A method and device for testing a vehicle high-voltage system

Abstract

This application discloses a testing method and apparatus for a vehicle high-voltage system. The method involves acquiring initial vehicle state information; determining whether the vehicle's high-voltage system meets preset test conditions based on the initial state information; if the high-voltage system meets the test conditions, performing step-by-step testing operations and generating corresponding test results; the step-by-step testing operations are used to sequentially test the control functions of key components of the vehicle's high-voltage system according to a preset test sequence. This application automates the high-precision control function testing of key components of the vehicle's high-voltage system, significantly reducing the risk of traction failure or shutdown due to high-voltage system malfunctions during vehicle operation, thereby comprehensively improving the reliability and safety of the entire vehicle.

Description

Technical Field

[0001] This application relates to the field of computer technology, and in particular to a testing method and apparatus for a vehicle high-voltage system. Background Technology

[0002] As rail transit moves towards fully automated, driverless operation, trains no longer require drivers or onboard mechanics, placing higher demands on the autonomous health management and fault prevention capabilities of critical systems. For example, in EMUs or urban rail trains using 25kV AC power supply, the high-voltage system, as the source of traction power, mainly includes core components such as the pantograph, main circuit breaker, high-voltage disconnect switch, and traction transformer. Its topology is controlled collaboratively through the vehicle's overall control circuitry. In traditional manned operation, the operation of the high-voltage system (such as pantograph raising and lowering, main circuit breaker opening and closing, and disconnect switch switching) is manually triggered by the driver or ground staff according to procedures. Typically, only one pantograph and one train-level main circuit breaker are activated, while the remaining high-voltage disconnect switches and unit-level main circuit breakers remain closed to simplify the operating logic. In this mode, there is no dedicated high-voltage system functional testing; instead, manual intervention is required to diagnose and handle any anomalies that occur during operation (such as no grid voltage, main circuit breaker tripping, or traction failure).

[0003] However, in fully automated driverless scenarios, the absence of onboard personnel renders the aforementioned mechanisms for manual intervention in diagnosis and handling completely ineffective. If existing operating procedures are followed, potential problems in the high-voltage system, such as control circuit faults (e.g., relay failure, drive module malfunction), detection device deviations (e.g., false alarms from position sensors, malfunctioning limit switches), or mechanical actuator jamming (e.g., blockage in the pantograph air circuit, corrosion of the circuit breaker operating mechanism), will not be identified before the train enters the main line. Once such latent faults are exposed during operation, they will not only lead to decreased traction performance and delays, but may also cause complete power loss and forced stops in sections, seriously threatening train safety and line operation order.

[0004] Therefore, there is an urgent need for a testing method suitable for the high-voltage system of fully automated driverless vehicles, which can enable early identification and isolation of faults before the train leaves the depot, thereby comprehensively improving the reliability and safety of the entire vehicle. Summary of the Invention

[0005] To address the aforementioned issues, this application provides a testing method and apparatus for a vehicle's high-voltage system. The purpose is to conduct high-precision control function tests on key components of the vehicle's high-voltage system in an automated manner before the vehicle leaves the warehouse, significantly reducing the risk of traction failure or shutdown caused by high-voltage system malfunctions during vehicle operation, thereby comprehensively improving the reliability and safety of the entire vehicle.

[0006] The embodiments of this application disclose the following technical solutions: A first aspect of this application provides a test method for a vehicle high-voltage system, the method comprising: Obtain vehicle initial state information; the vehicle initial state information includes the fault status of the vehicle's high-voltage system and the operating status of key components, as well as the vehicle's current driving mode. The operating status of the key components includes the raising and lowering status of M pantographs and the opening and closing status of N main circuit breakers, where M and N are positive integers. Based on the initial state information of the vehicle, it is determined whether the vehicle's high-voltage system meets the preset test conditions; the test conditions include that the vehicle's high-voltage system is not in a fault state, the vehicle's current driving mode is fully automatic driving mode, all pantographs are in a non-raised state, and all main circuit breakers are in a disconnected state. If the vehicle high-voltage system meets the test conditions, a step-by-step test operation is performed on the vehicle high-voltage system, and corresponding test results are generated. The step-by-step test operation is used to perform control function tests on the key components of the vehicle high-voltage system in a preset test order.

[0007] In an optional implementation, the key components also include a high-voltage disconnect switch; the M pantographs include a first pantograph and a second pantograph, the first pantograph being the first pantograph raised on the test day; the N main circuit breakers include one train-level main circuit breaker and L unit-level main circuit breakers, where L is a positive integer and L is less than N.

[0008] In an optional implementation, the step-by-step testing of the vehicle's high-voltage system and the generation of corresponding test results include: Perform a high-voltage disconnect switch test to verify whether the control circuit and mechanical components of the high-voltage disconnect switch have malfunctioned; If the high-voltage disconnect switch passes the test, the first pantograph raising test operation is performed to verify whether the control circuit and mechanical components of the first pantograph have malfunctioned. If the first pantograph passes the test, the train-level main circuit breaker closing test operation is performed to verify whether the control circuit and mechanical components of the train-level main circuit breaker have failed. If the train-level main circuit breaker passes the test, the train-level main circuit breaker is disconnected, and the first pantograph is lowered. Perform a second pantograph raising test to verify whether the control circuit and mechanical components of the second pantograph have malfunctioned; If the second pantograph passes the test, a main circuit breaker closing test operation is performed to verify whether the control circuits and mechanical components of the train-level main circuit breaker and the L unit-level main circuit breakers have failed. If both the train-level main circuit breaker and the L unit-level main circuit breakers pass the test, the corresponding test results are generated.

[0009] In an optional implementation, the high-voltage disconnector test operation includes: The system controls the high-voltage disconnect switch to perform both a disconnection and a closing operation, and acquires the first state information corresponding to the high-voltage disconnect switch. The first state information includes the state information of the auxiliary contacts when the high-voltage disconnect switch performs the disconnection operation, and the state information of the auxiliary contacts when the high-voltage disconnect switch performs the closing operation. Based on the first status information, determine whether the control circuit and mechanical components of the high-voltage disconnect switch have malfunctioned. If the control circuit and / or mechanical components of the high-voltage disconnect switch malfunction, the high-voltage disconnect switch is determined to have failed the test. If neither the control circuit nor the mechanical components of the high-voltage disconnect switch malfunction, then the high-voltage disconnect switch is deemed to have passed the test.

[0010] In an optional implementation, performing the first bow-raising test operation includes: According to a preset time period, the pantograph located at the front of the vehicle is used as the first pantograph, or the pantograph located at the rear of the vehicle is used as the first pantograph, and the first pantograph is controlled to perform a pantograph raising operation. Obtain the status information and mains voltage information of the lifting relay of the first pantograph, and based on the status information of the lifting relay and the mains voltage information, determine whether the control circuit and mechanical components of the first pantograph have malfunctioned; If the control circuit and / or mechanical components of the first pantograph malfunction, the first pantograph is determined to have failed the test. If neither the control circuit nor the mechanical components of the first pantograph malfunction, then the first pantograph is deemed to have passed the test.

[0011] In an optional implementation, the execution of the train-level main circuit breaker closing test operation includes: The system controls the train-level main circuit breaker to perform a closing operation and acquires the second status information corresponding to the train-level main circuit breaker; the second status information is the status information of the auxiliary contacts of the train-level main circuit breaker. Based on the second state information, determine whether the control circuit and mechanical components of the train-level main circuit breaker have malfunctioned. If the control circuit and / or mechanical components of the train-level main circuit breaker malfunction, the train-level main circuit breaker is determined to have failed the test. If neither the control circuit nor the mechanical components of the train-level main circuit breaker malfunction, then the train-level main circuit breaker is deemed to have passed the test.

[0012] In an optional implementation, performing the second bow lifting test operation includes: Control the second pantograph to perform a pantograph raising operation, and obtain the status information of the pantograph raising relay and the mains voltage information; Based on the status information of the lifting relay of the second pantograph and the mains voltage information, it is determined whether the control circuit and mechanical components of the second pantograph have malfunctioned. If the control circuit and / or mechanical components of the second pantograph malfunction, the second pantograph is determined to have failed the test. If neither the control circuit nor the mechanical components of the second pantograph malfunction, then the second pantograph has passed the test.

