CN111845471A - Power-concentrated motor train unit - Google Patents
Power-concentrated motor train unit Download PDFInfo
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- CN111845471A CN111845471A CN202010788143.9A CN202010788143A CN111845471A CN 111845471 A CN111845471 A CN 111845471A CN 202010788143 A CN202010788143 A CN 202010788143A CN 111845471 A CN111845471 A CN 111845471A
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- 230000009467 reduction Effects 0.000 claims description 5
- 230000003137 locomotive effect Effects 0.000 description 21
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
- B60M3/04—Arrangements for cutting in and out of individual track sections
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/009—On-board display devices
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Abstract
The invention discloses a power centralized motor train unit, which comprises: the utility model provides a plurality of motor vehicles and set up the under-car inductor on a plurality of motor vehicles, wherein, each in a plurality of motor vehicles all is provided with automatic passing phase splitting device, and automatic passing phase splitting device includes: a power vehicle microcomputer network control system; and an auto-passing main machine configured to send a first signal or a second signal to the power car microcomputer network control system according to the signal on the rail received by the under-car sensor, wherein the power car microcomputer network control system is configured to select to execute a first passing mode or a second passing mode in response to receiving the first signal or the second signal, and the selection of the first passing mode or the second passing mode is determined according to at least one of the following: the train configuration condition and the load condition of the power-concentrated motor train unit and the ramp condition of the power-concentrated motor train unit. The invention sets two passing neutral-section modes with stronger applicability.
Description
Technical Field
The invention relates to a power-concentrated motor train unit.
Background
An electric locomotive running on an electrified railway needs to take electricity from a contact network so as to generate power, and energy required by the contact network is provided by a substation near the railway. Because the electrified railway in China adopts a single-phase power frequency alternating current power supply system, in order to balance the three-phase power supply load of a substation, an electric split-phase facility is inevitably arranged on a contact network. When the locomotive passes through the phase separation area, the main circuit breaker needs to be disconnected in advance in a manual or automatic control mode, a high-voltage power supply loop is cut off, and the locomotive passes through the phase separation area by means of inertia and then closes the main circuit breaker to recover power.
Along with the continuous opening of high-speed rail lines, the trip demand of the motor train unit tends to be good, and the passenger flow volume is frequently innovative. With the continuous increase of the passenger transport market of the motor train unit in the future, the demand market of the motor train unit in the future is still considerable. At present, motor train units running on a high-speed rail are all power-dispersed electric motor train units, have the characteristics of high running speed and stable running, but have high purchasing cost, low transportation efficiency and inconvenient maintenance, and always troubles railway transportation enterprises.
The power-concentrated motor train unit is a motor train unit train with stronger economy, and the application and maintenance costs are superior to those of the traditional motor train unit. Compared with a power-dispersed motor train unit, the power-concentrated motor train unit has the main difference that the power of the power-concentrated motor train unit is concentrated on a power vehicle, the power vehicle pulls compartments without power and is fixedly grouped for use, main power equipment is also concentrated on the power vehicle, and passengers are not carried on the power vehicle.
The grouping types of the power-concentrated motor train unit are flexible and are divided into short grouping, long grouping and short grouping and reconnection, the number of carriages in the grouping can be flexibly configured according to passenger capacity, as shown in fig. 1a-1d, wherein fig. 1a shows that a power vehicle and a control vehicle are in short grouping; FIG. 1b is a power car + power car long consist; FIG. 1c is a short compilation repeat of power vehicle + control vehicle + power vehicle; FIG. 1d is a power vehicle + control vehicle + power vehicle + control vehicle short tandem.
When the reconnection is used, the main circuit breakers of all the reconnection locomotives are disconnected when the reconnection enters the phase separation area, and the main circuit breakers can be closed again only when all the reconnection locomotives pass through the phase separation area, so that the time for losing the traction capacity of the whole locomotive is too long in the whole phase separation process, and the risk that the reconnection cannot pass through the phase separation area smoothly is easy to occur under the working conditions of a large slope and a large load. And because the distance between the motor train unit with concentrated power, especially two power trains in the short-compiling reconnection is longer, the risk that the motor train unit cannot smoothly pass through the phase separation region is enlarged by using the passing phase separation strategy. Therefore, the existing automatic passing neutral section strategy is not suitable for the power-concentrated motor train unit with flexible grouping.
In order to enable the passing neutral section strategy of the power concentrated motor train unit to meet the requirements of various line operating conditions and various grouping modes, an automatic passing neutral section control strategy of the power concentrated motor train unit and the power concentrated motor train unit comprising the strategy need to be formulated.
Disclosure of Invention
In order to solve the technical problems, the embodiment of the invention provides a power-concentrated motor train unit which can be a flexibly grouped power-concentrated motor train unit, and the power-concentrated motor train unit comprises an automatic passing phase-control strategy suitable for the power-concentrated motor train unit.
The embodiment of the invention discloses a power centralized motor train unit, which comprises:
the utility model provides a plurality of motor vehicles and set up the under-car inductor on a plurality of motor vehicles, wherein, each in a plurality of motor vehicles all is provided with automatic passing phase splitting device, and automatic passing phase splitting device includes: a power car microcomputer network control system and an automatic passing split host, the automatic passing split host is configured to send a first signal or a second signal to the power car microcomputer network control system according to a signal on a rail received by an under-car sensor, the power car microcomputer network control system is configured to select to execute a first passing split mode or a second passing split mode in response to receiving the first signal or the second signal, and the selection of the first passing split mode or the second passing split mode is determined according to at least one of the following: the train configuration condition and the load condition of the power-concentrated motor train unit and the ramp condition of the power-concentrated motor train unit.
