An on-board ATP bus lossless rapid detection interface device

Abstract

The utility model relates to a kind of vehicle-mounted ATP bus lossless rapid detection interface device, specifically includes: equipment connector, diagnostic interface module and connecting cable. Among them, the one end of equipment connector is connected with the bus port of vehicle-mounted ATP equipment;Diagnostic interface module is provided with a plurality of quick connection terminals for connecting detection instrument;The one end of connecting cable is electrically connected with the specific pin of the equipment connector, and the other end is respectively electrically connected with each quick connection terminal on the diagnostic interface module. Diagnostic interface module can be quickly and reliably connected with the pen of detection instrument, to ensure the reliability of test results. Compared with prior art, the utility model has the advantages of portable, low damage and high accuracy.

Description

Technical Field

[0001] This utility model relates to the field of onboard ATP systems for rail transit, and in particular to a non-destructive rapid testing interface device for onboard ATP buses. Background Technology

[0002] In onboard ATP (Automatic Train Protection) systems for rail transit, the MVB (Multi-Function Vehicle Bus) and PROFIBUS bus serve as critical communication networks, undertaking core control functions. A certain type of ATP device employs a linear series topology, which has an inherent flaw: when a node in the system fails, the entire communication link may be interrupted, severely impacting train operation safety. Therefore, during operation and maintenance, quickly and accurately locating the faulty bus node becomes a crucial step in ensuring operational efficiency and safety.

[0003] Currently, the industry commonly uses professional bus analyzers for troubleshooting. While these devices are feature-rich, they have significant limitations: firstly, their high purchase cost hinders widespread deployment; secondly, their large size and reliance on external power supply make them inconvenient to operate in confined vehicle environments, making it difficult to meet the demands for rapid on-site response. Furthermore, some field maintenance personnel have attempted to directly measure bus impedance using multimeters, but this method carries operational risks: direct contact between the multimeter probes and precision connectors can easily cause physical damage, such as pin deformation or insulation failure, leading to secondary faults; additionally, due to poor connection stability, the obtained data often lacks reliable reference value.

[0004] In summary, current technologies for troubleshooting vehicle-mounted ATP bus faults have not yet effectively balanced portability, operational safety, and measurement reliability. In particular, achieving rapid, non-destructive on-site testing without interrupting power or disrupting existing connections remains a challenge in current maintenance practices. Therefore, addressing the shortcomings of existing methods in terms of practicality, safety, and economy, and achieving easy-to-operate and accurate bus data measurement, is a technical problem that needs to be solved. Utility Model Content

[0005] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a non-destructive rapid testing interface device for vehicle-mounted ATP bus. By connecting cables and setting up an independent diagnostic interface module and its quick-connect terminals, the testing personnel do not need to directly contact the probes with the precision native connectors (pins) of the vehicle-mounted equipment. This reduces the requirements for testing tools while avoiding physical damage and improves the practicality of the testing device and the stability of the bus.

[0006] The objective of this utility model can be achieved through the following technical solutions:

[0007] According to one aspect of the present invention, a vehicle-mounted ATP bus non-destructive rapid testing interface device is provided, the device comprising: a device connector, a diagnostic interface module, and a connecting cable;

[0008] One end of the device connector is connected to the bus port of the vehicle-mounted ATP device; the diagnostic interface module is provided with multiple quick-connect terminals for connecting testing instruments; one end of the connecting cable is electrically connected to a specific pin of the device connector, and the other end is electrically connected to each of the quick-connect terminals on the diagnostic interface module.

[0009] Furthermore, the device connector includes a first bolt, an upper housing, a second bolt, a fastener, a connecting screw, and a lower housing. The upper housing and the lower housing are connected and fixed by the first bolt and the connecting screw, and the fastener is fixed to the lower housing by the second bolt.

[0010] Furthermore, the quick-connect terminal is a lever-type, stripperless terminal.

[0011] Furthermore, the connecting cable is a single-core cable with tin-plated copper conductor.