[0013] In an optional implementation, the step of performing the main circuit breaker closing test includes: The system controls the train-level main circuit breaker to perform a closing operation and acquires the third state information corresponding to the train-level main circuit breaker; the third state information is the state information of the auxiliary contacts of the train-level main circuit breaker. Control each of the unit-level main circuit breakers to perform a closing operation, and obtain the fourth state information corresponding to the unit-level main circuit breaker; the fourth state information is the state information of the auxiliary contacts of the unit-level main circuit breaker; Based on the third state information and each of the fourth state information, it is determined whether the control circuits and mechanical components of the train-level main circuit breaker and the L unit-level main circuit breakers have failed. If the control circuit and / or mechanical components of the train-level main circuit breaker or any of the unit-level main circuit breakers fail, the main circuit breaker closing test is determined to have failed. If the control circuits and mechanical components of the train-level main circuit breaker and each unit-level main circuit breaker are all functioning correctly, then the train-level main circuit breaker and each unit-level main circuit breaker are confirmed to have passed the test.

[0014] In an optional implementation, if the vehicle high-voltage system does not meet the test conditions, the test of the vehicle high-voltage system is determined to have failed, and a corresponding test result is generated.

[0015] A second aspect of this application provides a testing apparatus for a vehicle high-voltage system, the apparatus comprising: The data acquisition module is used to acquire the initial state information of the vehicle. The initial state information of the vehicle includes the fault status of the vehicle's high-voltage system and the operating status of key components, as well as the current driving mode of the vehicle. The operating status of the key components includes the raising and lowering status of M pantographs and the opening and closing status of N main circuit breakers, where M and N are positive integers. The judgment module is used to determine whether the vehicle's high-voltage system meets preset test conditions based on the vehicle's initial state information; the test conditions include that the vehicle's high-voltage system is not in a fault state, the vehicle's current driving mode is fully automatic driving mode, all pantographs are in a non-raised state, and all main circuit breakers are in a disconnected state. The first generation module is used to perform a step-by-step test operation on the vehicle high-voltage system and generate corresponding test results if the vehicle high-voltage system meets the test conditions; the step-by-step test operation is used to perform control function tests on the key components of the vehicle high-voltage system in a preset test order.

[0016] In an optional implementation, the key components also include a high-voltage disconnect switch; the M pantographs include a first pantograph and a second pantograph, the first pantograph being the first pantograph raised on the test day; the N main circuit breakers include one train-level main circuit breaker and L unit-level main circuit breakers, where L is a positive integer and L is less than N; The first generation module includes: The first execution unit is used to perform high-voltage disconnect switch test operations to verify whether the control circuit and mechanical components of the high-voltage disconnect switch have malfunctioned. The second execution unit is used to perform the first pantograph raising test operation if the high-voltage disconnect switch passes the test, in order to verify whether the control circuit and mechanical components of the first pantograph have failed. The third execution unit is used to perform a train-level main circuit breaker closing test operation if the first pantograph passes the test, in order to verify whether the control circuit and mechanical components of the train-level main circuit breaker have failed. The fourth execution unit is used to disconnect the train-level main circuit breaker and perform a pantograph lowering operation on the first pantograph if the train-level main circuit breaker passes the test. The fifth execution unit is used to perform the second pantograph raising test operation to verify whether the control circuit and mechanical components of the second pantograph have malfunctioned; The sixth execution unit is used to perform a main circuit breaker closing test operation if the second pantograph passes the test, in order to verify whether the control circuits and mechanical components of the train-level main circuit breaker and the L unit-level main circuit breakers have failed, and to generate corresponding test results if the train-level main circuit breaker and the L unit-level main circuit breakers all pass the test.

[0017] In an optional implementation, the first execution unit includes: A first control unit is configured to control the high-voltage disconnecting switch to perform disconnection and closing operations respectively, and to acquire first state information corresponding to the high-voltage disconnecting switch; the first state information includes the state information of the auxiliary contacts when the high-voltage disconnecting switch performs the disconnection operation, and the state information of the auxiliary contacts when the high-voltage disconnecting switch performs the closing operation; The first judgment unit is used to determine, based on the first state information, whether the control circuit and the mechanical components of the high-voltage disconnect switch have malfunctioned; The first determining unit is configured to determine that the high-voltage disconnecting switch has failed the test if the control circuit and / or the mechanical components of the high-voltage disconnecting switch malfunction. The second determining unit is used to determine that the high-voltage disconnecting switch has passed the test if neither the control circuit nor the mechanical components of the high-voltage disconnecting switch have failed.

[0018] In an optional implementation, the second execution unit includes: The third determining unit is used to determine the pantograph located at the front of the vehicle as the first pantograph or the pantograph located at the rear of the vehicle as the first pantograph according to a preset time period, and to control the first pantograph to perform a pantograph raising operation. The second judgment unit is used to obtain the status information and mains voltage information of the lifting relay of the first pantograph, and based on the status information and mains voltage information of the lifting relay, to determine whether the control circuit and mechanical components of the first pantograph have malfunctioned. The fourth determining unit is used to determine that the first pantograph has failed the test if the control circuit and / or the mechanical components of the first pantograph malfunction. The fifth determining unit is used to determine that the first pantograph has passed the test if neither the control circuit nor the mechanical components of the first pantograph have malfunctioned.

[0019] In an optional implementation, the third execution unit includes: The second control unit is used to control the train-level main circuit breaker to perform a closing operation and to acquire the second status information corresponding to the train-level main circuit breaker; the second status information is the status information of the auxiliary contacts of the train-level main circuit breaker. The third judgment unit is used to determine, based on the second state information, whether the control circuit and the mechanical components of the train-level main circuit breaker have malfunctioned; The first main circuit breaker fault determination unit is used to determine that the train-level main circuit breaker has failed the test if the control circuit and / or the mechanical components of the train-level main circuit breaker fail. The second main circuit breaker fault determination unit is used to determine that the train-level main circuit breaker has passed the test if neither the control circuit nor the mechanical components of the train-level main circuit breaker have failed.

[0020] In an optional implementation, the fifth execution unit includes: The third control unit is used to control the second pantograph to perform the pantograph raising operation and to acquire the status information of the pantograph raising relay and the mains voltage information; The fourth judgment unit is used to determine whether the control circuit and mechanical components of the second pantograph have malfunctioned based on the status information of the pantograph lifting relay and the mains voltage information. The first pantograph fault determination unit is used to determine that the second pantograph has failed the test if the control circuit and / or the mechanical components of the second pantograph malfunction. The second pantograph fault determination unit is used to determine that the second pantograph has passed the test if neither the control circuit nor the mechanical components of the second pantograph have failed.

[0021] In an optional implementation, the sixth execution unit includes: The fourth control unit is used to control the train-level main circuit breaker to perform a closing operation and to acquire the third state information corresponding to the train-level main circuit breaker; the third state information is the state information of the auxiliary contacts of the train-level main circuit breaker. The fifth control unit is used to control each of the unit-level main circuit breakers to perform a closing operation and to acquire the fourth state information corresponding to the unit-level main circuit breaker; the fourth state information is the state information of the auxiliary contacts of the unit-level main circuit breaker. The fifth judgment unit is used to determine, based on the third state information and each of the fourth state information, whether the control circuits and mechanical components of the train-level main circuit breaker and the L unit-level main circuit breakers have failed. The third main circuit breaker fault determination unit is used to determine that the main circuit breaker closing test has failed if the control circuit and / or mechanical components of the train-level main circuit breaker or any of the unit-level main circuit breakers fail. The fourth main circuit breaker fault determination unit is used to determine that the train-level main circuit breaker and each unit-level main circuit breaker have passed the test if the control circuit and mechanical components of the train-level main circuit breaker and each unit-level main circuit breaker have not failed.

[0022] In an optional implementation, the testing apparatus for the vehicle's high-voltage system also includes: The second generation module is used to determine that the test of the vehicle high-voltage system has failed if the test conditions are not met, and to generate the corresponding test result.

[0023] In a third aspect, this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the aforementioned test method for a vehicle high-voltage system.

[0024] In a fourth aspect, this application provides a processor for running a computer program, which executes the aforementioned test method for a vehicle high-voltage system.

