Auxiliary detection device for 160-kilometer power concentrated motor train unit

Abstract

An auxiliary detection device for a 160-kilometer power centralized motor train unit comprises a mobile detection box body and an auxiliary detection connecting line, and a detection data display screen, a power switch, a start button, a reset button and a multi-loop auxiliary detection module button are arranged on the front face of the mobile detection box body. The top surface of the mobile detection box body is provided with a detection socket and a power plug which are used for being connected with a locomotive, an auxiliary detection connecting line is inserted into the detection socket, and the mobile detection box body is connected with a locomotive control interface through the auxiliary detection connecting line; a PCB (Printed Circuit Board) is fixedly arranged in the mobile detection box body, a computer control module, a power supply module and a multi-loop auxiliary detection module are arranged on the PCB, and multi-loop auxiliary detection of the power concentrated motor train unit is realized through switching among a multi-loop auxiliary detection button, a start button and a reset button. According to the utility model, multi-loop auxiliary detection can be completed at the same time after one-time connection through the special auxiliary detection device, and the whole auxiliary detection time is shortened.

Description

Technical Field

[0001] This utility model relates to a testing device for high-speed trains, and more particularly to an auxiliary testing device for a 160 km / h power-centralized EMU, belonging to the field of locomotive testing technology. Background Technology

[0002] To ensure the safe operation of high-speed trains, various tests are required after the trains leave the factory or are repaired. Among them, the 160 km / h power centralized auxiliary test is also crucial to ensuring train safety. The 160 km / h power centralized auxiliary test requires tests such as fire loop test, door loop test, braking loop test, axle temperature alarm loop test, and parking loop test. Because there are many test items, complex and diverse circuit controls, and cumbersome test procedures, the total test time can easily exceed 36 hours. Therefore, the test is time-consuming and labor-intensive, and it is necessary to improve it.

[0003] After careful analysis, the following issues were found to be the main reasons for this situation:

[0004] 1. Currently, the original wiring method is used when conducting these auxiliary tests, which requires multiple wiring connections (modifications). This accounts for a very high percentage of the test time, resulting in a serious waste of time.

[0005] 2. During testing, existing auxiliary testing methods lack effective protection mechanisms, which makes it easy for equipment and locomotive components to burn out during the testing process, resulting in a decrease in testing efficiency and quality;

[0006] 3. These auxiliary testing tests involve complex operating conditions and cumbersome procedures, and the faults in these tests are all found manually. This is very time-consuming and labor-intensive.

[0007] The above reasons have resulted in an excessively long test time for the existing 160 km / h power-concentrated auxiliary power system, which seriously affects the vehicle delivery cycle. It is necessary to improve this.

[0008] After searching, no relevant patent technology reports were found. The most similar patent documents are as follows:

[0009] 1. Chinese Patent No. CN202410900002.X, entitled "Test Device and Method for Joint Debugging of EMU Power Cars," discloses a test device and method for joint debugging of EMU power cars. The device includes a test-end reconnection socket for connecting to the power car's TCMS system via a reconnection plug; and a joint debugging test bench for simulating data interaction between the trailer and control car. The test bench includes a CS, WTB-GW, CCU, RIOM, and LonWorks / ETH GW. The WTB-GW, CCU, RIOM, and LonWorks / ETH GW are all connected to the CS via an Ethernet bus. The WTB-GW is also connected to the test-end reconnection socket via a WTB reconnection line, and the LonWorks / ETH GW is connected to the test-end reconnection socket via a trailer data line. This patent primarily emphasizes the effective simulation of communication data between the trailer and control car, completely replicating the trainset data transmission environment between the trailer, control car, and power car during independent power car commissioning. It is fully compatible across various power-centralized EMU series models, achieving effective trainset testing before the power car leaves the factory, and further improving the versatility of the joint commissioning test device. The patent mainly focuses on "completely replicating the trainset data transmission environment between the trailer, control car, and power car, supporting data simulation and reception display functions for communication including Lonworks bus, Ethernet bus, WTB bus, and digital communication cables, and achieving compatibility with power-centralized EMU series models through cable conversion." However, it does not address auxiliary tests such as fire loop tests, door loop tests, braking loop tests, axle temperature alarm loop tests, and parking loop tests. Therefore, the aforementioned manual testing methods are still required when performing these auxiliary tests.

