CN112829774B - Electric screen cabinet for rail transit vehicle and state monitoring method - Google Patents
Electric screen cabinet for rail transit vehicle and state monitoring method Download PDFInfo
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- CN112829774B CN112829774B CN201911165622.9A CN201911165622A CN112829774B CN 112829774 B CN112829774 B CN 112829774B CN 201911165622 A CN201911165622 A CN 201911165622A CN 112829774 B CN112829774 B CN 112829774B
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Abstract
The invention provides an electric screen cabinet for a rail transit vehicle, which comprises: the logic control unit is used for receiving a vehicle control instruction and generating a control signal; the contactor is used for controlling controlled equipment on the rail transit vehicle according to the control signal; the sensing unit is used for monitoring the real-time state of a main contact on the contactor to obtain first state information reflecting the working state of the controlled equipment; the logic monitoring unit is used for receiving the first state information fed back by the sensing unit, monitoring the real-time states of the coil and the auxiliary contact on the contactor to obtain second state information, and feeding the first state information and the second state information back to the logic control unit; and the display unit is used for receiving and displaying the first state information and the second state information. The invention adopts a contactless microcomputer logic control mode to replace the traditional mechanical contact control, thereby saving the space of the electric screen cabinet; the fault location can be accurately positioned, the troubleshooting process is reduced, and the troubleshooting efficiency is improved.
Description
Technical Field
The invention relates to the technical field of rail transit vehicles, in particular to an electric screen cabinet for a rail transit vehicle and a state monitoring method.
Background
The electric (control) screen cabinet product of the railway passenger vehicle, namely the rail transit vehicle, is one of key systems of the vehicle, is one of the competition focuses of various railway equipment enterprises, and the electric screen cabinet is mainly used for realizing the functions of logic control, power distribution control and line protection of the vehicle electric system. At present, the logic control of a vehicle electrical system (comprising the logic execution and the instruction transmission of key train control instructions such as activation, VCB, traction, braking, vehicle door, air conditioner, safety loop and the like) is mainly realized by a hard-wire circuit.
At present, an electric screen cabinet of a rail transit vehicle mainly realizes logic control of a vehicle electric system through a control relay panel. The control relay panel adopts a large number of relays, occupies large space, has various plug-in units, and has the unique mode of changing the electrical control logic of the vehicle through scrapping the plug-in units, poor customizability and high maintenance cost. The existing vehicle implementation technology needs modification of field dismounting equipment of constructors, construction time is long, and modification risks exist.
Therefore, the invention provides an electric screen cabinet for a rail transit vehicle and a state monitoring method.
Disclosure of Invention
In order to solve the above problems, the present invention provides an electrical cubicle for a rail transit vehicle, including:
the logic control unit is used for receiving a vehicle control instruction and generating a control signal according to the vehicle control instruction;
the contactor is used for receiving the control signal and controlling controlled equipment on the rail transit vehicle according to the control signal;
the sensing unit is used for monitoring the real-time state of a main contact on the contactor to obtain first state information reflecting the working state of the controlled equipment;
the logic monitoring unit is used for receiving the first state information fed back by the sensing unit, monitoring the real-time states of a coil and an auxiliary contact on the contactor to obtain second state information, and feeding the first state information and the second state information back to the logic control unit;
a display unit in communication with the logic control unit for receiving and displaying the first status information and the second status information.
According to one embodiment of the present invention, the logic control unit employs a dual-system redundant hot standby and diagnostic architecture, which comprises: IO master control board I, IO master control board II, exchange board, IO class board, power strip I and power strip II.
According to one embodiment of the invention, the IO class boards include a digital input board, a digital output board, and an analog input/output board.
According to an embodiment of the present invention, the contactor includes a dc contactor and an ac contactor, wherein the dc contactor and the ac contactor respectively control a first controlled device and a second controlled device included in the controlled device.
According to an embodiment of the present invention, the electric cabinet further comprises a wireless node for implementing a data transmission function between the sensing unit and the logic monitoring unit.
According to one embodiment of the invention, the electric screen cabinet further comprises cloud equipment which is communicated with the logic control unit and has a remote communication function, and the cloud equipment can be communicated with the mobile terminal through a remote network, so that a user can check the real-time working state of the rail transit vehicle on the mobile terminal.
According to one embodiment of the invention, the electrical cabinet further comprises a combination switch for issuing the vehicle control signal.
