CN109987003B - Power train sectioning control system and method thereof - Google Patents
Power train sectioning control system and method thereof Download PDFInfo
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- CN109987003B CN109987003B CN201910316012.8A CN201910316012A CN109987003B CN 109987003 B CN109987003 B CN 109987003B CN 201910316012 A CN201910316012 A CN 201910316012A CN 109987003 B CN109987003 B CN 109987003B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
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Abstract
The invention discloses a power train sectioning control system and a method thereof, and relates to the technical field of rail transit three-phase power supply systems. The electric train sectioning control system comprises variable frequency and variable voltage equipment, a positioning unit and a ground operation control system; the variable frequency and variable voltage device is used for providing three-phase power supply for the electric train; the positioning unit is installed close to the position where the power supply rail is segmented; one end of the ground operation control system is connected with the variable frequency and variable voltage equipment, and the other end of the ground operation control system is connected with the positioning unit. Therefore, the invention coordinates and controls the power supply of the variable-frequency and variable-voltage equipment by adopting the positioning unit and the ground operation control system, and realizes the 'non-perception' partition by combining the inertia of the electric train, thereby improving the bearing efficiency and the power supply efficiency of the electric train, greatly reducing the economic cost and creating favorable conditions for unmanned artificial intelligence.
Description
Technical Field
The invention relates to the field of power supply of electric power of trains, in particular to a system and a method for controlling the electric power train to be in sections.
Background
The current electric train is powered by a power frequency single-phase alternating current power supply system, and electric equipment plays an important role on locomotives and motor cars of the electric train, wherein the most important is an alternating current-direct current-alternating current traction transmission system. The AC-DC-AC traction transmission system is formed by connecting a vehicle-mounted traction transformer, a traction converter and a traction motor in series, driving the traction motor and changing the rotation speed of the traction motor through frequency modulation and voltage regulation to achieve the purposes of driving and speed regulation operation of the electric train. Typically, in reality, electric train driving is performed by manual operation, and a few are automatic driving. There are some problems here. Firstly, an AC-DC-AC traction transmission system occupies absolute components in electric equipment on a trunk railway locomotive and a motor train, and has large weight and large volume; the weight is large, so that the axle weight is increased, the line cost is high, the volume is large, the valuable space of the locomotive and the motor car is occupied more, and the power density and the efficiency are reduced. Secondly, intelligent control and automatic driving (ATC) are necessary ways to replace manual driving, however, under the current electric train and power supply mode, the control equipment required by driving is installed on the electric train, the electric train moves even at high speed, and the command and organization of automatic driving (ATC) originate from a ground control center, the two cannot be directly carried out, wireless system connection is needed, and wireless system faults or malfunctions cause certain safety risks.
In view of the above technical problems, the inventor research team proposes a new power supply mode of "omitting on-vehicle electrical equipment and supplying power from the ground" the technical solution of which mainly includes two aspects: 1) The vehicle-mounted traction transformer and the traction converter are omitted, the weight of vehicle-mounted electrical equipment is reduced, the axle weight is reduced, the light weight of the electric train is realized, the bearing efficiency of the electric train is improved, the power density of a locomotive and a motor train is improved, and the vehicle-mounted traction transformer and the traction converter are suitable for higher-speed operation; 2) The ground power supply is used for directly realizing automatic control and unmanned operation of the electric train.
The technical problems to be solved at present are as follows: how to make the electric train smoothly cross two adjacent sectional power supply rails through the sectional power supply control of the electric train.
Disclosure of Invention
In view of the above, the present invention aims to provide a power train segmented power supply control system and a method thereof, which can enable a power train to stably ride across between segmented power supply rails and can also control acceleration, deceleration and start and stop of the power train.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows:
an electric train sectioning control system for a rail transit three-phase power supply system comprising a three-phase power supply rail segmented into intervals 0, 1, 2, 3, … … n, wherein the electric train sectioning control system comprises:
the variable frequency and voltage transformation equipment is specifically interval 0 variable frequency and voltage transformation equipment, interval 1 variable frequency and voltage transformation equipment, interval 2 variable frequency and voltage transformation equipment, interval 3 variable frequency and voltage transformation equipment and … … interval n variable frequency and voltage transformation equipment, and is correspondingly connected with interval 0, interval 1, interval 2, interval 3 and … … interval n respectively and is used for providing three-phase power supply for an electric train;
the positioning unit is arranged close to a subsection between adjacent sections of the power supply rail and used for acquiring position information and speed information of the electric train;
and one end of the ground operation control system is connected with the interval 0 variable frequency and voltage transformation equipment, the interval 1 variable frequency and voltage transformation equipment, the interval 2 variable frequency and voltage transformation equipment, the interval 3 variable frequency and voltage transformation equipment and the … … interval n variable frequency and voltage transformation equipment, and the other end of the ground operation control system is connected with the positioning unit and is used for controlling the start-stop and acceleration and deceleration of the electric train.
