A general-purpose semi-physical simulation test system of a traction system

Abstract

The application belongs to the technical field of traction system semi-physical simulation, and particularly relates to a universal semi-physical simulation test system of a traction system, which solves the technical problems in the background art, and comprises an upper computer for simulation management, automatic test and high-speed data monitoring, a real-time simulation environment simulation unit and a traction system physical control unit, the traction system physical control unit being a measured object of semi-physical simulation test or a test device of the simulation test system; the upper computer is connected with the real-time simulation environment simulation unit; a processor module is connected with the traction system physical control unit through a disconnection test unit and a signal conversion unit; the disconnection test unit is connected to the upper computer through a high-speed data acquisition unit. The test system extensibility and fault tolerance are realized by using the modular design method, the transformation of various topological structures can be realized through simple terminal plugging, the compatibility and universality of the simulation system are improved, and the application requirements of all traction systems in the field of rail transit are covered.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of traction system semi-physical simulation, and relates to a semi-physical simulation test system, in particular to a universal semi-physical simulation test system for a traction system. BACKGROUND

[0002] Power electronic simulation technology has been widely used due to its high efficiency and safety, and semi-physical simulation is a simulation technology that connects a physical object with a simulation model of a controlled object realized on a computer for testing. Semi-physical simulation technology that accesses part of a physical object in simulation has been rapidly developed due to its closer proximity to actual physical results. The physical object accessed in semi-physical simulation is usually a key component in a system. In the field of rail transit, the traction system physical control unit in a train traction system plays a decisive role in the stable operation of the train as the heart of the entire system. A semi-physical simulation system that takes the traction system physical control unit as a measured object has emerged, which performs complex logic testing and dynamic closed-loop testing on the hardware and software of the traction system physical control unit, shortens the development cycle, and reduces the development investment.

[0003] Currently, the semi-physical simulation test system developed for the traction system is usually only applicable to a certain fixed vehicle type or topology, and belongs to a directional development product matching test system, which has a limited application range. The semi-physical simulation system adopts a scheme in which all simulation models are integrated in a processor to realize simulation of a test peripheral environment.

[0004] According to the multi-purpose, lightweight, and integrated requirements of a train, the main circuit of the traction system has diversified characteristics. However, the construction cost of the semi-physical simulation test system is high. If the test system development is only for a certain fixed traction topology or a specific vehicle type, the integration and expandability of the simulation platform are poor, the utilization rate is also not high, and the signal integrity cannot meet the diversified requirements. Since the product development cycle in the field of rail transit is long, the product batch is small, and the safety and stability of the product are extremely high, the current semi-physical simulation technical scheme will cause serious waste of simulation test resources. Although the scheme in which all semi-physical simulation models are integrated in a processor reduces the difficulty of building simulation models, all models run at the same simulation step, and many signals that do not require high simulation precision also occupy a large amount of simulator resources, which will reduce the overall performance and running rate of simulation. For large traction system integration testing, there are problems such as insufficient test resources and reduced test precision. SUMMARY

[0005] The present application aims to solve the technical problems of the existing semi-physical simulation test system for the traction system, which has poor universality, can only develop a test system for a certain fixed traction topology or a specific vehicle type, has poor integration and expandability, and has a low utilization rate. The present application provides a universal semi-physical simulation test system for a traction system.

[0006] The technical means adopted by the present application to solve its technical problems is: a universal semi-physical simulation test system of a traction system, comprising an upper computer for simulation management, automatic test and high-speed data monitoring, a real-time simulation environment simulation unit and a traction system physical control unit, the traction system physical control unit being a test object of the semi-physical simulation test or a test device of the simulation test system; the upper computer is connected with the real-time simulation environment simulation unit; the real-time simulation environment simulation unit comprises a plurality of field programmable gate array (FPGA) modules for carrying a train traction system main circuit model, a digital quantity expansion module or an analog quantity expansion module for processing input / output signals of a processor module and signal expansion, and a processor module, the train traction system main circuit model is split into a plurality of sub-modules and carried in different field programmable gate array (FPGA) modules, the processor is provided with an interface model and a logic model, the processor module is interconnected and configured with all field programmable gate array (FPGA) modules, digital quantity expansion modules and analog quantity expansion modules through the interface model, and the processor module is connected with the traction system physical control unit through a broken line test unit and a signal conversion unit; the broken line test unit is connected to the upper computer through a high-speed data acquisition unit.