[0025] Compared with the prior art, this application has the following beneficial effects: In this technical solution, the initial state information of the vehicle is first obtained. This initial state information includes the fault status of the vehicle's high-voltage system, the operating status of key components, and the current driving mode of the vehicle. The operating status of the key components includes the raising and lowering status of M pantographs and the opening and closing status of N main circuit breakers, which can provide a comprehensive and accurate preliminary judgment basis for subsequent test decisions. Then, based on the initial state information of the vehicle, it is determined whether the vehicle's high-voltage system meets the preset test conditions. These test conditions include that the vehicle's high-voltage system is not in a fault state, the current driving mode of the vehicle is fully automatic driving mode, all pantographs are in a non-raising state, and all main circuit breakers are in a disconnected state. This ensures that the subsequent control function test of the key components of the vehicle's high-voltage system is performed in a safe and controllable initial state, effectively avoiding the risk of hidden faults being masked due to unclear status in the traditional direct power-on operation mode, and effectively ensuring the effectiveness and safety of the test. If the vehicle's high-voltage system meets the testing conditions, a step-by-step testing operation is performed on the vehicle's high-voltage system, and corresponding test results are generated. This step-by-step testing operation is used to perform control function tests on the key components of the vehicle's high-voltage system in a preset test order. Under the premise of confirming that the initial state of the vehicle is safe and controllable, it can automatically and sequentially perform high-precision and full-coverage tests on the control functions of the key components of the vehicle's high-voltage system. This enables high-precision control function tests on the key components of the vehicle's high-voltage system in an automated manner before the vehicle leaves the depot, significantly reducing the risk of traction failure or shutdown caused by high-voltage system abnormalities during vehicle operation. This ensures the pre-verification, state consistency, and execution reliability of the high-voltage system's functions, establishes a strict health access mechanism for fully automated driverless trains, and thus significantly improves the safety, availability, and operational order guarantee capabilities of the high-voltage system. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 A flowchart illustrating a test method for a vehicle high-voltage system provided in this application embodiment; Figure 2 A flowchart illustrating the execution process of a step-by-step testing operation, provided as an embodiment of this application; Figure 3 A flowchart illustrating the execution process of a high-voltage disconnector test operation, provided as an embodiment of this application; Figure 4 A flowchart illustrating the execution process of a first bow lifting test operation provided in an embodiment of this application; Figure 5 A flowchart illustrating the execution process of a train-level main circuit breaker closure test operation, provided as an embodiment of this application; Figure 6 A flowchart illustrating the execution process of a second bow lifting test operation provided in an embodiment of this application; Figure 7 A flowchart illustrating the execution process of a main circuit breaker closing test operation, provided for an embodiment of this application; Figure 8 This is a schematic diagram of the structure of a test device for a vehicle high-voltage system provided in an embodiment of this application. Detailed Implementation

[0028] As described earlier, in traditional manned operation mode of high-voltage systems in EMUs or urban rail trains using 25kV AC power supply, the operation of the high-voltage system (such as pantograph raising and lowering, main circuit breaker opening and closing, and disconnector switch switching) is manually triggered by the driver or ground staff according to regulations. Usually, only one pantograph and one train-level main circuit breaker are activated, while the remaining high-voltage disconnectors and unit-level main circuit breakers remain closed to simplify the operating logic. In this mode, there is no dedicated high-voltage system function testing procedure. Instead, it relies on manual intervention for diagnosis and handling after anomalies occur during operation (such as no grid voltage, main circuit breaker tripping, traction failure).

[0029] However, in fully automated driverless scenarios, the absence of onboard personnel renders the aforementioned mechanisms for manual intervention in diagnosis and handling completely ineffective. If existing operating procedures are followed, potential problems in the high-voltage system, such as control circuit faults (e.g., relay failure, drive module malfunction), detection device deviations (e.g., false alarms from position sensors, malfunctioning limit switches), or mechanical actuator jamming (e.g., blockage in the pantograph air circuit, corrosion of the circuit breaker operating mechanism), cannot be identified before the train enters the main line. Once such latent faults are exposed during operation, they can not only lead to decreased traction performance and delays, but also potentially cause complete power loss and forced stops in sections, seriously threatening train safety and line operation order. Therefore, a testing method suitable for the high-voltage system of fully automated driverless vehicles is urgently needed, enabling early identification and isolation of faults before the train leaves the depot, comprehensively improving the reliability and safety of the entire vehicle.

[0030] The inventors have proposed a testing method and apparatus for a vehicle high-voltage system. This method first acquires the vehicle's initial state information, including the fault status of the high-voltage system, the operational status of key components, and the vehicle's current driving mode. The operational status of key components includes the raising and lowering status of M pantographs and the opening and closing status of N main circuit breakers, providing comprehensive and accurate preliminary judgment for subsequent testing decisions. Then, based on the initial state information, the method determines whether the vehicle's high-voltage system meets preset testing conditions. These conditions include the high-voltage system not being in a fault state, the vehicle's current driving mode being fully automated, all pantographs being in a non-raising state, and all main circuit breakers being in a disconnected state. This ensures that subsequent control function tests on the key components of the high-voltage system are performed in a safe and controllable initial state, effectively avoiding the risk of hidden faults being masked due to unclear status in traditional direct power-on operation modes, and effectively guaranteeing the effectiveness and safety of the test. If the vehicle's high-voltage system meets the testing conditions, a step-by-step testing operation is performed on the vehicle's high-voltage system, and corresponding test results are generated. This step-by-step testing operation is used to perform control function tests on the key components of the vehicle's high-voltage system in a preset test order. Under the premise of confirming that the initial state of the vehicle is safe and controllable, it can automatically and sequentially perform high-precision and full-coverage tests on the control functions of the key components of the vehicle's high-voltage system. This enables high-precision control function tests on the key components of the vehicle's high-voltage system in an automated manner before the vehicle leaves the depot, significantly reducing the risk of traction failure or shutdown caused by high-voltage system abnormalities during vehicle operation. This ensures the pre-verification, state consistency, and execution reliability of the high-voltage system's functions, establishes a strict health access mechanism for fully automated driverless trains, and thus significantly improves the safety, availability, and operational order guarantee capabilities of the high-voltage system.

[0031] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0032] Method Implementation Examples

[0033] This application provides an embodiment of a testing method for a vehicle's high-voltage system. This method is applicable to trains using a 25kV single-phase AC power supply system as the source of traction power (i.e., 25kV fully automatic urban rail vehicles). The reliability of this high-voltage system directly determines whether the train can operate safely and continuously. This high-voltage system mainly includes key components such as a pantograph, main circuit breakers (e.g., train-level main circuit breakers, unit-level main circuit breakers), high-voltage disconnect switches, and transformers. These components work collaboratively with the train network control system through complex control circuits.

[0034] It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although the flowchart shows a logical order, in some cases the steps shown or described may be executed in a different order than that shown here.

[0035] See Figure 1 The figure is a flowchart of a test method for a vehicle high-voltage system provided in an embodiment of this application, as shown below. Figure 1 As shown, the method includes the following steps: Step S101: Obtain the initial state information of the vehicle.

[0036] In one optional embodiment, a test system for a vehicle high-voltage system can be used as the execution subject of the test method for the vehicle high-voltage system of this application. For ease of description, the test system for the vehicle high-voltage system will be referred to as the system below.

[0037] In step S101, the initial vehicle status information includes the fault status of the vehicle's high-voltage system and the operating status of key components, as well as the vehicle's current driving mode. The operating status of key components includes the raising and lowering status of M pantographs and the opening and closing status of N main circuit breakers, where M and N are positive integers.

[0038] In this embodiment, the initial vehicle state information is data collected by the vehicle network system. The IOM module (Input / Output Manager Module) of the vehicle network system can collect the state of the pantograph's lifting relay to determine the pantograph's raising and lowering status. The IOM module can also collect the state of the main circuit breaker's auxiliary contacts to determine the main circuit breaker's opening and closing status (i.e., whether the main circuit breaker is open or closed). The vehicle network system can automatically diagnose the fault status of the vehicle's high-voltage system (i.e., whether the vehicle's high-voltage system is in a fault state or operating normally), and can also automatically obtain the vehicle's current driving mode (such as fully automated driving mode, manual driving mode, etc.). The system can obtain the aforementioned initial vehicle state information, which includes the fault status of the vehicle's high-voltage system, the status of key components, and the vehicle's current driving mode, providing comprehensive and accurate preliminary judgment basis for subsequent testing decisions.

[0039] Step S102: Determine whether the vehicle's high-voltage system meets the preset test conditions based on the vehicle's initial state information.

[0040] In step S102, the test conditions include that the vehicle's high-voltage system is not in a fault state, the vehicle's current driving mode is fully automated driving mode, all pantographs are in a non-raised state, and all main circuit breakers are in a disconnected state.

[0041] In this embodiment, the system can determine whether the vehicle's high-voltage system meets preset test conditions based on the vehicle's initial state information, and then determine whether to continue performing control function tests on the key components of the vehicle's high-voltage system. By using the preset test conditions such as the vehicle's high-voltage system not being in a fault state (i.e., the vehicle's high-voltage system being in normal operating mode), the vehicle's current driving mode being fully automated driving mode, all pantographs being in a non-raised state, and all main circuit breakers being in a disconnected state, it can be ensured that the subsequent control function tests on the key components of the vehicle's high-voltage system are performed in a safe and controllable initial state. This effectively avoids the risk of hidden faults being masked due to unclear state in the traditional direct power-on operation mode, and effectively ensures the effectiveness and safety of the test.

[0042] Step S103: If the vehicle high-voltage system meets the test conditions, perform a step-by-step test on the vehicle high-voltage system and generate the corresponding test results.