[0010] 2. A utility model patent with patent number CN202122776516.3, entitled "A Networked Testing System for 160 km / h Power-Centered EMUs", discloses a networked testing system for 160 km / h power-centralized EMUs. The system includes a test bench and a network communication testing device and a through-line testing device connected to the test bench. The network communication testing device includes a first Lonworks gateway and a second Lonworks gateway. One end of the first Lonworks gateway is connected to the test bench, and the other end is connected to the integrated control cabinet of multiple trains. One end of the second Lonworks gateway is connected to the integrated control cabinet, and the other end is connected to terminal monitoring equipment. The through-line testing device includes a first connector and a terminator. The first connector and the terminator connect the vehicle's electrical system to the test bench to form a loop, used to test whether the cables are continuous. The patent mainly focuses on "the test bench receiving the execution results from the terminal monitoring device through the first Lonworks gateway and the second Lonworks gateway to complete the network communication test", but it still does not consider how to simplify the connection problems in various tests, so the aforementioned problems still exist.

[0011] 3. The invention patent with patent number CN202110728233.3 and title "Power Supply Module for 160 km / h Centralized Power EMU Unpowered Formation Test" discloses a power supply module for 160 km / h centralized power EMU unpowered formation test, including a housing with a cover plate on the top and an operation panel and a wiring panel at both ends of the housing, respectively. The housing contains electrical components, including a conditioning plate, a first power module, a DC voltage sensor, an inverter, a conversion module, a circuit breaker, a second power module, a third power module, and a cooling fan. The power module disclosed in this patent has a housing with a cover, an operation panel, and a wiring panel. Electrical components are housed inside the housing. Although it is significantly more effective than conventional power modules when used on mobile equipment, saving space on the vehicle and allowing mobile devices to move flexibly in maintenance yards, it is not structurally capable of meeting the requirements of the aforementioned fire loop test, door loop test, brake loop test, axle temperature alarm loop test, and parking loop test. Therefore, it does not solve the problems mentioned above.

[0012] Analysis of the aforementioned patents reveals that while some have proposed improved technical solutions for the joint commissioning of 160 km / h centralized power EMUs, most are based on improvements to network control, with little focus on the structure of testing devices. Although prior art document CN202110728233.3 involves specific structures, it lacks the simplification required for tests such as fire loop tests, door loop tests, braking loop tests, axle temperature alarm loop tests, and parking loop tests. Therefore, the aforementioned problems persist and require further research. Utility Model Content

[0013] This invention addresses the technical problem that existing tests such as the 160 km / h power-centralized auxiliary fire loop test, door loop test, brake loop test, axle temperature alarm loop test, and parking loop test require multiple manual wiring operations, resulting in long testing times. It proposes an auxiliary testing device for 160 km / h power-centralized EMUs, which can effectively shorten the testing time.

[0014] To achieve this objective, this utility model provides an auxiliary testing device for 160 km / h power-centralized EMUs, comprising a mobile testing housing and an auxiliary testing connection cable. The front of the mobile testing housing is equipped with a testing data display screen, a power switch, a start button, a reset button, and a multi-loop auxiliary testing button. The top surface of the mobile testing housing has a testing port for connection to the locomotive, into which the auxiliary testing connection cable is inserted and connected to the locomotive control interface. Inside the mobile testing housing, a PCB board is fixedly installed, on which a computer control module, a power module, and a multi-loop testing module are mounted. Auxiliary testing of the power-centralized EMU is achieved by switching between the multi-loop auxiliary testing button and the start and reset buttons.

[0015] Furthermore, the multi-loop auxiliary testing buttons include a fire loop test button, a door loop test button, a brake loop test button, an axle temperature alarm loop test button, and a parking loop test button, which are arranged sequentially on the right side of the testing display screen.

[0016] Furthermore, the power switch, start button, and reset button are arranged sequentially below the detection display screen and the multi-loop auxiliary detection button, with the reset button arranged parallel to one of the buttons in the multi-loop auxiliary detection button, which makes operation easier.

[0017] Furthermore, the multi-loop detection module includes a fire loop test loop module, a door loop test loop module, a brake loop test loop module, an axle temperature alarm loop test loop module, and a parking loop test loop module; all loop modules use a unified power supply, are driven by MOSFET driver modules, and are controlled by a computer control module.

[0018] Furthermore, the computer control module is a microcontroller-based logic module.

