Fault simulation and detection device for line signal

Abstract

The utility model relates to the technical field of line signal point location diagnosis and program fault testing, in particular to a fault simulation and detection device for line signals. The utility model provides a line signal fault simulation and detection device comprising a butt joint module which is respectively electrically connected with an electric cabinet controller end and a whole vehicle wire harness end and is used for leading out line signals of the electric cabinet controller end and the whole vehicle wire harness end; the on-off control module is electrically connected with the butt joint module and used for line on-off control and fault simulation; a CAN acquisition module which is in communication connection with the docking module and the simulation detection control module and is used for acquiring CAN message information; and the simulation detection control module is respectively in communication connection with the CAN acquisition module and the on-off control module, and is used for controlling the on-off of a line and analyzing and displaying the CAN message information. Fault trigger signal output, corresponding line signal on-off and fault simulation and recovery are realized, and fault information checking efficiency and accuracy are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of line signal point diagnosis and program fault testing, in particular to a line signal fault simulation and detection device. Background Art

[0002] The Smart Rail Tram combines the advantages of modern trams and buses, representing a representative form of medium-capacity rail transit. Using "virtual track following control" technology, the tram follows a marked track on the ground. Its core autonomous guidance system utilizes multi-axis steering technology to eliminate inner wheel differential during turns, ensuring that each carriage follows a pre-set trajectory, achieving rail-like operation.

[0003] To ensure the stability and reliability of the system, redundant signals such as angle, speed, and pressure are implemented. However, if the redundant information is incorrectly wired, the system will be unable to identify incorrect signal inputs, potentially impacting vehicle stability, cornering performance, and following accuracy, threatening driving safety. Therefore, after completing sensor calibration and functional testing, a spot check of the trackless guidance system is essential. This check involves simulating faults in sensor signals, vehicle signals, and CAN communication lines. The system then tests whether the fault information reported by the electronic control box is consistent with expectations, verifying the correctness of the signal points and the trackless guidance program.

[0004] Currently, a single train has 192 test points, with various fault types, including loss of analog signals and abnormal digital signals. Inspection of the autonomous guidance system requires testing each car individually, with up to 64 test items per car. Testing a three-car trainset requires 3.5 to 4 hours. During testing, operators must manually disconnect corresponding lines to simulate faults. However, due to confusing switch positions and the need for multiple attempts at some test points, the work is time-consuming and labor-intensive. Each test case requires manual comparison of the fault information with the disconnected lines to ensure correct sensor wiring and verify the accuracy of the controller program. Ultimately, the host computer software verifies that the fault information status meets the standard. Overall efficiency is affected by inefficient communication and comparison between operators. Testing is tedious and time-consuming, and manual operation can easily lead to errors and omissions, affecting debugging efficiency and quality. Utility Model Content

[0005] The purpose of the utility model is to provide a fault simulation and detection device for line signals, which solves the problems of low efficiency and low accuracy in checking fault information in the prior art.

[0006] The technical solution adopted by the present invention to solve the above technical problems is a line signal fault simulation and detection device, comprising:

[0007] The docking module is electrically connected to the electric control box controller end and the vehicle wiring harness end, and is used to lead out the line signals of the electric control box controller and the vehicle wiring harness end;

[0008] An on-off control module, electrically connected to the docking module, for controlling the on-off of the line and simulating faults;

[0009] A CAN acquisition module, which is communicatively connected to the docking module and the analog detection control module, and is used to collect CAN message information;

[0010] The analog detection control module is respectively connected to the CAN acquisition module and the on-off control module for controlling the on-off of the on-off control module circuit and parsing and displaying the CAN message information.

[0011] In one embodiment of the present invention, the docking module includes a first docking plug and a second docking plug, the first docking plug is electrically connected to the socket at the controller end of the electric control box, and the second docking plug is electrically connected to the plug at the wiring harness end of the whole vehicle, and is used to lead out the signals from the controller end of the electric control box and the wiring harness end of the whole vehicle accordingly.

[0012] In some embodiments, the on-off control module includes a PLC and a relay: the PLC is electrically connected to the relay to control the on-off of the relay; and the relay is used for fault simulation.

[0013] In some embodiments, the relay is in a connected state, and after the front end of the relay contact receives a signal, the rear end of the contact outputs the signal.