[0043] In step S103, the step-by-step testing operation is used to sequentially test the control functions of key components of the vehicle's high-voltage system according to a preset test sequence. These key components include a high-voltage disconnect switch, M pantographs, and N main circuit breakers; the N main circuit breakers include one train-level main circuit breaker and L unit-level main circuit breakers; the M pantographs may include a first pantograph and a second pantograph, with the first pantograph being the first pantograph raised on the test day; M, N, and L are positive integers, and L is less than N. For example, among the M pantographs, there is a pantograph located on pantograph 3 and a pantograph located on pantograph 6. If the first pantograph raised on the test day is the pantograph located on pantograph 3, the system will designate the pantograph located on pantograph 3 as the first pantograph and the pantograph located on pantograph 6 as the second pantograph. If the first pantograph raised on the test day is the pantograph located on pantograph 6, the system will designate the pantograph located on pantograph 6 as the first pantograph and the pantograph located on pantograph 3 as the second pantograph.

[0044] In this embodiment, when the vehicle's high-voltage system meets the test conditions, the system can perform step-by-step testing on the vehicle's high-voltage system and generate corresponding test results. This step-by-step testing is used to perform control function tests on the key components of the vehicle's high-voltage system in a preset test order. Under the premise of confirming that the initial state of the vehicle is safe and controllable, the system can automatically perform high-precision and full-coverage tests on the control functions of the key components of the vehicle's high-voltage system in sequence. This enables high-precision control function tests on the key components of the vehicle's high-voltage system in an automated manner before the vehicle leaves the depot, significantly reducing the risk of traction failure or shutdown caused by high-voltage system abnormalities during vehicle operation, thereby comprehensively improving the reliability and safety of the entire vehicle.

[0045] Specifically, see Figure 2 The figure is a flowchart of the execution process of a step-by-step testing operation provided in an embodiment of this application. The process includes the following steps: Step S1031: Perform a high-voltage disconnect switch test to verify whether the control circuit and mechanical components of the high-voltage disconnect switch have malfunctioned.

[0046] In this embodiment of the application, the system can automatically perform high-voltage disconnect switch test operations. By controlling the high-voltage disconnect switch to perform open and close operations respectively, it verifies whether the control circuit and mechanical components of the high-voltage disconnect switch have malfunctioned.

[0047] Specifically, see Figure 3 The figure is a flowchart of the execution process of a high-voltage disconnector test operation provided in an embodiment of this application. The process includes the following steps: Step S10311: Control the high-voltage disconnect switch to perform disconnection and closing operations respectively, and obtain the first state information corresponding to the high-voltage disconnect switch.

[0048] In step S10311, the first status information includes the status information of the auxiliary contacts when the high-voltage disconnecting switch performs a disconnection operation, and the status information of the auxiliary contacts when the high-voltage disconnecting switch performs a closing operation; this status information is collected by the IOM module and is used to characterize whether the high-voltage disconnecting switch is in an open state or a closed state.

[0049] In this embodiment of the application, the system can respond to the command for controlling the high-voltage disconnecting switch to open and close, and control the high-voltage disconnecting switch to perform the opening and closing operations in sequence. Then, the system can obtain the status information of the auxiliary contacts when the high-voltage disconnecting switch performs the opening operation, and the status information of the auxiliary contacts when the high-voltage disconnecting switch performs the closing operation, so as to provide data preparation for subsequent fault diagnosis.

[0050] Step S10312: Based on the first state information, determine whether the control circuit and mechanical components of the high-voltage disconnect switch have malfunctioned.

[0051] In this embodiment of the application, the system can accurately determine whether the control circuit and mechanical components of the high-voltage disconnect switch have malfunctioned by judging whether the first state information is consistent with the above-mentioned instructions.

[0052] Specifically, the system can accurately determine whether the control circuit and mechanical components of the high-voltage disconnector are faulty by judging whether the status information of the auxiliary contacts when the high-voltage disconnector performs a disconnection operation is consistent with the command used to control the high-voltage disconnector to disconnect, and whether the status information of the auxiliary contacts when the high-voltage disconnector performs a closing operation is consistent with the command used to control the high-voltage disconnector to close. If the status information of the auxiliary contacts when the high-voltage disconnector performs a disconnection operation is consistent with the command used to control the high-voltage disconnector to disconnect, and the status information of the auxiliary contacts when the high-voltage disconnector performs a closing operation is consistent with the command used to control the high-voltage disconnector to close, the system can determine that the control circuit and mechanical components of the high-voltage disconnector are not faulty. If the status information of the auxiliary contacts when the high-voltage disconnector performs a disconnection operation is inconsistent with the command used to control the high-voltage disconnector to disconnect, and / or the status information of the auxiliary contacts when the high-voltage disconnector performs a closing operation is inconsistent with the command used to control the high-voltage disconnector to close, the system can determine that the control circuit and mechanical components of the high-voltage disconnector are faulty.

[0053] Step S10313: If the control circuit and / or mechanical components of the high-voltage disconnect switch malfunction, it is determined that the high-voltage disconnect switch has failed the test.

[0054] Step S10314: If the control circuit and mechanical components of the high-voltage disconnect switch do not malfunction, then the high-voltage disconnect switch is determined to have passed the test.

[0055] In this embodiment, if the control circuit and / or mechanical components of the high-voltage disconnector malfunction, the system can determine that the high-voltage disconnector has failed the test and generate corresponding alarm information to alert the user that the control circuit and / or mechanical components of the high-voltage disconnector have malfunctioned. If neither the control circuit nor the mechanical components of the high-voltage disconnector malfunction, the system can determine that the high-voltage disconnector has passed the test.

[0056] Step S1032: If the high-voltage disconnect switch passes the test, the first pantograph raising test operation is performed to verify whether the control circuit and mechanical components of the first pantograph have malfunctioned.

[0057] In this embodiment of the application, if the system determines that the control circuit and mechanical components of the high-voltage disconnecting switch are not faulty, it can further perform a first pantograph raising test operation. By automatically performing a pantograph raising test on the first pantograph, the system can verify whether the control circuit and mechanical components of the first pantograph are faulty.

[0058] Specifically, see Figure 4 The figure is a flowchart of the execution process of a first bow lifting test operation provided in an embodiment of this application. The process includes the following steps: Step S10321: According to a preset time period, the pantograph located at the front of the vehicle is used as the first pantograph, or the pantograph located at the rear of the vehicle is used as the first pantograph, and the first pantograph is controlled to perform a pantograph raising operation.

[0059] In this embodiment, the system can alternately use the pantographs located at the front and rear of the vehicle according to a preset time period (such as every day, every week, odd-even days, etc.). For example, in the scenario of a suburban train with a 25kV AC power supply, when the preset time period is odd-even days, the system can use the pantograph located at the front of the vehicle (such as the pantograph located in the 3-pantograph car) as the first pantograph on odd-numbered days (such as February 1st) and issue a raising command to the first pantograph to control it to perform the raising operation. On even-numbered days (such as February 2nd), the pantograph located at the rear of the vehicle (such as the pantograph located in the 6-pantograph car) is used as the first pantograph, and a raising command is issued to the first pantograph to control it to perform the raising operation. Alternatively, the system can use the pantograph located at the rear of the vehicle as the first pantograph on odd-numbered days (such as February 1st) and issue a raising command to control the first pantograph to perform the raising operation. On even-numbered days (such as February 2nd), the pantograph located at the front of the vehicle can be used as the first pantograph, and a raising command can be issued to control the first pantograph to perform the raising operation. In this way, the usage frequency and electromechanical load of each pantograph can be automatically balanced without human intervention, thereby improving the balance and reliability of the high-voltage system in long-term operation.

[0060] Step S10322: Obtain the status information and mains voltage information of the lifting relay of the first pantograph, and determine whether the control circuit and mechanical components of the first pantograph have malfunctioned based on the status information and mains voltage information of the lifting relay.

[0061] In this embodiment, the status information of the lifting relay and the mains voltage information of the first pantograph can be collected by the IOM module. The status information of the lifting relay indicates whether it is in an on or off state. The mains voltage information reflects the actual physical connection between the first pantograph and the contact network. This actual physical connection reflects whether the first pantograph has obtained voltage from the contact network after being raised, i.e., whether the pantograph has actually received power. Specifically, when the voltage value (mains voltage) obtained from the contact network after the first pantograph is raised is within a preset range (e.g., 17kV-31kV), it can be determined that the first pantograph has actually received power.