According to an embodiment of the present invention, the electrical cabinet further includes a power supply unit for supplying power to the logic control unit, the logic detection unit, the combination switch, and the display unit.
According to an embodiment of the present invention, the electrical cabinet further includes a circuit breaker, and the circuit breaker is connected between the logic control unit and the power supply unit, between the logic monitoring unit and the power supply unit, and between the display unit and the power supply unit, and is configured to perform overcurrent protection on the logic control unit, the logic detection unit, and the display unit.
According to another aspect of the present invention, there is also provided a method for monitoring the status of an electrical cubicle for a rail transit vehicle, the method comprising the steps of:
receiving a vehicle control command through a logic control unit, and generating a control signal according to the vehicle control command;
receiving the control signal through a contactor, and controlling controlled equipment on the rail transit vehicle according to the control signal;
monitoring the real-time state of a main contact on the contactor through a sensing unit to obtain first state information reflecting the working state of the controlled equipment;
receiving the first state information fed back by the sensing unit through a logic monitoring unit, monitoring the real-time states of a coil and an auxiliary contact on the contactor to obtain second state information, and feeding the first state information and the second state information back to the logic control unit;
and receiving and displaying the first state information and the second state information through a display unit.
The invention provides a non-contact microcomputer electric screen cabinet and a state monitoring method for a rail transit vehicle, which adopt a non-contact microcomputer logic control mode to replace the traditional mechanical contact control and save the space of the electric screen cabinet; and moreover, a fault self-diagnosis automatic closed-loop control mode is provided, the fault position can be accurately positioned, the fault troubleshooting process is reduced, and the fault overhauling efficiency is improved.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention and not to limit the invention. In the drawings:
fig. 1 shows an electrical cubicle for a rail transit vehicle according to one embodiment of the present invention;
fig. 2 shows an electrical cubicle for a rail transit vehicle according to another embodiment of the present invention;
FIG. 3 shows a comparison of the control relay panel (left) and the logic control unit (right);
FIG. 4 shows a functional schematic of a logic control unit in accordance with one embodiment of the present invention;
FIG. 5 illustrates a logical control unit physical diagram according to one embodiment of the present invention;
FIG. 6 shows a pictorial view of a switch plate assembly in accordance with one embodiment of the present invention;
FIG. 7 illustrates a display screen displaying a pantograph lift interface diagram according to an embodiment of the present invention;
FIG. 8 illustrates a display screen displaying a VCB closed interface diagram according to one embodiment of the present invention;
FIG. 9 shows a load over-current fault interface diagram according to an embodiment of the invention;
FIG. 10 illustrates an LMU system architecture diagram according to one embodiment of the present invention;
FIG. 11 illustrates an LMU plug-in version and an external version physical map in accordance with one embodiment of the present invention;
FIG. 12 shows an AC smart sensor physical map according to one embodiment of the invention;
FIG. 13 illustrates a graph of the operating characteristics of an AC contactor according to one embodiment of the present invention;
FIG. 14 illustrates a display screen displaying an operational characteristic interface diagram of an AC contactor, according to one embodiment of the present invention;
FIG. 15 shows a physical diagram of a wireless node according to one embodiment of the invention;
FIG. 16 shows a mobile side APP login interface diagram in accordance with one embodiment of the present invention;
FIG. 17 shows a mobile-end APP pantograph control work interface diagram, in accordance with one embodiment of the present invention; and
fig. 18 shows a flow chart of a method for monitoring the condition of an electrical cabinet for a rail transit vehicle 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, embodiments of the present invention are described in further detail below with reference to the accompanying drawings.
The electrical control screen cabinet product of the railway passenger vehicle is one of key systems of the vehicle, is one of the competition focuses of various railway equipment enterprises, is a core supplier of related products of a motor train unit in four places, minor places and the like, and is a breakthrough in iron hospitals, so that the product is worthy of development in strategic significance and economic value.
The invention mainly aims to improve the microcomputerization and informatization of the electrical control screen cabinet products of railway passenger vehicles (motor train units and urban rail vehicles), improve the technical level of the products, improve the availability of the products, and solve the problems of product maintenance and the like.
The current situation and the trend of the electrical control screen cabinet of the railway passenger vehicle are as follows:
the daily-series motor train unit is relatively conservative in technical design due to technical limitation and comprehensive requirements on system reliability, and the electrical control logics of the whole motor train unit and a corresponding carriage are mainly realized by adopting a traditional electrical hard-wire logic control technology, so that the related screen cabinets have complex external interfaces, large maintenance difficulty and low informatization level.