In one embodiment of the present invention, the power vehicle microcomputer network control system includes a display screen including a passing phase icon and a buzzer, wherein when the power vehicle microcomputer network control system selects to perform the first passing phase mode or the second passing phase mode, the passing phase icon is displayed on the display screen and the buzzer rings at predetermined intervals for a predetermined time until the first passing phase mode or the second passing phase mode is ended.
In one embodiment of the invention, the plurality of power cars includes a first power car and a second power car located at both ends of the power concentrating motor train unit; the first signal is a preview signal and the second signal is a force signal.
In one embodiment of the present invention, the first passing neutral mode includes: when the first power vehicle is a head vehicle, the power vehicle microcomputer network control system of the first power vehicle is configured to respond to the receipt of a first signal to unload the traction force of the plurality of power vehicles with a fixed slope, open the main breakers of the plurality of power vehicles after the unloading is completed, control the main breaker of the first power vehicle to automatically close under the condition that the voltage of the contact network of the first power vehicle is detected to be normal, continue to detect the voltage recovery condition of the contact network of one or more power vehicles behind the first power vehicle, respond to the voltage recovery of the contact network of one or more power vehicles behind the first power vehicle to control the main breakers of one or more power vehicles behind the first power vehicle to automatically close one by one until the voltage recovery of the second power vehicle is detected to be normal and control the main breaker of the second contact network to automatically close.
In one embodiment of the present invention, the second passing neutral mode includes: when the first power vehicle is a head vehicle, the power vehicle microcomputer network control system of the first power vehicle is configured to respond to the receipt of the first signal to unload the traction force of the first power vehicle with a fixed slope, and a main breaker of the first power vehicle is opened after the unloading is completed; the vehicle microcomputer network control system of the one or more vehicles behind the first vehicle is configured to reduce the traction force of the one or more vehicles behind the first vehicle at a fixed slope one by one in response to receiving the first signal and to open the main circuit breaker of the one or more vehicles behind the first vehicle one by one after the reduction is completed until the vehicle microcomputer network control system of the second vehicle reduces the traction force of the second vehicle at a fixed slope in response to receiving the first signal and to open the main circuit breaker of the second vehicle after the reduction is completed; the power vehicle microcomputer network control system of the first power vehicle is further configured to control the main circuit breaker of the first power vehicle to automatically close under the condition that the voltage of the contact network of the first power vehicle is detected to be recovered to be normal, continue to detect the voltage recovery condition of the contact network of one or more power vehicles behind the first power vehicle, and control the main circuit breakers of one or more power vehicles behind the first power vehicle to automatically close one by one in response to the recovery of the voltage of the contact network of one or more power vehicles behind the first power vehicle until the voltage of the contact network of the second power vehicle is detected to be recovered to be normal and control the main circuit breaker of the second power vehicle to automatically close.
In one embodiment of the present invention, the first passing neutral mode includes: when the first power vehicle is a head vehicle, the power vehicle microcomputer network control system of the first power vehicle is configured to open main breakers of a plurality of power vehicles in response to receiving a second signal, control the main breakers of the first power vehicle to be automatically closed under the condition that the voltage of contact networks of the first power vehicle is detected to be recovered to be normal, continue to detect the voltage recovery condition of the contact networks of one or more power vehicles behind the first power vehicle, control the main breakers of one or more power vehicles behind the first power vehicle to be automatically closed one by one in response to the voltage recovery of the contact networks of one or more power vehicles behind the first power vehicle, and control the main breakers of the second power vehicle to be automatically closed until the voltage recovery of the contact networks of the second power vehicle is detected to be normal.
In one embodiment of the present invention, the second passing neutral mode includes: when the first power vehicle is a head vehicle, the power vehicle microcomputer network control system of the first power vehicle is configured to open a main circuit breaker of the first power vehicle in response to receiving the second signal; the vehicle microcomputer network control system of one or more vehicles behind the first vehicle is configured to individually open the main circuit breakers of the one or more vehicles behind the first vehicle in response to receiving the second signal until the vehicle microcomputer network control system of the second vehicle opens the main circuit breaker of the second vehicle in response to receiving the second signal; the power vehicle microcomputer network control system of the first power vehicle is further configured to control the main circuit breaker of the first power vehicle to automatically close under the condition that the voltage of the contact network of the first power vehicle is detected to be recovered to be normal, continue to detect the voltage recovery condition of the contact network of one or more power vehicles behind the first power vehicle, and control the main circuit breakers of one or more power vehicles behind the first power vehicle to automatically close one by one in response to the recovery of the voltage of the contact network of one or more power vehicles behind the first power vehicle until the voltage of the contact network of the second power vehicle is detected to be recovered to be normal and control the main circuit breaker of the second power vehicle to automatically close.
In one embodiment of the invention, the power vehicle microcomputer network control system is further configured to send out an alarm of the automatic passing split host machine fault in response to receiving a third signal indicating that the automatic passing split host machine has a fault; the power vehicle microcomputer network control system is further configured to alert of an auto-passing phase splitting device failure in response to the received first signal or second signal being low.
In one embodiment of the present invention, the display screen is configured to display a prompt related to whether the excessive phase separation has been completed and the main circuit breakers of the plurality of vehicles need to be manually closed if the vehicle microcomputer network control system of the first vehicle receives the first signal from the automatic excessive phase separation main machine of the second vehicle twice in succession or receives the first signal once and the first signal once from the automatic excessive phase separation main machine of the second vehicle in sequence when the first vehicle is the head vehicle and after the main circuit breaker of the first vehicle is opened.
