CN110018683B - Fault troubleshooting and solving method for door control system of motor train unit - Google Patents
Fault troubleshooting and solving method for door control system of motor train unit Download PDFInfo
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Abstract
The invention provides a motor train unit gating system fault troubleshooting and solving method, and belongs to the technical field of electromagnetic interference analysis troubleshooting and suppression. The method can accurately find out the key disturbed equipment and the coupling path of electromagnetic interference in the CRH380BL motor train unit door control system fault caused by the bow net off-line arc. And quantitatively calculating the electromagnetic interference value suffered by the speed sensor cable and finding out a method for effectively solving the fault by using the nested magnetic rings. Firstly, analyzing the logic relation of a CRH380BL motor train unit gating system, testing an off-line arc space radiation field generated during pantograph descending, and finding out disturbed equipment with faults. And then, carrying out electromagnetic interference test and interference coupling analysis on the interfered TCU speed sensor, and calculating an electromagnetic interference value matched with the actual interference value by using a transfer impedance correction formula. And finally, finding the optimal magnetic ring model and the nesting number capable of solving the faults of the door control system of the motor train unit according to the investigation and calculation results.
Description
The technical field is as follows:
the invention relates to the technical field of electromagnetic interference analysis investigation and suppression.
Background art:
the motor train unit can lift the pantograph at the top of the carriage to be connected with a contact network in the running process so as to achieve the purpose of getting electricity, the pantograph can be lowered to be powered off when the motor train unit stops running, pantograph network off-line electric arcs can be generated in the moment of lowering the pantograph, and the electric arcs can emit strong transient electromagnetic pulses to the surrounding space so that the electromagnetic field of the surrounding space changes. The electromagnetic radiation can sometimes affect some vehicle-mounted sensitive devices of the motor train unit, and cause the motor train unit to break down. The CRH380BL motor train unit has electromagnetic compatibility faults caused by bow net off-line arcs in the operation process, and the motor train unit has abnormal locking of train doors after stopping and bow lowering.
At present, for the fault, the traditional solution does not have the process of deeply analyzing the electromagnetic coupling from the perspective of electromagnetic radiation, so the purpose of suppressing the electromagnetic interference in the conduction path is usually achieved only by adding a protective grounding method. However, due to the fact that the added protective grounding and the original protective grounding can form multipoint connection of the train body and the steel rail, when a train runs on a railway insulation section or when joint connection of the steel rail is unreliable and the surface of the steel rail is rusted, the impedance of the steel rail is increased, traction current flows back through the train body, and the hidden danger of bearing ablation exists for a long time. Physically speaking, the source of the interference is that the off-line arc generates electromagnetic radiation, the electric field component of which generates an induced electric field on the surface and core of the sensitive equipment cable. In this regard, shielding materials such as magnetic rings can be used to suppress electromagnetic interference in the radiation path. When the method is used, the electromagnetic interference radiation coupling of the door control system of the motor train unit needs to be analyzed in detail, exact interfered equipment is found, and an electromagnetic interference value matched with the actual equipment is calculated quantitatively, so that the defects of the traditional solution can be overcome.
Analyzing a DCU of a door control system of the motor train unit, wherein the result shows that: three signals can influence the opening and closing of the motor train unit door. Firstly, the signals for opening and closing the door are directly sent to the DCU by a driver through a train control and management system TCMS to control the opening and closing of all the doors of the train. Secondly, two different types of speed sensors, namely a Traction Control Unit (TCU) speed sensor and a Brake Control Unit (BCU) speed sensor, are installed on the train. The two speed sensors can sense speed signals and respectively send the speed signals to the TCU and the BCU, the speed signals are compared with 5km/h, and once the speed is higher than 5km/h, the vehicle door can be automatically closed. The difference is that the BCU speed sensor can only control the opening and closing of the doors of the carriage where the BCU speed sensor is located, and the TCU speed sensor can control the opening and closing of all the doors. Thirdly, when the speed signal detected by the BCU speed sensor is far more than 5km/h, the signal is directly sent to the DCU through the relay, so that the rapid closing of the vehicle door can be realized to ensure the safety.