Preferably, the sections between two adjacent sections of the sections 0, 1, 2, 3 and … … are the section i power supply rail insulation sections, and i is [0, (n-1) ]; and a speed reducing buffer area is arranged on the left side of the power supply rail insulation area of the interval i, and a speed increasing buffer area is arranged on the right side of the power supply rail insulation area of the interval i.
Preferably, the positioning units include a first positioning unit and a second positioning unit, the first positioning unit is installed near the left end of the interval 0, the interval 1, the interval 2, the interval 3, and the interval … …, and corresponds to the first positioning unit of the interval 0, the first positioning unit of the interval 1, the first positioning unit of the interval 2, the first positioning unit of the interval 3, and the first positioning unit of the interval … …, and the second positioning unit is installed near the right end of the interval 0, the interval 1, the interval 2, the interval 3, and the interval … …, and corresponds to the second positioning unit of the interval 0, the second positioning unit of the interval 1, the second positioning unit of the interval 2, the second positioning unit of the interval 3, and the second positioning unit of the interval … ….
Preferably, the ground operation control system comprises:
the data acquisition module is used for acquiring the signals of the positioning unit and the output current, voltage and frequency signals of the variable-frequency and variable-voltage equipment in real time;
the data processing module is connected with the data acquisition module and is used for realizing real-time signal conversion processing and logic algorithm;
the storage module is connected with the data processing module and used for storing information in real time;
and the communication module is connected with the data processing module and is used for sending a control instruction to the variable-frequency and variable-voltage equipment.
Further preferably, the data acquisition module is connected with the positioning unit and the variable frequency and variable voltage device respectively; the communication module is respectively connected with the variable frequency and variable voltage equipment.
Further preferably, the interval 0 first positioning unit, the interval 1 first positioning unit, the interval 2 first positioning unit, the interval 3 first positioning unit, and the … … interval n first positioning unit are respectively and sequentially installed at the positions of the acceleration buffer distances L of the interval 0, the interval 1, the interval 2, the interval 3, and the … … interval n; the interval 0 second positioning unit, interval 1 second positioning unit, interval 2 second positioning unit, interval 3 second positioning unit, … … interval n second positioning units are respectively and sequentially installed in the intervals 0, 1, 2, 3, … …, and the distance of the deceleration buffer zone of the interval n is L d Where it is located.
Further preferably, the interval 0 first positioning unit, the interval 1 first positioning unit, the interval 2 first positioning unit A unit of,The first positioning unit in the section 3, the first positioning unit in the section … … and the second positioning unit in the section 0, the second positioning unit in the section 1, the second positioning unit in the section 2, the second positioning unit in the section 3 and the second positioning unit in the section … … are all position sensors respectively.
In order to solve the technical problem, a further technical scheme adopted by the invention is as follows:
the electric train sectioning control method of the electric train sectioning control system according to the technical scheme comprises the following specific steps:
step one: acquiring position and speed information of an electric power train, the relative position of the electric power train and a power supply rail insulation area of an interval i, and output current of frequency conversion and voltage transformation equipment of the interval i;
step two: when the electric train is about to enter the interval I power supply rail insulation area, the output current I of the interval I variable frequency and voltage transformation equipment is obtained according to the position and the speed of the electric train in real time Ai The ground operation control system judges whether the relative position of the electric train and the interval i power supply rail insulation area is the distance L of the speed reducing buffer area d If yes, the ground operation control system sends a current reducing instruction to the interval i variable frequency and voltage transformation equipment untilI Ai Zero to meet the requirement that the inertia of the electric train passes through the interval i power rail insulation area and runs to interval (i+1) under the temporary power failure condition; otherwise, returning to the first step;
step three: when the electric train runs into the section (i+1), the position and the speed information of the electric train are acquired in real time, and the maximum jerk J of the electric train is calculated according to the principle of riding comfort max Not exceeding threshold J d The ground operation control system sends a starting instruction and a current increasing instruction to the segmented variable-frequency variable-voltage device, and gradually increases output current, so that the electric train can run normally in the speed increasing buffer area step by step.