The vehicle-mounted electrical control product of the European-series motor train unit mainly takes a CCU unit of a TCN network as a control core to realize electrical control logics of a whole vehicle and a corresponding carriage, so that a related screen cabinet has simple external interfaces, convenient diagnosis and maintenance and higher informatization level.
A minor system has rich loading experience of vehicle-mounted electric control products of CRH2 motor train units, related products are loaded in a standard way at 350 kilometers, and the system has rich engineering application experience. It is strongly promoting the application of informatization technology by means of the technical forces of Japanese minor and external resources, but the autonomous development ability is relatively weak.
The four-season CRH3 motor train unit vehicle-mounted electric control product is a main supplier of CRH3 motor train unit vehicle-mounted electric control products, related products are marked for loading in 350 km four seasons and long passengers, the PHM technology of the vehicles is being popularized, and the electric informatization technology of the passenger trains is provided for new vehicle types.
In the electric control screen cabinet of the domestic subway vehicle, a computerized logic control unit developed in Shenzhen Tong industry and Chengdu Yun has been applied to loading of part of subway vehicles to replace the logic control formed by the traditional relays and is in electric informatization layout of a passenger car.
The existing electric screen cabinet has poor functional customization and low integration level; the fault positioning is difficult, and the maintenance cost is high; the intelligence level is low. In this regard, fig. 1 shows an electrical cabinet for a rail transit vehicle according to one embodiment of the invention. As shown in fig. 1, the electrical cabinet includes a logic control unit 101, a contactor 102, a sensing unit 103, a logic detection unit 104, and a display unit 105.
The logic control unit 101 is configured to receive a vehicle control command and generate a control signal according to the vehicle control command. Specifically, the logic control unit adopts a dual-system redundant hot standby and diagnosis architecture, which comprises: IO main control panel I, IO main control panel II, exchange board, IO class board, power strip I and power strip II. Further, the IO board includes a digital input board, a digital output board, and an analog input/output board.
The contactor 102 is configured to receive a control signal and control controlled devices (including but not limited to pantographs and vacuum interrupters) on the rail transit vehicle according to the control signal. Specifically, the contactor 102 includes a dc contactor and an ac contactor, which respectively correspond to a first controlled device (torch bow) and a second controlled device (vacuum circuit breaker) included in a control controlled device.
As shown in fig. 1, the sensing unit 103 is used for monitoring the real-time status of the main contact on the contactor to obtain the first status information reflecting the operating status of the controlled device.
As shown in fig. 1, the logic monitoring unit 104 receives the first state information fed back by the sensing unit, and is configured to monitor the real-time states of the coil and the auxiliary contact on the contactor to obtain the second state information, and feed back the first state information and the second state information to the logic control unit 101.
Furthermore, the electric screen cabinet can also comprise a wireless node for realizing the data transmission function between the sensing unit and the logic monitoring unit.
As shown in fig. 1, the display unit 105 is in communication with the logic control unit for receiving and displaying the first status information and the second status information.
Furthermore, the electric screen cabinet can further comprise cloud equipment which is communicated with the logic control unit 101 and has a remote communication function, and a user can communicate with the mobile terminal through a remote network to check the real-time working state of the rail transit vehicle on the mobile terminal.
Further, the electric cabinet also comprises a combination switch for sending out vehicle control signals.
Furthermore, the electric screen cabinet also comprises a power supply unit which is used for supplying power to the logic control unit, the logic detection unit, the combination switch and the display unit.
Furthermore, the electric screen cabinet also comprises circuit breakers, and the circuit breakers are connected between the logic control unit and the power supply unit, between the logic monitoring unit and the power supply unit, and between the display unit and the power supply unit, and are used for performing overcurrent protection on the logic control unit, the logic detection unit and the display unit.
Fig. 2 shows an electrical cubicle for a rail transit vehicle according to another embodiment of the invention. Fig. 2 shows the intelligent control, intelligent monitoring and intelligent operation and maintenance functions of a microcomputer electric screen cabinet in a comparison manner by taking a chinese standard 3/6 train direct current cabinet as an example. In fig. 2, 2 electrical cabinets, respectively electrical cabinet 1 and electrical cabinet 2, are shown.