The invention content is as follows:
the invention aims to provide a method for troubleshooting and solving faults of a door control system of a motor train unit, which can accurately find key disturbed equipment and a coupling path of bow net off-line arc electromagnetic interference in the faults of the door control system of the motor train unit. The purpose of the invention is realized by the following technical scheme: a method for troubleshooting and solving faults of a gating system of a motor train unit comprises the following steps:
first, testing the voltage at the signal port of the sensor
The method comprises the steps that three different modes of signal transmission of a door control system of the motor train unit are compared through test analysis, so that the effect and the effect of the TCU speed sensor of the motor train unit on controlling the opening and the closing of a door of the motor train unit are obtained, when the TCU speed sensor of the motor train unit is subjected to electromagnetic interference of spatial electromagnetic waves, misoperation can be generated, and the door control system of the whole motor train unit breaks down;
second, testing the space radiation of off-line arc generated by pantograph when lowering pantograph
The following results are obtained by testing: when the pantograph is in pantograph descending, the spatial magnetic field strength reaches 54dB mu A/m to the maximum extent, the frequency is concentrated at 5MHz, the length of the whole train of motor train units is 400m, and due to the attenuation of electromagnetic waves, a speed sensor on a carriage far away from an arc generating point cannot be interfered; the control characteristics of different speed sensors are known, and the reason for abnormal locking of all the vehicle doors is that when the pantograph is lowered, the TCU speed sensor of the motor train unit is subjected to radiation interference of the pantograph network off-line electric arc;
thirdly, testing the electromagnetic interference on the TCU speed sensor under the condition that the pantograph is lowered
The following results are obtained by testing: under the condition that the pantograph is lowered, electromagnetic interference can be caused on a TCU speed sensor cable by an offline arc of a pantograph network; the frequency spectrum of the interference is randomly distributed and is concentrated between 5MHz and 10MHz, the maximum interference value is 80dB/V, and the conversion voltage value is 10 mV; meanwhile, discrete interference occurs in the range of 10MHz to 30 MHz; the interference value of the TCU speed sensor is represented by a potential difference U value formed between a cable braided layer and a core wire, and can be calculated by a formula (1):
U＝I×Zt×Lm (1)
wherein: i is induced current on the cable; ztIs the transfer impedance per meter of cable; l ismIs the effective length of the cable; i and L can be obtained by field testmThe value of (c): maximum value of I value on shielded cable is 95mA, L of TCU speed sensormIs 1 m; ztIt can be calculated from the parameters of the sensor cable and equations (2) to (7):
Zt＝Zd+jω(Mh±Mb) (2)
wherein: zdIs the scattering impedance; j is an imaginary number; omega is angular frequency; mhA small hole inductor; mbIs a braided inductor; d is the diameter of each braided wire; c is the number of braided layers; n is the number of wires in the braided bundle; delta is skin depth; sigma is the conductivity of the lead material; b is the distance between adjacent braided belts; h is the distance between the crossed braided belts; p is the weaving pitch; d0Is the diameter of the insulating layer; v is the number of pores of the braided layer, mu0Is magnetic conductivity in vacuum, alpha is a weaving angle;
due to calculated ZtIs greater than its actual test value, particularly in the high-frequency phase, the calculated value is significantly greater than the actual test value, and therefore it is necessary to compare Z with the actual test valuetThe calculation formula of (2) is corrected:
(1) the response caused by high-frequency transient electromagnetic field on the cable mesh is more complicated, the additional attenuation generated by vortex current caused by the magnetic field between the inner and outer layer of the cable mesh is not negligible, and therefore, the additional fluctuation effect M is generatedeIntroduction into ZtIn the calculation of (2):
(2)to small hole inductance MhAnd (5) correcting:
Mh *＝K×Mh (9)
wherein: k is a correction parameter, and the optimal value K is 0.85 through comparison calculation;
in conclusion, a correction formula of the transfer impedance is obtained:
Zt *＝Zd+jω(Mh *±Mb)+Me (10)
z is obtained from the equations (1) and (10)t150m Ω/m; u is approximately equal to 14 mV. The calculation result is basically consistent with the field test interference result;
fourthly, comparing and analyzing the electromagnetic interference suppression effects of the magnetic rings to find the optimal magnetic ring type and the nesting number; and (4) field verification: the electromagnetic interference of 8dB can be effectively reduced by nesting the E04SR401938 type magnetic ring with the total length of 12cm on the TCU speed sensor, so that the fault of the gating system is solved.