[0007] The upper computer is used for controlling, issuing instructions, and displaying states of the universal semi-physical simulation test system of the traction system, and the peripheral logic and the main circuit model of the traction system are built, compiled and downloaded on the upper computer, a plurality of test application softwares can be added according to different test objects and test items to improve test efficiency.

[0008] The real-time simulation running environment simulation system is connected with the upper computer through Ethernet, is used for simulating the main circuit and the running environment of the traction system, receiving control signals of a first simulation cycle from the traction system physical control unit, simulating the main circuit model in the current simulation cycle to obtain control feedback signals of the current cycle, outputting the control feedback signals of the first simulation cycle to the traction system physical control unit in a second simulation cycle, receiving control signals of the second simulation cycle from the traction system physical control unit, and starting synchronous simulation.

[0009] The traction system physical control unit can be a test object of the semi-physical simulation test or a test device of the simulation test system. When being a test object, a complete and accurate main circuit model needs to be built to test the functions and performances of the hardware and software of the traction system physical control unit; when being a test device, different main circuit topologies and different parameters are matched to be used for main circuit matching relationship research and performance verification of main circuit design.

[0010] In order to ensure the universality of the semi-physical simulation test system, a broken line test unit and a signal conversion unit are added between the real-time simulation running environment simulation system and the traction system physical control unit. The broken line test unit is used for signal adaptation, bypass monitoring, fault injection, etc. According to the signal type or signal source, the transmission signal lines are classified and arranged, and the analog signals, digital signals, bus signals and power signals are adapted into specific standard interfaces. The standard interface is a universal interface between systems, which realizes the signal transmission between systems. The output end of the broken line test unit is specially provided with a data interface of a high-speed data acquisition unit. The high-speed data acquisition unit is used to acquire the control instruction signals from the signal conversion unit to the real-time simulation running environment simulation system, and to acquire the feedback signals such as main circuit state, voltage and current from the real-time simulation running environment simulation system to the signal conversion unit. The input and output target addresses of the same simulation module are multiple, and need to be transmitted in multiple directions in real time and synchronously. The signal conversion unit is the key of the semi-physical simulation test system for the test requirements of the traction system physical control unit of different vehicle types or fields, which is located between the real-time simulation running environment simulation system and the traction system physical control unit, and realizes the consistency matching, protection and isolation of the electrical characteristics of the transmission signals between the two.

[0011] The traction system universal semi-physical simulation test system in the application can be applied alone for testing and verifying a set of traction system, or can be applied in multiple groups in network for forming a train-level traction system semi-physical simulation test platform for testing and verifying the traction system of a whole vehicle with multiple marshalling architectures. The data transmission between multiple semi-physical simulation test systems can be realized by using one or more common modes of Ethernet, MVB or reflective memory, so as to realize the whole vehicle connection and signal synchronization.

[0012] So far, the traction system universal semi-physical simulation test system has covered all external conditions required for traction system test, and can well complete the rapid prototyping and hardware-in-the-loop simulation in the semi-physical simulation process, and can meet the traction system semi-physical simulation test requirements of locomotives, motor cars, urban rails, diesel cars and double power supply vehicles.

[0013] Preferably, the host computer inputs the simulation parameters and control instructions of the traction system, and receives the simulation running state feedback from the real-time simulation running environment simulation system to form a closed loop control. This is to improve the test efficiency and make the test more accurate.

[0014] Preferably, all field programmable gate array (FPGA) modules in the main circuit model of the train traction system have a uniform simulation step. The simulation step is determined by the performance of the selected FPGA. The shorter the step, the higher the precision, the more memory resources occupied, and the fewer simulation objects that can be carried. The simulation model is configured according to the complexity of the model and the actual debugging precision requirements. The simulation model is built using fixed-point and discretization processing methods, which can perfectly integrate with the FPGA module. The model interface is completely open, and the model is portable and universal. The completely open model data can better realize secondary development and upgrading.

[0015] Preferably, the real-time simulation environment simulation unit further comprises an MVB expansion module, a CAN simulation module, and a reflection memory module. The processor module is interconnected and configured with the MVB expansion module, the CAN simulation module, and the reflection memory module through an interface model. The MVB expansion module, the CAN simulation module, and the reflection memory module are used for signal transmission and synchronous calibration between the half-physical simulation test systems of the traction systems in the train overall debugging.