Preferably, in step two, the distance L of the cache is reduced d The calculation method of (1) specifically comprises the following steps: the ground operation control system takes riding comfort as a principle and uses the maximum jerk J of the electric train as a principle max Not exceeding threshold J d Firstly, calculating output current I of interval I variable frequency and voltage transformation equipment Ai Time t gradually decreasing to zero; then according to time t, position and speed information of the electric train, calculating distance L of the electric train passing through the speed reducing buffer zone d 。
Preferably, the specific steps described in the second step to meet the requirement that the electric train passes through the section i power rail insulation area and runs to the section (i+1) under the temporary power failure condition are as follows: when the output current of the interval i variable frequency and voltage transformation equipment is reduced to zero, the ground operation control system sends a shutdown instruction to the interval i variable frequency and voltage transformation equipment, so that the electric train is temporarily not supplied with power, and the electric train is operated to an interval (i+1) by utilizing the inertia of the electric train.
Compared with the prior art, the invention has the beneficial effects that: according to the technical scheme, the positioning unit and the ground operation control system are adopted to coordinate and control the power supply of the variable-frequency and variable-voltage equipment, the 'non-perception' segmentation is realized by utilizing the inertia of the electric train, the economic cost is low, and favorable conditions are created for artificial intelligent unmanned operation.
Drawings
Fig. 1 is a schematic diagram of a frame structure of a segment control system of an electric train according to an embodiment of the invention.
Fig. 2 is a schematic diagram of a specific structure of a segment control system of an electric train according to an embodiment of the invention.
Fig. 3 is an enlarged view of fig. 2 at I.
Fig. 4 is a schematic diagram of an internal framework of the electric train section control system according to the embodiment of the invention.
Fig. 5 is a basic flowchart of a method for controlling a section of an electric train according to a second embodiment of the present invention.
FIG. 6 is a distance L of the cache memory according to the second embodiment of the present invention d A flow chart of the calculation method of (a).
Detailed Description
For a better understanding of the invention, the invention is further described below with reference to the drawings and to the detailed description.
Example 1
As shown in fig. 1 and 2, an embodiment of the present invention provides an electric train segment control system for a track traffic three-phase power supply system including a three-phase power supply rail TR segmented into segments of 0S 0 Interval 1S 1 Interval 2S 2 Interval 3S 3 … … section nS n The power train partition control system comprises variable frequency and voltage transformation equipment A, a positioning unit P and a ground operation and control system EC, wherein the variable frequency and voltage transformation equipment A is specifically interval 0 variable frequency and voltage transformation equipment A 0 Interval 1 variable frequency and voltage device A 1 Interval 2 variable frequency and voltage transformation equipment A 2 Interval 3 variable frequency and voltage transformation equipment A 3 N-frequency conversion and transformation equipment A in … … interval n And respectively with the interval 0S 0 Interval 1S 1 Interval 2S 2 Interval 3S 3 … … section nS n The corresponding connection is used for providing three-phase power supply for the electric train LC; the positioning unit P is arranged close to the segmented position of the power supply rail TR and is used for acquiring the LC position information and the speed information of the electric train; one end of the ground operation control system EC and the interval 0 variable frequency and voltage device A 0 Interval 1 variable frequency and voltage device A 1 Interval 2 variable frequency and voltage transformation equipment A 2 Variable frequency and variable voltage device for interval 3Backup A 3 N-frequency conversion and transformation equipment A in … … interval n And the other end of the connecting rod is connected with the positioning unit P and used for controlling the start and stop and acceleration and deceleration of the electric train. In the embodiment of the invention, the interval 0 variable frequency and voltage device A 0 Interval 1 variable frequency and voltage device A 1 Interval 2 variable frequency and voltage transformation equipment A 2 Interval 3 variable frequency and voltage transformation equipment A 3 N-frequency conversion and transformation equipment A in … … interval n The device is uniformly divided into AC-DC-AC variable-frequency transformation equipment with the same frequency, the same phase and the same voltage class.