[0019] Furthermore, the power supply module centralized power supply circuit has undervoltage and overcurrent protection circuits, as well as a diagnostic loop open circuit. The protection action time is less than 1 microsecond. It implements overcurrent alarm when the system operating current is greater than 1A, undervoltage alarm when the operating voltage is lower than 88V, and loop open circuit alarm when the loop current is less than 10mA.

[0020] Furthermore, the MOS transistor drive module has a MOS transistor turn-on voltage of no more than 3V, a rated current of 14-15A, a photoelectric signal delay of no more than 10ns, and a MOS transistor operating time of less than 50ns.

[0021] Furthermore, the auxiliary detection connection line adopts a reconnection type plug, and an end connector is provided at the reconnection type plug and the rear of the locomotive. The output of each loop of the multi-loop detection module is connected to the connector of each auxiliary loop of the locomotive through the end connector. The reconnection type plug is used to centrally install the detection connection lines of each input and output of the fire loop test loop module, the door loop test loop module, the braking loop test loop module, the axle temperature alarm loop test loop module, and the parking loop test loop module in a detection connection line sleeve. The two ends of the auxiliary detection connection line are respectively provided with end connectors, which are connected to the detection sockets of the locomotive and the moving detection box respectively.

[0022] Furthermore, the end connector is provided with multiple end connector interfaces. The interface type of each end connector interface is determined according to the circuit voltage and current level of the fire loop test loop module, door loop test loop module, brake loop test loop module, axle temperature alarm loop test loop module and parking loop test loop module. The wiring of the locomotive fire loop, door loop, brake loop, axle temperature alarm loop and parking loop is directly inserted into their respective end connector interfaces.

[0023] The beneficial technical effects of this utility model are:

[0024] This utility model utilizes a proprietary 160 km / h power-centralized EMU auxiliary testing device to centrally and simultaneously test the locomotive fire loop, door loop, braking loop, axle temperature alarm loop, and parking loop, offering the following advantages:

[0025] 1. This utility model adopts centralized power supply, and can complete all test conditions of locomotive fire loop, door loop, braking loop, axle temperature alarm loop and parking loop with one wiring. It can greatly reduce the time required for multiple connections in the past for auxiliary testing, and can shorten the connection time compared with conventional wiring.

[0026] 2. This utility model adopts a centralized reconnection socket, concentrating the detection connections of the locomotive fire loop, door loop, braking loop, axle temperature alarm loop, and parking loop into a single plug. Connections are made via dedicated loop end connectors, and a unified centralized power supply is adopted, significantly reducing the detection wiring connection time compared to conventional connections. After the electrical interface is fully standardized, data analysis shows that the centralized power supply mode is significantly superior to the original mode in terms of wiring count and operation time. The test time (1 hour pre-test preparation + 0.5 hours (test wiring time) + 2 hours (data acquisition time) + 1 hour (fault finding time) ≤ 18.05 hours, meeting the target requirements.

[0027] 3. This utility model system uses an STM32 series microcontroller. Although its computing power is average, it can fully meet the experimental requirements. It also has a powerful and flexible microcontroller that can meet the needs of various embedded applications. It has abundant hardware resources, strong computing power, and multiple data interfaces, which can meet all operating conditions of the system.

[0028] 4. This utility model can intelligently and quickly diagnose fault points during fire loop tests, door loop tests, brake loop tests, axle alarm loop tests, and parking loop tests.

[0029] 5. This utility model system uses MOS transistor drive, which has simple structure, small module size, high sensitivity, can withstand large current, and the circuit has undervoltage and overcurrent protection functions, can diagnose loop open circuit function, and the protection action time is less than 1 microsecond. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0031] Figure 2 This is a schematic diagram of the front structure of the mobile detection box of this utility model;

[0032] Figure 3 This is a schematic diagram of the top structure of the mobile detection box of this utility model;

[0033] Figure 4 This is a schematic diagram of the internal component arrangement of the mobile detection box of this utility model;

[0034] Figure 5 This is a schematic diagram of the PCB board structure of this utility model;

[0035] Figure 6 This is a schematic diagram of the auxiliary detection connection line structure of this utility model;

[0036] Figure 7 This is a schematic diagram of the overall circuit principle of this utility model;

[0037] Figure 8 This is a schematic diagram of one of the multi-loop input / output module circuits of this utility model;

[0038] Figure 9 This is a schematic diagram showing the effect comparison of this utility model.

