CN111521950A - Rail vehicle traction non-flow fault troubleshooting and disposal method - Google Patents
Rail vehicle traction non-flow fault troubleshooting and disposal method Download PDFInfo
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- CN111521950A CN111521950A CN202010328739.0A CN202010328739A CN111521950A CN 111521950 A CN111521950 A CN 111521950A CN 202010328739 A CN202010328739 A CN 202010328739A CN 111521950 A CN111521950 A CN 111521950A
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- 238000000034 method Methods 0.000 title claims abstract description 50
- 238000013024 troubleshooting Methods 0.000 title claims abstract description 18
- 230000002159 abnormal effect Effects 0.000 claims description 15
- 238000003860 storage Methods 0.000 claims description 12
- 230000007935 neutral effect Effects 0.000 claims description 6
- 238000003825 pressing Methods 0.000 claims description 6
- 238000009826 distribution Methods 0.000 claims description 3
- 238000005520 cutting process Methods 0.000 claims description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 238000002955 isolation Methods 0.000 description 1
- 230000003137 locomotive effect Effects 0.000 description 1
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/08—Railway vehicles
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B23/00—Testing or monitoring of control systems or parts thereof
- G05B23/02—Electric testing or monitoring
- G05B23/0205—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults
- G05B23/0208—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults characterized by the configuration of the monitoring system
- G05B23/0213—Modular or universal configuration of the monitoring system, e.g. monitoring system having modules that may be combined to build monitoring program; monitoring system that can be applied to legacy systems; adaptable monitoring system; using different communication protocols
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Abstract
The invention relates to a railway vehicle traction no-flow fault troubleshooting and disposing method, which comprises the following steps of: s1, confirming whether the position of a reversing handle of the cab, the controlled idle opening and the position of a knob are in normal states, and if so, carrying out the next step; s2, checking whether the vehicle door has a fault or not, and if not, carrying out the next step; s3, checking whether the brake system has faults or not, and if not, carrying out the next step; s4, checking whether the traction converter has a fault or not, and if not, carrying out the next step; s5, checking whether the train protection system has faults or not, and if not, carrying out the next step; and S6, performing reset operation. The invention quickly solves the problem of traction no-flow in the running process by closing and breaking the breaker, the short-circuit wire and the terminal changing, can effectively solve the problems of stopping late and needing rescue caused by traction no-flow in the running process, can effectively improve the running order and reduce the running cost.
Description
Technical Field
The invention relates to a disposal method, in particular to a railway vehicle traction non-flow fault troubleshooting disposal method.
Background
In the running process of the motor train unit, the phenomenon of no flow in traction is often generated. The existing solution is to stop the vehicle to check the fault reason, to solve or to start the vehicle again after isolation or to adopt a locomotive or a motor train unit reconnection rescue mode to wait for the next office station to replace the vehicle body. This scheme influences the line order of operation, causes the operation delay problem. At present, no temporary troubleshooting and disposal method for the existing vehicle exists temporarily.
Disclosure of Invention
The invention mainly aims to solve the technical problems in the prior art and provide a railway vehicle traction flow-free troubleshooting and disposal method which effectively improves the operation order and reduces the operation cost.
In order to achieve the purpose, the technical scheme of the invention is as follows:
a rail vehicle traction no-flow troubleshooting and disposal method comprises the following steps:
s1, confirming whether the position of a reversing handle of the cab, the controlled idle opening and the position of a knob are in normal states, and if so, carrying out the next step;
s2, checking whether the vehicle door has a fault or not, and if not, carrying out the next step;
s3, checking whether the brake system has faults or not, and if not, carrying out the next step;
s4, checking whether the traction converter has a fault or not, and if not, carrying out the next step;
s5, checking whether the train protection system has faults or not, and if not, carrying out the next step;
and S6, performing reset operation.
Further, the step of S1 includes:
s1.1, confirming that a reversing handle is in a non-neutral position;
s1.2, confirming that the centralized control and the storage battery contactor in the cab of the main control end are in a closed position when the storage battery contactor is opened, and converting a parking knob in a switch panel to a non-red point position.