In one embodiment of the present invention, the vehicle microcomputer network control system is further configured to detect a key signal condition of a plurality of vehicles, execute the first passing neutral mode or the second passing neutral mode in response to only one vehicle presence key signal, and issue an alarm in response to the plurality of vehicle presence key signals.
By adopting the technical scheme, the invention at least has the following beneficial effects:
the technical scheme of the invention is suitable for the power concentrated motor train unit with flexible grouping, and different passing neutral section strategies can be set according to different lines and load conditions. When the ramp is relatively slow, the working condition with relatively light load emphasizes that the phase separation zone is safely passed. When the slope is large and the load is heavy, the time for losing the traction capacity in the passing phase separation process is reduced as much as possible, and smooth passing through the phase separation area is ensured.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
Fig. 1a to 1d are examples of a consist of a power concentrating motor train unit according to an embodiment of the present invention.
Fig. 2 is a schematic top view of a power concentrating motor train unit according to an embodiment of the invention.
FIG. 3 is a schematic diagram of an automatic passing phase separation apparatus according to an embodiment of the present invention.
FIG. 4 is a schematic illustration of a rail associated with passing phase according to an embodiment of the present invention.
Fig. 5 is a load shedding curve according to an embodiment of the invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the following embodiments of the present invention are described in further detail with reference to the accompanying drawings.
It should be noted that all expressions using "first" and "second" in the embodiments of the present invention are used for distinguishing two entities with the same name but different names or different parameters, and it should be noted that "first" and "second" are merely for convenience of description and should not be construed as limitations of the embodiments of the present invention, and they are not described in any more detail in the following embodiments.
According to the present invention, there is provided a power concentrating motor train unit 500, as shown in fig. 2, which may include: a plurality of powered vehicles 200 and an under-vehicle sensor 300 disposed on the powered vehicles, two powered vehicles 201 and 202 located at both ends of a power concentrating motor train unit 500, and a plurality of other compartments connected between the powered vehicles 201 and 202, which may include additional powered vehicles, passenger compartments or control vehicles, etc. The under-vehicle sensor 300 may include a first sensor T1, a second sensor T2, a third sensor T3, and a fourth sensor T4 respectively provided at the bottom of the first power vehicle 201 and the bottom of the second power vehicle 202. Each of the plurality of vehicles may be provided with an automatic phase-passing device 100, and each of the automatic phase-passing devices 100 may communicate with each other. As shown in fig. 3, the automatic passing phase separation apparatus 100 may include: a vehicle microcomputer network control system (TCMS)101 and an automatic passing phase separation host 102, and the vehicle microcomputer network control system 101 on each vehicle can communicate with the vehicle microcomputer network control systems 101 on other vehicles. The automatic passing phase separation host 102 may be configured to send a first signal or a second signal to the power vehicle micro-computer network control system 101 according to the signal on the rail received by the under-vehicle sensor 300, wherein the power vehicle micro-computer network control system 101 may be configured to select to execute a first passing phase separation mode or a second passing phase separation mode in response to receiving the first signal or the second signal, the selection of the first passing phase separation mode or the second passing phase separation mode being determined according to at least one of: the grouping condition and the load condition of the power concentrating motor train unit 500 and the slope condition on which the power concentrating motor train unit 500 travels are as follows.
Fig. 4 shows a schematic view of a section of a rail and ground magnetic inductor associated with a phase separation on an electrified railway line. As shown in the figure, the ground magnetic sensors G1-G4 are respectively arranged at positions adjacent to the rails and generate magnetic steel signals which can be used as signal sources of the automatic neutral section passing device 100, wherein, when the motor train unit runs from left to right, the signal of the ground magnetic sensor G1 can be used as a forecast signal, and the signal of the ground magnetic sensor G3 can be used as a recovery signal; the signal of the surface magnetic sensor G2 may be used as the forcing signal and the signal of the surface magnetic sensor G4 may be used as the restoring signal. When the motor train unit runs from right to left, the signal of the ground magnetic inductor G4 can be used as a forecast signal, and the signal of the ground magnetic inductor G2 can be used as a recovery signal; the signal of the surface magnetic sensor G3 may be used as the forcing signal and the signal of the surface magnetic sensor G1 may be used as the restoring signal. a represents the distance between the forcing signal and the advance notice signal, c represents the phase separation, and b represents the distance between the forcing signal and the phase separation. When, for example, the power-concentrated motor train unit shown in fig. 1a runs along the left direction of the rail diagram shown in fig. 4 (for example, the motor vehicle 22 is used as a head vehicle, and the arrangement of the sensors at the bottom of the motor vehicle 22 can be similar to that of the second motor vehicle 202), firstly, the sensor T2 at the bottom of the motor vehicle 22 receives the signal of the ground magnetic sensor G4, the automatic neutral section passing host of the motor vehicle 22 recognizes the signal and sends a forenotice signal to the locomotive microcomputer network control system, and the locomotive microcomputer network control system controls the load shedding of the motor vehicle 22 and opens the main circuit breaker after a predetermined time (for example, 3.5 s). When the power-concentrated motor train unit passes through the phase separation region c, the inductor T2 receives a signal of the ground magnetic inductor G2, the automatic passing phase separation host machine identifies the signal and sends a recovery signal to the locomotive microcomputer network control system, and the locomotive microcomputer network control system automatically identifies the process of network voltage interruption and recovery and then controls the power vehicle 22 to close the main circuit breaker and recover traction.
