A testing method and system for a controller of a subway system

Abstract

This application relates to the technical field of rail transit, and particularly to a test method and system for a controller of a subway system; the method includes: obtaining a test instruction, based on the test instruction, obtaining the current operating state of the train, based on the current operating state, obtaining a test strategy, based on the test strategy, obtaining corresponding test data, and generating a test result based on the test data; selecting a corresponding test strategy according to the current operating state of the train for testing helps to understand in real time whether there is an abnormality in the traction system during the operation of the train, thereby improving the accuracy of the test.

Description

Technical Field

[0001] This application relates to the technical field of rail transit, and particularly to a test method and system for a controller of a subway system. Background Art

[0002] With the economic development of our country, the urban population has been increasing continuously, and the pace of urban construction has also been accelerating, resulting in increasing urban traffic pressure. To relieve urban traffic pressure, building trains is a relatively effective solution.

[0003] The traction system is an important part of the train drive system. Generally speaking, the traction system of a train mainly consists of a current collection device, a lightning arrester, a traction inverter, a pantograph, a traction control unit, a high-speed circuit breaker, a braking resistor, and a controller, etc. The traction system of a train is driven by electric energy to meet the traction and braking of the train. The traction system can invert the DC voltage on the overhead line into a three-phase voltage with variable amplitude and frequency to provide appropriate energy for the operation of the traction motor, which plays a crucial role in the normal operation of the train.

[0004] In view of the importance of the traction system, multiple tests are required during the R & D process to test the performance of the traction system. The inventor believes that the current test schemes for the traction system are all simulation tests, and even after the simulation tests are completed, the traction system often fails during the actual operation of the train. Therefore, the test methods in the related technologies cannot reflect the real-time state of the traction system during the operation of the train, resulting in inaccurate test data. Summary of the Invention

[0005] To help improve the accuracy of test data, this application provides a test method and system for a controller of a subway system.

[0006] In a first aspect, a test method for a controller of a subway system provided by this application adopts the following technical solution:

[0007] A test method for a controller of a subway system includes:

[0008] Obtain a test instruction;

[0009] Based on the test instruction, obtain the current operating state of the train;

[0010] Based on the current operating state, obtain a test strategy;

[0011] Based on the test strategy, obtain corresponding test data;

[0012] Based on the test data, generate a test result.

[0013] By adopting the above technical solution, selecting the corresponding test strategy according to the current running state of the train for testing helps to understand in real time whether there is an abnormality in the traction system during the train operation, thereby improving the accuracy of the test.

[0014] Optionally, after obtaining the current running state of the train based on the test instruction, the following steps are further included:

[0015] Obtain the current running speed of the train;

[0016] Based on the current running state, the current running speed, and a preset time list, obtain the intermediate time required for the train to run from the current running speed to the next running state;

[0017] Judge whether the intermediate time is greater than or equal to the single test unit time;

[0018] If the intermediate time is greater than or equal to the single test unit time, continue with the subsequent operations;

[0019] If the intermediate time is less than the single test unit time, take the next running state as the current running state, and after the train runs to the next running state, then continue with the subsequent operations.

[0020] By adopting the above technical solution, it helps to prevent large changes in test data caused by the change of the running state when the train changes from the current running state to the next running state, thereby resulting in inaccurate test data.

[0021] Optionally, the specific steps for obtaining the corresponding test data based on the test strategy include:

[0022] Based on the test strategy and the current running speed, obtain the target running speed of the train;

[0023] Obtain the target time consumed for the train to run from the current running speed to the target running speed as the test data.

[0024] By adopting the above technical solution, test data is obtained, which helps to judge whether there is an abnormality in the train traction system.

[0025] Optionally, the specific steps for generating a test result based on the test data include:

[0026] Obtain the current running road conditions of the train, where the current running road conditions of the train include horizontal road conditions and slope road conditions;

[0027] Judge whether the target time meets the preset time standard;

[0028] If the current running road condition of the train is the horizontal road condition and the target duration meets the duration standard, it is determined that the test result is that the traction system is normal;

[0029] If the current running road condition of the train is the horizontal road condition and the target duration does not meet the duration standard, it is determined that the test result is that the traction system is abnormal.