Further, the step of S2 includes:
s2.1, confirming that a door closing indicator lamp of a master control end cab is turned on, if the door closing indicator lamp is not turned on, confirming a pressing character display state below a whole vehicle door through a vehicle door information page of an MON screen, and if the vehicle door is not pressed, disposing according to a vehicle door fault program;
s2.2, confirming that the display of the pressing characters below the whole vehicle door is normal through a vehicle door information page of the MON screen, closing a door closing interlocking knob switch of a change-over switch panel 1 of a cab of the main control end when a door closing lamp is not bright, carrying out zero loading, carrying out starting test, if the running is maintained after the normal running, finishing the process, and if the running is abnormal, continuing to execute the next step.
Further, in the S3, it is determined on the MON screen "brake information" page whether the ATP and the motor train unit output the brake, if so, the ATP and the motor train unit do not release the fault processing procedure, the zero load is performed, the start test is performed, if the ATP and the motor train unit do not output the brake, the operation is maintained after the ATP and the motor train unit output the brake, the process is ended, and if the ATP and the motor train unit output the brake, the next.
Further, the S4 includes the following steps:
s4.1, drawing a page in the converter through the MON screen, checking the closing state of the K in the whole row, and if the K is closed, determining that a neutral lamp is turned off;
s4.2, the traction handle is moved to a P1 level, and the page of the traction converter (vehicle) is checked.
Further, the step S4.2 includes the steps of:
s4.2.1, confirming that the main transformer is abnormal and white to execute the next step, otherwise, checking the MTR temperature and the MTR oil flow state in the distribution board information page of the corresponding carriage if the color is bright green, checking the air supply open state of the main transformer of the corresponding carriage if the MTR temperature reports red, checking whether the APU of the power supply classification page is filled or not if the MTR oil flow reports red, wherein the APU is not filled and the fault is disposed according to the APU, if the page is normal, checking the three-phase voltage output of the APU of the power supply voltage page, and if the output is abnormal, the grid voltage fluctuation is determined and the fault is disposed according;
s4.2.2, confirming that the ventilator is bright green, executing the next step, otherwise, if not, checking a main control end storage battery contactor, checking a storage battery compartment switchboard information page, confirming whether Batk2 is bright red and is close to the idle state of the main control end cab direct current power supply 2, if the battery compartment switchboard information page is in the open state, closing the battery compartment switchboard, after the battery compartment switchboard information page is invalid, short-circuiting the slave control end 102E-105 line, zero-position loading, and after the battery compartment switchboard is normal, maintaining the operation, and ending the process;
s4.2.3, confirming the state of forward and backward, executing the next step when only one is displayed as green, otherwise, if the green is bright, disconnecting the monitor 1 to be opened, if the green is invalid, sequentially adopting the throwing and insulating treatment of the main control end short circuit switch No. 5 line, disconnecting the short connection piece of No. 5 line in the LJB box, shaking the central device CN-M7 for navigation, loading the zero position, keeping the operation after the normal state, and ending the process;
s4.2.4, determining that the 'brake' is white, executing the next step, otherwise, if the 'brake' is bright green, cutting off the right-handed main control end electric brake to a red point position, disconnecting the centralized control 1, the centralized control 2 and the centralized control 3, and recovering the idle opening after detaching the No. 10 line short connecting piece in the LJB box;
s4.2.5, confirming that the power is bright green, if the power is bright green, short-connecting 9-11 lines, if the power is not bright green, moving the traction handle to a P2 level, if the power is bright green, losing power of the 11 lines, short-connecting 9-11 lines, isolating ATP, if the power is not bright green, moving the traction handle to a P2 level, if the power is not bright green, short-connecting 1-1CA, trying 3 times of moving the traction handle to the P1-P10 levels, zero loading, keeping running after normal, ending the process, and if the power is abnormal, continuing to execute the next step.
Further, in S5, isolating the cab ATP at the master control end, performing a start test, performing zero loading, maintaining operation after normal operation, ending the process, and continuing to execute the next step if the process is abnormal.
Further, in S6, after the ATP is restarted, after the MON screen "brake information" page confirms that the ATP does not output the brake, a start test is performed, zero loading is performed, the start test is performed normally and then the operation is maintained, and if the start test is still invalid, the end-changing operation is attempted.