The electric screen cabinet provided by the invention can be applied to different rail transit vehicle conditions. The electric cabinet 2 aims at the existing rail transit vehicle, and can realize function upgrading by adding a display unit (HMI), cloud equipment, a sensing unit (AC intelligent sensor) and a wireless node 2 under the condition of not changing the existing structure and the arrangement/wiring of the existing vehicle; the electric screen cabinet 1 is upgraded on the basis of the electric screen cabinet 2, and replaces devices such as a relay in the electric screen cabinet 2 by adopting a contactless microcomputer logic control mode. The electric screen cabinet 1 realizes modularization, standardized design, fault self diagnosis and automatic safe guidance of the vehicle electric screen cabinet, simplifies vehicle circuits, improves the intelligent level of a system, reduces space, reduces later maintenance period and maintenance cost, and meets the application requirements of the next generation of intelligent trains.
The electric cabinet 1 (simulating a 3-vehicle direct current cabinet) realizes vehicle Control Logic through a Logic Control Unit (LCU); the electrical cabinet 2 (simulating a 6-car direct current cabinet) realizes vehicle control logic through a control relay panel of the electrical cabinet in the prior art.
As shown in fig. 2, the DC110V is a power supply unit for supplying power to each sub-device in the electrical cabinet; the circuit breakers are connected between the DC110V and the various sub-devices to provide over-current protection for the sub-devices. The combination switch comprises N switches and can send out vehicle control signals in a simulated mode.
The LCU is used as a logic control unit to realize the logic control of an electrical system of the rail transit vehicle, and replaces a relay assembly, a control relay panel and a network IO cabinet of an electrical screen cabinet in the prior art. The power supply mode of the LCU is as follows: DC110V (70% -125%), communication mode: vehicle ethernet, MVB (multifunction vehicle bus). In one embodiment, the LCU is used to enable control of fan loads via vehicle control signals.
The HMI (display screen) is used as a display unit, and one display unit is respectively configured on the electric screen cabinet 1 and the electric screen cabinet 2 and is used for displaying the electric logic control state, the fault state, the data of each sub-device and displaying other related function information of the vehicle in real time. The power supply mode comprises the following steps: DC110V, communication: RS485 or ethernet.
The LMU (logic Monitor Unit) is used as a logic monitoring unit and is used for monitoring the real-time working state of key electrical components (such as a contactor, an external relay and the like) in the electrical cabinet, so that the real-time monitoring of a key control loop of the vehicle, the rapid diagnosis of the fault and the service life prediction of the key components are realized. The power supply mode comprises the following steps: DC110V (70% -125%), communication mode: vehicle ethernet. In an embodiment, LMU reservation failure information is fed back to the LCU. In one embodiment, the LMU is used to monitor the real-time operating status of the coil and auxiliary contacts of the ac/dc contactor. Fig. 11 shows an LMU in the electrical cabinet 1 (right side view) and an LMU in the electrical cabinet 2 (left side view).
The AC intelligent sensor is used as a sensing unit and is used for monitoring the real-time working state of an AC380V alternating current load and feeding back data to equipment hosts such as LMUs. The power supply mode comprises the following steps: DC24V, powered by the LMU. The communication mode is as follows: and RS 485. In one embodiment, an AC smart sensor (see FIG. 12) collects real-time operating conditions of the fan load.
The wireless node transmits data of the sensor (AC intelligent sensor) to an equipment management host (LMU) in a wireless mode, and is mainly used for data transmission of an on-vehicle cabinet, an off-vehicle cabinet and an in-vehicle screen cabinet. The power supply mode comprises the following steps: DC24V, powered by LMUs. The internal communication mode: and RS 485. In one embodiment, the wireless node is used for transmitting data collected by the AC intelligent sensor to an LMU (local mean square), transmitting the data to an LCU (local mean square) through the LMU and displaying the data in a display screen (HMI), and adding a metal shielding cover to the 6-vehicle wireless node 2 for simulating communication between the in-vehicle equipment and the vehicle top/under-vehicle equipment.
The cloud equipment can check the real-time running state of the vehicle through the mobile phone APP by the 4G technology. The power supply mode comprises the following steps: DC110V, communication: an Ethernet network. In one embodiment, the real-time running state of the pantograph and the VCB of the vehicle can be checked through a mobile phone.