[0016] Preferably, the real-time simulation environment simulation unit is a slot type chassis structure, which comprises a backplane slot provided with a plurality of field programmable gate array (FPGA) modules, digital quantity expansion modules, analog quantity expansion modules, MVB expansion modules, CAN simulation modules, and reflection memory modules. The backplane slots in the chassis are consistent. The backplane slots are located on the chassis backplane. The trigger routing module on the chassis backplane can be configured by programming, realizing the routing of the trigger between devices and supporting the standard PXI bus standard.

[0017] Preferably, the processor module and the field programmable gate array (FPGA) module, the digital quantity expansion module, or the analog quantity expansion module are interconnected and communicate in the form of a CPCI bus. The data interaction between the field programmable gate array (FPGA) modules, the field programmable gate array (FPGA) modules and the digital quantity expansion modules, and the analog quantity expansion modules is also performed in the break-line test unit for data cross-loop, realizing the return of some intermediate variable signals or changing the type of signals transmitted to the traction system physical control unit.

[0018] Preferably, the traction system physical control unit is connected with a program-controlled power supply covering multiple voltage level test requirements. The voltage regulating range of the program-controlled power supply is 0-300V. The voltage value of the high-level signal output by the digital quantity conditioning circuit in the signal conversion unit also changes with the output voltage of the program-controlled power supply, adapting to the needs of different measured objects.

[0019] Preferably, the signal conversion unit is configured with a signal conditioning card for providing different traction system physical control unit interfaces. Different conditioning card is configured according to different traction system physical control unit interfaces, and the signal type, signal level and signal range of the interactive digital and analog signals are converted to meet the signal electrical characteristic matching requirements between them, considering the IO port redundancy requirements, and designed to be modular and expandable. When different traction system physical control unit test applications are applied, only the signal conditioning card in the signal conversion unit needs to be replaced according to the interface requirements, so that the test requirements of different vehicle traction systems can be realized.

[0020] Preferably, the train traction system main circuit model is composed of any combination of pantograph-catenary current collection model, transformer model, rectifier model, DC circuit model, inverter model, traction motor model or pre-charge model according to requirements. According to requirements, a variety of traction system topologies can be obtained by arbitrarily combining component models, and a standardized, modular and highly universal semi-physical simulation test scheme is realized.

[0021] Preferably, the train traction system main circuit model includes a pantograph-catenary current collection model, a transformer model, a rectifier model, a DC circuit model, an inverter model and a traction motor model connected in sequence. The main circuit is decomposed into functional modules, and is processed by discretization and fixed-point to build a standard modular component model. According to the architecture of the above traction system universal semi-physical simulation test system, a traction system semi-physical simulation test scheme suitable for locomotive, motor car, urban rail vehicle and other vehicle types of axle control, frame control and vehicle control is deployed, and the specific simulation resources and model configuration are set according to requirements.

[0022] The beneficial effects of the present application are:

[0023] I. The present application provides a complete traction system universal test verification technical means and test verification process, which can realize full-range test of traction system function and performance; from simulation management, real-time monitoring, data acquisition, data analysis to automatic generation of test report, the functions are fully covered, and the integrity of the test system is guaranteed.

[0024] II. In the design stage of the traction system, the key components of the main components can be selected and optimized, the matching relationship of the subsystems can be studied, the main circuit topology selection can be tested, the four-quadrant multi-plexing of the network side, the motor vector control, the anti-skid control and other control strategies and control algorithms can be tested and verified, the motor design parameters, the electrical characteristics and the system matching relationship can be tested and verified; in the test stage of the traction system, the functions and performances of the hardware and control algorithms of the traction system control unit can be tested, the traction-idling-braking operating mode simulation under different line conditions can be realized, and the fault and protection logic can be tested and verified; in the operation and maintenance stage of the traction system, the traction system faults occurring in the field can be reproduced, various faults and special conditions can be simulated, and the fault location can be quickly located; in the research test of the traction system, the contact characteristics of the pantograph and the power grid fluctuation change characteristics can be studied, the use boundary of the main components can be studied, the heat and loss calculation of the power module can be performed, and the suppression strategy of the TCU corresponding to the fluctuation can be studied.