[0012] Furthermore, the conductor cross-sectional area of ​​the connecting cable is not less than 0.75 mm². 2 .

[0013] Furthermore, the insulation layer of the connecting cable is made of cross-linked polyethylene material and has independent line markers.

[0014] Furthermore, a magnetic ring is provided at the cable outlet of the device connector.

[0015] Furthermore, the magnetic ring is a nickel-zinc ferrite magnetic ring.

[0016] Furthermore, the number of quick-connect terminals on the diagnostic interface module is five, and the pins of the device connector connected to the connection cable are defined as follows: terminals 1, 2, and 6 correspond to MVB bus detection points, and terminals 3 and 8 correspond to Profibus bus detection points.

[0017] Furthermore, the length of a single core wire in the connecting cable is less than 1.5m.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] (1) It achieves non-destructive and convenient vehicle bus testing: By setting up an independent diagnostic interface module and its quick-connect terminals and lever-type stripperless terminals, the testers do not need to directly contact the pins of the vehicle equipment's precision native connectors (such as D-Sub connectors), thus fundamentally avoiding physical damage to the connectors that may be caused by direct contact. At the same time, this design allows for measurement using only a regular multimeter through the quick-connect terminals, making the operation simple and quick, and reducing the dependence on professional and expensive testing equipment.

[0020] (2) Improved reliability and signal integrity of the testing process: The use of vibration-resistant D-Sub connectors and optimized connection cables ensures the stability and mechanical reliability of electrical connections in harsh environments such as vehicle vibration and high temperature. In addition, the addition of a magnetic ring at the cable outlet can effectively suppress high-frequency interference, ensuring the quality of bus signals and the accuracy of test results during uninterrupted, non-invasive measurement.

[0021] (3) Enhanced versatility, adaptability and service life of the device: The device defines key detection points for MVB and Profibus buses through specific pin definitions, which can be compatible with the detection requirements of multiple bus protocols. The design of lever-type stripping-free terminals significantly improves the insertion and removal life of terminals. The use of vibration-resistant connectors, reinforced insulated cables and optional protection modules, such as stress rings, together enhance the physical durability of the device in the high vibration environment of the vehicle, enabling it to adapt to complex field application scenarios. Attached Figure Description

[0022] Figure 1 A schematic diagram of the non-destructive rapid testing interface device for the vehicle-mounted ATP bus;

[0023] The following are the labels in the diagram: 1. Equipment connector; 11. First bolt; 12. Upper housing; 13. Second bolt; 14. Fastener; 15. Connecting screw; 16. Lower housing; 2. Diagnostic interface module; 21. Quick-connect terminal; 3. Connecting cable. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some, not all, of the embodiments of the present utility model. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present utility model.

[0025] In the practical use of onboard ATP (Automatic Train Protection) systems, when a bus-related fault occurs, it is necessary to quickly troubleshoot and locate the core components of the faulty component. The desired testing process is simple to operate, has minimal impact on the bus, and offers high real-time performance. However, existing testing equipment is unsuitable for the convenient and efficient testing requirements of onboard environments due to its large size, complex wiring, and stringent requirements for a stable power supply. Directly using simple measuring devices such as multimeters to measure the bus can easily lead to physical damage to the connector contacts and insulation due to incompatibility issues between the multimeter probes and the precision connectors onboard, thus harming the equipment.

[0026] like Figure 1 As shown, a vehicle-mounted ATP bus non-destructive rapid testing interface device includes: a device connector 1, a diagnostic interface module 2, and a connecting cable 3.

[0027] One end of the device connector 1 is connected to the bus port of the vehicle-mounted ATP device; the diagnostic interface module 2 is provided with multiple quick-connect terminals 21 for connecting testing instruments; one end of the connecting cable 3 is electrically connected to a specific pin of the device connector 1, and the other end is electrically connected to each quick-connect terminal on the diagnostic interface module 2.