[0014] In some embodiments, the analog detection control module is connected to the PLC, and the analog detection control module controls the PLC to send a disconnection signal to the relay; the relay performs a contact disconnection action according to the received disconnection signal, thereby triggering a line fault; the CAN acquisition module collects fault information detected and issued by the controller end of the electric control box, and the fault information is in the form of a CAN message, and transmits the fault information to the analog detection control module; the analog detection control module analyzes the collected fault data.

[0015] In some embodiments, the simulation detection control module displays fault simulation test results and displays real-time data.

[0016] In some embodiments, the message information includes data frames, remote frames, error frames and overload frames, wherein the data frames are used to transmit actual data information.

[0017] In some embodiments, the simulation detection control module is installed on an external computer, or the simulation detection control module is installed on a microcomputer, and the operation buttons and display are integrated into the detection device.

[0018] In some embodiments, the on / off control module directly uses a relay-type PLC.

[0019] In some embodiments, docking plug: the first docking plug is also electrically connected to the on-off control module and the CAN acquisition module respectively, and the second docking plug is also electrically connected to the on-off control module; the docking plug leads out the CAN communication signals from the electric control box controller end and the vehicle wiring harness end, and the signals that need to be operated are connected to the on-off control module; CAN communication signal, one signal is connected to the vehicle wiring harness end through the on-off control module to ensure normal system communication and operation, and one signal is connected to the CAN acquisition device for fault information analysis and comparison.

[0020] The utility model provides a line signal fault simulation and detection device, which includes a docking module, an on-off control module, a CAN acquisition module and a simulation detection control module. Through the cooperation between the docking module and the on-off control module, the automatic output of the fault trigger signal and the on-off of the corresponding line signal, as well as the fault simulation and recovery are realized, and the efficiency and accuracy of checking fault information are improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to make the above-mentioned objects, features and advantages of the present invention more clearly understood, the following describes in detail the specific embodiments of the present invention in conjunction with the accompanying drawings, wherein:

[0022] Figure 1 The original connection structure diagram of the vehicle is revealed;

[0023] Figure 2 A structural diagram of an embodiment of the present invention is disclosed;

[0024] Figure 3 A fault simulation test flow chart according to an embodiment of the present invention is disclosed;

[0025] Figure 4 A host computer display interface according to an embodiment of the present utility model is disclosed.

[0026] The meanings of the reference numerals in the figures are as follows:

[0027] 100 Electric control box controller end;

[0028] 200 vehicle wiring harness end;

[0029] 310 docking module;

[0030] 311 first docking plug;

[0031] 312 second docking plug;

[0032] 320 on-off control module;

[0033] 330 CAN acquisition module;

[0034] 340 analog detection control module; DETAILED DESCRIPTION

[0035] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0036] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention. Although the illustrations only show components related to the present invention and are not drawn according to the number, shape and size of components in actual implementation, the shape, quantity and proportion of each component in actual implementation can be changed at will, and the component layout may also be more complicated.

[0037] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is solely for the purpose of distinguishing the corresponding components. Unless otherwise stated, these terms have no special meaning and therefore should not be construed as limiting the scope of protection of this application. Furthermore, while the terms used in this application are selected from commonly known and commonly used terms, some terms mentioned in this specification may have been selected by the applicant at his or her discretion, and their detailed meanings are explained in the relevant sections of this description. Furthermore, this application should be understood not only by the actual terms used, but also by the meaning implied by each term.

[0038] The following describes embodiments of the present invention based on the accompanying drawings. To facilitate understanding of the scope of the claims, this specification assigns numbers corresponding to the components shown in the embodiments to the components shown in the "Claims" and "Summary of the Utility Model" sections. However, this does not necessarily mean that the components shown in the claims are specific to the components of the embodiments. In particular, the dimensions, materials, shapes, and relative configurations of the components described in the embodiments, unless otherwise specified, are not intended to limit the scope of the present invention to these dimensions and are merely illustrative examples.

[0039] However, the dimensions or positional relationships of the components shown in the drawings are sometimes exaggerated for the purpose of clarity. Furthermore, in the following description, the same names and symbols represent the same or homogeneous components, and their detailed descriptions are omitted as appropriate. Furthermore, the various elements constituting the present invention may be formed by the same component constituting multiple elements, thereby allowing one component to serve as multiple elements. Conversely, the present invention may also be implemented by having multiple components share the function of one component. In addition, the contents described in some embodiments and implementation methods may also be used in other embodiments and implementation methods.