[0025] III. The simulation model is based on the working principle of the real physical device, but is not limited to the physical characteristics of the real device. The software and hardware performance test of the traction system control unit in the real system is only a routine necessary function, and research tests can also be performed on the matching relationship and adaptability of the main components in the traction system, the operating characteristics of any component in the traction system can be observed, the field fault conditions can be reproduced, the fault location can be studied, destructive tests, power module heating and loss, etc. can be simulated, the research depth and width can be increased, and the product reliability can be improved. The modularity design method is used to realize the extensibility and fault tolerance of the test system, the transformation of various topologies can be realized through simple terminal plugging, the compatibility and universality of the simulation system are improved, all application requirements of the traction system in the rail transit field are covered, and automatic testing and real-time data monitoring means are added to the simulation system. Under the condition of ensuring the simulation accuracy, the test efficiency of the measured object and the effective utilization rate of the semi-physical simulation system are improved, and the integration test requirements of the traction system of locomotives, motor cars, urban rails, internal combustion cars and dual power supply cars are met. BRIEF DESCRIPTION OF DRAWINGS

[0026] In order to more clearly illustrate the technical solutions in the specific embodiments or prior art of the present application, the drawings needed in the description of the specific embodiments or prior art will be briefly introduced below. Obviously, the drawings in the following description are some embodiments of the present application, and those skilled in the art can also obtain other drawings according to these drawings without creating any inventive labor.

[0027] Figure 1 The semi-physical simulation system principle diagram of the traction system described in the present application.

[0028] Figure 2 A schematic diagram of a data transmission structure of a semi-physical simulation system of the traction system.

[0029] Figure 3 A schematic diagram of a main circuit model decomposition configuration of the semi-physical simulation system of the traction system.

[0030] Figure 4 A simulation resource configuration diagram of a one-integral and one-inverted topology of the locomotive traction system.

[0031] Figure 5 A simulation resource configuration diagram of a two-integral and two-inverted topology of the motor train traction system.

[0032] Figure 6 A simulation resource configuration diagram of a two-integral and three-inverted topology of the locomotive traction system.

[0033] Figure 7 A simulation resource configuration diagram of a one-inverted and four-mechatronic topology of the urban rail vehicle traction system. DETAILED DESCRIPTION

[0034] The technical solutions of the present application will be described clearly and completely below with reference to the drawings. Obviously, the described embodiments are some of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0035] In the description of the present application, it should be noted that the terms “first”, “second” are used only for the purpose of description, and cannot be understood as indicating or implying relative importance.

[0036] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms “mounting”, “connecting”, “connection” should be understood in a broad sense, for example, it can be fixed connection, or detachable connection, or integrally connected; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, or the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0037] A general semi-physical simulation test system of a traction system, such as Figure 1 and Figure 2The simulation system comprises a host computer, a real-time simulation environment simulation unit and a traction system physical control unit, the traction system physical control unit being a test object of a semi-physical simulation test or a test device of a simulation test system; the host computer is connected with the real-time simulation environment simulation unit; the real-time simulation environment simulation unit comprises a plurality of field programmable gate array (FPGA) modules for carrying a train traction system main circuit model, a digital quantity expansion module or an analog quantity expansion module for processing input / output signals of a processor module and signal expansion, and the processor module; all the FPGA modules in the train traction system main circuit model have a uniform simulation step; the train traction system main circuit model is split into a plurality of sub-modules and carried in different FPGA modules; the processor is provided with an interface model and a logic model; the processor module is interconnected and configured with all the FPGA modules, the digital quantity expansion module and the analog quantity expansion module through the interface model; the real-time simulation environment simulation unit further comprises an MVB expansion module, a CAN simulation module and a reflective memory module; the processor module is interconnected and configured with the MVB expansion module, the CAN simulation module and the reflective memory module through the interface model; the real-time simulation environment simulation unit is a slot type case structure comprising a plurality of backplane slots for configuring the FPGA modules, the digital quantity expansion module, the analog quantity expansion module, the MVB expansion module, the CAN simulation module and the reflective memory module; the backplane slots in the case have consistency and are located on a case backplane; the case backplane can be configured through a programming mode; the trigger is routed between devices; the standard PXI bus standard is supported; the processor module is interconnected and communicates with the FPGA modules, the digital quantity expansion module or the analog quantity expansion module in a CPCI bus mode; the processor module is connected with the traction system physical control unit through a wire break test unit and a signal conversion unit; the signal conversion unit is provided with a signal conditioning card for providing different interfaces of the traction system physical control unit; the wire break test unit is connected to the host computer through a high-speed data acquisition unit; the host computer inputs simulation parameters and control instructions of the traction system, receives simulation running states fed back from the real-time simulation running environment simulation system, and forms a closed loop control; the traction system physical control unit is connected with a program-controlled power supply covering various voltage grade test requirements, and the voltage regulating range of the program-controlled power supply is 0-300V. The train traction system main circuit model is formed by arbitrarily combining a pantograph current collection model, a transformer model, a rectifier model, a DC circuit model, an inverter model, a traction motor model or a pre-charge model according to requirements. According to requirements, the component models can be arbitrarily combined to obtain various traction system topological structures, so as to realize a standardized, modularized and highly universal semi-physical simulation test scheme.The standard model of the main circuit of the train traction system includes, in sequence, a pantograph-catenary current collection model, a transformer model, a rectifier model, a direct current loop model, an inverter model, and a traction motor model, as shown in FIG. 1. Figure 3