In particular, the LCU acts as a computerized electrical cubicle "brain". The LCU adopts microcomputer control technology and contactless microcomputer logic control technology to replace the original electric screen cabinet-relay, and directly controls and drives the related control loops of the vehicle, microcomputer units (other system hosts and the like) and low-voltage devices (contactors, electromagnetic valves and the like) by collecting vehicle signals to perform software logic operation, thereby completing the control functions of vehicle traction, braking, pantograph lifting, VCB, vehicle doors and the like.
At present, the electric screen cabinet of the motor train unit mainly realizes the logical control of a vehicle electric system through a control relay panel. The control relay panel adopts a large number of relays, occupies large space (larger than two 6U chassis), has multiple plug-in types, and has the unique mode of changing the electrical control logic of the vehicle through scrapping the plug-ins, poor customizability and high maintenance cost. And the existing vehicle implementation technical improvement needs the reconstruction of field dismounting equipment of constructors, the construction time is long, and the reconstruction risk exists. The LCU adopts a standard 6U case structure, the product types are greatly reduced, the occupied space is small, the electrical control logic change can be realized by changing application software, the customizability is strong, the LCU has perfect self-diagnosis and remote diagnosis functions, and the maintenance cost is low. When the existing vehicle technical improvement is implemented, only a designer needs to update application software, any equipment on the site does not need to be changed, and the technical improvement is short in time, flexible and convenient, and is shown in fig. 3.
Further, the LCU adopts a 1oo2D (dual redundant hot standby + diagnosis) safety computer framework, meets the IEC61508 standard SIL2 level safety certification requirement, and guarantees the safety and reliability of data processing and control. Fig. 4 is a functional schematic diagram of an LCU.
As shown in fig. 4, the LCU is composed of an IO main control board I, IO, a main control board II, a switch board, an IO board, a power board I and a power board II.
IO main control board I-II: the bus mainboard used as the back board of the LCU case is responsible for the management of the back board bus and the scheduling and communication of all software and hardware resources in the case. The Ethernet controller is provided with two external Ethernet interfaces for the external and one backboard Ethernet interface for the internal. The data interaction of the two control boards (IO main control boards I-II) can be realized through the Ethernet interface of the front panel and also through the Ethernet interface of the back panel.
Exchange plate: the non-management type two-layer exchange is used for communicating with the two series control panels through a back panel Ethernet, finishing vehicle operation control together with a network system (vehicle network system) through a front Ethernet interface, and feeding back fault information of the sub-equipment and the components to the network system.
IO class board: and the back plate bus slave board performs data interaction with the IO master control board through the back plate bus. The digital quantity input/output device comprises a 110V digital quantity input board (DI), a 110V digital quantity output board (DO) and an analog quantity input/output board (AIO), and is responsible for acquisition of digital quantity and analog quantity input signals and control of digital quantity and analog quantity output signals.
Power panel (power panel I and power panel II): as the system power supply, the DC110V inputted from the outside is converted into a power supply voltage required for the chassis. The two power panels are completely the same and work independently and supply power to the two power supplies respectively without mutual influence. When normal, both power supplies output normally.
In the prior art, the vehicle electric cabinet has multiple devices, complex wiring, large space occupation and complex structural design. The LCU adopted by the microcomputer electric screen cabinet can save more than 40% of intermediate relays and optimize the wiring and the design layout of the whole vehicle. Because the traditional mechanical contact is replaced by adopting a contactless computerized logic control technology, and the computerized electric screen cabinet-LCU adopts a standard case to replace a control relay panel, the space is saved by 50 percent.
In one embodiment, the LCU (as in FIG. 5) is capable of implementing the following functions:
1. vehicle electrical control logic: and electric control logic of the vehicle controlled equipment (first controlled equipment: pantograph PAN; second controlled equipment: VCB) and the like is realized and displayed in the display screen.
2. A data terminal: data such as LMU and AC intelligent sensors are collected and displayed through a display screen, and can also be transmitted to a Train Control and Management System (TCMS).
The specific operation is as follows:
realizing pantograph ascending/descending logic control: when other pantograph lifting conditions are met, the pantograph knob switch is rotated to a red point and reset (as shown in fig. 6), the LCU sends out an instruction to lift the pantograph and control the direct current contactor, and it should be noted that in the present embodiment, the pantograph electromagnetic valve is simulated through the direct current contactor, and at this time, the display screen displays the excitation of the pantograph lifting electromagnetic valve (as shown in fig. 7).