[0030] By adopting the above technical solution, based on different types of current running road conditions of the train, it is judged whether the target duration meets the preset duration standard, so as to judge whether the traction system is abnormal, which helps to more accurately judge whether the traction system is abnormal, thereby improving the accuracy of the test.

[0031] Optionally, it further includes:

[0032] If the current running road condition of the train is a slope road condition, obtain the slope of the slope road condition;

[0033] Judge whether the slope is less than or equal to a preset slope threshold;

[0034] If the slope is less than or equal to the slope threshold and the target duration meets the duration standard, it is determined that the test result is that the traction system is normal;

[0035] If the slope is greater than the slope threshold and the target duration meets the duration standard, it is determined that the test result is that the traction system is abnormal.

[0036] By adopting the above technical solution, adding the slope factor to the judgment condition and comprehensively considering the actual situation during the train operation, which helps to improve the accuracy of the test.

[0037] Optionally, if the slope is less than or equal to the slope threshold and the target duration does not meet the duration standard, it is determined that the test result is that the traction system is abnormal.

[0038] By adopting the above technical solution, when the slope is less than or equal to the slope threshold, that is, the influence of the slope on the target duration can be ignored, and the target duration still does not meet the duration standard, it is determined that the test result is that the traction system is abnormal.

[0039] Optionally, it further includes:

[0040] If the slope is greater than the slope threshold and the target duration does not meet the duration standard, calculate the influence duration based on the slope;

[0041] Obtain the range difference between the target duration and the duration standard;

[0042] Determine whether the influence duration meets the range difference;

[0043] If the influence duration meets the range difference, determine that the test result is that the traction system is normal;

[0044] If the influence duration does not meet the range difference, determine that the test result is that the traction system is abnormal.

[0045] By adopting the above technical solution, when the preset slope threshold range is not met and the target duration does not meet the duration standard, by determining whether the influence duration meets the range difference, it is possible to determine whether the traction system is abnormal, which helps to improve the accuracy of the test.

[0046] Optionally, the specific steps of generating the test result based on the test data further include:

[0047] Obtain the traction voltage of the train;

[0048] Determine whether the traction voltage meets the requirements of the preset traction voltage threshold;

[0049] If the traction voltage does not meet the requirements of the traction voltage threshold, determine that the test result is that the traction system is abnormal

[0050] By adopting the above technical solution, it is determined whether the traction system is abnormal by testing whether the traction voltage meets the requirements of the preset traction voltage threshold.

[0051] Optionally, after "if the traction voltage meets the requirements of the traction voltage threshold, determine that the test result is that the traction system is abnormal", the following further includes:

[0052] Obtain the voltage range difference between the traction voltage and the traction voltage threshold;

[0053] Obtain a voltage correction value based on the voltage range difference;

[0054] Based on the voltage correction value, correct the traction voltage.

[0055] By adopting the above technical solution, obtaining the voltage correction value and correcting the traction voltage based on the corrected voltage helps to improve the running safety of the train.

[0056] In a second aspect, the present application also discloses a test system for a controller of a subway system, adopting the following technical solution:

[0057] A test system for a controller of a subway system, comprising:

[0058] A first acquisition module, configured to acquire a test instruction;

[0059] A second acquisition module, configured to acquire the current operating state of the train based on the test instruction;

[0060] A third acquisition module, configured to acquire a test strategy based on the current operating state;

[0061] A fourth acquisition module, configured to acquire corresponding test data based on the test strategy;

[0062] A generation module, configured to generate a test result based on the test data.

[0063] By adopting the above technical solution, selecting a corresponding test strategy for testing according to the current operating state of the train helps to understand in real time whether there is an abnormality in the traction system during the operation of the train, thereby improving the accuracy of the test.

[0064] In summary, the present application includes the following beneficial technical effects:

[0065] Selecting a corresponding test strategy for testing according to the current operating state of the train helps to understand in real time whether there is an abnormality in the traction system during the operation of the train, thereby improving the accuracy of the test. BRIEF DESCRIPTION OF THE DRAWINGS

[0066] Figure 1 is the main flowchart of a test method for a controller of a subway system according to an embodiment of the present application;

[0067] Figure 2 is the specific step flowchart for determining whether the intermediate duration is greater than or equal to the duration of a single test unit;

[0068] Figure 3 is Figure 1 the specific step flowchart of step S500 in

[0069] Figure 4 is the module diagram of a test system for a controller of a subway system according to an embodiment of the present application.