[0040] Figure 1 The original connection structure diagram of the vehicle is revealed, such as Figure 1 As shown, the electric control box controller end 100 is the equipment end of the vehicle, which is the control part of the system and is responsible for information collection, calculation, analysis and control; while the vehicle wiring harness end 200 is connected to the information of each sensor through the wiring harness, and is the signal input end and execution end.

[0041] The present invention simulates and detects faults by connecting a fault simulation and detection device 300 of a line signal between an electric control box controller end 100 and a vehicle wiring harness end 200.

[0042] Figure 2 A structural device diagram according to an embodiment of the present invention is disclosed. This device can realize the functions of signal extraction, fault simulation, fault data collection, fault information analysis and comparison, and test result display.

[0043] like Figure 2 As shown, the present invention provides a line signal fault simulation and detection device 300, including: a docking module 310, an on-off control module 320, a CAN acquisition module 330, and a simulation detection control module 340:

[0044] The docking module 310 is electrically connected to the electric control box controller end 100 and the vehicle wiring harness end 200, respectively. The docking module 310 includes a first docking plug 311 and a second docking plug 312. The first docking plug 311 is electrically connected to the socket of the electric control box controller end 100, and the first docking plug 311 is also electrically connected to the on-off control module 320 and the CAN acquisition module 330, respectively; the second docking plug 312 is electrically connected to the plug at the vehicle wiring harness end, and the second docking plug 312 is also electrically connected to the on-off control module 320.

[0045] Two types of docking plugs, one male and one female, are provided in the line signal fault simulation and detection device, that is, the first docking plug 311 is provided as a female plug, and the second docking plug 312 is provided as a male plug, and the docking plugs are matched one by one with the vehicle autonomous guidance system.

[0046] A rectangular heavy-duty aviation plug with copper alloy pins and a rated current of 10A can be used. To meet varying signal quality requirements, the plug design uses gold-plated pins for communication and analog types to ensure stable signal quality. Digital types, on the other hand, use silver-plated pins to provide excellent connection performance.

[0047] The docking plug is used to connect signals from the electrical control box controller to the vehicle wiring harness. To ensure the correct signal routing between the electrical control box receptacle and the wiring harness plug, appropriate signal processing is performed as needed, eliminating the need for additional processing of digital or analog information that does not require manipulation. Digital or analog signals that require control are processed by connecting to the on-off control module 320. The signals are then fed from the vehicle wiring harness into the test device and then into the electrical control box on the equipment side.

[0048] The docking module 310 of this line signal fault simulation and detection device facilitates signal extraction, eliminating the need to disassemble connectors or damage cable sheaths, which could compromise vehicle connection quality. This design not only enables signal on / off control but also effectively collects fault information, improving overall system reliability and maintenance efficiency.

[0049] The docking plug leads out the CAN communication signals from the electric control box controller end and the vehicle wiring harness end, and connects the signals that need to be operated to the on-off control module 320.

[0050] The on-off control module 320 is electrically connected to the docking module 310 and is used for line on-off control and fault simulation;

[0051] The on-off control module 320 includes a PLC and a relay:

[0052] PLC, electrically connected to the relay, controls the relay on and off;

[0053] Relays are used to simulate faults by opening and closing contacts.

[0054] The relay is in the connected state. After the front end of the relay contact receives the signal, the rear end of the contact outputs the signal.

[0055] Furthermore, after the front end of the relay contact receives the received digital quantity, analog quantity or CAN communication signal, the signal is output at the rear end of the contact.

[0056] The on and off of the contacts are controlled by the simulation detection control module 340. When the contacts are open, the corresponding signal line is disconnected and a simulated fault occurs. After a preset cycle time, the contacts automatically restore the connection state and continue with the next fault simulation test.

[0057] The on / off control module 320 can be a combination of a transistor PLC and relays, or a relay-type PLC. A PLC (Programmable Logic Controller) is used to control the on / off state of circuits, simulating circuit faults by controlling the on / off state of relays. The simulation detection control module 340 sends control instructions to the PLC via a communication interface. Based on the received control instructions, the PLC controls the voltage change at its output port, thereby controlling the energization or de-energization of the relay coil and achieving the relay's switching action. The PLC executes the test logic set by the simulation detection control module 340, sequentially controlling the on / off state of different circuits to simulate various fault conditions.