Referring to fig. 3, the three-phase power supply rail TR of the track traffic three-phase power supply system is formed by a first power supply rail TR 1 A second power supply rail TR 2 And a third power supply rail TR 3 A first power supply rail TR 1 A second power supply rail TR 2 And a third power supply rail TR 3 Respectively through the first collector shoes CS 1 Second collector shoe CS 2 And a third collector shoe CS3 is connected to a three-phase drive winding (not shown) on the electric train LC. Therefore, in the embodiment of the present invention, 0S is present in each section 0 Interval 1S 1 Interval 2S 2 Interval 3S 3 … … section nS n The corresponding positioning units P installed in the first power supply rail TR are respectively three 1 A second power supply rail TR 2 And a third power supply rail TR 3 And (3) upper part.
Continuing with FIG. 2, the interval 0S 0 Interval 1S 1 Interval 2S 2 Interval 3S 3 … … section nS n The section between two adjacent sections is the section i power supply rail insulation sectionAnd i is E [0, (n-1)]The method comprises the steps of carrying out a first treatment on the surface of the Said interval i power rail insulation regionA speed-reducing buffer area is arranged on the left side of the frame, and a speed-increasing buffer area is arranged on the right side of the frame. />Insulation for section 1 power supply railInterval 2 supply rail insulation->Interval 3 supply rail insulation area->… … nth segment power supply insulation regionIn the embodiment of the invention, the power supply rail insulation areas are connected through the power supply rail sectionalizer between two adjacent sections and are mutually insulated, but the concept of the invention is not limited to a connection mode only by the power supply rail sectionalizer, and other effects which are the same as or similar to the power supply rail sectionalizer can be achieved. The speed reducing buffer zone refers to an adjustment interval zone for reducing the speed of the train before the train enters the power supply rail insulation zone from a certain interval; the speed increasing buffer zone refers to an adjusting interval section for increasing the speed of the train after the train enters the next interval from the power supply rail insulation zone.
In the embodiment of the present invention, the positioning unit P includes a section first positioning unit P x Sum section second positioning unit P y The interval first positioning unit P x Are respectively installed close to the interval 0S 0 Interval 1S 1 Interval 2S 2 Interval 3S 3 … … section nS n The left end of (a) is sequentially corresponding to the first positioning unit P of interval 0 x0 Section 1 first positioning unit P x1 Section 2 first positioning unit P x2 Section 3 first positioning unit P x3 First positioning unit P in interval n of … … xn The interval second positioning unit P y Are respectively installed close to the interval 0S 0 Interval 1S 1 Interval 2S 2 Interval 3S 3 … … section nS n The right end of the first positioning unit P corresponds to interval 0 in sequence y0 Interval 1 second positioning unit P y1 Interval 2 second positioning unit P y2 Interval 3 second positioning unit P y3 … … interval n second positioning unit P yn 。
The interval 0 first positioning unit P x0 Section 1 first positioning unit P x1 Section 2 first positioning unit P x2 Section 3 first positioning unit P x3 First positioning unit P in interval n of … … xn Are respectively and sequentially arranged in the interval 0S 0 Interval 1S 1 Interval 2S 2 Interval 3S 3 … … section nS n The distance of the speed increasing buffer area is L; the interval 0 second positioning unit P y0 Interval 1 second positioning unit P y1 Interval 2 second positioning unit P y2 Interval 3 second positioning unit P y3 … … interval n second positioning unit P yn Are respectively and sequentially arranged in the interval 0S 0 Interval 1S 1 Interval 2S 2 Interval 3S 3 … … section nS n Is L d Where it is located.
In the embodiment of the present invention, the interval 0 first positioning unit P x0 Section 1 first positioning unit P x1 Section 2 first positioning unit P x2 Section 3 first positioning unit P x3 First positioning unit P in interval n of … … xn And said interval 0 second positioning unit P y0 Interval 1 second positioning unit P y1 Interval 2 second positioning unit P y2 Interval 3 second positioning unit P y3 … … interval n second positioning unit P yn Are position sensors respectively.