[0070] DESCRIPTION OF THE REFERENCE SIGNS:

[0071] 1. First acquisition module; 2. Second acquisition module; 3. Third acquisition module; 4. Fourth acquisition module. 5. Generation module. DETAILED DESCRIPTION

[0072] In a first aspect, the present application discloses a test method for a controller of a subway system.

[0073] Referring to Figure 1 , a test method for a controller of a subway system includes steps S100 to S500:

[0074] Step S100: Acquire a test instruction.

[0075] Specifically, in this embodiment, the test instruction is the signal to start the test. After obtaining the test instruction, the subsequent test process is continued.

[0076] Step S200: Based on the test instruction, obtain the current operating state of the train.

[0077] Specifically, in this embodiment, the train operating states include the accelerating traction state, the constant speed state, and the braking state. Among them, the current operating state can be any one of the operating states.

[0078] Specifically, in this embodiment, the current operating state of the train can be determined by obtaining the current acceleration of the train. If the current acceleration is greater than zero, the train is in the accelerating traction state; if the current acceleration is equal to zero, the train is in the constant speed state; if the current acceleration is less than zero, the train is in the braking state.

[0079] Step S300: Based on the current operating state, obtain the test strategy.

[0080] Specifically, in this embodiment, the test strategy is a corresponding test plan formulated for different operating states of the train.

[0081] Step S400: Based on the test strategy, obtain the corresponding test data.

[0082] Step S500: Based on the test data, generate the test result.

[0083] Specifically, in this embodiment, the test data is used to determine whether the traction system is abnormal.

[0084] Selecting the corresponding test strategy for testing according to the current operating state of the train helps to understand in real time whether there is an abnormality in the traction system during the train operation. Compared with the simulation test in the related art, this application helps to solve the situation where the performance of the train traction system is good in the simulation test but abnormal in the actual operation, thereby improving the accuracy of the test.

[0085] Refer to Figure 2 , in one implementation manner of this embodiment, after step S200, steps S301 to S305 are further included:

[0086] Step S301: Obtain the current operating speed of the train.

[0087] Step S302: Based on the current operating state, the current operating speed, and the preset time list, obtain the intermediate time required for the train to run from the current operating speed to the next operating state.

[0088] Specifically, in this embodiment, the preset time list refers to a time-speed table, which records the time required for the train to run from one speed to another under a certain specified operating state when the train is in a normal state.

[0089] Specifically, in this embodiment, the normal operation cycle of the train is as follows: starting from a stationary state, it is in an accelerating state in the early stage. After accelerating to the maximum rated speed, it runs at a constant speed. After approaching the station, it brakes to a stationary state. For example, if the current operating state of the train is the accelerating traction state, the current operating speed is 70 km / h, the maximum rated speed of the train is 80 km / h, and the current acceleration of the train is 1 m / s², then the intermediate time consumed for the train to run from the current operating state to the next operating state can be calculated to be approximately 2.8 s.

[0090] Step S303: Determine whether the intermediate time is greater than or equal to the duration of a single test unit.

[0091] Specifically, the duration of a single test unit is the time required for a single test. In this embodiment, the duration of a single test unit can be 5 s.

[0092] Step S304: If the intermediate time is greater than or equal to the duration of a single test unit, continue with the subsequent operations.

[0093] Specifically, in this embodiment, when the intermediate time is greater than or equal to the duration of a single test unit, step S400 is executed.

[0094] Step S305: If the intermediate time is less than the duration of a single test unit, use the next operating state as the current operating state, and after the train runs to the next operating state, continue with the subsequent operations.

[0095] Specifically, in this embodiment, when the intermediate time is less than the duration of a single test unit, for example, the intermediate time is approximately 2.8 s and the duration of a single test unit is 5 s, then it is necessary to wait for the train to run to the next operating state before executing step S400.