[0058] The PLC hardware structure primarily consists of a central processing unit (CPU), memory, input / output modules, and a power supply. Relay-type PLCs use mechanical and electrical components for their input / output modules, which can be relay modules or relay elements. Transistor-type PLCs use solid-state electronic components, such as metal-oxide-semiconductor field-effect transistors (MOSFETs). Relay-type PLCs offer strong load capacity and electrical isolation, but are inferior to transistor-type PLCs in terms of response speed, lifespan, size, and power consumption. Considering the complex input / output signals in detection devices, including communication, power, digital, and analog signals, a transistor-type PLC and relay combination is used. Relays control communication, power, and analog signals, requiring heavy loads and strong electrical isolation, while transistors control digital signals for fast response. Furthermore, a transistor-type PLC and relay combination offers advantages over relay-type PLCs, such as low power consumption and compact size.

[0059] In order to meet the requirements of high efficiency and portability of fault simulation testing, a transistor PLC with multiple IO channels and fast response speed (about 0.2ms) and an ultra-thin relay with small size and high integration can be used.

[0060] The CAN acquisition module 330130 is in communication with the docking module 310 and the analog detection control module 340, respectively, and is responsible for collecting CAN message information. Message information includes data frames, remote frames, error frames, and overload frames. Data frames are used to transmit actual data information. One CAN communication signal is connected to the vehicle wiring harness through the on-off control module 320 to ensure normal system communication and operation. Another signal is connected to the CAN acquisition device for fault information analysis and comparison.

[0061] Specifically, a two-way CAN bus electrical connector is used to extract CAN communication signals. Once connected to the test equipment, one signal path is connected to the vehicle wiring harness via the on / off control module 320 to ensure normal system communication and operation. The other signal path is connected to the CAN acquisition device for analyzing and comparing fault information. This ensures excellent electrical performance, electromagnetic compatibility, and environmental durability, guaranteeing proper signal transmission once connected to the test equipment.

[0062] The process of fault data collection is:

[0063] First, the CAN acquisition module 330 receives the differential analog signal and transmits the CAN message data to the analog detection control module 340 via serial communication. The message data uses the CAN (Controller Area Network) bus protocol. Within the CAN bus, CAN messages (also known as frames) are transmitted in a specific format. The main types include data frames, remote frames, error frames, and overload frames. Data frames are the most common type, used to transmit actual data information. The standard format of a data frame consists of the following seven parts:

[0064] Start of Frame (SOF): Indicates the beginning of a frame and is a dominant bit (logic 0).

[0065] Arbitration segment: Contains the identifier (ID) and the remote transmit request (RTR) bit. The ID is used to determine data priority, and the RTR bit is used to distinguish between data frames (RTR = 0) and remote frames (RTR = 1). In standard format, the ID is 11 bits long; in extended format, the ID is 29 bits long, but the first 11 bits are the same as in standard format, and the last 18 bits are the extended ID, indicated by the IDE bit in the control segment.

[0066] Control segment: Contains the extended identifier bit (IDE), a reserved bit (r0), and a data length code (DLC). The IDE bit is used to distinguish between standard frames (IDE = 0) and extended frames (IDE = 1). The DLC indicates the length of the data in the data segment, which is a maximum of 8 bytes.

[0067] Data segment: Contains the actual data to be sent. Its length is determined by the DLC in the control segment and ranges from 0 to 8 bytes.

[0068] Cyclic Redundancy Check (CRC) segment: This segment is used to detect errors during frame transmission. The CRC segment consists of a 15-bit CRC sequence and a CRC delimiter (usually a recessive bit, logic 1).

[0069] Acknowledgement segment (ACK): includes the acknowledgment bit and the acknowledgment delimiter. The transmitting unit sends a recessive bit (logic 1). If the receiving unit receives the frame correctly, it sends a dominant bit (logic 0) as an acknowledgment.

[0070] End of frame: Consists of 7 recessive bits (logic 1), indicating the end of the frame.

[0071] Secondly, parse the information in the CAN message. First, identify the message type, and for data frames, further analysis is required.

[0072] Parse the arbitration segment: extract the ID and RTR bits to determine the priority and type of the message (data frame or remote frame).

[0073] Parse the control segment: obtain the IDE bit and DLC, determine whether it is a standard frame or an extended frame, and determine the length of the data segment.

[0074] Parse the data segment: Extract the data in the data segment according to the DLC and perform byte order conversion (big endian or little endian) as needed.

[0075] Check CRC: Use the CRC sequence in the CRC segment to check and ensure the correctness of data transmission.

[0076] Process the response: Check the response segment to confirm whether any receiving unit has correctly received the message.