The electromagnetic interference of space electromagnetic waves on the TCU speed sensor of the motor train unit is bow net off-line arc radiation interference, and therefore a radiation coupling path of the bow net off-line arc radiation interference on a cable outside the sensor is determined.
By introducing an additional fluctuation effect and correcting the small hole inductance, the result can calculate the electromagnetic interference value of the off-line arc basically consistent with the test value on the TCU speed sensor, and the optimal magnetic ring model and the nesting number capable of effectively solving the faults of the door control system of the motor train unit are found by utilizing the electromagnetic interference value.
Compared with the prior art, the invention has the beneficial technical effects that:
(1) for such faults of the CRH380BL type motor train unit, the traditional solution has the disadvantage of causing the bearings to be ablated. By adopting the electromagnetic interference analysis method, the coupling path of the electromagnetic interference can be determined, the interfered equipment can be accurately found, and a foundation can be provided for inhibiting the electromagnetic interference of the arc network arc in a radiation path by utilizing shielding materials such as a magnetic ring and the like, so that the defects of the traditional solution are overcome.
(2) For the calculation of the electromagnetic interference value, the calculated value is often higher than the test value in the high frequency phase of the traditional calculation method. By adopting the electromagnetic interference calculation method, the electromagnetic interference value which is more matched with the actual interference value of the field test can be calculated. More reliable data support can be provided for finding the optimal magnetic ring model and nesting number.
Description of the drawings:
FIG. 1 is a logic relationship diagram of a CRH380BL motor train unit gating system adopted by the invention
FIG. 2 is a schematic diagram of the installation positions of the speed sensors of the CRH380BL motor train unit
FIG. 3 is a waveform diagram of an electromagnetic interference test of a speed sensor of a carriage 02 number of a motor train unit adopted by the invention
FIG. 4 shows the transfer impedance Z of the present inventiontComparison of calculated values with test values
FIG. 5 is a comparison graph of the transfer resistance values under different correction parameters K according to the present invention
FIG. 6 shows the corrected transfer impedance Z of the present inventiont *Comparison of calculated values with test values
FIG. 7 is a comparison of the suppression effect of different types of magnetic rings according to the present invention
FIG. 8 is a diagram illustrating the effect of nesting different numbers of magnetic rings on suppressing EMI according to the present invention
FIG. 9 is a flow chart of the present invention
The specific implementation mode is as follows:
the present invention will be described in further detail with reference to the following detailed description and accompanying drawings.
The logic relationship of the CRH380BL type door control system of the motor train unit is shown in figure 1, and three signals can influence the opening and closing of the doors of the motor train unit in the DCU of the motor train unit door control system. Firstly, a driver directly sends signals for opening and closing the door to a door control system DCU of the motor train unit through a train control and management system TCMS to control the opening and closing of all doors of the train. Secondly, two different types of speed sensors are installed on the train, namely a TCU speed sensor 1 of a traction control unit and a BCU speed sensor 2 of a brake control unit. The two speed sensors can sense speed signals and respectively send the speed signals to the TCU and the BCU, the speed signals are compared with 5km/h, and once the speed is higher than 5km/h, the vehicle door can be automatically closed. Thirdly, when the speed signal detected by the BCU speed sensor 2 is far more than 5km/h, the signal can cross the TCMS and is directly sent to a door control system DCU of the motor train unit through a relay, and therefore the rapid closing of the vehicle door can be achieved to guarantee safety.