[0038] The host computer is used to control, issue instructions, and display states of the general-purpose semi-physical simulation test system of the traction system. The peripheral logic and the main circuit model of the traction system are built, compiled, and downloaded on the host computer. According to different test objects and test items, various test application software can be added to improve the test efficiency. The host computer is configured with real-time simulation management, automatic testing, and high-speed data monitoring software as needed, and therefore has the functions of simulation management, automatic testing, and high-speed data monitoring. Real-time simulation management can perform operations such as simulation start and stop, instruction issuance, data monitoring, and online parameter adjustment. It is a simulation online debugging software, mainly used for real-time parameter adjustment of semi-physical simulation and real-time monitoring of the simulation test process. Semi-physical simulation modeling converts physical problems into mathematical problems. Automatic testing is a testing technology that automatically completes the whole process of instruction issuance, parameter configuration, item execution, and result judgment. According to the testing requirements of the device under test or the test items, an automatic test process can be prepared to control and adjust the parameters of the real-time simulation model and automatically complete the testing work. Automatic testing also has the functions of on-off control of the power supply of the device under test, monitoring and recording of the test case execution process, and automatic generation of a test report according to the test results. Automatic testing and real-time simulation management have a communication interface, can realize interconnection, associate the function modules in the real-time simulation management in the automatic test sequence, and execute part of the operation functions of the simulation management. The automatic testing technology can significantly improve the efficiency of semi-physical simulation testing of batch products. High-speed data monitoring is a data acquisition and analysis software that performs high-speed acquisition, curve display, storage, review, and data analysis of the physical signals input / output by the real-time simulation running environment simulation system. The high-speed data acquisition unit sends the collected signal data to the high-speed data monitoring software through Ethernet after adding time stamp information. The signal state is displayed in real time through a graphical interface, and the simulation test process is monitored in real time.

[0039] The forward semi-physical simulation project development process is firstly to analyze and split the main circuit topology of the traction system into sub-modules, derive mathematical equations according to the working principles of each sub-module, and establish a fixed-point discrete simulation model by discretizing the time-domain mathematical equations. The simulation model is the main circuit model of the train traction system,

[0040] ​The real-time simulation environment simulation unit can configure different types and quantities of simulation modules according to test needs, so that the simulation test system has strong universality and scalability, facilitates simulation resource expansion and fault positioning, and improves parallel computing capability. The processor module is used for simulating peripheral environmental conditions and logical control function parts with low running speed requirements, and carries interface models and logical models. The processor module, as the central nerve of the real-time simulation running environment simulation system, can interconnect and communicate with other arbitrary simulation modules, and can allocate interface resources of all simulation modules, thereby ensuring multiple application scenarios and multiple application fields of the traction system semi-physical simulation test system. The field programmable gate array (FPGA) module is used for simulating running states of controlled devices such as converters and motors with high precision and high real-time requirements, and carries power supply models, transformer models, rectifier models, inverter models and motor models. The field programmable gate array (FPGA) module has analog and digital interface resources, and has universality and interface consistency, so that the field programmable gate array (FPGA) modules can be arbitrarily interchanged and replaced, thereby ensuring the universality of the traction system semi-physical simulation test system. The digital quantity expansion module and the analog quantity expansion module are used for converting and expanding input and output signals of the processor module. In special application scenarios, the processor module can also be used to realize interface expansion of the field programmable gate array (FPGA) module. In the hardware architecture design of the system, the processor module is not directly associated with the traction system physical control unit.