[0096] Determining whether the intermediate time is greater than or equal to the duration of a single test unit. When the intermediate time is greater than or equal to the duration of a single test unit, continue to execute the subsequent operation steps. When the intermediate time is less than the duration of a single test unit, wait for the train to run to the next operating state before executing the subsequent operation steps, which helps prevent large changes in the test data due to the change in the operating state when the train switches from the current operating state to the next operating state, thus causing inaccurate test data.

[0097] Refer to Figure 3 , in one implementation manner of this embodiment, the specific steps of step S400 include steps S401 to S402:

[0098] Step S401: Obtain the target running speed of the train based on the test strategy and the current running speed.

[0099] Specifically, in this embodiment, it is set that the difference between the magnitude of the target running speed and the magnitude of the current running speed is 5 km / h. For example, if the current running state of the train is in the acceleration traction state and the current running speed of the train is 20 km / h, then the target running speed of the train is 25 km / h.

[0100] Step S402: Obtain the target duration.

[0101] Specifically, in this embodiment, the target duration is the duration consumed by the train from the current running speed to the target running speed. In this embodiment, the test data includes the target duration.

[0102] In one implementation manner of this embodiment, the specific steps of step S500 include steps S501 to S504:

[0103] Step S501: Obtain the current running road conditions of the train.

[0104] Specifically, in this embodiment, the current running road conditions of the train include horizontal road conditions and slope road conditions.

[0105] Step S502: Based on the current running road conditions of the train, determine whether the target duration meets the preset duration standard.

[0106] Specifically, in this embodiment, the preset duration standard can be [1.3 - 1.4] s. Determining whether the target duration meets the preset duration standard means determining whether the magnitude of the target duration is within the preset duration standard.

[0107] Step S503: If the current running road conditions of the train are horizontal road conditions and the target duration meets the duration standard, then determine that the test result is that the traction system is normal.

[0108] Step S504: If the current running road conditions of the train are horizontal road conditions and the target duration does not meet the duration standard, then determine that the test result is that the traction system is abnormal.

[0109] Specifically, in this embodiment, when the type of the current running road conditions of the train is horizontal road conditions, by determining whether the target duration is within the preset duration standard, it is thus determined whether the traction system is abnormal.

[0110] In one implementation manner of this embodiment, the specific steps of step S500 further include steps S505 to S508:

[0111] Step S505: If the current running road conditions of the train are slope road conditions, then obtain the slope gradient of the slope road conditions.

[0112] The ramp slope is the degree of steepness of the surface unit. Generally, the ratio of the vertical height h of the slope surface to the horizontal distance l is called the ramp slope. Specifically, in this embodiment, the ramp slope value is less than or equal to 30%.

[0113] Step S506: Determine whether the ramp slope is less than or equal to a preset slope threshold.

[0114] Specifically, when the ramp slope is less than or equal to the preset slope threshold, it is considered that the ramp slope does not affect the target duration. However, when the ramp slope is greater than the preset slope threshold, it is considered that the ramp slope affects the target duration. In this embodiment, the preset slope threshold can be 15%.

[0115] Step S507: If the ramp slope is less than or equal to the slope threshold and the target duration meets the duration standard, determine that the test result is that the traction system is normal.

[0116] Step S508: If the ramp slope is greater than the slope threshold and the target duration meets the duration standard, determine that the test result is that the traction system is abnormal.

[0117] Specifically, in this embodiment, when the target duration meets the duration standard, by determining whether the ramp slope is less than or equal to the preset slope threshold, it is determined whether the traction system is abnormal.

[0118] In one implementation manner of this embodiment, the specific steps of step S500 include step S509:

[0119] Step S509: If the ramp slope is less than or equal to the slope threshold and the target duration does not meet the duration standard, determine that the test result is that the traction system is abnormal.

[0120] In one implementation manner of this embodiment, the specific steps of step S500 include steps S510 to S514:

[0121] Step S510: If the ramp slope is greater than the slope threshold and the target duration does not meet the duration standard, calculate the impact duration based on the ramp slope.

[0122] Specifically, in this embodiment, the impact duration refers to the time length during which the train accelerates or decelerates due to the excessive ramp slope, and finally the train arrives at the target speed earlier or later.

[0123] Step S511: Obtain the range difference between the target duration and the duration standard.

[0124] Specifically, in this embodiment, the range difference is a positive value. For example, when the target duration is 1.2 s and the duration standard is [1.3 - 1.4] s, the range difference is [0.1 - 0.2] s.