[0028] like Figure 1 As shown on the left, the device connector 1 includes a first bolt 11, an upper housing 12, a second bolt 13, a fastener 14, a connecting screw 15, and a lower housing 16. The upper housing 12 and the lower housing 16 are connected and fixed by the first bolt 11 and the connecting screw 15, and the fastener 14 is fixed to the lower housing 16 by the second bolt 13.

[0029] Device connector 1 can be a vibration-resistant D-Sub9 connector with embedded self-cleaning gold-plated contacts to ensure signal integrity in the vehicle environment.

[0030] Connecting cable 3 is a single-core tin-plated copper conductor cable with a conductor cross-sectional area of ​​not less than 0.75 mm². 2 This ensures that the voltage drop is less than 0.1V under a current of 3A over a transmission distance of 1.5m or less. The insulation layer of the connecting cable 3 is made of 105℃ flame-retardant cross-linked polyethylene material and has independent markings to distinguish each detection point. The length of a single core wire in the connecting cable 3 is less than 1.5m.

[0031] For high-vibration scenarios, a ferrite core (nickel-zinc ferrite core) is installed at the cable exit of connector 1 to suppress interference in the 1-100MHz frequency band, achieving a noise signal attenuation of ≥15dB. Additionally, a silicone sheath with a bending radius of ≥3D is optional for connecting cable 3, suitable for robotic arm cabling applications. A TPU stress ring with a hardness of 85A is also optional, injection-molded at the cable root.

[0032] The diagnostic interface module 2 has five quick-connect terminals 21, supporting 0.2-4mm... 2 The wire diameter is greater than 500 mating cycles. The pin definitions for the quick-connect terminal 21, which connects to the device connector 1 via the connecting cable 3, are as follows: terminals 1, 2, and 6 correspond to MVB bus detection points, and terminals 3 and 8 correspond to Profibus bus detection points. The quick-connect terminal 21 is a lever-type, stripperless terminal.

[0033] The assembly and use process of this embodiment is as follows: Cut a tin-plated copper conductor single-core cable that meets the requirements, crimp the two ends of the cable to the corresponding contact terminals, ensuring a firm crimp and good conductivity, and attach an independent label to each cable to clearly identify its corresponding pin number. Install the processed cables sequentially onto the corresponding pins or holes of the device connector 1, i.e., the vibration-resistant D-Sub connector (such as D-Sub9), according to the preset pin definitions. Tighten the upper housing 12 and lower housing 16 of the device connector 1 to ensure that all cables are effectively clamped, providing good tensile and vibration resistance. At the cable exit, attach a nickel-zinc ferrite magnetic ring and fix it in a suitable position to suppress high-frequency electromagnetic interference. Connect the other end of the cable to the lever-type stripper terminal on the diagnostic interface module, lift the lever, insert the wire core (with a suitable amount of insulation stripped) into the terminal hole, and then press down the lever to complete the electrical connection at one point. This process requires no additional tools and ensures an airtight connection. For high-vibration applications, TPU stress rings can be injection molded at the cable root, or silicone sheaths can be added to the entire cable bundle to further enhance its bending resistance and fatigue resistance. Use a multimeter to perform continuity tests, ensuring that each path from the D-Sub connector pin to the corresponding quick-connect terminal is correct and free of short circuits. Check that all mechanical components are securely installed and that all lever terminals are fully tightened. In actual use, maintenance personnel use a multimeter, inserting its probes into the corresponding quick-connect terminals on the diagnostic interface module. Depending on the bus type to be tested (MVB or Profibus), select the appropriate test points for measurement: For MVB bus: measure the impedance, voltage, or continuity between terminals 1, 2, and 6; for Profibus bus: measure the impedance, voltage, or continuity between terminals 3 and 8. By comparing the normal values ​​with the measured values, it is possible to quickly determine whether there are faults such as short circuits, open circuits, or abnormal impedance in the line. Based on the measurement results, locate the fault node or section. After testing, directly disconnect the multimeter probes. The entire testing process does not require touching the vehicle's original precision connector pins, achieving non-destructive testing.