The installation positions of the speed sensor of the CRH380BL motor train unit are shown in FIG. 2, and the motor train unit has 16 carriages, wherein the carriage numbers are from 01 to 16. In the motor train unit, the top parts of carriages 02, 07, 10 and 15 are respectively provided with a pantograph, and the bottom parts of the four carriages are respectively provided with a TCU speed sensor 1, as shown in FIG. 2. Normally, when two pantographs of carriage No. 02 and 10 are used, the remaining pantographs are ready for use. Each car is fitted with a BCU speed sensor 2 as shown in figure 2. The two sensors differ: the TCU speed sensor 1 can control the opening and closing of the doors of the whole train, but the BCU speed sensor 2 can only control the opening and closing of the doors of the train where the BCU speed sensor is located.
In the field test and analysis process, the pantograph at the top of the No. 02 carriage is lifted, and the space radiation field of the off-line electric arc generated in the pantograph descending process is tested. The result shows that the maximum spatial magnetic field intensity can reach 54dB muA/m when the bow is reduced, and the frequency is mainly concentrated on about 5 MHz. Such a strong magnetic field may cause interference to the speed sensor of the motor train unit, resulting in malfunction thereof. However, the length of the whole motor train unit is about 400m, and due to attenuation of electromagnetic waves, space magnetic fields at carriages far away from the arc generation point 02, such as the carriages at the tail 16, are hardly influenced, so that a speed sensor on the carriages far away cannot be subjected to electromagnetic interference of off-line arcs generated by pantographs of carriages No. 02. Since all doors are abnormally locked due to the failure of the door control system, the analysis of fig. 1 and 2 and the test and analysis results of the spatial radiation field are combined, and it is found that the reason for the failure is that the TCU speed sensor 1 of the motor train unit is subjected to radiation interference of the pantograph network offline arc during pantograph lowering.
The TCU speed sensor 1 was tested for electromagnetic interference in a pantograph lowering situation, and two typical test results are shown in fig. 3: bow net off-line arcing can cause electromagnetic interference on the speed sensor cable. The frequency spectrum distribution of the interference is generally random, but the interference is mainly distributed between 5MHz and 10MHz, the maximum interference value of about 80dB/V appears around 5MHz, and the maximum interference value is converted into a voltage value of 10 mV. Meanwhile, a small amount of discrete interference occurs in the range of 10MHz to 30 MHz.
And carrying out quantitative calculation on the electromagnetic interference on the TCU speed sensor 1. The values of the transfer impedances calculated according to the equations (2) to (7) are significantly greater than the actual measured values of the transfer impedance of the cable, in particular at high frequencies, as shown in fig. 4. This is because the response of the transient electromagnetic field on the mesh is more complex at high frequencies, the additional attenuation of the eddy currents caused by the magnetic field between the inner and outer braid bundles of the mesh is not negligible, and therefore, the additional ripple effect equation (8) is introduced into ZtIn the calculation of (2). Meanwhile, in order to improve the reliability of the calculation result, a correction parameter K is introduced to the small-hole inductor MhCorrecting, and substituting the values of K of 0.95, 0.85, 0.80, 0.75 and 0.60 into formula (9) to calculate the corrected small-hole inductance Mh *Then from Mh *The transfer impedance value is calculated, and the change of the obtained result along with the change of the value of K is shown in FIG. 5. As can be seen from fig. 5: the value of K closest to the actual test result of the transfer impedance is 0.85.
Fig. 6 shows the calculated result of the corrected transfer impedance and the actual measured value of the transfer impedance of the cable. Z can be obtained by calculating the maximum electromagnetic interference concentrated frequency of 5MHzt150m Ω/m, and the maximum value of the induced current on the cable is 95mA by testing; effective length L of TCU speed sensor cablemIs 1 m. The maximum interference voltage U is approximately equal to 14mV at 5MHz can be calculated by substituting the formula (1). This is substantially consistent with the test results shown in fig. 3.