If the sensor T2 does not receive the signal from the ground magnetic sensor G4, the power car 22 continues to move forward until the sensor T1 receives the signal from the ground magnetic sensor G3, the automatic neutral-section passing host machine recognizes the signal and sends a forcing signal to the locomotive microcomputer network control system, and the locomotive microcomputer network control system controls the power car 22 to immediately break the main circuit breaker. When the power-concentrated motor train unit passes through the phase separation region c, the inductor T1 receives a signal of the ground magnetic inductor G1, the automatic passing phase separation host machine identifies the signal and sends a recovery signal to the locomotive microcomputer network control system, and the locomotive microcomputer network control system automatically identifies the process of network voltage interruption and recovery and then controls the power vehicle 22 to close the main circuit breaker and recover traction.
The above-mentioned automatic phase splitting process is applicable to the multiple-unit train shown in fig. 1a, however, if the multiple-unit train is subjected to multi-section external reconnection, after the automatic phase splitting passing host sends a warning or forcing signal to the locomotive microcomputer network control system, all main circuit breakers of all power cars of the reconnection locomotives are disconnected, and meanwhile, after all the reconnection locomotives recognize that the network voltage is interrupted and recovered, the locomotive microcomputer network control system controls all the reconnection locomotives to close the main circuit breakers and recover traction. This may cause the whole train of motor train units to lose traction capacity for too long time in the whole passing neutral section process, and the risk of failing to smoothly pass through the neutral section is easy to occur under the working conditions of a large slope and a large load. And because the distance between the motor train unit with concentrated power, especially two power trains in the short-compiling reconnection is longer, the risk that the motor train unit cannot smoothly pass through the phase separation area c is enlarged by using the passing phase separation strategy.
Each of the motor vehicles of the power concentrating motor train unit 500 according to the present invention is installed with a set of automatic phase-passing device 100. When the power-concentrated motor train unit 500 is going to run on a rail such as that shown in fig. 4, the TCMS of each power car of the power-concentrated motor train unit 500 determines a master control car according to an electric key signal on each power car of the power-concentrated motor train unit 500, only the power car with the electric key inserted has a master control right, and the whole motor train unit has only one master control car. If a plurality of electric key signals are arranged in the whole row, all vehicles do not have the master control right, and the master control vehicle needs to be determined again after all electric keys are pulled out. The microcomputer network control system of the power vehicle on the main control vehicle can receive the signal from the microcomputer network control system of each power vehicle on other power vehicles, and the microcomputer network control system of each power vehicle receives the signal of each automatic phase separation host, so that the microcomputer network control system of the power vehicle on the main control vehicle can obtain the instruction signals of all automatic phase separation hosts of the whole train of the motor train unit, such as the signals related to the forecast/recovery signals. Referring to fig. 3, after determining the master vehicle from the plurality of powered vehicles, the TCMS of the master vehicle transmits the operation direction of the power concentrating motor train unit 500 (e.g., left or right driving as shown in fig. 4) to the automatic passing phase master of the master vehicle. The automatic neutral-section passing host machine judges the advance notice or the forcing of neutral section passing according to the running direction of the power-concentrated motor train unit 500 and the time sequence of magnetic steel signals received by an under-train sensor of the power vehicle on a rail. Specifically, when the automatic neutral section passing host judges that the sensor under the vehicle receives a neutral section passing advance notice signal, the automatic neutral section passing host sends the advance notice signal to the TCMS, and the TCMS executes a load shedding strategy and then breaks the main circuit breaker of the power vehicle. When the automatic neutral section passing host judges that the sensor under the vehicle receives the neutral section passing forcing signal, the forcing signal is sent to the TCMS, and the TCMS immediately switches off the main circuit breaker of the power vehicle. The automatic passing neutral section host can also judge whether the locomotive passes through the neutral section c, if the automatic passing neutral section host judges that the locomotive passes through the neutral section c after the advance notice/forcing signal, the TCMS can identify the process of network voltage interruption and recovery, and at the moment, the TCMS closes the main circuit breaker of the power vehicle. When the automatic passing neutral section host has no fault, the automatic passing neutral section host continuously sends a normal signal to the TCMS, however, when the automatic passing neutral section host judges that the fault exists, the normal signal is set to zero, and the TCMS carries out corresponding fault prompt. When the TCMS judges that the automatic phase-passing host computer has a fault, the TCMS can not respond to the forecast/compulsive signal sent by the automatic phase-passing host computer any more, and a driver can pass through the phase-separating area in a manual or semi-automatic phase-passing mode.
The power-concentrated motor train unit has two automatic passing neutral-section modes at the same time, and mode selection can be carried out on a main control vehicle. The TCMS will select the synchronous split phase mode when the power concentrating motor train unit 500 is short in consist, lightly loaded, and expected to pass through a relatively gentle slope. Whereas when the power concentrating motor train unit 500 is longer in consist, heavier in load, and is expected to pass through a steeper slope, the TCMS will select the asynchronous split phase mode. The driver can judge the difficulty degree of passing through the phase separation area according to experience, and advises to select the asynchronous passing phase separation mode when the power shortage condition easily occurs, and advises to select the synchronous passing phase separation mode when the power shortage condition does not easily occur.
In addition, before the main breaker is disconnected, the power vehicle needs to be unloaded, and the load is unloaded by a fixed slope, so that the impact caused by instant load unloading can be prevented, and the comfort of passengers is prevented from being influenced. The load shedding curve is shown in fig. 5, where T1 is the time when the vehicle receives the warning/recovery signal of the ground magnetic sensor G1, T2 is the time when the load shedding is started, T3 is the time when the load shedding is completed, and T4 is the time when the vehicle receives the forced signal. The calculation formula of the load shedding start time is as follows:
in the formula, a is, for example, the distance between the phase separation forcing signal and the notice signal in fig. 4, F is the traction force of the vehicle when it receives the notice/recovery signal from the ground magnetic sensor G1, and v is the actual speed of the vehicle when it receives the notice/recovery signal from the ground magnetic sensor G1.