[0039] In the diagram: 1. Moving detection box; 2. Auxiliary detection connection cable; 201. Detection connection cable sleeve; 202. Detection connection cable; 203. End connector; 3. Detection data display screen; 4. Power switch; 5. Start button; 6. Reset button; 7. Multi-loop auxiliary detection button; 701. Fire loop test button; 702. Door loop test button; 703. Brake loop test button; 704. Axle temperature alarm loop test button; 705. Parking loop test button; 8. Detection port; 9. PCB board; 10. Computer control module; 11. Power module; 12. Multi-loop detection module; 13. MOSFET driver module; 14. Multi-loop input / output module; 15. External power supply port. Detailed Implementation

[0040] The present invention will be further described below with reference to the accompanying drawings and specific embodiments. Example 1

[0041] As attached Figure 1-8 As shown, an auxiliary testing device for a 160 km / h power-centralized EMU includes a mobile testing housing 1 and an auxiliary testing connection cable 2. The front of the mobile testing housing 1 features a testing data display screen 3, a power switch 4, a start button 5, a reset button 6, and a multi-loop auxiliary testing button 7. The top surface of the mobile testing housing 1 has a testing socket 8 for connection to the locomotive and an external power socket 15. The auxiliary testing connection cable 2 is inserted into the testing socket 8 and connected to the locomotive control interface (not shown in the figure) via the auxiliary testing connection cable 2. A PCB board 9 is fixedly installed inside the mobile testing housing 1. A computer control module 10, a power module 11, and a multi-loop testing module 12 are mounted on the PCB board 9. Multi-loop auxiliary testing of the power-centralized EMU is achieved by switching between the multi-loop auxiliary testing button 7 and the start button 5 and reset button 6.

[0042] The multi-loop auxiliary test button 7 includes a fire loop test button 701, a door loop test button 702, a brake loop test button 703, an axle temperature alarm loop test button 704, and a parking loop test button 705, which are arranged sequentially on the right side of the test display screen 3.

[0043] The power switch 4, start button 5, and reset button 6 are arranged in parallel below the detection display screen and the multi-loop auxiliary detection button 7, and the reset button 6 is arranged in parallel with one of the buttons in the multi-loop auxiliary detection button 7, which makes it easier to operate.

[0044] The multi-loop detection module 12 includes a fire loop test loop module, a door loop test loop module, a brake loop test loop module, an axle temperature alarm loop test loop module, and a parking loop test loop module. All test loop modules are powered by a unified power supply, driven by a MOSFET driver module 13, and controlled by a computer control module 10. The multi-loop input / output module 14 includes multi-loop inputs and outputs, and all multi-loop input / output modules 14 are connected to the detection socket 8.

[0045] The computer control module 10 is a microcontroller-based logic module; preferably, the system uses an STM32 series microcontroller, which is a powerful and flexible microcontroller that can meet the needs of various embedded applications. It has abundant hardware resources, strong computing power, and multiple data interfaces, which can meet all operating conditions of the system. It can realize fire loop test, door loop test, braking loop test, axle alarm loop test, and parking loop test, and can intelligently and quickly diagnose fault points during the test.

[0046] The power supply module 11 includes a centralized power supply circuit with 5V and 24V regulated power supplies; it has undervoltage and overcurrent protection circuits, as well as a diagnostic loop open circuit. The protection action time is less than 1 microsecond. It implements an overcurrent alarm when the system operating current is greater than 1A, an undervoltage alarm when the operating voltage is lower than 88V, and a loop open circuit alarm when the loop current is less than 10mA.

[0047] The MOS transistor drive module 13 includes a MOS transistor and an optocoupler. The MOS transistor has an open-circuit voltage of no more than 3V, a rated current of 14-15A, a photoelectric signal delay of no more than 10ns, and an operating time of less than 50ns. The MOS transistor control is simple, the module is small in size, highly sensitive, and can withstand large currents.

[0048] The auxiliary detection connection line 2 adopts a reconnection type plug. An end connector 203 is provided at the reconnection type plug and the rear of the locomotive. The output of each loop of the multi-loop detection module 12 is connected to the connector of each auxiliary loop of the locomotive through the end connector 2. The reconnection type plug is used to install the detection connection lines 202 of each input and output of the fire loop test loop module, the door loop test loop module, the braking loop test loop module, the axle temperature alarm loop test loop module and the parking loop test loop module in a detection connection line sleeve 201. The two ends of the auxiliary detection connection line 2 are respectively provided with end connectors 203. The end connectors 203 at both ends are respectively connected to the detection ports of the locomotive and the mobile detection box 1. The end connector 203 connected to the locomotive is provided with a socket that matches the detection connection connector of each loop of the locomotive. When connecting, the detection connection lines of each loop on the locomotive can be directly inserted into the socket of the end connector 203.