[0062] In this embodiment, the system can acquire the status information of the lifting relay and the mains voltage information of the first pantograph collected by the IOM module. By determining whether the lifting relay is energized after the system issues the lifting command and whether the mains voltage is within a preset range for a preset time (e.g., 20 seconds), the system can determine whether the control circuit and mechanical components of the first pantograph have malfunctioned. When the lifting relay is energized after the system issues the lifting command and the mains voltage is within the preset range for a preset time, the system can determine that the control circuit and mechanical components of the first pantograph have not malfunctioned. When the lifting relay is not energized after the system issues the lifting command, or the mains voltage is not within the preset range for a preset time, the system can determine that the control circuit and / or mechanical components of the first pantograph have malfunctioned.

[0063] In step S10323, if the control circuit and / or mechanical components of the first pantograph malfunction, it is determined that the first pantograph has failed the test.

[0064] In this embodiment of the application, when the control circuit and / or mechanical components of the first pantograph malfunction, the system can determine that the first pantograph has failed the test and generate corresponding alarm information to prompt the user that the control circuit and / or mechanical components of the first pantograph have malfunctioned.

[0065] Step S10324: If the control circuit and mechanical components of the first pantograph do not malfunction, then the first pantograph is determined to have passed the test.

[0066] In this embodiment of the application, if the control circuit and mechanical components of the first pantograph do not malfunction, the system can determine that the first pantograph has passed the test and that the train-level main circuit breaker closing test operation can continue to be performed.

[0067] Step S1033: If the first pantograph passes the test, then the train-level main circuit breaker closing test operation is performed to verify whether the control circuit and mechanical components of the train-level main circuit breaker have failed.

[0068] In this embodiment of the application, if the system determines that the control circuit and mechanical components of the first pantograph are not faulty, it can further perform a train-level main circuit breaker closing test operation. It automatically issues a closing command to the train-level main circuit breaker to control the train-level main circuit breaker to perform a closing operation, thereby verifying whether the control circuit and mechanical components of the train-level main circuit breaker are faulty.

[0069] Specifically, see Figure 5 The figure is a flowchart of the execution process of a train-level main circuit breaker closing test operation provided in an embodiment of this application. The process includes the following steps: Step S10331: Control the train-level main circuit breaker to perform a closing operation and obtain the second state information corresponding to the train-level main circuit breaker.

[0070] In step S10331, the second status information is the status information of the auxiliary contacts of the train-level main circuit breaker (i.e., the auxiliary contacts are ON or OFF position signals).

[0071] In this embodiment of the application, the system automatically issues a closing command to the train-level main circuit breaker to control the train-level main circuit breaker to perform a closing operation, and obtains the second state information corresponding to the train-level main circuit breaker, so as to provide data preparation for subsequent fault judgment.

[0072] Step S10332: Based on the second state information, determine whether the control circuit and mechanical components of the train-level main circuit breaker have malfunctioned.

[0073] In this embodiment, the system can determine whether the control circuit and mechanical components of the train-level main circuit breaker have malfunctioned by judging whether the closing command of the train-level main circuit breaker is consistent with the status information of its auxiliary contacts. When the closing command of the train-level main circuit breaker is consistent with the status information of its auxiliary contacts, the system can determine that the control circuit and mechanical components of the train-level main circuit breaker are not malfunctioning; that is, when the closing command of the train-level main circuit breaker indicates closure and the status information of the auxiliary contacts is an ON position signal, the system can determine that the control circuit and mechanical components of the train-level main circuit breaker are not malfunctioning. When the closing command of the train-level main circuit breaker is inconsistent with the status information of its auxiliary contacts, the system can determine that the control circuit and / or mechanical components of the train-level main circuit breaker have malfunctioned; that is, when the closing command of the train-level main circuit breaker indicates closure and the status information of the auxiliary contacts is an OFF position signal, the system can determine that the control circuit and / or mechanical components of the train-level main circuit breaker have malfunctioned.

[0074] Step S10333: If the control circuit and / or mechanical components of the train-level main circuit breaker malfunction, it is determined that the train-level main circuit breaker has failed the test.

[0075] In this embodiment of the application, the system can determine that the train-level main circuit breaker has failed the test when the control circuit and / or mechanical components of the train-level main circuit breaker malfunction, and generate corresponding alarm information to prompt the user that the control circuit and / or mechanical components of the train-level main circuit breaker have malfunctioned.

[0076] Step S10334: If the control circuit and mechanical components of the train-level main circuit breaker do not malfunction, then the train-level main circuit breaker is determined to have passed the test.

[0077] In this embodiment of the application, when the control circuit and mechanical components of the train-level main circuit breaker are not faulty, the system determines that the train-level main circuit breaker has passed the test and determines that the second pantograph lifting test operation can continue to be performed.

[0078] In step S1034, if the train-level main circuit breaker passes the test, the train-level main circuit breaker is disconnected, and the first pantograph is lowered.

[0079] In the scenario of a city rail train with a 25kV AC power supply system, since the train cannot raise two pantographs at the same time, in this embodiment of the application, before performing the second pantograph raising test operation, the system can send relevant instructions to the train-level main circuit breaker and the first pantograph in sequence to disconnect the train-level main circuit breaker and perform a pantograph lowering operation on the first pantograph.

[0080] Step S1035: Perform the second pantograph raising test to verify whether the control circuit and mechanical components of the second pantograph have malfunctioned.

[0081] In this embodiment of the application, if the system determines that the control circuit and mechanical components of the train-level main circuit breaker are not faulty, it can further perform a second pantograph raising test operation. This is achieved by automatically issuing a pantograph raising command to the second pantograph to control it to perform the pantograph raising operation, thereby verifying whether the control circuit and mechanical components of the second pantograph are faulty.

[0082] Specifically, see Figure 6 The figure is a flowchart of the execution process of a second bow lifting test operation provided in an embodiment of this application. The process includes the following steps: Step S10351: Control the second pantograph to perform a pantograph raising operation, and obtain the status information of the pantograph raising relay and the mains voltage information of the second pantograph.

[0083] In this embodiment of the application, the system can automatically issue a raising command to the second pantograph to control the second pantograph to perform the raising operation; then the system can obtain the status information of the raising relay of the second pantograph and the mains voltage information collected by the IOM module, providing a data basis for subsequent fault diagnosis.

[0084] Step S10352: Based on the status information of the lifting relay of the second pantograph and the mains voltage information, determine whether the control circuit and mechanical components of the second pantograph have malfunctioned.

[0085] In this embodiment, the system can determine whether the control circuit and mechanical components of the second pantograph have malfunctioned by judging whether the lifting relay of the second pantograph is energized after the system issues the lifting command and whether the grid voltage is within a preset range within a preset time period (e.g., 20 seconds). When the lifting relay is energized after the system issues the lifting command and the grid voltage is within a preset range (e.g., 17kV-31kV) within the preset time period, the system can determine that the control circuit and mechanical components of the second pantograph have not malfunctioned. When the lifting relay is not energized after the system issues the lifting command, or the grid voltage is not within the preset range within the preset time period, the system can determine that the control circuit and / or mechanical components of the second pantograph have malfunctioned.

[0086] Step S10353: If the control circuit and / or mechanical components of the second pantograph malfunction, it is determined that the second pantograph has failed the test.

[0087] In this embodiment of the application, when the control circuit and / or mechanical components of the second pantograph malfunction, the system can determine that the second pantograph has failed the test and generate corresponding alarm information to prompt the user that the control circuit and / or mechanical components of the second pantograph have malfunctioned.

[0088] Step S10354: If the control circuit and mechanical components of the second pantograph do not malfunction, then the second pantograph is determined to have passed the test.

[0089] In this embodiment of the application, if the control circuit and mechanical components of the second pantograph do not malfunction, the system can determine that the second pantograph has passed the test and that the main circuit breaker closing test operation can continue to be performed.

[0090] Step S1036: If the second pantograph passes the test, the main circuit breaker closing test operation is performed to verify whether the control circuits and mechanical components of the train-level main circuit breaker and the L unit-level main circuit breakers have failed. If both the train-level main circuit breaker and the L unit-level main circuit breakers pass the test, the corresponding test results are generated.

[0091] In this embodiment, if the system determines that the control circuit and mechanical components of the second pantograph are not faulty, it can further perform a main circuit breaker closing test operation. This is achieved by automatically issuing closing commands to the train-level main circuit breaker and each unit-level main circuit breaker, thereby controlling the train-level main circuit breaker and each unit-level main circuit breaker to perform closing operations. This verifies whether the control circuits and mechanical components of the train-level main circuit breaker and the L unit-level main circuit breakers are faulty. If the train-level main circuit breaker and the L unit-level main circuit breakers all pass the test, the corresponding test results are generated.

[0092] Specifically, see Figure 7The figure is a flowchart of the execution process of a main circuit breaker closing test operation provided in an embodiment of this application. The process includes the following steps: Step S10361: Control the train-level main circuit breaker to perform a closing operation and obtain the third state information corresponding to the train-level main circuit breaker.