[0077] Finally, the signal is parsed. According to the CAN communication protocol for the self-steering system, which specifies the meaning of the data in each bit of bytes 0 to 8 of the CAN ID and data segment, the raw data in the data segment is converted into actual physical quantities or engineering values. This means that the CAN message data contains a fault signal. When the on-off control module 320 disconnects the corresponding line signal, a fault simulation is performed. The device-side electrical control box sends the detected fault information via a CAN message. The CAN acquisition module 330 transmits the received fault information to the simulation detection control module 340 for parsing, thereby achieving the function of fault data collection.

[0078] The analog detection control module 340 is connected to the CAN acquisition module 330 and the on / off control module 320, respectively, to control the on / off state of the circuit in the on / off control module 320 and to parse and display CAN message information. The analog detection control module is also connected to the PLC, instructing the PLC to send a disconnect signal to the relay. The relay, in response to the received disconnect signal, opens its contacts, thereby triggering a circuit fault.

[0079] The CAN acquisition module 330 collects the fault information detected and sent by the electric control box controller end. The fault information is in the form of CAN message, and transmits the fault information to the simulation detection control module, analyzes the collected fault data, and displays the fault simulation test results and real-time data.

[0080] Among them, in this embodiment, the simulation detection control module can be a host computer installed on an external computer, or the host computer can be installed on a microcomputer, and the operation buttons and display are integrated into the detection device, which can also realize the fault comparison and result display functions.

[0081] Figure 3 A fault simulation test flow chart according to an embodiment of the present invention is disclosed. Figure 3 As shown, the fault simulation and detection device for line signals provided by the present invention is connected between the electric control box and the vehicle wiring harness. After the connection is completed, the first test item point test is started. The host computer controls the PLC to disconnect the line contacts of the corresponding test item, and analyzes and compares the collected CAN data. Within a cycle, for example, 3 seconds, if the fault information of the fault position is consistent with the expected one, it means the test has passed; if not, it means the test has failed. At the same time, the test result of this item is displayed on the host computer. A green light indicates that the test has passed, and a red light indicates that the test has failed. The test item point number is increased by 1, and the test number is judged. If it is not the last test, the next point test is started; if the upper part is the last test, the test is ended.

[0082] This embodiment controls the PLC to disconnect the line contacts through the host computer, collects and analyzes CAN data, determines the test results and displays them on the host computer interface, thereby realizing fault information analysis, comparison and test result display.

[0083] Figure 4 The host computer display interface according to one embodiment of the present utility model is disclosed. Figure 4 As shown, the present invention also provides a host computer display interface. Before the fault simulation test, first select the desired carriages (e.g., carriage 1, carriage 2, or carriage 3), set up the CAN acquisition device, start the CAN acquisition device, and select the baud rate. To start the test, click the Start Test button, and the host computer will perform the test according to the test process. Finally, the test results of each test item are displayed in sequence, along with the collected real-time CAN data and test progress.

[0084] Although the analog detection control module in this embodiment adopts a host computer, it can also be implemented by other hardware, software modules, or a combination thereof, including but not limited to a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic devices.

[0085] The present invention adds a docking module 310, an on-off control module 320, a CAN acquisition module 330 and a host computer on the basis of the original connection structure of the vehicle. Specifically, by combining PLC and relays, the automatic output of the fault trigger signal and the on-off of the corresponding line signal are realized. It not only realizes the automatic analysis of fault data, reduces the intensity and difficulty of operation, eliminates human error operation, and improves the detection efficiency, but also integrates software and hardware, reduces the size of the test device, improves portability, and is more suitable for testing and use on the vehicle by operating personnel.

[0086] Although the above disclosure discusses some currently useful embodiments of the present invention through various examples, it should be understood that such details are for illustrative purposes only, and the appended claims are not limited to the disclosed embodiments. On the contrary, the claims are intended to cover all modifications and equivalent combinations that are consistent with the spirit and scope of the present invention. For example, although the system components described above can be implemented using hardware devices, they can also be implemented using software solutions, such as installing the described system on an existing server or mobile device.

[0087] Similarly, it should be noted that, in order to simplify the presentation of the present disclosure and thus facilitate understanding of one or more embodiments of the present disclosure, the foregoing descriptions of the embodiments of the present disclosure sometimes combine multiple features into a single embodiment, figure, or description thereof. However, this disclosure method does not mean that the subject matter of the present disclosure requires more features than those recited in the claims. In fact, an embodiment may have fewer features than all of the features of a single disclosed embodiment.