As shown in fig. 4, in the embodiment of the invention, the ground control system EC includes a data acquisition module AD, a data processing module DP, a storage module ST, and a communication module CM, where the data acquisition module AD is configured to acquire, in real time, a signal of the positioning unit P and an output current, voltage, and frequency signal of the variable frequency and variable voltage device a; the data processing module DP is connected with the data acquisition module AD and is used for real-time signal conversion processing and logic algorithm realization; the storage module ST is connected with the data processing module DP and is used for storing information in real time; the communication module CM is connected with the data processing module DP and is used for sending a control instruction to the variable frequency and voltage transformation equipment A. The data acquisition module AD is respectively connected with the positioning unit P and the variable frequency and variable voltage device A; the communication module CM is respectively connected with the variable frequency and variable voltage equipment A.
Implement two
As shown in fig. 5, the embodiment of the invention provides a method for controlling a power train section, wherein the method for controlling the power train section comprises the following specific steps:
step one: acquiring position and speed information of an electric train LC and an insulation area of a power supply rail in a section i of the electric train LCVariable frequency and voltage device A for relative position and interval i i Is set in the voltage domain;
step two: in the section i where the electric train LC is to enter the power rail insulation sectionDuring the process, according to real-time acquisition, LC position and speed of the electric train and interval i variable frequency and variable voltage device A i Is the output current I of (1) Ai Ground operation control system EC judges insulation area of power train LC and interval i power supply rail +.>Whether the relative position of (a) is the distance L of the cache area d If yes, the ground operation control system EC converts the voltage to the interval i variable frequency and variable voltage device A i Send instruction of reducing current until I Ai Zero to satisfy inertia of the power train LC passing interval i power supply rail insulation area +.>And run to interval (i+1) S i+1 The method comprises the steps of carrying out a first treatment on the surface of the Otherwise, returning to the first step;
step three: when the electric train LC runs into the section (i+1) S i+1 When in use, according to real-time acquisition,The position and speed information of the electric train is based on the principle of riding comfort and the maximum jerk J of the electric train LC max Not exceeding threshold J d Variable-frequency and variable-voltage equipment A for (i+1) interval of ground operation control system EC i+1 And sending a starting instruction and a current increasing instruction, and gradually increasing output current to ensure that the electric train LC runs normally step by step in the speed increasing buffer area.
As shown in FIG. 6, the distance L of the cache is reduced in step two d The calculation method of (1) specifically comprises the following steps: the ground control system EC takes riding comfort as a principle and uses the maximum jerk J of the electric train LC max Not exceeding threshold J d For the condition, firstly, calculating interval i variable frequency and variable voltage equipment A i Is the output current I of (1) Ai Time t gradually decreasing to zero; then according to time t, position and speed information of the electric train LC, calculating the distance L of the electric train LC passing through the speed reducing buffer zone d 。
In the second step, the inertia passing interval i power supply rail insulation area of the electric train LC under the temporary power failure condition is metAnd run to interval (i+1) S i+1 The specific steps of (a) are as follows: variable frequency and variable voltage equipment A in interval i i When the output current of the ground operation control system EC is reduced to zero, the variable frequency and variable voltage device A is arranged in the interval i i A stop command is sent to cause the power train LC to be temporarily not supplied with power, and the power train LC is operated to a section (i+1) S by utilizing the inertia of the power train LC i+1 。
In the embodiment of the invention, the LC maximum jerk J of the electric train max The derivative of the maximum acceleration of the electric train LC is used to represent the physical quantity of the maximum acceleration of the electric train LC. In addition, it is known to those skilled in the art that jerk is determined by the amount of change in acceleration and time. The threshold value J d According to the riding comfort principle, the human body is accelerated and decelerated to a critical value causing uncomfortable feeling due to the electric train.