[0093] In step S10361, the third state information is the state information of the auxiliary contacts of the train-level main circuit breaker (i.e., the auxiliary contacts are ON or OFF position signals).

[0094] In this embodiment of the application, the system can automatically issue a closing command to the train-level main circuit breaker to control the train-level main circuit breaker to perform a closing operation, and obtain the third state information corresponding to the train-level main circuit breaker to provide data preparation for subsequent fault judgment.

[0095] Step S10362: Control each unit-level main circuit breaker to perform a closing operation and obtain the fourth state information corresponding to the unit-level main circuit breaker.

[0096] In step S10362, the fourth state information is the state information of the auxiliary contacts of the unit-level main circuit breaker.

[0097] In this embodiment of the application, the system can automatically issue closing commands to each unit-level main circuit breaker to control each unit-level main circuit breaker to perform closing operations, and obtain the third state information corresponding to each unit-level main circuit breaker to provide data preparation for subsequent fault judgment.

[0098] Step S10363: Based on the third state information and each of the fourth state information, determine whether the control circuits and mechanical components of the train-level main circuit breaker and the L unit-level main circuit breakers have failed.

[0099] In this embodiment of the application, the system can determine whether the control circuit and mechanical components of the train-level main circuit breaker have failed by judging whether the closing command of the train-level main circuit breaker is consistent with the status information of its auxiliary contacts (i.e., the third status information), and determine whether the control circuit and mechanical components of each unit-level main circuit breaker have failed by judging whether the closing command of each unit-level main circuit breaker is consistent with the status information of its auxiliary contacts (i.e., the fourth status information).

[0100] Optionally, when the closing command of the train-level main circuit breaker is consistent with the status information of its auxiliary contacts, the system can determine that the control circuit and mechanical components of the train-level main circuit breaker are not faulty; when the closing command of the train-level main circuit breaker is inconsistent with the status information of its auxiliary contacts, the system can determine that the control circuit and / or mechanical components of the train-level main circuit breaker are faulty.

[0101] Optionally, when the closing command of the unit-level main circuit breaker is consistent with the status information of its auxiliary contacts, the system can determine that the control circuit and mechanical components of the unit-level main circuit breaker are not faulty; when the closing command of the unit-level main circuit breaker is inconsistent with the status information of its auxiliary contacts, the system can determine that the control circuit and / or mechanical components of the unit-level main circuit breaker are faulty.

[0102] Step S10364: If the control circuit and / or mechanical components of the train-level main circuit breaker or any unit-level main circuit breaker malfunction, the main circuit breaker closing test is determined to have failed.

[0103] In this embodiment of the application, when a fault occurs in the control circuit and / or mechanical components of the train-level main circuit breaker or any unit-level main circuit breaker, the system can determine that the main circuit breaker closure test has failed and generate corresponding alarm information to prompt the user that a fault has occurred in the control circuit and / or mechanical components of the train-level main circuit breaker or any unit-level main circuit breaker.

[0104] Step S10365: If the control circuits and mechanical components of the train-level main circuit breaker and each unit-level main circuit breaker are all functioning correctly, then it is determined that the train-level main circuit breaker and each unit-level main circuit breaker have passed the test.

[0105] In this embodiment of the application, the system can determine that the train-level main circuit breaker and each unit-level main circuit breaker have passed the test if there are no faults in the control circuits and mechanical components of the train-level main circuit breaker and each unit-level main circuit breaker.

[0106] In one feasible implementation, if the vehicle's high-voltage system does not meet the test conditions, the system can determine that the test of the vehicle's high-voltage system has failed and generate the corresponding test results.

[0107] In this embodiment, if the vehicle's high-voltage system fails to meet the test conditions, the system determines that the test of the vehicle's high-voltage system has failed and generates the corresponding test result. This effectively prevents the test process from being circumvented or misjudged, thereby ensuring the pre-testing nature, state consistency, and execution reliability of the high-voltage system's functional verification. It establishes a strict online health access mechanism for fully automated driverless trains, thereby significantly improving the safety, availability, and operational order guarantee capabilities of the high-voltage system.

[0108] The testing method for the vehicle high-voltage system provided in this application ensures that the control function testing of key components of the vehicle high-voltage system is performed in a safe and controllable initial state. This effectively avoids the risk of hidden faults being masked due to unclear states in the traditional direct power-on operation mode, thus effectively guaranteeing the effectiveness and safety of the test. It achieves high-precision, full-coverage testing of the control functions of key components of the vehicle high-voltage system automatically and sequentially, provided that the initial state of the vehicle is confirmed to be safe and controllable. This enables high-precision control function testing of key components of the vehicle high-voltage system in an automated manner before the vehicle leaves the depot, significantly reducing the risk of traction failure or shutdown due to high-voltage system anomalies during vehicle operation, thereby comprehensively improving the reliability and safety of the entire vehicle. It effectively prevents the test process from being circumvented or misjudged, thus ensuring the pre-verification, state consistency, and execution reliability of the high-voltage system's functions. This establishes a strict health access mechanism for fully automated driverless trains, significantly improving the safety, availability, and operational order guarantee capabilities of the high-voltage system.

[0109] Device Examples

[0110] This application provides a testing device for a vehicle high-voltage system, wherein... Figure 8 This is a schematic diagram of the structure of a test device for a vehicle high-voltage system provided in an embodiment of this application, as shown below. Figure 8 As shown, the device includes: a data acquisition module 11, a judgment module 12, and a first generation module 13. From Figure 8 You can see the connections between several modules.

[0111] Among them, the data acquisition module 11 is used to acquire the initial state information of the vehicle. The initial state information of the vehicle includes the fault status of the vehicle's high-voltage system and the operating status of key components, as well as the current driving mode of the vehicle. The operating status of key components includes the raising and lowering status of M pantographs and the opening and closing status of N main circuit breakers, where M and N are positive integers. The judgment module 12 is used to determine whether the vehicle's high-voltage system meets the preset test conditions based on the vehicle's initial state information. The test conditions include that the vehicle's high-voltage system is not in a fault state, the vehicle's current driving mode is fully automatic driving mode, all pantographs are in a non-raised state, and all main circuit breakers are in a disconnected state. The first generation module 13 is used to perform step-by-step testing on the vehicle high-voltage system if the vehicle high-voltage system meets the test conditions, and generate corresponding test results; the step-by-step testing operation is used to perform control function tests on the key components of the vehicle high-voltage system in sequence according to the preset test order.

[0112] Optionally, the key components also include a high-voltage disconnect switch; the M pantographs include a first pantograph and a second pantograph, the first pantograph being the first pantograph raised on the test day; the N main circuit breakers include one train-level main circuit breaker and L unit-level main circuit breakers, where L is a positive integer and L is less than N.

[0113] Optionally, the first generation module further includes: The first execution unit is used to perform high-voltage disconnect switch test operations to verify whether the control circuit and mechanical components of the high-voltage disconnect switch have malfunctioned. The second execution unit is used to perform the first pantograph raising test operation if the high-voltage disconnecting switch passes the test, in order to verify whether the control circuit and mechanical components of the first pantograph have failed. The third execution unit is used to perform a train-level main circuit breaker closing test operation if the first pantograph passes the test, in order to verify whether the control circuit and mechanical components of the train-level main circuit breaker have failed. The fourth execution unit is used to disconnect the train-level main circuit breaker and perform a pantograph lowering operation on the first pantograph if the train-level main circuit breaker passes the test. The fifth execution unit is used to perform the second pantograph raising test operation to verify whether the control circuit and mechanical components of the second pantograph have malfunctioned; The sixth execution unit is used to perform a main circuit breaker closing test operation if the second pantograph passes the test, in order to verify whether the control circuits and mechanical components of the train-level main circuit breaker and the L unit-level main circuit breakers have failed, and to generate the corresponding test results if the train-level main circuit breaker and the L unit-level main circuit breakers all pass the test.

[0114] Optionally, the first execution unit includes: The first control unit is used to control the high-voltage disconnecting switch to perform disconnection and closing operations respectively, and to acquire the first state information corresponding to the high-voltage disconnecting switch; the first state information includes the state information of the auxiliary contacts when the high-voltage disconnecting switch performs the disconnection operation, and the state information of the auxiliary contacts when the high-voltage disconnecting switch performs the closing operation; The first judgment unit is used to determine whether the control circuit and mechanical components of the high-voltage disconnector have malfunctioned based on the first state information. The first determining unit is used to determine that the high-voltage disconnecting switch has failed the test if the control circuit and / or mechanical components of the high-voltage disconnecting switch malfunction. The second determining unit is used to determine that the high-voltage disconnecting switch has passed the test if there are no faults in the control circuit and mechanical components of the high-voltage disconnecting switch.