[0088] As used in this application and the claims, unless the context clearly indicates otherwise, the words "a," "an," "an," and / or "the" are not intended to refer to the singular but may include the plural. Generally speaking, the terms "comprises" and "include" only indicate the inclusion of the steps and elements specifically identified, and these steps and elements do not constitute an exclusive list. A method or apparatus may also include other steps or elements.

[0089] In some embodiments, numbers are used to describe the quantity of components and attributes. It should be understood that such numbers used in the description of the embodiments are modified by the modifiers "about", "approximately" or "substantially" in some examples. Unless otherwise stated, "about", "approximately" or "substantially" indicate that the numbers are allowed to vary by ±20%. Accordingly, in some embodiments, the numerical parameters used in the description and claims are approximate values, which may change according to the required characteristics of individual embodiments. In some embodiments, the numerical parameters should take into account the specified significant digits and adopt the general method of retaining digits. Although the numerical domains and parameters used to confirm the breadth of the scope of some embodiments of the present invention are approximate values, in specific embodiments, the settings of such numerical values ​​are as accurate as possible within the feasible range.

[0090] Although the present invention has been described with reference to the current specific embodiments, ordinary technicians in this technical field should recognize that the above embodiments are only used to illustrate the present invention, and various equivalent changes or substitutions can be made without departing from the spirit of the present invention. Therefore, as long as the changes and modifications to the above embodiments are within the scope of the essential spirit of the present invention, they will fall within the scope of the claims of this application.

Claims

1. A line signal fault simulation and detection device, characterized in that: include: The docking module is electrically connected to the electric control box controller end and the vehicle wiring harness end, and is used to lead out the line signals of the electric control box controller end and the vehicle wiring harness end; An on-off control module, electrically connected to the docking module, for controlling the on-off of the line and simulating faults; A CAN acquisition module, which is communicatively connected to the docking module and the analog detection control module, and is used to collect CAN message information; The analog detection control module is respectively connected to the CAN acquisition module and the on-off control module for controlling the on-off of the on-off control module circuit and parsing and displaying the CAN message information.

2. The line signal fault simulation and detection device according to claim 1, characterized in that: The docking module includes a first docking plug and a second docking plug, the first docking plug is electrically connected to the socket at the controller end of the electric control box, and the second docking plug is electrically connected to the plug at the wiring harness end of the vehicle.

3. The line signal fault simulation and detection device according to claim 1, characterized in that: The on-off control module includes PLC and relay: The PLC is electrically connected to the relay to control the relay to be on and off; The relay is used to simulate a fault by opening and closing contacts.

4. The line signal fault simulation and detection device according to claim 3, characterized in that: The relay is in a connected state, and after the front end of the relay contact receives a signal, the rear end of the contact outputs the signal.

5. The line signal fault simulation and detection device according to claim 4, characterized in that: The analog detection control module is connected to the PLC, and the analog detection control module controls the PLC to send a disconnect signal to the relay; The relay performs a contact opening action according to the received disconnection signal, thereby triggering a line fault; The CAN acquisition module collects the fault information detected and sent by the electric control box controller end, the fault information is in the form of CAN message, and transmits the fault information to the analog detection control module; The simulation detection control module analyzes the collected fault data.

6. The line signal fault simulation and detection device according to claim 5, characterized in that: The simulation detection control module displays the fault simulation test results and displays real-time data.

7. The line signal fault simulation and detection device according to claim 1, characterized in that: The message information includes data frames, remote frames, error frames and overload frames, wherein the data frames are used to transmit actual data information.

8. The line signal fault simulation and detection device according to claim 1, characterized in that: The analog detection control module is installed on an external computer, or the analog detection control module is installed on a microcomputer, and the operation buttons and display are integrated into the detection device.

9. The line signal fault simulation and detection device according to claim 1, characterized in that: The on-off control module directly uses the relay type PLC.

10. The line signal fault simulation and detection device according to claim 2, characterized in that: A docking plug, wherein the first docking plug is also electrically connected to the on-off control module and the CAN acquisition module, and the second docking plug is also electrically connected to the on-off control module; The docking plug leads out the CAN communication signal between the electric control box controller end and the vehicle wiring harness end, and connects the signal to be operated to the on-off control module; CAN communication signal, one signal is connected to the vehicle wiring harness end through the on-off control module, and one signal is connected to the CAN acquisition device.

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