In summary, the method for troubleshooting and disposing the traction current-free fault of the rail vehicle, provided by the invention, can quickly solve the traction current-free problem in the running process by switching on and off the breaker, the short-circuit wire and the end switching, can effectively solve the problems of stopping late and needing rescue caused by traction current-free in the running process, can effectively improve the running order, and can reduce the running cost.
Drawings
FIG. 1 is a flow chart of the present invention.
Detailed Description
The invention is described in further detail below with reference to the following detailed description and accompanying drawings:
in order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in fig. 1, in the method for troubleshooting and handling the traction no-flow fault of the rail vehicle according to the present invention, if a fault is reported on an MON screen, the following steps are performed:
s1, confirming whether the position of a reversing handle of the cab, the controlled idle opening and the knob position are in a normal state, specifically, the method comprises the following steps:
s1.1, confirming that the reversing handle is in a non-neutral position.
S1.2, confirming that the centralized control and the storage battery contactor in the cab of the main control end are in a closed position when the storage battery contactor is opened, and converting a parking knob in a switch panel to a non-red point position.
S2, checking whether the vehicle door has a fault or not, specifically, the method comprises the following steps:
s2.1, confirming that a door closing indicating lamp of a cab at a main control end is turned on, if the door closing indicating lamp is not turned on, confirming a pressing character display state below a whole vehicle door through a vehicle door information page of an MON screen, and if the vehicle door is not pressed, disposing according to a vehicle door fault program. The failure procedure of the car door is determined according to different car models of different manufacturers, and is subject to the treatment standards of each passenger section and manufacturer, which are not described herein again. If the press word is displayed, the next step is executed.
S2.2, confirming that the display of the pressing characters below the whole vehicle door is normal through a vehicle door information page of the MON screen, closing a door closing interlocking knob switch of a change-over switch panel 1 of a cab of the main control end when a door closing lamp is not bright, carrying out zero loading, carrying out starting test, if the running is maintained after the normal running, finishing the process, and if the running is abnormal, continuing to execute the next step.
S3, checking whether the brake system has faults or not, specifically, confirming whether ATP and the motor train unit output brake or not on an MON screen brake information page, if so, handling according to a brake failure relieving processing program, loading a zero position, carrying out a starting test, if the brake failure relieving processing program is normal, maintaining operation, ending the process, and if not, continuously executing the next step.
S4, checking whether the traction converter has a fault or not, and specifically, the method comprises the following steps:
and S4.1, drawing a page in the converter through the MON screen, checking the closing state of the K in the whole row, and if the K is closed, determining that the lamp is out in a neutral gear.
S4.2, the traction handle is moved to a P1 level, and the page of the traction converter (vehicle) is checked. Specifically, S4.2 includes the steps of:
s4.2.1, confirming that the main transformer is abnormal and white, executing the next step, otherwise, checking the MTR temperature and the MTR oil flow state in the distribution board information page of the corresponding carriage if the main transformer is abnormal and bright green, checking the main transformer air supply idle open state of the corresponding carriage if the MTR temperature reports red, checking whether the power supply classification page APU is filled or not if the MTR oil flow reports red, processing the fault according to the APU if the APU is not filled, checking the three-phase voltage output of the power supply voltage page if the APU is normal, and processing the fault according to the full-row auxiliary power supply device if the APU is not output normally and is network voltage fluctuation.
S4.2.2, confirming that the ventilator is bright green, executing the next step, otherwise, if the ventilator is not bright green, checking the main control end storage battery contactor, checking the storage battery compartment switchboard information page, confirming whether Batk2 is bright red and is close to the idle opening state of the main control end cab direct current power supply 2, if the switchboard is in the off-position state, closing, after invalid, short-circuiting the secondary control end 102E-105 line, zero-position loading, and after normal, maintaining operation, and ending the process.
S4.2.3, confirming the state of forward and backward, executing the next step when only one is displayed as green, otherwise, if the green is bright, disconnecting the monitor 1 to be opened, if the green is invalid, sequentially adopting the throwing and insulating treatment of the main control end short circuit switch No. 5 line, disconnecting the short connection piece of No. 5 line in the LJB box, shaking the central device CN-M7 for navigation, loading the zero position, keeping the operation after the normal state, and ending the process.