[0049] The end connector 203 is provided with multiple end connector interfaces. The interface type of each end connector interface is determined according to the circuit voltage and current level of the fire loop test loop module, door loop test loop module, brake loop test loop module, axle temperature alarm loop test loop module and parking loop test loop module. The wiring of the locomotive fire loop, door loop, brake loop, axle temperature alarm loop and parking loop is directly inserted into their respective end connector interfaces.

[0050] This utility model is implemented according to the following steps:

[0051] Step 1) First, connect one end of the auxiliary detection cable to the mobile detection box, and plug in the power supply at the same time;

[0052] Step 2) Connect the end connector of the other end of the auxiliary test connection line to the locomotive, and make sure to insert the loop connection lines of the fire loop test loop, door loop test loop, brake loop test loop, axle temperature alarm loop test loop and parking loop test loop on the locomotive into the corresponding end connectors of the auxiliary test connection line; do not insert them incorrectly;

[0053] Step 3) Press the power switch on the front of the mobile testing box to turn on the power. The indicator light on the test data display screen will light up, as will the multi-loop auxiliary test button.

[0054] Step 4) Select any one of the following buttons in sequence according to the testing requirements: fire loop test button, door loop test button, brake loop test button, axle temperature alarm loop test button, and parking loop test button, and press the button.

[0055] Step 5) Press the start button to begin testing the selected loop and display the test results on the test data display screen. If normal, the test will be displayed as qualified and a green light will illuminate; if a fault occurs, an alarm will sound and a red light will illuminate.

[0056] Step 6) After the test is completed, press the reset button to reset the testing instrument;

[0057] Step 7) Repeat steps 4) to 6) to test all untested loops in sequence until all loops of the fire loop test loop, door loop test loop, brake loop test loop, axle temperature alarm loop test loop and parking loop test loop have been tested. Then press the power switch to cut off the power.

[0058] Step 8) Remove the end connector from the locomotive, and then remove the entire auxiliary test connection line from the mobile test box. The entire test is now complete.

[0059] The beneficial technical effects of this utility model are:

[0060] This utility model utilizes a proprietary 160 km / h power-centralized EMU auxiliary testing device to centrally and simultaneously test the locomotive fire loop, door loop, braking loop, axle temperature alarm loop, and parking loop, offering the following advantages:

[0061] 1. This utility model adopts centralized power supply, and all test conditions of the locomotive fire loop, door loop, braking loop, axle temperature alarm loop and parking loop can be completed with a single wiring. This can significantly reduce the time required for multiple connections in the past for auxiliary testing, and can shorten the connection time compared with conventional wiring. The specific comparative test results are shown in the table below:

[0062] Table 1. Time required for existing auxiliary testing experiments

[0063]

[0064] Table 2. Time required for auxiliary testing according to the technical solution of this utility model

[0065]

[0066] The improved testing time is clearly shown above; a detailed comparison is attached. Figure 9 As shown.

[0067] 2. This utility model adopts a centralized reconnection socket form, which integrates the detection connections of locomotive fire loop, door loop, braking loop, axle temperature alarm loop and parking loop into one plug. It is connected through a dedicated loop end connector, which greatly reduces the detection wiring connection time and can shorten the connection time compared with conventional connection wiring.

[0068] 3. This utility model system uses an STM32 series microcontroller. Although its computing power is average, it can fully meet the experimental requirements. It also has a powerful and flexible microcontroller that can meet the needs of various embedded applications. It has abundant hardware resources, strong computing power, and multiple data interfaces, which can meet all operating conditions of the system.

[0069] 4. This utility model can intelligently and quickly diagnose fault points during fire loop tests, door loop tests, brake loop tests, axle alarm loop tests, and parking loop tests.

[0070] 5. This utility model system uses MOS transistor drive, which has simple structure, small module size, high sensitivity, can withstand large current, and the circuit has undervoltage and overcurrent protection functions, can diagnose loop open circuit function, and the protection action time is less than 1 microsecond.