The VCB on/off logic control is realized: when other VCB (vacuum circuit breaker) closing conditions are all satisfied, the VCB knob switch is rotated to the red point and reset (as shown in fig. 6), the LCU sends out an instruction to close the VCB and control the excitation of the ac contactor, it should be noted that, in this embodiment, the excitation of the VCB vacuum circuit breaker is simulated through the ac contactor, and the blower is started (as shown in fig. 8).
When the load is in a fault state such as short circuit (the circuit breaker of the electric screen cabinet 1 in fig. 2 is short-circuited to two ends of the alternating current contactor), the LCU immediately blocks the output and sends a signal to the display screen/TCMS to report the channel overcurrent fault. In an embodiment, a null switch is used to connect across the load. When the air switch is closed, the load is short-circuited, the LCU can report the fault and the screen flicking display is carried out on the display screen, as shown in figure 9.
Specifically, the LMU is the "core" of the computerized cubicle intelligent monitoring. The LMU mainly realizes the functions of measuring voltage and current with high speed and high precision and recording data of a key electric loop of the vehicle, and can analyze the service life characteristics of key electric devices. The LMU can be used as an effective supplement of a vehicle network system, and can be connected with a PHM (fault prediction and health management) of the train through the Ethernet, so that the functions of system-level big data analysis and expert diagnosis are realized.
The main functions of the LMU (see fig. 10) are:
1) monitoring capability: the total number of the channels is 75 (50 voltage channels +25 voltage/current integrated channels), and the sampling range is DC 0-200V.
2) Fault recording: maximum sampling rate 8K (adjustable); storage capacity 8GB (tunable, EMMC); and power-off delayed shutdown is supported.
3) And (4) fault alarm: and (3) collecting analog quantity parameters of each channel, and recording and outputting an alarm when the analog quantity parameters exceed a threshold value (adjustable).
4) And (3) displaying in real time: and displaying the working state, the data waveform and the fault state of the loop, and supporting online data downloading.
5) Analyzing the device: monitoring load characteristics (L/R), counting the times of actions, and constructing a device failure model by combining device life characteristics and test data.
6) TCMS communication: the TCMS is butted through an Ethernet (TRDP), so that time synchronization and diagnostic data uploading are realized, and a function test and a consistency test are finished with a network system.
7) And (3) establishing a local area network: wired networking, wireless networking (standby).
As shown in fig. 10, the LMU includes acquisition and processing circuitry, a CPU core board, a wireless module, an isolated power supply, a backplane connector, and an external connector. The backboard connector is connected with the backboard of the relay case, and the acquisition and processing circuit samples the relay. The external connector is connected with the distributed monitoring unit through a vehicle-level bus, connected with the TCMS through a train-level bus and connected with the train by acousto-optic alarm.
In one embodiment, the invention enables accurate localization of faults, such as: the LMU is responsible for acquiring real-time working states of voltage, current, action times and the like of an AC/DC contactor coil and an auxiliary contact, and the AC intelligent sensor acquires the working state of a fan load carried by the AC contactor. As shown in fig. 13, which is the operating state of the AC contactor coil and the auxiliary contact, from fig. 13, the LMU can actually restore the ms-level jitter of the contactor, and can be combined with the AC smart sensor to determine the actual operating state of the contactor, and accurately locate the fault state, as shown in table 1 below.
TABLE 1
Fig. 13-14 show the working states of the coil, the main contact and the auxiliary contact of the contactor. For different electric screen cabinets (such as an under-vehicle cabinet, a top-vehicle cabinet and the like), the working state of the device can be remotely transmitted in a mode of installing N AC intelligent sensors and 1 wireless node, faults are accurately positioned, and the cost is saved. As in fig. 15.
The invention can realize easy troubleshooting, easy rectification and high efficiency of troubleshooting. The system can also aim at the technical improvement of the existing vehicle, is flexible, convenient and fast (software is upgraded by one key), has high consistency, and avoids the risk of secondary failure of the technical improvement. The intelligent control system has the advantages of achieving relevant informatization and intelligentization functions, and having automatic closed-loop control such as fault self-diagnosis and the like, process data recording and fault pre-judgment functions.
Specifically, in one embodiment, the present invention enables intelligent interaction and maintenance functions, such as: the mobile phone APP-checking of the running state of the train can be achieved through the cloud equipment, remote display of the train data, real-time diagnosis and positioning of equipment faults, operation and maintenance efficiency improvement, operation and maintenance cost reduction and intelligent operation and maintenance of the train are achieved. Fig. 16 shows an APP login interface, fig. 17 shows a real-time pantograph operating state simulation interface for a microcomputer electric cubicle.