In an embodiment of the present invention, when the power concentrating motor train unit 500 shown in fig. 2 is running to the right on the rails shown in fig. 4 and the first power vehicle 201 is a head vehicle and a main control vehicle, in case the power concentrating motor train unit 500 has a short consist, a light load and is expected to pass through a gentle slope, a synchronous passing neutral section mode may be selected, using a "simultaneous in and out" strategy, i.e. when the head vehicle enters a neutral section, all power vehicles in the consist disconnect the main circuit breaker; and when the phase separation area c is out, the power vehicles respectively judge whether the power vehicles pass through the phase separation area c according to the process from the falling of the network voltage to the recovery and respectively close the main circuit breakers. Specifically, when the sensor T2 of the first motor vehicle 201 receives a signal of the ground magnetic sensor G1 (for example, the signal is a notice signal), the first vehicle 201 may derate the tractive effort of all vehicles within the consist at a fixed ramp rate (e.g., 50kN/s), open the main breakers of all vehicles after the derating is complete, and controls the main circuit breaker of the first power car 201 to be automatically closed in case that it is detected that the catenary voltage of the first power car 201 is recovered to normal, and thereafter continues to detect the catenary voltage recovery of one or more power cars behind the first power car 201, the main circuit breakers of the rear one or more vehicles are controlled to be automatically closed one by one in response to the restoration of the catenary voltage of the rear one or more vehicles until it is detected that the catenary voltage of the second vehicle 202 is restored to normal and the main circuit breaker of the second vehicle 202 is controlled to be automatically closed.
If the sensor T2 of the first powered vehicle 201 does not receive the signal of the ground magnetic sensor G1, but the sensor T1 receives the signal of the ground magnetic sensor G2, the vehicle microcomputer network control system of the first powered vehicle 201 may immediately open the main breakers of the plurality of powered vehicles within the consist and control the main breaker of the first powered vehicle 201 to be automatically closed in case that it is detected that the catenary voltage of the first powered vehicle 201 is recovered to normal, and then continue to detect the catenary voltage recovery condition of one or more powered vehicles behind the first powered vehicle 201, control the main breakers of the one or more powered vehicles behind one by one to be automatically closed in response to the recovery of the catenary voltage of the one or more powered vehicles behind, until it is detected that the catenary voltage of the second powered vehicle 202 is recovered to normal and control the main breaker of the second powered vehicle 202 to be automatically closed.
When the power-concentrated motor train unit 500 is longer in marshalling and heavier in load and is expected to pass through a steeper slope, the asynchronous passing neutral section mode is selected, and a 'respectively in and respectively out' strategy is used, namely when the head car enters the neutral section, the motor cars respectively judge whether the motor cars enter the neutral section and respectively disconnect the main circuit breakers of the motor cars, when the motor cars exit the neutral section, the motor cars are the same as the synchronous passing neutral section mode, and the motor cars respectively judge whether the motor cars pass the neutral section and close the main circuit breakers of the motor cars according to the process of falling to recovery of the network voltage. Specifically, when the sensor T2 of the first motor vehicle 201 receives a signal of the ground magnetic sensor G1 (for example, the signal is a notice signal), the first vehicle 201 may derate the traction of the vehicle 201 at a fixed slope (e.g., 50kN/s), open the main circuit breaker of the vehicle 201 after the derating is completed, the vehicle microcomputer network control system of one or more vehicles behind the first vehicle 201 unloads the traction force of its own vehicle at a fixed slope one by one in response to the signal received from the ground magnetic sensor G1 and opens the main circuit breaker of its own vehicle one by one after the unloading is completed until the vehicle microcomputer network control system of the second vehicle 202 unloads the traction force of the second vehicle 202 at a fixed slope in response to the signal received from the ground magnetic sensor G1 and opens the main circuit breaker of the second vehicle 202 after the unloading is completed. The vehicle microcomputer network control system of the first vehicle 201 controls the main circuit breaker of the first vehicle 201 to be automatically closed when detecting that the catenary voltage of the first vehicle 201 is recovered to be normal, then continues to detect the catenary voltage recovery condition of one or more vehicles behind the first vehicle 201, controls the main circuit breaker of the one or more vehicles behind to be automatically closed one by one in response to the recovery of the catenary voltage of the one or more vehicles behind until detecting that the catenary voltage of the second vehicle 202 is recovered to be normal and controls the main circuit breaker of the second vehicle 202 to be automatically closed.
If the sensor T2 of the first powered vehicle 201 does not receive the signal of the ground magnetic sensor G1 but the sensor T1 receives the signal of the ground magnetic sensor G2, the main breaker of the first powered vehicle 201 is opened; the vehicle microcomputer network control system of one or more vehicles behind the first vehicle 201 individually opens the main circuit breakers of the rear one or more vehicles in response to receiving the signal of the ground magnetic sensor G2 until the vehicle microcomputer network control system of the second vehicle 202 opens the main circuit breaker of the second vehicle 202 in response to receiving the signal of the ground magnetic sensor G2. The vehicle microcomputer network control system of the first vehicle 201 controls the main circuit breaker of the first vehicle 201 to be automatically closed when detecting that the catenary voltage of the first vehicle 201 is recovered to be normal, then continues to detect the catenary voltage recovery condition of one or more vehicles behind the first vehicle 201, controls the main circuit breaker of the one or more vehicles behind to be automatically closed one by one in response to the recovery of the catenary voltage of the one or more vehicles behind until detecting that the catenary voltage of the second vehicle 202 is recovered to be normal and controls the main circuit breaker of the second vehicle 202 to be automatically closed.