Table 1 shows the main parameters of four different types of magnetic rings, the dimensions of which are suitable for the cable of the TCU speed sensor 1, and fig. 7 compares the electromagnetic interference suppression effect of these four types of magnetic rings. The result shows that the interference suppression capability of the No. 1 magnetic ring (E04SR401938) is strongest in the frequency band of 5 MHz-10 MHz causing the most serious electromagnetic interference of the fault. Therefore, this type of magnetic ring is selected for this electromagnetic interference suppression. Fig. 8 shows the interference suppression effect after nesting different numbers of magnetic rings No. 1: after 2, 3, 5, 12 and 25 magnetic rings are nested, the interference of 5.4dB, 8.5dB, 15.6dB, 19.8dB and 21.2dB can be respectively inhibited. On-site tests show that when the interference is reduced by 8dB, the TCU speed sensor 1 cannot generate false operation, so that according to the result shown in FIG. 8, after the 12cm long (total 3) E04SR401938 type magnetic rings are nested, the failure of the gating system can be effectively solved.
TABLE 1 main parameters of four different types of magnetic rings
Aiming at the gate control system fault of the CRH380BL motor train unit, the invention analyzes the electromagnetic interference source, the sensitive equipment and the electromagnetic coupling path in detail from the electromagnetic compatibility perspective. The critical victim device in the fault and the coupling path of the electromagnetic interference are accurately found. Meanwhile, a calculation formula of the transfer impedance is corrected, and an electromagnetic interference value borne by the speed sensor is calculated quantitatively, so that the optimal magnetic ring model and the nesting number capable of effectively solving the faults of the door control system of the motor train unit are found. The invention result can provide foundation and reliable data support for improving the existing fault solution and utilizing shielding materials such as magnetic rings and the like to restrain electromagnetic interference of the bow net arc in a radiation way. Obvious modifications or variations in form and detail will occur to those skilled in the art upon reading the present specification and are intended to be within the scope of the present invention.
Claims (3)
1. A method for troubleshooting and solving faults of a gating system of a motor train unit comprises the following steps:
first, testing the voltage at the signal port of the sensor
The method comprises the following steps of obtaining the effect and the effect of a train TCU speed sensor (1) on controlling the opening and the closing of a train door through three different modes of testing, analyzing and comparing signal transmission of a train door control system, and generating misoperation when the train TCU speed sensor (1) is subjected to electromagnetic interference of space electromagnetic waves so as to enable the whole train door control system to break down;
second, testing the space radiation of off-line arc generated by pantograph when lowering pantograph
The following results are obtained by testing: when the pantograph is in pantograph descending, the spatial magnetic field strength reaches 54dB mu A/m to the maximum extent, the frequency is concentrated at 5MHz, the length of the whole train of motor train units is 400m, and due to the attenuation of electromagnetic waves, a speed sensor on a carriage far away from an arc generating point cannot be interfered; the control characteristics of the speed sensors are used for knowing that the reason for abnormal locking of all the vehicle doors is that when the pantograph is lowered, the TCU speed sensor (1) of the motor train unit is subjected to radiation interference of the pantograph-catenary offline electric arc;
thirdly, testing the electromagnetic interference on the TCU speed sensor (1) under the condition that the pantograph is lowered
The following results are obtained by testing: under the condition that the pantograph is lowered, electromagnetic interference can be caused on a TCU speed sensor cable by an offline arc of a pantograph network; the frequency spectrum of the electromagnetic interference is randomly distributed and is concentrated between 5MHz and 10MHz, the maximum interference value is 80dB/V, and the conversion voltage value is 10 mV; meanwhile, discrete interference occurs in the range of 10MHz to 30 MHz; the interference value of the TCU speed sensor (1) is represented by a potential difference U value formed between a cable braided layer and a core wire, and can be calculated by a formula (1):
U＝I×Zt×Lm (1)