[0125] Step S512: Determine whether the influence duration meets the range difference.

[0126] Specifically, it is to determine whether the influence duration is within the range difference.

[0127] Step S513: If the influence duration meets the range difference, determine that the test result is that the traction system is normal.

[0128] Step S514: If the influence duration does not meet the range difference, determine that the test result is that the traction system is abnormal.

[0129] Compared with the simulation system in the related art, the present application adds factors such as the current running road conditions of the train, and comprehensively considers the current running road conditions of the train and the ramp slope, which helps to more accurately determine whether the train traction system is abnormal, thereby improving the accuracy of the test.

[0130] In one implementation manner of this embodiment, the specific steps of step S500 further include steps S501A to S503A:

[0131] Step S501A: Obtain the traction voltage of the train.

[0132] Specifically, in this embodiment, the traction voltage refers to the three-phase voltage after being inverted by the traction inverter.

[0133] Step S502A: Determine whether the traction voltage meets the preset traction voltage threshold requirement.

[0134] Specifically, in this embodiment, when the traction voltage is insufficient, the rotational speed of the traction motor decreases, resulting in insufficient traction force. In this embodiment, the preset traction voltage threshold can be 700V to 750V.

[0135] Step S503A: If the traction voltage does not meet the traction voltage threshold requirement, determine that the test result is that the traction system is abnormal.

[0136] In one implementation manner of this embodiment, after step S503A, it further includes steps S504A to S506A:

[0137] Step S504A: Obtain the voltage range difference between the traction voltage and the traction voltage threshold.

[0138] Specifically, in this embodiment, when the traction voltage is 600V, the voltage range difference between the traction voltage and the traction voltage threshold is 100V to 150V.

[0139] Step S505A: Obtain a voltage correction value based on the voltage range difference.

[0140] Step S506A: Correct the traction voltage based on the voltage correction value.

[0141] Specifically, in this embodiment, when the power supply is insufficient, the traction system can be controlled to increase the output voltage to correct the current voltage.

[0142] The implementation principle of a test method for a controller of a subway system according to an embodiment of the present application is as follows: obtain a test instruction, based on the test instruction, obtain the current operating state of the train, based on the current operating state, obtain a test strategy, based on the test strategy, obtain corresponding test data, and based on the test data, generate a test result.

[0143] In a second aspect, the present application also discloses a test system for a controller of a subway system.

[0144] Refer to Figure 4 , a test system for a controller of a subway system, includes:

[0145] The first acquisition module 1 is configured to acquire a test instruction;

[0146] The second acquisition module 2 is configured to acquire the current operating state of the train based on the test instruction;

[0147] The third acquisition module 3 is configured to acquire a test strategy based on the current operating state;

[0148] The fourth acquisition module 4 is configured to acquire corresponding test data based on the test strategy;

[0149] The generation module 5 is configured to generate a test result based on the test data.

[0150] The implementation principle of a test system for a controller of a subway system according to an embodiment of the present application is as follows: The first acquisition module 1 acquires a test instruction and sends the test instruction to the second acquisition module 2. The second acquisition module 2 acquires the current operating state of the train based on the test instruction acquired from the first acquisition module 1 and sends the current operating state of the train to the third acquisition module 3. The third acquisition module 3 acquires a test strategy based on the current operating state of the train acquired from the second acquisition module 2 and sends the test strategy to the fourth acquisition module 4. The fourth acquisition module 4 acquires corresponding test data based on the test strategy acquired from the third acquisition module 3 and sends the test data to the generation module 5. The generation module 5 generates a test result based on the test data sent by the fourth acquisition module 4, thereby achieving the same technical effect as the aforementioned test method for the controller of the subway system.

[0151] The above are all preferred embodiments of the present application, and the protection scope of the present application is not limited thereby. Therefore, all equivalent changes made according to the structure, shape, and principle of the present application should be covered within the protection scope of the present application.