It will be appreciated by those skilled in the art that the above embodiments and drawings are illustrative and that other similar embodiments are encompassed within the scope of the present application. For example, the motor train unit 500 may also include other different grouping manners, and the motor train unit may also travel along the left side in fig. 4.
In an embodiment of the present invention, the network control system of the microcomputer for the vehicle may further include a display screen and a buzzer, wherein the display screen includes an excessive phase separation icon, for example
When the vehicle microcomputer network control system selects to perform the first passing neutral mode or the second passing neutral mode, a passing neutral icon may be displayed on the display screen and the buzzer may ring at predetermined intervals for a predetermined time until the first passing neutral mode or the second passing neutral mode is finished. For example, when the motor train unit starts passing through the neutral section, the neutral section icon starts displaying, and the buzzer starts to sound at intervals of 1s every time for 1 s. When the whole motor train unit passes through the phase separation zone and the phase separation icon disappears, the buzzer stops sounding.
In addition, for the synchronous passing neutral section mode and the asynchronous passing neutral section mode, the TCMS of the power vehicle can be in the synchronous passing neutral section mode by default when being started every time, and if the driver of the main control vehicle sets to enter the asynchronous passing neutral section mode, the display screen can carry out corresponding information prompt so that the driver of the main control vehicle can select the passing neutral section mode according to actual needs.
In the embodiment of the invention, if the main breaker cannot be normally closed after the motor vehicle is out of the split phase, the following strategy can be adopted:
after the motor train unit head car (for example, the first power car 201, which is a master car) receives the advance notice/force signal of the automatic passing phase main machine, and the automatic passing phase process is started after the automatic passing phase main machine is mainly disconnected, if the automatic passing phase main machine receives two successive advance notice signals from the tail car (for example, the second power car 202), or receives the first force signal and the first advance notice signal of the automatic passing phase main machine of the tail car (for example, the second power car 202) in sequence, a prompt is made on a TCMS display screen of the head car to indicate that the passing phase is completed, and the main circuit breaker is required to be manually closed. The driver can manually operate the main breaker and the main breaker at the moment, and then operate the main breaker and the main breaker to close the main breaker of the whole train of the motor train unit, so that the problem that the motor train unit cannot close the main breaker due to signals or detection faults is solved.
In addition, when the normal signal received by the TCMS from the automatic passing phase main machine is low level (for example, the normal level range is DC 77V-137.5V, and is low level lower than DC 77V), the fault of the automatic passing phase device can be judged, and at the moment, any notice/forcing signal received by the TCMS is invalid, and the fault of the automatic passing phase device is prompted on a display screen of the TCMS. When the TCMS judges that the automatic phase-passing host computer has a fault, the TCMS can not respond to the forecast/compulsive signal sent by the automatic phase-passing host computer any more, and a driver can pass through the phase-separating area in a manual or semi-automatic phase-passing mode.
Example 1
The major slope of the blue Yu line is more or the short marshalling reconnection mode is longer in marshalling, and can be set to be in an asynchronous passing neutral section mode:
when the microcomputer control system of the motor train unit power vehicle receives the forecast/recovery signal of the ground magnetic inductor G1, the microcomputer control system calculates the unloading starting point in real time according to the distance of the section a in the graph 4 and by integrating the current speed and the current moment, the traction force of the motor train unit is unloaded according to the fixed unloading rate of 50kN/s, and unloading and breaking of the main circuit breaker of the motor train unit are guaranteed to be completed before the ground magnetic inductor G2 signal is sensed (for example, 20m before G2). Vehicles that do not receive the forenotice/recovery signal continue to maintain traction.
When the microcomputer control system of the motor train unit power vehicle does not receive the forenotice/recovery signal of the ground magnetic inductor G1 and directly receives the forcing signal of the ground magnetic inductor G2, the microcomputer control system controls the traction blocking of the motor train unit power vehicle and immediately switches off the main circuit breaker, and the motor train unit power vehicle is not controlled. The vehicle that did not receive the forcing signal continues to maintain traction.
And after the motor train unit passes through the phase separation area c, the microcomputer control system of the motor train unit detects that the voltage of the contact network of the power train is recovered to be normal, and the microcomputer control system controls the main circuit breaker of the power train to be automatically closed and recovers the traction capacity of the power train.
Throughout the split phase, the rear vehicles (e.g., the tailgating vehicles) in the consist may maintain tractive effort when the lead vehicle loses tractive effort, and the front vehicles (e.g., the lead vehicle) in the consist have passed the split phase and recovered tractive effort when the tail vehicle loses tractive effort. The motor train unit can keep enough traction force in the whole phase passing process.
Example 2
Other slower ramps and shorter lines or consists may be set to synchronous passing neutral mode:
when the microcomputer control system of the motor train unit power vehicle receives the forecast/recovery signal of the ground magnetic inductor G1, the microcomputer control system calculates the unloading starting point in real time according to the distance of the section a in the figure 4 and by integrating the current speed and the current moment, unloads according to the fixed unloading rate of 50kN/s, ensures that the unloading of the whole power vehicle is completed and all power vehicle main circuit breakers of the whole power vehicle are disconnected before the signal of the ground magnetic inductor G2 is sensed (20 m before G2), the whole power vehicle loses traction force and enters the lazy line.