[0034] The existing fault location time is an average of 2.5 hours, which can be shortened to within 15 minutes by using the detection interface device of this embodiment. On an 8-node serial bus of a certain type of ATP, the location time for simulating a short-circuit fault was reduced from 142 min ± 15 min to 9 min ± 2 min (n = 20 tests). During use, the risk of damage is borne by the lever-type stripperless terminal, avoiding damage to the device under test, and the connector insertion and removal life is improved. By changing the connection terminal of the connection cable 3, it can be adapted to various vehicle buses such as MVB (D-Sub37), CAN, and Ethernet, and has platform expansion capabilities.

[0035] The detection interface device of this embodiment solves the problem of rapid and safe detection of onboard MVB or PROFIBUS buses without interrupting power or communication in existing technologies. By constructing a non-invasive detection channel, testing personnel do not need to directly contact the probes with the delicate native connector pins of the onboard equipment. Instead, measurements are performed through the quick-connect terminals provided by this device. This effectively avoids the risk of physical damage to the mating devices while measuring basic electrical parameters (such as continuity and impedance) and ensures the continuity of bus communication. The device of this embodiment enables rapid and safe on-site troubleshooting of onboard ATP bus faults, significantly improving operation and maintenance efficiency and reducing the risk of secondary faults introduced by the testing operation itself, which is of positive significance for ensuring the safety of train operation.

[0036] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this utility model, and these modifications or substitutions should all be covered within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. A vehicle-mounted ATP bus non-destructive rapid testing interface device, characterized in that, The device includes: a device connector (1), a diagnostic interface module (2), and a connecting cable (3); One end of the device connector (1) is connected to the bus port of the vehicle ATP device; the diagnostic interface module (2) is provided with multiple quick-connect terminals (21) for connecting testing instruments; one end of the connecting cable (3) is electrically connected to a specific pin of the device connector (1), and the other end is electrically connected to each of the quick-connect terminals on the diagnostic interface module (2).

2. The on-board ATP bus non-destructive rapid testing interface device according to claim 1, characterized in that, The device connector (1) includes a first bolt (11), an upper housing (12), a second bolt (13), a fastener (14), a connecting screw (15), and a lower housing (16). The upper housing (12) and the lower housing (16) are connected and fixed by the first bolt (11) and the connecting screw (15), and the fastener (14) is fixed to the lower housing (16) by the second bolt (13).

3. The on-board ATP bus non-destructive rapid testing interface device according to claim 1, characterized in that, The quick-connect terminal (21) is a lever-type stripperless terminal.

4. The on-board ATP bus non-destructive rapid testing interface device according to claim 1, characterized in that, The connecting cable (3) is a tin-plated copper conductor single-core cable.

5. The on-board ATP bus non-destructive rapid testing interface device according to claim 4, characterized in that, The conductor cross-sectional area of ​​the connecting cable (3) is not less than 0.75 mm². 2 .

6. The on-board ATP bus non-destructive rapid testing interface device according to claim 1, characterized in that, The insulation layer of the connecting cable (3) is made of cross-linked polyethylene material and has independent line markers.

7. The on-board ATP bus non-destructive rapid testing interface device according to claim 1, characterized in that, A magnetic ring is provided at the cable outlet of the device connector (1).

8. The on-board ATP bus non-destructive rapid testing interface device according to claim 7, characterized in that, The magnetic ring is a nickel-zinc ferrite magnetic ring.

9. The on-board ATP bus non-destructive rapid testing interface device according to claim 1, characterized in that, The diagnostic interface module (2) has five quick-connect terminals (21), and the pins of the device connector (1) connected to the connection cable (3) are defined as follows: terminals 1, 2, and 6 correspond to MVB bus detection points, and terminals 3 and 8 correspond to Profibus bus detection points.

10. The on-board ATP bus non-destructive rapid testing interface device according to claim 1, characterized in that, The length of a single core of the connecting cable (3) is less than 1.5m.

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