[0041] The field programmable gate array (FPGA) module receives control signals from the traction system physical control unit in the form of low-voltage electrical signals, quickly calculates the model running state, and feeds back analog signals of output voltage and current sensors to the traction system physical control unit in real time. The data exchanged between the expansion module and the traction system physical control unit is also an electrical signal such as a circuit breaker, a contactor and a relay, so as to realize data exchange between the virtual physical model and the traction system physical control unit.

[0042] When designing the model, the semi-physical simulation model is established and runs in the field programmable gate array (FPGA) module. The field programmable gate array (FPGA) module has fast response speed and can be cascaded in multiple modules, so as to solve the problems of insufficient interface and capacity in complex traction system simulation test, realize decomposition of traction system main circuits of multiple topologies and re-distribution of internal resources of the modules, and expand application environment and coverage field of the semi-physical simulation test system.

[0043] For the test of the newly developed traction system physical control unit, the traction system physical control unit is the object to be tested, and the test verifies the hardware interface, hardware logic, control strategy, etc. For the study of traction system matching technology, logic protection technology, etc., the traction system physical control unit is a test device of the simulation test system, which verifies the applicability of different main circuit topologies and different device parameters.

[0044] In order to ensure the universality of the semi-physical simulation test system, a line break test unit and a signal conversion unit are added between the real-time simulation running environment simulation system and the traction system physical control unit.

[0045] The function of the line break test unit is signal adaptation, bypass monitoring, fault injection, etc. According to the signal type or signal source, the transmission signal lines are classified and arranged, and the analog signals, digital signals, bus signals and power signals are adapted into specific standard interfaces. The standard interface is a universal interface between systems, which realizes the signal transmission between systems. In order to enhance the fault diagnosis capability of the system, a circuit break test panel is designed on the line break test unit. The structure of the circuit break test panel is in the form of a bridge + test panel. The bridge is used to realize the on and off of the test circuit. The bridge has signal injection jacks on the top, which introduce common and important signals into the test panel. The test panel is classified and arranged according to the signal type, and adopts modular design to support the expansion of the test panel.

[0046] The line break test unit output end is specially provided with a data interface of a high-speed data acquisition unit. The high-speed data acquisition unit is used to acquire the control instruction signals from the signal conversion unit to the real-time simulation running environment simulation system, and the feedback signals such as main circuit state, voltage and current from the real-time simulation running environment simulation system to the signal conversion unit. The input and output target addresses of the same simulation module have multiple, need multi-directional transmission, and real-time synchronization. Therefore, the line break test unit plays a key role in the sorting and adaptation of these important signals. The field programmable gate array FPGA module runs the traction system main circuit model. Through this signal loop transformation mode, the connection relationship of the internal signals in the field programmable gate array FPGA module running the main circuit can be changed, which can meet the application requirements of different vehicle traction system main circuit topologies.

[0047] The signal conversion unit is the key to the test requirements of the traction system physical control unit of different vehicle models or fields, which is located between the real-time simulation running environment simulation system and the traction system physical control unit, and realizes the consistency matching, protection and isolation of the electrical characteristics of the transmission signals between the two.

[0048] When different traction system physical control units use different types of signals for the same function, the signal conversion unit must consider all signal types used and include them to the maximum extent possible. During the design, DIP switches, floating circuit breakers, or analysis of the physical characteristics of parallel signals and their impact on the system can be used to comprehensively consider and select an appropriate method to achieve signal switching.