[0071] It should be noted that the above-listed embodiments are merely a clear and complete description of the technical solution of this utility model in conjunction with the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this utility model, not all of them. Furthermore, terms such as "upper," "lower," "front," "rear," and "middle" used in this specification are only for clarity of description and are not intended to limit the scope of implementation of this utility model. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of implementation of this utility model. Simultaneously, the structures, proportions, sizes, etc., depicted in the accompanying drawings are only used to complement the content disclosed in the specification for those skilled in the art to understand and read, and are not intended to limit the implementation conditions of this utility model. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and purposes achieved by this utility model, should still fall within the scope of the technical content disclosed in this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

Claims

The 1.160 km / h power-centralized EMU auxiliary testing device includes a mobile testing housing and auxiliary testing connection cables. The front of the mobile testing housing features a testing data display screen, a power switch, a start button, a reset button, and a multi-loop auxiliary testing button. The top of the mobile testing housing has a testing port for connecting to the locomotive; the auxiliary testing connection cables are inserted into the testing port and connected to the locomotive control interface via the auxiliary testing connection cables. Inside the mobile testing housing, a PCB board is fixedly installed, on which a computer control module, a power module, and a multi-loop testing module are mounted. Multi-loop auxiliary testing of the power-centralized EMU is achieved by switching between the multi-loop auxiliary testing button and the start and reset buttons.

2. The auxiliary testing device for 160 km / h power-centralized EMUs as described in claim 1, characterized in that: The multi-loop auxiliary testing buttons include a fire loop test button, a door loop test button, a brake loop test button, an axle temperature alarm loop test button, and a parking loop test button, which are arranged sequentially on the right side of the testing display screen.

3. The auxiliary testing device for 160 km / h power-centralized EMUs as described in claim 1, characterized in that: The power switch, start button, and reset button are arranged sequentially below the detection display screen and the multi-loop auxiliary detection button.

4. The auxiliary testing device for 160 km / h power-centralized EMUs as described in claim 1, characterized in that: The multi-loop detection module includes a fire loop test loop module, a door loop test loop module, a braking loop test loop module, an axle temperature alarm loop test loop module, and a parking loop test loop module. All loop modules are powered by a unified power supply module and driven by a MOSFET driver module, and controlled by a computer control module.

5. The auxiliary testing device for a 160 km / h power-centralized EMU as described in claim 4, characterized in that: The computer control module is a microcontroller-based logic module.

6. The auxiliary testing device for a 160 km / h power-centralized EMU as described in claim 4, characterized in that: The power supply module centralized power supply circuit has undervoltage and overcurrent protection circuits, as well as a diagnostic loop open circuit. The protection action time is less than 1 microsecond. It implements overcurrent alarm when the system operating current is greater than 1A, undervoltage alarm when the operating voltage is lower than 88V, and loop open circuit alarm when the loop current is less than 10mA.

7. The auxiliary testing device for a 160 km / h power-centralized EMU as described in claim 4, characterized in that: The MOS transistor drive module has a MOS transistor turn-on voltage of no more than 3V, a rated current of 14-15A, a photoelectric signal delay of no more than 10ns, and a MOS transistor operating time of less than 50ns.

8. The auxiliary testing device for a 160 km / h power-centralized EMU as described in claim 1, characterized in that: The auxiliary detection connection line adopts a reconnection type plug. An end connector is provided at the reconnection type plug and the rear of the locomotive. The output of each loop of the multi-loop detection module is connected to the connector of each auxiliary loop of the locomotive through the end connector. The reconnection type plug is used to centrally install the detection connection lines of each input and output of the fire loop test loop module, door loop test loop module, brake loop test loop module, axle temperature alarm loop test loop module and parking loop test loop module in a detection connection line sleeve. The two ends of the auxiliary detection connection line are respectively provided with end connectors, which are connected to the detection sockets of the locomotive and the moving detection box respectively.

9. The auxiliary testing device for a 160 km / h power-centralized EMU as described in claim 8, characterized in that: The aforementioned end connectors are each equipped with multiple end connector interfaces. The interface type of each end connector interface is determined according to the circuit voltage and current level of the fire loop test loop module, door loop test loop module, brake loop test loop module, axle temperature alarm loop test loop module, and parking loop test loop module. The wiring of the locomotive's fire loop, door loop, brake loop, axle temperature alarm loop, and parking loop is directly inserted into their respective end connector interfaces.

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