For a better understanding of embodiments of the present invention, the following is described in detail:
firstly, a ground operation control system EC acquires LC position and speed information of an electric train in real time, and the electric train is insulated from a power supply rail in a section iVariable frequency and voltage device A for relative position and interval i i Is the output current I of (1) Ai The method comprises the steps of carrying out a first treatment on the surface of the Then in the section i where the electric train is about to enter the power rail insulation section +.>When the system is used, the ground operation control system EC acquires the LC position and speed information of the electric train and interval i variable-frequency variable-voltage equipment A in real time i Is the output current I of (1) Ai Based on the principle of riding comfort, the maximum jerk J of the train is calculated max Not exceeding threshold J d (the value is a critical value for generating uncomfortable feeling of human body), the ground operation control system EC calculates interval i variable frequency and voltage transformation equipment A i Is the output current I of (1) Ai Gradually reducing the time t to zero, and judging the insulating area +.f between the power train LC and the power supply rail of the interval i by the ground operation control system EC>Is the distance L of the said down buffer d During the process, the ground operation control system EC converts the frequency and voltage to the interval i by the variable frequency and voltage device A i Sending a current reducing instruction; variable frequency and variable voltage equipment A in interval i i When the output current of the ground control system EC decreases to zero, the ground control system EC sends a stop command, the power train LC is temporarily not supplied with power, and the train runs to the section (i+1) S due to the inertia of the train i+1 The method comprises the steps of carrying out a first treatment on the surface of the When the electric train LC runs into the section (i+1) S i+1 When the system is used, the ground operation control system EC acquires the position LC and the speed information of the electric train in real time, takes riding comfort as a principle, and takes the maximum jerk J of the train as a principle max Not exceeding threshold J d Variable-frequency and variable-voltage equipment A for (i+1) interval of ground operation control system EC i+1 Sending a starting instruction, and gradually increasing current output to maintain the electric locomotive at a target speed; when the next train transits from one section to the next section, the ground operation control system ECAnd repeating the control strategy, controlling the variable frequency and voltage transformation equipment in a certain interval and the variable frequency and voltage transformation equipment in the next interval, and completing the sectional control of the electric train, thereby realizing the sectional control of the train passing on the whole running line.
Because only one electric train is allowed to pass through each section of the power supply rail, the ground operation control system EC should adjust the output frequency and voltage of the variable frequency and voltage transformation equipment in each section according to the position signal of the electric train in each section, so that the relative position of the electric train in each section is in a set range.
Therefore, the electric train sectioning control system and the method thereof realize 'non-perception' sectioning by utilizing the inertia of the electric train, have low economic cost and create favorable conditions for artificial intelligent unmanned operation.
Claims (9)
1. An electric train sectioning control system for a rail transit three-phase power supply system comprising a three-phase power supply rail (TR) sectioned into sections 0 (S) 0 ) Section 1 (S) 1 ) Interval 2 (S) 2 ) Interval 3 (S) 3 ) … … interval i (S i ) … … interval n (S) n ) Characterized in that the control system comprises:
variable frequency and transforming device (A), in particular interval 0 variable frequency and transforming device (A 0 ) Interval 1 variable frequency transformer equipment (A) 1 ) Interval 2 variable frequency transformer equipment (A) 2 ) Interval 3 variable frequency transformer equipment (A) 3 ) Interval i frequency conversion transformer equipment … … (A) i ) N frequency conversion transformer equipment (A) in … … interval n ) And respectively with the interval 0 (S 0 ) Section 1 (S) 1 ) Interval 2 (S) 2 ) Interval 3 (S) 3 ) … … interval i (S i ) … … interval n (S) n ) Corresponding connection for providing three-phase power to an electric train (LC) and i E [0, (n-1)]；
A positioning unit (P) installed close to a segment between adjacent sections of the power supply rail (TR) for acquiring position information and speed information of the electric train (LC);