[0049] The simulation step size of the FPGA module is determined by the performance of the selected FPGA module. A shorter step size results in higher accuracy but also consumes more memory resources and can handle fewer simulated objects. The configuration is based on the model complexity and actual debugging accuracy requirements. The simulation model is built using a fixed-point, discretized processing method, allowing for seamless integration with the FPGA module. The model interface is completely open, possessing portability and versatility. The fully open model data facilitates secondary development and upgrades. The MVB extension module, CAN simulation module, and reflective memory module are used for signal transmission and synchronization calibration between the semi-physical simulation test systems of various traction systems during train commissioning. Data interaction between FPGA modules, and between FPGA modules and digital / analog extension modules, is also performed in the disconnection test unit, enabling the return of intermediate variable signals or changing the signal type transmitted to the traction system's physical control unit. The voltage value of the high-level signal output by the digital conditioning circuit in the signal conversion unit also changes with the output voltage of the programmable power supply, adapting to the needs of different tested objects. Different conditioning boards are configured according to the interfaces of different traction system physical control units to convert the signal types, signal levels, and signal ranges of the interacting digital and analog signals, meeting the electrical characteristic matching requirements between the two. Considering I / O port redundancy, the design is modular and scalable. When testing different traction system physical control units, only the signal conditioning board in the signal conversion unit needs to be replaced according to the interface requirements to meet the testing needs of different vehicle traction systems. The main circuit is decomposed into functional modules, and after discretization and fixed-point processing, a standard modular component model is built.

[0050] Based on the architecture of the general hardware-in-the-loop simulation test system for traction systems described above, a hardware-in-the-loop simulation test scheme for traction systems applicable to locomotives, EMUs, urban rail vehicles, and other vehicle types is deployed. The specific simulation resources and model configurations are set according to requirements.

[0051] like Figure 4 The diagram shown is a simulation resource configuration diagram of the locomotive traction system with both an integrated and inverse topology. Figure 4It includes three field-programmable gate array (FPGA) modules connected in sequence. The first FPGA module carries a connected pantograph-catenary current collection model and a transformer model. The second FPGA module carries a connected pre-charge model and a rectifier and DC circuit model. The third FPGA module carries an inverter model and a motor model.

[0052] like Figure 5 The diagram shows the simulation resource configuration of the two integral and two inverse topologies of the EMU traction system. Figure 5 It includes four field-programmable gate array (FPGA) modules. The first FPGA module contains a connected pantograph-catenary current collection model and a transformer model. The second FPGA module contains a connected pre-charge model and a rectifier and DC circuit model. The first FPGA module is connected to the second FPGA module. The third and fourth FPGA modules are both connected to the second FPGA module. The third FPGA module contains a connected inverter 1 model and motor 1 model. The fourth FPGA module contains a connected inverter 2 model and motor 2 model.

[0053] like Figure 6 The diagram shown is a simulation resource configuration diagram of a two-integrity, three-inverse topology for a locomotive traction system. Figure 6 It includes five field-programmable gate array (FPGA) modules. The first and second FPGA modules are connected in sequence. The third, fourth, and fifth FPGA modules are connected to the second FPGA module. The first FPGA module contains a connected pantograph-catenary current collection model and a transformer model. The second FPGA module contains a connected pre-charge model and a rectifier and DC circuit model. The third FPGA module contains a connected inverter 1 model and a motor 1 model. The fourth FPGA module contains a connected inverter 2 model and a motor 2 model. The fifth FPGA module contains a connected inverter 3 model and a motor 3 model.

[0054] like Figure 7 The diagram shows the simulation resource configuration of a reverse four-electromechanical topology for an urban rail vehicle traction system. Figure 7 It includes four field-programmable gate array (FPGA) modules connected in sequence. The first FPGA module carries a DC power supply model, the second FPGA module carries a connected DC circuit model, the third FPGA module carries a connected inverter model and a motor 1 / 2 model, and the fourth FPGA module carries a motor 3 / 4 model.

[0055] The key technical points of this invention are:

[0056] 1) Using the processor module + FPGA module, according to the accuracy and rate requirements, the simulation model with low requirements is loaded into the processor module for running, improving the utilization rate of simulation resources.

[0057] 2) The simulation model has portability and universality, and the completely open model data can better realize secondary development and upgrading.

[0058] 3) Multiple FPGA modules are used for parallel running, and the data interaction between FPGA modules can be realized through the bus mode of the processor module and the loopback mode of the modification of the front panel of the test unit, which fully releases the simulation resources and provides universality and flexibility to the greatest extent.

[0059] 4) The test unit is configured in the signal transmission path, which provides a physical signal test interface and can perform fault injection. At the same time, the input and output connection scheme of the FPGA module can be configured arbitrarily.

