change, and the second LKJ monitoring and recording board is loaded with the LKJ vehicle data after the change. The communication conversion unit is connected between the second communication interface of the data processing unit and the first LKJ monitoring recorder and the second LKJ monitoring recorder, and is used to perform communication protocol conversion. The data input interface unit is used to provide external data to the data processing unit. The external data includes LKJ display data before and after the change, or basic data used to generate LKJ display data before and after the change. The human-computer interaction unit is used to receive user input and display information; The power supply unit provides power to the data processing unit, the driving condition simulation unit, the first LKJ monitoring and recording board, the second LKJ monitoring and recording board, the communication conversion unit, the data input interface unit, and the human-machine interaction unit.

2. The LKJ data verification device according to claim 1, characterized in that, The driving condition simulation unit is composed of logic control circuits; The first bus includes a VME bus A for transmitting operating condition signals, locomotive signals and pressure signals, and a frequency channel A for transmitting speed signals and traction power status signals. The second bus includes a VME bus B for transmitting operating condition signals, locomotive signals, and pressure signals, and a frequency channel B for transmitting speed signals and traction power status signals.

3. The LKJ data verification device according to claim 1, characterized in that, The human-computer interaction unit includes a display screen and at least one input device, such as a physical keyboard, a mouse, or a touch screen integrated on the display screen.

4. The LKJ data verification device according to claim 1, characterized in that, The data input interface unit includes one or more of the following: USB interface, serial port, and network interface.

5. The LKJ data verification device according to claim 1, characterized in that, The data processing unit includes: The virtual display module is used to generate a first virtual LKJ display screen and a second virtual LKJ display screen, and to establish data associations between them and the first LKJ monitoring and recording board and the second LKJ monitoring and recording board, respectively. The drive control module is used to send the same driving control command to the first LKJ monitoring and recording board and the second LKJ monitoring and recording board through the communication conversion unit and the driving condition simulation unit; The data comparison module is used to acquire and compare data generated by the first LKJ monitoring recorder and the second LKJ monitoring recorder during simulation operation, or to compare LKJ display data before and after the change.

6. The LKJ data verification device according to claim 5, characterized in that, The driving information contained in the driving control command is input to the data processing unit in any of the following ways: manually set by the user through the human-machine interaction unit; obtained by executing script entries pre-stored in the data processing unit; or obtained by automatically parsing the electronic change table file obtained by the data input interface unit.

7. A method for comparing data, characterized in that, The method is implemented based on the LKJ data verification device according to any one of claims 1 to 6, and the method includes: Data loading steps: Write the LKJ vehicle data before the change to the first LKJ monitoring record board, write the LKJ vehicle data after the change to the second LKJ monitoring record board; and load the LKJ display data before and after the change to the data processing unit. Virtual display generation steps: A first virtual LKJ display screen and a second virtual LKJ display screen are generated in the data processing unit, and they are respectively associated with the first LKJ monitoring and recording board loaded with the vehicle data before the change and the second LKJ monitoring and recording board loaded with the vehicle data after the change. Synchronous drive and simulation steps: The driving condition simulation unit is controlled to provide driving conditions to the first LKJ monitoring and recording board and the second LKJ monitoring and recording board. These driving conditions include operating condition signals, locomotive signals, pressure signals, and traction power status signals. The data processing unit is controlled to send the same driving information to the first LKJ monitoring and recording board and the second LKJ monitoring and recording board via the communication conversion unit. The driving condition simulation unit is also controlled to provide speed signals to the first LKJ monitoring and recording board and the second LKJ monitoring and recording board to start and maintain the simulation operation. Data acquisition and difference comparison steps: During the simulation operation, the communication conversion unit acquires the operation data output by the first LKJ monitoring recorder and the second LKJ monitoring recorder respectively, and the data processing unit compares the differences between the operation data, or compares the differences between the loaded LKJ display data before and after the change. Result output step: Based on the results of the difference comparison step, output the verification conclusion.

8. The data comparison method according to claim 7, characterized in that, The driving information is obtained by the data processing unit through automatic parsing of the electronic change table obtained from the data input interface unit; in the result output step, the data processing unit automatically compares the difference obtained in the data acquisition and difference comparison step with the expected change content parsed from the electronic change table, and generates a verification report based on the comparison result.

9. A data comparison method according to claim 7, characterized in that, The driving information in the synchronous driving and simulation steps is provided in any of the following ways: input by the user in real time through the human-machine interaction unit; read and execute pre-entered script entries sequentially by the data processing unit; or obtained by the data processing unit automatically parsing the electronic change table read from the data input interface unit.

10. A data comparison method according to claim 7, characterized in that, The driving condition simulation signals provided by the driving condition simulation unit include: operating condition signals, locomotive signals, pressure signals, speed signals, and traction power status signals.

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