a ground control system (EC) one end of which is connected with the interval 0 variable frequency and voltage device (A) 0 ) Interval 1 variable frequency transformer equipment (A) 1 ) Interval 2 variable frequency transformer equipment (A) 2 ) Interval 3 variable frequency transformer equipment (A) 3 ) Interval i frequency conversion transformer equipment … … (A) i ) N frequency conversion transformer equipment (A) in … … interval n ) The control end is connected with the positioning unit (P), and the other end is connected with the positioning unit (P) and used for controlling the start and stop and acceleration and deceleration of the electric train;
the ground operation control system (EC) is also used for adjusting the output frequency and voltage of the variable-frequency and variable-voltage equipment in each section according to the position signal of the electric train in each section;
the interval 0 (S 0 ) Section 1 (S) 1 ) Interval 2 (S) 2 ) Interval 3 (S) 3 ) … … interval i (S i ) … … interval n (S) n ) The section between two adjacent sections of the power supply rail is a section i (Q Si-Si+1 ) The method comprises the steps of carrying out a first treatment on the surface of the Said section i power rail insulation section (Q Si-Si+1 ) A speed-reducing buffer area is arranged on the left side of the frame, and a speed-increasing buffer area is arranged on the right side of the frame;
when the electric train passes through the section, the following specific steps are executed:
step one: acquiring position and speed information of an electric train (LC), and insulating region (Q) of power supply rail of electric train (LC) and region i Si-Si+1 ) Is a variable frequency and voltage device (A) i ) Is set in the voltage domain;
step two: in the section i where the electric train (LC) is to enter the power rail insulation section (Q) Si-Si+1 ) When the system is used, the position and the speed of the electric train (LC) and the interval i variable frequency and variable voltage device (A) are obtained according to real time i ) Is the output current I of (1) Ai The ground operation control system (EC) judges the insulation area (Q) of the power train (LC) and the power supply rail of the section i Si-Si+1 ) Whether the relative position of (a) is the distance L of the cache area d If yes, the ground operation control system (EC) changes the frequency and voltage to the interval i variable frequency and voltage device (A) i ) Send instruction of reducing current until I Ai Zero to satisfy the inertia of the electric train (LC) under the condition of temporary power failure through the interval i power supply rail insulation area (Q Si-Si+1 ) And runs to section (i+1) (S i+1 ) The method comprises the steps of carrying out a first treatment on the surface of the OtherwiseReturning to the first step;
step three: when the electric train (LC) runs into the section (i+1) (S i+1 ) And when the speed increasing buffer area is used, the position and the speed information of the electric train are acquired in real time, and the electric train (LC) is enabled to run normally step by taking riding comfort as a principle.
2. The electric train segment control system according to claim 1, characterized in that the positioning unit (P) comprises a segment first positioning unit (P x ) And a section second positioning unit (P y ) The section first positioning unit (P x ) Are respectively installed close to the section 0 (S 0 ) Section 1 (S) 1 ) Interval 2 (S) 2 ) Interval 3 (S) 3 ) … … interval n (S) n ) The left end of (a) and sequentially corresponds to the interval 0 first positioning unit (P x0 ) Section 1 first positioning unit (P x1 ) Section 2 first positioning unit (P x2 ) Section 3 first positioning unit (P x3 ) … … interval n first positioning unit (P xn ) Said section second positioning unit (P y ) Are respectively installed close to the section 0 (S 0 ) Section 1 (S) 1 ) Interval 2 (S) 2 ) Interval 3 (S) 3 ) … … interval n (S) n ) And sequentially corresponds to the right end of the interval 0 second positioning unit (P y0 ) Section 1 second positioning unit (P y1 ) Interval 2 second positioning unit (P y2 ) Interval 3 second positioning unit (P y3 ) … … interval n second positioning units (P yn )。
3. An electric train segment control system according to claim 1 or 2, characterized in that the ground handling system (EC) comprises:
the data acquisition module (AD) is used for acquiring the signals of the positioning unit (P) and the output current, voltage and frequency signals of the variable-frequency and variable-voltage equipment (A) in real time;
the data processing module (DP) is connected with the data acquisition module (AD) and is used for real-time signal conversion processing and logic algorithm realization;
the storage module (ST) is connected with the data processing module (DP) and used for storing information in real time;
and the Communication Module (CM) is connected with the data processing module (DP) and is used for sending a control instruction to the variable frequency and voltage transformation equipment (A).
4. A power train segment control system according to claim 3, characterized in that the data acquisition module (AD) is connected to the positioning unit (P) and the variable frequency and transforming device (a), respectively; the Communication Module (CM) is respectively connected with the variable frequency and variable voltage equipment (A).