[0115] Optionally, the second execution unit includes: The third determining unit is used to determine the pantograph located at the front of the vehicle as the first pantograph or the pantograph located at the rear of the vehicle as the first pantograph according to a preset time period, and to control the first pantograph to perform a pantograph raising operation. The second judgment unit is used to obtain the status information and mains voltage information of the lifting relay of the first pantograph, and based on the status information and mains voltage information of the lifting relay, to determine whether the control circuit and mechanical components of the first pantograph have malfunctioned. The fourth determining unit is used to determine that the first pantograph has failed the test if the control circuit and / or mechanical components of the first pantograph malfunction. The fifth determining unit is used to determine that the first pantograph has passed the test if the control circuit and mechanical components of the first pantograph have not failed.

[0116] Optionally, the third execution unit includes: The second control unit is used to control the train-level main circuit breaker to perform a closing operation and to acquire the second status information corresponding to the train-level main circuit breaker; the second status information is the status information of the auxiliary contacts of the train-level main circuit breaker. The third judgment unit is used to determine whether the control circuit and mechanical components of the train-level main circuit breaker have failed based on the second state information. The first main circuit breaker fault determination unit is used to determine that the train-level main circuit breaker has failed the test if the control circuit and / or mechanical components of the train-level main circuit breaker fail. The second main circuit breaker fault determination unit is used to determine that the train-level main circuit breaker has passed the test if no faults have occurred in the control circuit and mechanical components of the train-level main circuit breaker.

[0117] Optionally, the fifth execution unit includes: The third control unit is used to control the second pantograph to perform the pantograph raising operation and to acquire the status information of the pantograph raising relay and the mains voltage information; The fourth judgment unit is used to determine whether the control circuit and mechanical components of the second pantograph have malfunctioned based on the status information of the pantograph lifting relay and the mains voltage information. The first pantograph fault determination unit is used to determine that the second pantograph has failed the test if the control circuit and / or mechanical components of the second pantograph malfunction. The second pantograph fault determination unit is used to determine that the second pantograph has passed the test if the control circuit and mechanical components of the second pantograph have not failed.

[0118] Optionally, the sixth execution unit includes: The fourth control unit is used to control the train-level main circuit breaker to perform a closing operation and to acquire the third status information corresponding to the train-level main circuit breaker; the third status information is the status information of the auxiliary contacts of the train-level main circuit breaker. The fifth control unit is used to control each unit-level main circuit breaker to perform a closing operation and to acquire the fourth status information corresponding to the unit-level main circuit breaker; the fourth status information is the status information of the auxiliary contacts of the unit-level main circuit breaker. The fifth judgment unit is used to determine, based on the third state information and each of the fourth state information, whether the control circuits and mechanical components of the train-level main circuit breaker and the L unit-level main circuit breakers have failed. The third main circuit breaker fault determination unit is used to determine that the main circuit breaker closing test has failed if the control circuit and / or mechanical components of the train-level main circuit breaker or any unit-level main circuit breaker fail. The fourth main circuit breaker fault determination unit is used to determine that the train-level main circuit breaker and each unit-level main circuit breaker have passed the test if the control circuits and mechanical components of the train-level main circuit breaker and each unit-level main circuit breaker have not failed.

[0119] Optionally, the testing apparatus for the vehicle's high-voltage system also includes: The second generation module is used to determine that the test of the vehicle high-voltage system has failed if the test conditions are not met, and to generate the corresponding test result.

[0120] Storage Media Examples

[0121] This application provides a computer-readable storage medium storing a program, which, when executed by a processor, implements some or all of the steps in the vehicle high-voltage system testing method described in the foregoing method embodiments of this application. The storage medium can be any medium capable of storing program code, such as a USB flash drive, portable hard drive, read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

[0122] Processor Implementation

[0123] This application provides a processor for running a program, wherein, during program execution, some or all of the steps in the vehicle high-voltage system testing method described in the foregoing method embodiments are performed.

[0124] It should be noted that the various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for the device embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the description of the method embodiments. The device embodiments described above are merely illustrative, and the units described as separate components may or may not be physically separate. The components indicated as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment solution according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0125] The above description is merely one specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method of testing a vehicle high-pressure system, characterized in that include: Obtain initial vehicle status information; The initial state information of the vehicle includes the fault status of the vehicle's high-voltage system and the operating status of key components, as well as the current driving mode of the vehicle. The operating status of the key components includes the raising and lowering status of M pantographs and the opening and closing status of N main circuit breakers, where M and N are positive integers. Based on the initial state information of the vehicle, it is determined whether the vehicle's high-voltage system meets the preset test conditions; the test conditions include that the vehicle's high-voltage system is not in a fault state, the vehicle's current driving mode is fully automatic driving mode, all pantographs are in a non-raised state, and all main circuit breakers are in a disconnected state. If the vehicle high-voltage system meets the test conditions, a step-by-step test operation is performed on the vehicle high-voltage system, and corresponding test results are generated. The step-by-step test operation is used to perform control function tests on the key components of the vehicle high-voltage system in a preset test order.

2. The method of claim 1, wherein, The key components also include a high-voltage disconnect switch; the M pantographs include a first pantograph and a second pantograph, the first pantograph being the first pantograph raised on the test day; the N main circuit breakers include one train-level main circuit breaker and L unit-level main circuit breakers, where L is a positive integer and L is less than N; The step-by-step testing of the vehicle's high-voltage system and the generation of corresponding test results include: Perform a high-voltage disconnect switch test to verify whether the control circuit and mechanical components of the high-voltage disconnect switch have malfunctioned; If the high-voltage disconnect switch passes the test, the first pantograph raising test operation is performed to verify whether the control circuit and mechanical components of the first pantograph have malfunctioned. If the first pantograph passes the test, the train-level main circuit breaker closing test operation is performed to verify whether the control circuit and mechanical components of the train-level main circuit breaker have failed. If the train-level main circuit breaker passes the test, the train-level main circuit breaker is disconnected, and the first pantograph is lowered. Perform a second pantograph raising test to verify whether the control circuit and mechanical components of the second pantograph have malfunctioned; If the second pantograph passes the test, a main circuit breaker closing test operation is performed to verify whether the control circuits and mechanical components of the train-level main circuit breaker and the L unit-level main circuit breakers have failed. If both the train-level main circuit breaker and the L unit-level main circuit breakers pass the test, the corresponding test results are generated.

3. The method of claim 2, wherein, The high-voltage disconnector test operation includes: The system controls the high-voltage disconnect switch to perform both a disconnection and a closing operation, and acquires the first state information corresponding to the high-voltage disconnect switch. The first state information includes the state information of the auxiliary contacts when the high-voltage disconnect switch performs the disconnection operation, and the state information of the auxiliary contacts when the high-voltage disconnect switch performs the closing operation. Based on the first status information, determine whether the control circuit and mechanical components of the high-voltage disconnect switch have malfunctioned. If the control circuit and / or mechanical components of the high-voltage disconnect switch malfunction, the high-voltage disconnect switch is determined to have failed the test. If neither the control circuit nor the mechanical components of the high-voltage disconnect switch malfunction, then the high-voltage disconnect switch is deemed to have passed the test.

4. The method of claim 2, wherein, The execution of the first bow lifting test operation includes: According to a preset time period, the pantograph located at the front of the vehicle is used as the first pantograph, or the pantograph located at the rear of the vehicle is used as the first pantograph, and the first pantograph is controlled to perform a pantograph raising operation. Obtain the status information and mains voltage information of the lifting relay of the first pantograph, and based on the status information of the lifting relay and the mains voltage information, determine whether the control circuit and mechanical components of the first pantograph have malfunctioned; If the control circuit and / or mechanical components of the first pantograph malfunction, the first pantograph is determined to have failed the test. If neither the control circuit nor the mechanical components of the first pantograph malfunction, then the first pantograph is deemed to have passed the test.

5. The method as claimed in claim 2, wherein, The operation of performing the train-level main circuit breaker closure test includes: The system controls the train-level main circuit breaker to perform a closing operation and acquires the second status information corresponding to the train-level main circuit breaker; the second status information is the status information of the auxiliary contacts of the train-level main circuit breaker. Based on the second state information, determine whether the control circuit and mechanical components of the train-level main circuit breaker have malfunctioned. If the control circuit and / or mechanical components of the train-level main circuit breaker malfunction, the train-level main circuit breaker is determined to have failed the test. If neither the control circuit nor the mechanical components of the train-level main circuit breaker malfunction, then the train-level main circuit breaker is deemed to have passed the test.