wherein: i is induced current on the cable; ztIs the transfer impedance per meter of cable; l ismIs the effective length of the cable; i and L can be obtained by field testmThe value of (c): the maximum value of I value on the shielded cable is 95mA, and L of TCU speed sensor (1)mIs 1 m; ztIt can be calculated from the parameters of the sensor cable and equations (2) to (7):
Zt＝Zd+jω(Mh±Mb) (2)
wherein: zdIs the scattering impedance; j is an imaginary number; omega is angular frequency; mhA small hole inductor; mbIs a braided inductor; d is the diameter of each braided wire; c is the number of braided layers; n is the number of wires in the braided bundle; delta is skin depth; sigma is the conductivity of the lead material; b is the distance between adjacent braided belts; h is the distance between the crossed braided belts; p is the weaving pitch; d0Is the diameter of the insulating layer; v is the number of pores of the braided layer, mu0Is magnetic conductivity in vacuum, alpha is a weaving angle;
due to calculated ZtIs greater than its actual test value, and therefore, it is necessary to measure ZtThe calculation formula of (2) is corrected:
(1) the response caused by high-frequency transient electromagnetic field on the cable mesh is more complicated, the additional attenuation generated by vortex current caused by the magnetic field between the inner and outer layer of the cable mesh is not negligible, and therefore, the additional fluctuation effect M is generatedeIntroduction into ZtIn the calculation of (2):
(2) to small hole inductance MhAnd (5) correcting:
Mh *＝K×Mh (9)
wherein: k is a correction parameter, and the best value K is obtained by comparing and calculating the value of K to be 0.85;
in conclusion, a correction formula of the transfer impedance is obtained:
Zt *＝Zd+jω(Mh *±Mb)+Me (10)
z is obtained from the equations (1) and (10)t150m Ω/m; u is approximately equal to 14 mV; fourthly, comparing and analyzing the electromagnetic interference suppression effects of the magnetic rings to find the optimal magnetic ring type and the nesting number; and (4) field verification: a magnetic ring of E04SR401938 type with the total length of 12cm is nested on the TCU speed sensor (1), so that the electromagnetic interference of 8dB can be effectively reduced, and the fault of a train door control system is solved.
2. The motor train unit gating system troubleshooting and solution method of claim 1, characterized in that: the electromagnetic interference of space electromagnetic waves on the TCU speed sensor (1) of the motor train unit is bow net off-line arc radiation interference, and therefore a radiation coupling path of the bow net off-line arc radiation interference on a cable outside the sensor is determined.
3. The motor train unit gating system troubleshooting and solution method of claim 1, characterized in that: by introducing an additional fluctuation effect and correcting the small hole inductance, the electromagnetic interference value generated by the off-line arc on the TCU speed sensor (1) can be calculated according to the result, and the optimal magnetic ring model and the nesting number capable of effectively solving the faults of the door control system of the motor train unit can be found by utilizing the electromagnetic interference value.
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| CN203940832U (en) * | 2014-06-13 | 2014-11-12 | 成都凯迪迅电气设备有限公司 | The contactless dynamic pull-out values measurement mechanism of a kind of high-speed railway and system |
| CN105447302A (en) * | 2015-10-30 | 2016-03-30 | 中车青岛四方机车车辆股份有限公司 | Method for estimating aerodynamic force of motor train unit |
| CN107472037A (en) * | 2016-06-07 | 2017-12-15 | 吉林大学 | A kind of tractive power supply system for bullet train and its vehicle-mounted store electric system |
| CN106815441A (en) * | 2017-01-19 | 2017-06-09 | 西南交通大学 | A kind of computational methods of the Traction networks pressure of meter and the multiple offline arcing of EMUs bow net |
| CN108171338A (en) * | 2017-12-12 | 2018-06-15 | 中车长春轨道客车股份有限公司 | Rail vehicle door electrical machinery life appraisal procedure based on Bayesian statistics method |
| CN108287283A (en) * | 2018-02-05 | 2018-07-17 | 天津理工大学 | The test equipment and conducted immunity test method of a kind of impedance loop under industrial environment |
| CN108875259A (en) * | 2018-07-05 | 2018-11-23 | 西南交通大学 | A kind of EMU car carries vehicle-pessimistic concurrency control construction method of automatic passing over of neutral section |
| CN108919781A (en) * | 2018-07-12 | 2018-11-30 | 沈阳铁路信号有限责任公司 | The self checking method and realization circuit of EMU auto-passing neutral section control system |
| CN109484189A (en) * | 2018-12-27 | 2019-03-19 | 西南交通大学 | A kind of contactless Train Transportation Simulation System and its operation method |
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