5. A power train segment control system according to claim 2 or 4, characterized in that the interval 0 first positioning unit (P x0 ) Section 1 first positioning unit (P x1 ) Section 2 first positioning unit (P x2 ) Section 3 first positioning unit (P x3 ) … … interval n first positioning unit (P xn ) Are respectively and sequentially arranged in the interval 0 (S 0 ) Section 1 (S) 1 ) Interval 2 (S) 2 ) Interval 3 (S) 3 ) … … interval n (S) n ) The distance of the speed increasing buffer area is L; said interval 0 second positioning unit (P y0 ) Section 1 second positioning unit (P y1 ) Interval 2 second positioning unit (P y2 ) Interval 3 second positioning unit (P y3 ) … … interval n second positioning units (P yn ) Are respectively and sequentially installed in the section 0 (S 0 ) Section 1 (S) 1 ) Interval 2 (S) 2 ) Interval 3 (S) 3 ) … … interval n (S) n ) Is L d Where it is located.
6. A power train segment control system according to claim 2 or 4, characterized in that the interval 0 first positioning unit (P x0 ) Section 1 first positioning unit (P x1 ) Section 2 first positioning unit (P x2 ) Section 3 first positioning unit (P x3 ) … … interval n first positioning unit (P xn ) And the regionBetween 0 second positioning units (P y0 ) Section 1 second positioning unit (P y1 ) Interval 2 second positioning unit (P y2 ) Interval 3 second positioning unit (P y3 ) … … interval n second positioning units (P yn ) Are position sensors respectively.
7. A power train sectioning control method using the power train sectioning control system according to any one of claims 1 to 6, characterized in that the power train sectioning control method includes the following specific steps:
step one: acquiring position and speed information of an electric train (LC), and insulating region (Q) of power supply rail of electric train (LC) and region i Si-Si+1 ) Is a variable frequency and voltage device (A) i ) Is set in the voltage domain;
step two: in the section i where the electric train (LC) is to enter the power rail insulation section (Q) Si-Si+1 ) When the system is used, the position and the speed of the electric train (LC) and the interval i variable frequency and variable voltage device (A) are obtained according to real time i ) Is the output current I of (1) Ai The ground operation control system (EC) judges the insulation area (Q) of the power train (LC) and the power supply rail of the section i Si-Si+1 ) Whether the relative position of (a) is the distance L of the cache area d If yes, the ground operation control system (EC) changes the frequency and voltage to the interval i variable frequency and voltage device (A) i ) Send instruction of reducing current until I Ai Zero to satisfy the inertia of the electric train (LC) under the condition of temporary power failure through the interval i power supply rail insulation area (Q Si-Si+1 ) And runs to section (i+1) (S i+1 ) The method comprises the steps of carrying out a first treatment on the surface of the Otherwise, returning to the first step;
step three: when the electric train (LC) runs into the section (i+1) (S i+1 ) When the method is used, the position and speed information of the electric train is acquired in real time, and the maximum jerk J of the electric train (LC) is calculated based on the principle of riding comfort max Not exceeding threshold J d The ground operation control system (EC) changes frequency and voltage transformation equipment (A) to interval (i+1) i+1 ) And sending a starting instruction and a current increasing instruction, and gradually increasing the output current to ensure that the electric train (LC) runs normally step by step in the speed increasing buffer area.
8. The method according to claim 7, wherein the distance L of the cache is reduced in the second step d The calculation method of (1) specifically comprises the following steps: ground control system (EC) based on the maximum jerk J of electric train (LC) based on riding comfort max Not exceeding threshold J d First, a section i variable frequency transformer (A) i ) Is the output current I of (1) Ai Time t gradually decreasing to zero; then, the distance L of the electric train (LC) passing through the speed reducing buffer zone is calculated according to the time t, the position and the speed information of the electric train (LC) d 。
9. A method of controlling the passage of electric power trains in segments according to claim 7 or 8, characterized in that in step two the said method is carried out so as to satisfy the inertia of the electric power trains (LC) under temporary power failure conditions through the section i power rail insulation section (Q Si-Si+1 ) And runs to section (i+1) (S i+1 ) The specific steps of (a) are as follows: variable frequency and transforming equipment (A) in interval i i ) When the output current of the ground operation control system (EC) decreases to zero, the ground operation control system (EC) changes the frequency and voltage to the interval i variable frequency and voltage equipment (A i ) A stop command is sent to cause the electric train (LC) to be temporarily not supplied with power, and the electric train (LC) is operated to the section (i+1) by utilizing the inertia of the electric train (LC) (S i+1 )。
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