[0060] 5) The FPGA module used is completely the same and can be replaced arbitrarily. The model loading position can be allocated arbitrarily according to actual needs. When designing the simulation model, the main circuit structure is decomposed and divided into standard modular component models according to the function, which can be combined arbitrarily according to the test requirements, and has strong universality.

[0061] 6) The real-time simulation running environment test system is a slot type box structure with consistent backplane. The processor module, FPGA module, digital quantity expansion module, analog quantity expansion module, etc. adopt slot type structure, and can be expanded or increased MVB module, reflective memory module, etc. according to actual needs, which is convenient to use and has expandability.

[0062] 7) The program-controlled power supply covers multiple voltage grade test requirements. The voltage value of the digital quantity conditioning circuit output high level signal changes with the program-controlled power supply, which adapts to the power supply demand of different devices under test.

[0063] 8) The hardware in the semi-physical simulation test system adopts unified standard interface, and a set of universal test tooling can be configured to test any position when signal fault occurs, and quickly locate the fault point.

[0064] 9) All hardware adopts standard rack structure, which has strong expandability, and signal adaptation unit, signal conversion unit, etc. can be added between the real-time simulation running environment simulation unit and the traction system real object control unit according to needs.

[0065] 10) Using automation testing technology, only need to build test cases before testing, model loading, instruction issuing, point testing, result judging, generating test report and other steps are completed by one key, greatly shortening the working time of batch testing project, avoiding human factor failure and improving test efficiency.

[0066] 11) High-speed data acquisition and monitoring system integrates host computer operation software and data acquisition unit, realizes real-time data acquisition, dynamic display, storage, calling and uploading functions. Real-time monitoring and analysis of data in semi-physical simulation test process, real-time display of traction system running state, analysis of waveform quality, recording of simulation waveform data, supporting performance analysis of semi-physical simulation test results.

[0067] Finally, it should be pointed out that: the above embodiments are only used to illustrate the technical solutions of the present application, but not to limit it; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solution deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A general-purpose hardware-in-the-loop simulation testing system for a traction system, characterized in that, The system includes a host computer for simulation management, automated testing, and high-speed data monitoring; a real-time simulation environment unit; and a physical control unit for the traction system. The physical control unit serves as the test object for semi-physical simulation testing or as the test equipment for the simulation testing system. The host computer is connected to the real-time simulation environment unit. The real-time simulation environment unit includes several field-programmable gate array (FPGA) modules for mounting the main circuit model of the train traction system, digital or analog expansion modules for converting and extending the input / output signals of the processor module, and a processor module. The main circuit model of the train traction system is divided into multiple sub-modules mounted in different FPGA modules. The processor module carries an interface model and a logic model. The processor module interconnects with all FPGA modules, digital expansion modules, and analog expansion modules through the interface model. The processor module is connected to the physical control unit of the traction system through a disconnection test unit and a signal conversion unit. The disconnection test unit is connected to the host computer through a high-speed data acquisition unit. The host computer inputs the simulation parameters and control commands of the traction system, and receives the simulation operation status feedback from the simulation system in the real-time simulation environment to form a closed-loop control. All field-programmable gate array (FPGA) modules in the main circuit model of the train traction system have a unified simulation step size; The real-time simulation environment simulation unit also includes an MVB extension module, a CAN simulation module, and a reflection memory module. The processor module is interconnected and configured with the MVB extension module, the CAN simulation module, and the reflection memory module through an interface model. The processor module is interconnected and communicates with the field-programmable gate array (FPGA) module, digital expansion module, or analog expansion module via CPCI bus. The signal conversion unit is equipped with a signal conditioning card for providing interfaces to physical control units of different traction systems; The main circuit model of the train traction system includes the pantograph-catenary current collection model, transformer model, rectifier model, DC circuit model, inverter model, and traction motor model, which are connected in sequence.

2. The general-purpose hardware-in-the-loop simulation test system for a traction system according to claim 1, characterized in that, The real-time simulation environment simulation unit has a slot-type chassis structure, which includes multiple backplane slots for configuring FPGA modules, digital expansion modules, analog expansion modules, MVB expansion modules, CAN simulation modules, and reflective memory modules.

3. The general-purpose hardware-in-the-loop simulation test system for a traction system according to claim 2, characterized in that, The physical control unit of the traction system is connected to a programmable power supply that covers the testing requirements of various voltage levels, with a voltage regulation range of 0 to 300V.

Images