S4.2.4, the next step is executed after the 'brake' is determined to be white, otherwise, if the 'brake' is bright green, the right-handed main control end electric brake is cut to the red point position, the centralized control 1, the centralized control 2 and the centralized control 3 are disconnected, and the '10' line short connecting piece in the LJB box is detached and then the '10' line short connecting piece is recovered to be disconnected.
S4.2.5, confirming that the power is bright green, shorting 9-11 lines if the power is bright green, bringing the traction handle to a P2 level if the power is not bright green, losing power of the 11 lines if the power is bright green, shorting 9-11 lines, isolating ATP, bringing the traction handle to a P2 level if the power is not bright green, shorting 1-1CA if the power is not bright green, trying to move the traction handle to the P1-P10 level for 3 times, loading zero, keeping running after normal, ending the process, and continuing to execute the next step if the power is abnormal.
And S5, checking whether the train protection system has faults or not. Specifically, the ATP of the cab at the main control end is isolated, a starting test is carried out, zero loading is carried out, operation is maintained after the normal operation, the process is finished, and the next step is continuously executed if the normal operation is not normal.
And S6, performing reset operation. Specifically, after the ATP is restarted, after the MON screen brake information page confirms that the ATP does not output brake, a starting test is carried out, zero loading is carried out, the starting test is normally carried out, then operation is maintained, and if the starting test is still invalid, end changing operation is tried.
According to the railway vehicle traction current-free troubleshooting and disposing method, the problem of traction current-free in the running process is rapidly solved by switching off the breaker, the short-circuit wire and the terminal changing, the problems of stopping late and needing rescue caused by traction current-free in the running process can be effectively solved, the running order can be effectively improved, and the running cost is reduced.
Similar solutions can be derived from the solution given in the figures, as described above. However, any simple modification, equivalent change and modification of the above embodiments according to the technical essence of the present invention are within the scope of the technical solution of the present invention.
Claims (8)
1. A rail vehicle traction no-flow troubleshooting and disposal method is characterized by comprising the following steps:
s1, confirming whether the position of a reversing handle of the cab, the controlled idle opening and the position of a knob are in normal states, and if so, carrying out the next step;
s2, checking whether the vehicle door has a fault or not, and if not, carrying out the next step;
s3, checking whether the brake system has faults or not, and if not, carrying out the next step;
s4, checking whether the traction converter has a fault or not, and if not, carrying out the next step;
s5, checking whether the train protection system has faults or not, and if not, carrying out the next step;
and S6, performing reset operation.
2. The rail vehicle traction current-free troubleshooting handling method of claim 1, characterized in that: the step of S1 includes:
s1.1, confirming that a reversing handle is in a non-neutral position;
s1.2, confirming that the centralized control and the storage battery contactor in the cab of the main control end are in a closed position when the storage battery contactor is opened, and converting a parking knob in a switch panel to a non-red point position.
3. The rail vehicle traction current-free troubleshooting handling method of claim 1, characterized in that: the step of S2 includes:
s2.1, confirming that a door closing indicator lamp of a master control end cab is turned on, if the door closing indicator lamp is not turned on, confirming a pressing character display state below a whole vehicle door through a vehicle door information page of an MON screen, and if the vehicle door is not pressed, disposing according to a vehicle door fault program;
s2.2, confirming that the display of the pressing characters below the whole vehicle door is normal through a vehicle door information page of the MON screen, closing a door closing interlocking knob switch of a change-over switch panel 1 of a cab of the main control end when a door closing lamp is not bright, carrying out zero loading, carrying out starting test, if the running is maintained after the normal running, finishing the process, and if the running is abnormal, continuing to execute the next step.
4. The rail vehicle traction current-free troubleshooting handling method of claim 1, characterized in that: and in the S3, whether the ATP and the motor train unit output the brake is confirmed on an MON screen brake information page, if so, the brake is processed according to a brake failure relieving processing program, zero loading is carried out, a starting test is carried out, if the brake failure relieving processing program is normal, the operation is maintained, the process is ended, and if the brake failure relieving processing program is abnormal, the next step is continuously executed.