When the microcomputer control system of the motor train unit power vehicle does not receive the advance/recovery signal of the ground magnetic inductor G1 and directly receives the forced signal of the ground magnetic inductor G2, the microcomputer control system immediately blocks the traction of the whole row and then disconnects all main circuit breakers of the power vehicle, the whole row loses the traction and enters the coasting.
And after the motor train unit passes through the phase separation region c and the microcomputer control system of the whole motor train unit detects that the voltage of the contact network of the motor train unit is recovered to be normal, the microcomputer control system controls the main circuit breaker of the motor train unit to be automatically closed and recovers the traction capacity of the motor train unit.
The split phase passing whole course, when the head vehicle enters the split phase area, the whole row loses traction force and enters the coasting, the head vehicle recovers part of the traction force after the split phase, and the whole row of traction is recovered after the split phase of the whole vehicle.
According to the technical scheme, on one hand, in the asynchronous passing neutral section mode, the motor train unit can keep a certain traction capacity in the whole passing neutral section process, and the condition that the motor train unit cannot pass through a phase separation area due to an overlarge ramp is prevented; in the synchronous split-phase passing mode, after the head car of the motor train unit receives a warning or forcing signal, the whole motor train unit simultaneously disconnects the main circuit breaker and enters the coasting mode, and the risk of breaking through split phases in an electrified mode is reduced. The traction capacity of the vehicle is immediately recovered when the first vehicle leaves the split phase, all power vehicles in the whole train do not need to wait for passing, and the coasting time is reduced to a certain extent. Through setting up two kinds of passing neutral section modes, convenience of customers selects according to different operating modes, different marshalling conditions, and the suitability is stronger. On the other hand, the prompting strategy of the passing phase separation process is more friendly to the operation of a driver, so that the driver can know the passing phase separation state of the motor train unit conveniently, and can know whether the motor train unit passes through the phase separation area more intuitively. On the other hand, the emergency disposal strategy that the main breaker cannot be automatically closed after the phase separation can effectively reduce the fault that the main breaker cannot be closed after the motor train unit passes through the phase separation.
It should be particularly noted that the various components or steps in the above embodiments can be mutually intersected, replaced, added or deleted, and therefore, the combination formed by the reasonable permutation and combination conversion shall also belong to the protection scope of the present invention, and the protection scope of the present invention shall not be limited to the embodiments.
The above is an exemplary embodiment of the present disclosure, and the order of disclosure of the above embodiment of the present disclosure is only for description and does not represent the merits of the embodiment. It should be noted that the discussion of any embodiment above is exemplary only, and is not intended to intimate that the scope of the disclosure, including the claims, of embodiments of the invention is limited to those examples, and that various changes and modifications may be made without departing from the scope, as defined in the claims. The functions, steps and/or actions of the method claims in accordance with the disclosed embodiments described herein need not be performed in any particular order. Furthermore, although elements of the disclosed embodiments of the invention may be described or claimed in the singular, the plural is contemplated unless limitation to the singular is explicitly stated.
Those of ordinary skill in the art will understand that: the discussion of any embodiment above is meant to be exemplary only, and is not intended to intimate that the scope of the disclosure, including the claims, of embodiments of the invention is limited to these examples; within the idea of an embodiment of the invention, also technical features in the above embodiment or in different embodiments may be combined and there are many other variations of the different aspects of an embodiment of the invention as described above, which are not provided in detail for the sake of brevity. Therefore, any omissions, modifications, substitutions, improvements, and the like that may be made without departing from the spirit and principles of the embodiments of the present invention are intended to be included within the scope of the embodiments of the present invention.
Claims (10)
1. A power-concentrating motor train unit is characterized by comprising:
the automatic neutral section passing device comprises a plurality of power vehicles and an under-vehicle sensor arranged on the power vehicles, wherein each power vehicle is provided with an automatic neutral section passing device, and the automatic neutral section passing device comprises:
a power car microcomputer network control system and an automatic passing split host, the automatic passing split host configured to send a first signal or a second signal to the power car microcomputer network control system according to a signal on a rail received by the under-car sensor, the power car microcomputer network control system configured to select to execute a first passing split mode or a second passing split mode in response to receiving the first signal or the second signal, the selection of the first passing split mode or the second passing split mode being determined according to at least one of: the train configuration condition and the load condition of the power concentrated motor train unit and the ramp condition of the power concentrated motor train unit.
2. The power concentrating motor train unit according to claim 1, wherein the power car microcomputer network control system comprises a display screen and a buzzer, wherein the display screen comprises a passing phase icon, and when the power car microcomputer network control system selects to execute the first passing phase mode or the second passing phase mode, the passing phase icon is displayed on the display screen and the buzzer rings at predetermined intervals for a predetermined time until the first passing phase mode or the second passing phase mode is finished.
3. The power concentrating motor train unit according to claim 1, wherein the plurality of power cars include a first power car and a second power car located at both ends of the power concentrating motor train unit; the first signal is a preview signal and the second signal is a force signal.
4. The power concentrating motor train unit of claim 3, wherein the first passing neutral mode comprises:
when the first power vehicle is a head vehicle, the power vehicle microcomputer network control system of the first power vehicle is configured to respond to the first signal to reduce the traction force of the plurality of power vehicles with a fixed slope, and to open the main circuit breakers of the plurality of power vehicles after the reduction is completed, and controlling a main breaker of the first power vehicle to be automatically closed when the condition that the voltage of the overhead contact system of the first power vehicle is recovered to be normal is detected, and continuously detecting the voltage recovery condition of the overhead contact system of one or more power vehicles behind the first power vehicle, and controlling main circuit breakers of one or more power vehicles behind the first power vehicle to automatically close one by one in response to the restoration of the catenary voltage of the one or more power vehicles behind the first power vehicle until the catenary voltage of the second power vehicle is detected to be restored to normal and controlling the main circuit breaker of the second power vehicle to automatically close.