6. The method according to claim 2, characterized in that, The execution of the second bow lifting test operation includes: Control the second pantograph to perform a pantograph raising operation, and obtain the status information of the pantograph raising relay and the mains voltage information; Based on the status information of the lifting relay of the second pantograph and the mains voltage information, it is determined whether the control circuit and mechanical components of the second pantograph have malfunctioned. If the control circuit and / or mechanical components of the second pantograph malfunction, the second pantograph is determined to have failed the test. If neither the control circuit nor the mechanical components of the second pantograph malfunction, then the second pantograph has passed the test.

7. The method according to claim 2, characterized in that, The operation of performing the main circuit breaker closure test includes: The system controls the train-level main circuit breaker to perform a closing operation and acquires the third state information corresponding to the train-level main circuit breaker; the third state information is the state information of the auxiliary contacts of the train-level main circuit breaker. Control each of the unit-level main circuit breakers to perform a closing operation, and obtain the fourth state information corresponding to the unit-level main circuit breaker; the fourth state information is the state information of the auxiliary contacts of the unit-level main circuit breaker; Based on the third state information and each of the fourth state information, it is determined whether the control circuit and mechanical components of the train-level main circuit breaker and the L unit-level main circuit breakers have failed. If the control circuit and / or mechanical components of the train-level main circuit breaker or any of the unit-level main circuit breakers fail, the main circuit breaker closing test is determined to have failed. If the control circuits and mechanical components of the train-level main circuit breaker and each unit-level main circuit breaker are all functioning correctly, then the train-level main circuit breaker and each unit-level main circuit breaker are confirmed to have passed the test.

8. The method according to claim 1, characterized in that, The method further includes: If the vehicle high-voltage system does not meet the test conditions, the test of the vehicle high-voltage system is determined to have failed, and a corresponding test result is generated.

9. A testing device for a vehicle high-voltage system, characterized in that, include: The data acquisition module is used to acquire initial vehicle status information; The initial state information of the vehicle includes the fault status of the vehicle's high-voltage system and the operating status of key components, as well as the current driving mode of the vehicle. The operating status of the key components includes the raising and lowering status of M pantographs and the opening and closing status of N main circuit breakers, where M and N are positive integers. The judgment module is used to determine whether the vehicle's high-voltage system meets preset test conditions based on the vehicle's initial state information; the test conditions include that the vehicle's high-voltage system is not in a fault state, the vehicle's current driving mode is fully automatic driving mode, all pantographs are in a non-raised state, and all main circuit breakers are in a disconnected state. The first generation module is used to perform a step-by-step test operation on the vehicle high-voltage system and generate corresponding test results if the vehicle high-voltage system meets the test conditions; the step-by-step test operation is used to perform control function tests on the key components of the vehicle high-voltage system in a preset test order.

10. The apparatus according to claim 9, characterized in that, The key components also include a high-voltage disconnect switch; the M pantographs include a first pantograph and a second pantograph, the first pantograph being the first pantograph raised on the test day; the N main circuit breakers include one train-level main circuit breaker and L unit-level main circuit breakers, where L is a positive integer and L is less than N; The first generation module includes: The first execution unit is used to perform high-voltage disconnect switch test operations to verify whether the control circuit and mechanical components of the high-voltage disconnect switch have malfunctioned. The second execution unit is used to perform the first pantograph raising test operation if the high-voltage disconnect switch passes the test, in order to verify whether the control circuit and mechanical components of the first pantograph have failed. The third execution unit is used to perform a train-level main circuit breaker closing test operation if the first pantograph passes the test, in order to verify whether the control circuit and mechanical components of the train-level main circuit breaker have failed. The fourth execution unit is used to disconnect the train-level main circuit breaker and perform a pantograph lowering operation on the first pantograph if the train-level main circuit breaker passes the test. The fifth execution unit is used to perform the second pantograph raising test operation to verify whether the control circuit and mechanical components of the second pantograph have malfunctioned; The sixth execution unit is used to perform a main circuit breaker closing test operation if the second pantograph passes the test, in order to verify whether the control circuits and mechanical components of the train-level main circuit breaker and the L unit-level main circuit breakers have failed, and to generate corresponding test results if the train-level main circuit breaker and the L unit-level main circuit breakers all pass the test.

11. The apparatus according to claim 10, characterized in that, The first execution unit includes: A first control unit is configured to control the high-voltage disconnecting switch to perform disconnection and closing operations respectively, and to acquire first state information corresponding to the high-voltage disconnecting switch; the first state information includes the state information of the auxiliary contacts when the high-voltage disconnecting switch performs the disconnection operation, and the state information of the auxiliary contacts when the high-voltage disconnecting switch performs the closing operation; The first judgment unit is used to determine, based on the first state information, whether the control circuit and the mechanical components of the high-voltage disconnect switch have malfunctioned; The first determining unit is configured to determine that the high-voltage disconnecting switch has failed the test if the control circuit and / or the mechanical components of the high-voltage disconnecting switch malfunction. The second determining unit is used to determine that the high-voltage disconnecting switch has passed the test if neither the control circuit nor the mechanical components of the high-voltage disconnecting switch have failed.

12. The apparatus according to claim 10, characterized in that, The second execution unit includes: The third determining unit is used to determine the pantograph located at the front of the vehicle as the first pantograph or the pantograph located at the rear of the vehicle as the first pantograph according to a preset time period, and to control the first pantograph to perform a pantograph raising operation. The second judgment unit is used to obtain the status information and mains voltage information of the lifting relay of the first pantograph, and based on the status information and mains voltage information of the lifting relay, to determine whether the control circuit and mechanical components of the first pantograph have malfunctioned. The fourth determining unit is used to determine that the first pantograph has failed the test if the control circuit and / or the mechanical components of the first pantograph malfunction. The fifth determining unit is used to determine that the first pantograph has passed the test if neither the control circuit nor the mechanical components of the first pantograph have malfunctioned.

13. The apparatus according to claim 10, characterized in that, The third execution unit includes: The second control unit is used to control the train-level main circuit breaker to perform a closing operation and to acquire the second status information corresponding to the train-level main circuit breaker; the second status information is the status information of the auxiliary contacts of the train-level main circuit breaker. The third judgment unit is used to determine, based on the second state information, whether the control circuit and the mechanical components of the train-level main circuit breaker have malfunctioned; The first main circuit breaker fault determination unit is used to determine that the train-level main circuit breaker has failed the test if the control circuit and / or the mechanical components of the train-level main circuit breaker fail. The second main circuit breaker fault determination unit is used to determine that the train-level main circuit breaker has passed the test if neither the control circuit nor the mechanical components of the train-level main circuit breaker have failed.

14. The apparatus according to claim 10, characterized in that, The fifth execution unit includes: The third control unit is used to control the second pantograph to perform the pantograph raising operation and to acquire the status information of the pantograph raising relay and the mains voltage information; The fourth judgment unit is used to determine whether the control circuit and mechanical components of the second pantograph have malfunctioned based on the status information of the pantograph lifting relay and the mains voltage information. The first pantograph fault determination unit is used to determine that the second pantograph has failed the test if the control circuit and / or the mechanical components of the second pantograph malfunction. The second pantograph fault determination unit is used to determine that the second pantograph has passed the test if neither the control circuit nor the mechanical components of the second pantograph have failed.

15. The apparatus according to claim 10, characterized in that, The sixth execution unit includes: The fourth control unit is used to control the train-level main circuit breaker to perform a closing operation and to acquire the third state information corresponding to the train-level main circuit breaker; the third state information is the state information of the auxiliary contacts of the train-level main circuit breaker. The fifth control unit is used to control each of the unit-level main circuit breakers to perform a closing operation and to acquire the fourth state information corresponding to the unit-level main circuit breaker; the fourth state information is the state information of the auxiliary contacts of the unit-level main circuit breaker. The fifth judgment unit is used to determine, based on the third state information and each of the fourth state information, whether the control circuits and mechanical components of the train-level main circuit breaker and the L unit-level main circuit breakers have failed. The third main circuit breaker fault determination unit is used to determine that the main circuit breaker closing test has failed if the control circuit and / or mechanical components of the train-level main circuit breaker or any of the unit-level main circuit breakers fail. The fourth main circuit breaker fault determination unit is used to determine that the train-level main circuit breaker and each unit-level main circuit breaker have passed the test if the control circuit and mechanical components of the train-level main circuit breaker and each unit-level main circuit breaker have not failed.

16. The apparatus according to claim 9, characterized in that, The device further includes: The second generation module is used to determine that the test of the vehicle high-voltage system has failed if the test conditions are not met, and to generate the corresponding test result.

17. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the test method for a vehicle high-voltage system as described in any one of claims 1-8.

18. A processor, characterized in that, Used to run a computer program, which, when running, performs a test method for a vehicle high-voltage system as described in any one of claims 1-8.

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