Claims

1. A testing method for a controller of a subway system, characterized in that, Including: Obtain test instructions; Based on the test instructions, obtain the current operating state of the train; Based on the current operating state, obtain a test strategy; Based on the test strategy, obtain corresponding test data; Based on the test data, generate a test result; Wherein, after obtaining the current operating state of the train based on the test instructions, it further includes: Obtain the current operating speed of the train; Based on the current operating state, the current operating speed, and a preset time list, obtain the intermediate duration required for the train to run from the current operating speed to the next operating state; Determine whether the intermediate duration is greater than or equal to the duration of a single test unit; If the intermediate duration is greater than or equal to the duration of a single test unit, continue with subsequent operations; If the intermediate duration is less than the duration of a single test unit, use the next operating state as the current operating state, and after the train runs to the next operating state, then continue with subsequent operations.

2. The test method of a controller of a subway system according to claim 1, characterized in that, The specific steps for obtaining corresponding test data based on the test strategy include: Based on the test strategy and the current operating speed, obtain the target operating speed of the train; Obtain the target duration consumed by the train to run from the current operating speed to the target operating speed as the test data.

3. The testing method of a controller of a subway system according to claim 2, characterized in that, The specific steps for generating a test result based on the test data include: Obtain the current running road conditions of the train, where the current running road conditions of the train include horizontal road conditions and slope road conditions; Determine whether the target duration meets a preset duration standard; If the current running road conditions of the train are the horizontal road conditions and the target duration meets the duration standard, then determine that the test result is that the traction system is normal; If the current running road conditions of the train are the horizontal road conditions and the target duration does not meet the duration standard, then determine that the test result is that the traction system is abnormal.

4. The testing method of a controller of a subway system according to claim 3, characterized in that, It further includes: If the current running road conditions of the train are slope road conditions, then obtain the slope of the slope road conditions; Determine whether the slope is less than or equal to a preset slope threshold; If the slope is less than or equal to the slope threshold and the target duration meets the duration standard, then determine that the test result is that the traction system is normal; If the slope is greater than the slope threshold and the target duration meets the duration standard, then determine that the test result is that the traction system is abnormal.

5. The test method of a controller of a subway system according to claim 4, characterized in that, It further includes: If the slope is less than or equal to the slope threshold and the target duration does not meet the duration standard, then determine that the test result is that the traction system is abnormal.

6. The test method of a controller of a subway system according to claim 5, characterized in that, It further includes: If the slope is greater than the slope threshold and the target duration does not meet the duration standard, then calculate the influence duration based on the slope; Obtain the range difference between the target duration and the duration standard; Determine whether the influence duration meets the range difference; If the influence duration meets the range difference, then determine that the test result is that the traction system is normal; If the influence duration does not meet the range difference, then determine that the test result is that the traction system is abnormal.

7. The test method of a controller of a subway system according to claim 3, characterized in that, The specific steps of generating a test result based on the test data further include: Obtain the traction voltage of the train; Determine whether the traction voltage meets the requirements of a preset traction voltage threshold; If the traction voltage does not meet the requirements of the traction voltage threshold, determine that the test result is an abnormality in the traction system.

8. A test method for a controller of a subway system according to claim 7, characterized in that After the step of if the traction voltage meets the requirements of the traction voltage threshold, determine that the test result is an abnormality in the traction system, it further includes: Obtain the voltage range difference between the traction voltage and the traction voltage threshold; Obtain a voltage correction value based on the voltage range difference; Correct the traction voltage based on the voltage correction value.

9. A test system for a controller of a subway system, characterized in that, It includes: A first acquisition module (1) for acquiring a test instruction; A second acquisition module (2) for acquiring the current operating state of the train based on the test instruction; A third acquisition module (3) for acquiring a test strategy based on the current operating state; A fourth acquisition module (4) for acquiring corresponding test data based on the test strategy; A generation module (5) for generating a test result based on the test data; Wherein, after acquiring the current operating state of the train based on the test instruction, it further includes: Obtain the current operating speed of the train; Based on the current operating state, the current operating speed, and a preset time list, obtain the intermediate duration required for the train to run from the current operating speed to the next operating state; Determine whether the intermediate duration is greater than or equal to the duration of a single test unit; If the intermediate duration is greater than or equal to the duration of a single test unit, continue with subsequent operations; If the intermediate duration is less than the duration of a single test unit, use the next operating state as the current operating state, and after the train runs to the next operating state, then continue with subsequent operations.

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