5. The power concentrating motor train unit of claim 3, wherein the second passing neutral mode comprises:
when the first power vehicle is a head vehicle, the power vehicle microcomputer network control system of the first power vehicle is configured to respond to the first signal and unload the traction force of the first power vehicle with a fixed slope, and a main circuit breaker of the first power vehicle is opened after unloading is completed; the vehicle microcomputer network control system of one or more vehicles behind the first vehicle is configured to reduce the traction force of the one or more vehicles behind the first vehicle by a fixed slope one by one in response to receiving the first signal and to disconnect the main circuit breaker of the one or more vehicles behind the first vehicle one by one after the reduction is completed until the vehicle microcomputer network control system of a second vehicle reduces the traction force of the second vehicle by a fixed slope in response to receiving the first signal and to disconnect the main circuit breaker of the second vehicle after the reduction is completed; the power car microcomputer network control system of the first power car is further configured to control a main breaker of the first power car to be automatically closed under the condition that the voltage of a contact network of the first power car is detected to be recovered to be normal, continue to detect the voltage recovery condition of the contact network of one or more power cars behind the first power car, and control the main breaker of one or more power cars behind the first power car to be automatically closed one by one in response to the recovery of the voltage of the contact network of one or more power cars behind the first power car until the voltage of the contact network of the second power car is detected to be recovered to be normal, so that the main breaker of the second power car is automatically closed.
6. The power concentrating motor train unit of claim 3, wherein the first passing neutral mode comprises:
when the first power vehicle is a head vehicle, the power vehicle microcomputer network control system of the first power vehicle is configured to open main circuit breakers of the plurality of power vehicles in response to the reception of the second signal, control the main circuit breakers of the first power vehicle to automatically close when the contact network voltage of the first power vehicle is detected to be recovered to be normal, continue to detect the contact network voltage recovery condition of one or more power vehicles behind the first power vehicle, control the main circuit breakers of the one or more power vehicles behind the first power vehicle to automatically close one by one in response to the recovery of the contact network voltage of the one or more power vehicles behind the first power vehicle until the contact network voltage of the second power vehicle is detected to be recovered to be normal, and control the main circuit breaker of the second power vehicle to automatically close.
7. The power concentrating motor train unit of claim 3, wherein the second passing neutral mode comprises:
when the first power vehicle is a head vehicle, the power vehicle microcomputer network control system of the first power vehicle is configured to open a main circuit breaker of the first power vehicle in response to receiving the second signal; the vehicle microcomputer network control system of one or more vehicles behind the first vehicle is configured to individually open main circuit breakers of the vehicles of the one or more vehicles behind the first vehicle in response to receiving the second signal until the vehicle microcomputer network control system of the second vehicle opens the main circuit breaker of the second vehicle in response to receiving the second signal; the power car microcomputer network control system of the first power car is further configured to control a main breaker of the first power car to be automatically closed under the condition that the voltage of a contact network of the first power car is detected to be recovered to be normal, continue to detect the voltage recovery condition of the contact network of one or more power cars behind the first power car, and control the main breaker of one or more power cars behind the first power car to be automatically closed one by one in response to the recovery of the voltage of the contact network of one or more power cars behind the first power car until the voltage of the contact network of the second power car is detected to be recovered to be normal, so that the main breaker of the second power car is automatically closed.
8. The power concentrating motor train unit according to claim 1, wherein the power vehicle microcomputer network control system is further configured to issue an alarm of the failure of the auto-passing split main machine in response to receiving a third signal from the auto-passing split main machine indicating that there is a failure of the auto-passing split main machine;
the power vehicle microcomputer network control system is further configured to send out an alarm of the fault of the automatic neutral-section passing device in response to the received first signal or the second signal being low level.
9. The power concentrating motor train unit according to claim 3, wherein the display screen is configured to display a prompt related to that the over-phase separation has been completed and the main circuit breaker of the plurality of motor vehicles needs to be manually closed if the vehicle microcomputer network control system of the first motor vehicle receives the first signal from the automatic over-phase separation main machine of the second motor vehicle twice in succession or receives the primary second signal and the primary first signal from the automatic over-phase separation main machine of the second motor vehicle in sequence when the first motor vehicle is a head vehicle and the main circuit breaker of the first motor vehicle is opened.
10. The power concentrating motor train unit according to claim 1, wherein the power vehicle microcomputer network control system is further configured to detect a key signal condition of the plurality of power vehicles, execute the first passing neutral mode or the second passing neutral mode in response to only one of the power vehicles having a key signal, and issue an alarm in response to a plurality of the power vehicles having a key signal.
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| CN113119807A (en) * | 2021-04-23 | 2021-07-16 | 重庆中车长客轨道车辆有限公司 | Double-flow system vehicle |
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| CN114619926A (en) * | 2022-04-01 | 2022-06-14 | 中南大学 | Automatic neutral-section passing control method for heavy-duty locomotive, rail transit vehicle and device |
| CN115285173A (en) * | 2022-06-22 | 2022-11-04 | 卡斯柯信号有限公司 | Method, equipment and medium for realizing train automatic passing neutral section based on CBTC (communication based train control) |
| CN116061979A (en) * | 2023-01-17 | 2023-05-05 | 中车大连机车车辆有限公司 | Virtual control method and device for cab-free power vehicle |
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