5. The rail vehicle traction current-free troubleshooting handling method of claim 1, characterized in that: the S4 includes the following steps:
s4.1, drawing a page in the converter through the MON screen, checking the closing state of the K in the whole row, and if the K is closed, determining that a neutral lamp is turned off;
s4.2, the traction handle is moved to a P1 level, and the page of the traction converter (vehicle) is checked.
6. The rail vehicle traction current-free troubleshooting handling method of claim 5, characterized in that: s4.2 comprises the following steps:
s4.2.1, confirming that the main transformer is abnormal and white to execute the next step, otherwise, checking the MTR temperature and the MTR oil flow state in the distribution board information page of the corresponding carriage if the color is bright green, checking the air supply open state of the main transformer of the corresponding carriage if the MTR temperature reports red, checking whether the APU of the power supply classification page is filled or not if the MTR oil flow reports red, wherein the APU is not filled and the fault is disposed according to the APU, if the page is normal, checking the three-phase voltage output of the APU of the power supply voltage page, and if the output is abnormal, the grid voltage fluctuation is determined and the fault is disposed according;
s4.2.2, confirming that the ventilator is bright green, executing the next step, otherwise, if not, checking a main control end storage battery contactor, checking a storage battery compartment switchboard information page, confirming whether Batk2 is bright red and is close to the idle state of the main control end cab direct current power supply 2, if the battery compartment switchboard information page is in the open state, closing the battery compartment switchboard, after the battery compartment switchboard information page is invalid, short-circuiting the slave control end 102E-105 line, zero-position loading, and after the battery compartment switchboard is normal, maintaining the operation, and ending the process;
s4.2.3, confirming the state of forward and backward, executing the next step when only one is displayed as green, otherwise, if the green is bright, disconnecting the monitor 1 to be opened, if the green is invalid, sequentially adopting the throwing and insulating treatment of the main control end short circuit switch No. 5 line, disconnecting the short connection piece of No. 5 line in the LJB box, shaking the central device CN-M7 for navigation, loading the zero position, keeping the operation after the normal state, and ending the process;
s4.2.4, determining that the 'brake' is white, executing the next step, otherwise, if the 'brake' is bright green, cutting off the right-handed main control end electric brake to a red point position, disconnecting the centralized control 1, the centralized control 2 and the centralized control 3, and recovering the idle opening after detaching the No. 10 line short connecting piece in the LJB box;
s4.2.5, confirming that the power is bright green, shorting 9-11 lines if the power is bright green, bringing the traction handle to a P2 level if the power is not bright green, losing power of the 11 lines if the power is bright green, shorting 9-11 lines, isolating ATP, bringing the traction handle to a P2 level if the power is not bright green, shorting 1-1CA if the power is not bright green, trying to move the traction handle to the P1-P10 level for 3 times, loading zero, keeping running after normal, ending the process, and continuing to execute the next step if the power is abnormal.
7. The rail vehicle traction current-free troubleshooting handling method of claim 1, characterized in that: in S5, isolating the cab ATP at the master control end, performing a start test, performing zero loading, maintaining operation after normal operation, ending the process, and continuing to execute the next step if abnormal.
8. The rail vehicle traction current-free troubleshooting handling method of claim 1, characterized in that: in S6, after the ATP is restarted, after the MON screen "brake information" page confirms that the ATP does not output the brake, a start test is performed, zero loading is performed, the start test is performed normally and then the operation is maintained, and if the start test is still invalid, the end-changing operation is attempted.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010328739.0A CN111521950A (en) | 2020-04-23 | 2020-04-23 | Rail vehicle traction non-flow fault troubleshooting and disposal method |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202010328739.0A CN111521950A (en) | 2020-04-23 | 2020-04-23 | Rail vehicle traction non-flow fault troubleshooting and disposal method |
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| CN111521950A true CN111521950A (en) | 2020-08-11 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114475255A (en) * | 2022-02-23 | 2022-05-13 | 中车青岛四方车辆研究所有限公司 | High-voltage on-load self-checking method and system for traction converter of railway vehicle |
-
2020
- 2020-04-23 CN CN202010328739.0A patent/CN111521950A/en active Pending
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Application publication date: 20200811 |