The microcomputer electric screen cabinet provided by the invention can more visually display the running and fault state information of each sub-component of the system through the display screen and the upper computer, and realize vehicle logic control and vehicle-ground big data transmission by carrying out information interaction with the vehicle TCMS, thereby providing data support for vehicle intelligent operation and maintenance and a PHM system.
In addition, a logic execution device such as a relay/contactor can be directly controlled by adopting a microcomputer control technology.
Fig. 18 shows a flow chart of a method for monitoring the condition of an electrical cabinet for a rail transit vehicle according to an embodiment of the invention.
In step S1801, a vehicle control command is received by the logic control unit, and a control signal is generated according to the vehicle control command.
In step S1802, the control signal is received through the contactor, and the controlled device on the rail transit vehicle is controlled according to the control signal.
In step S1803, the real-time status of the main contact on the contactor is monitored by the sensing unit to obtain first status information reflecting the operating status of the controlled device.
In step S1804, the logic monitoring unit receives the first state information fed back by the sensing unit, monitors the real-time states of the coil and the auxiliary contact on the contactor to obtain second state information, and feeds back the first state information and the second state information to the logic control unit.
In step S1805, the first state information and the second state information are received and displayed through the display unit.
In conclusion, the electric screen cabinet for the rail transit vehicle and the state monitoring method provided by the invention provide a contactless computerized electric screen cabinet, the traditional mechanical contact control is replaced by a contactless computerized logic control mode, and the space of the electric screen cabinet is saved; and moreover, a fault self-diagnosis automatic closed-loop control mode is provided, the fault position can be accurately positioned, the fault troubleshooting process is reduced, and the fault overhauling efficiency is improved.
It is to be understood that the disclosed embodiments of this invention are not limited to the particular structures, process steps, or materials disclosed herein but are extended to equivalents thereof as would be understood by those ordinarily skilled in the relevant arts. It is also to be understood that the terminology used herein is for the purpose of describing particular embodiments only, and is not intended to be limiting.
Reference in the specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the invention. Thus, the appearances of the phrase "one embodiment" or "an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment.
Although the embodiments of the present invention have been described above, the above description is only for the convenience of understanding the present invention, and is not intended to limit the present invention. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (10)
1. An electrical cabinet for a rail transit vehicle, the electrical cabinet comprising:
the logic control unit is used for receiving a vehicle control instruction and generating a control signal according to the vehicle control instruction;
the contactor is used for receiving the control signal and controlling controlled equipment on the rail transit vehicle according to the control signal;
the sensing unit is used for monitoring the real-time state of a main contact on the contactor to obtain first state information reflecting the working state of the controlled equipment;
the logic monitoring unit is used for receiving the first state information fed back by the sensing unit, monitoring the real-time states of a coil and an auxiliary contact on the contactor to obtain second state information, and feeding the first state information and the second state information back to the logic control unit;
a display unit in communication with the logic control unit for receiving and displaying the first status information and the second status information.
2. The electrical cabinet of claim 1, wherein the logic control unit employs a dual redundant hot standby and diagnostic architecture comprising: IO master control board I, IO master control board II, exchange board, IO class board, power strip I and power strip II.
3. The electrical cabinet of claim 2, wherein the IO class boards include digital input boards, digital output boards, and analog input and output boards.
4. The electrical cubicle of claim 1, wherein the contactor comprises a dc contactor and an ac contactor, wherein the dc contactor and the ac contactor respectively control a first controlled device and a second controlled device included in the controlled devices.
5. The electrical cabinet of claim 1, further comprising a wireless node for enabling data transfer functionality between the sensing unit and the logic monitoring unit.
6. The electrical cabinet of claim 1, further comprising a cloud device in communication with the logic control unit and having a remote communication function, and capable of communicating with a mobile terminal through a remote network, so that a user can view a real-time working state of the rail transit vehicle on the mobile terminal.
7. The electrical cabinet of any of claims 1-6, further comprising a combination switch for signaling the vehicle control.
8. The electrical cabinet of claim 7, further comprising a power supply unit for supplying power to the logic control unit, the logic monitoring unit, the combination switch, and the display unit.
9. The electrical panel cabinet of claim 8, further comprising a circuit breaker connected between the logic control unit and the power supply unit, between the logic monitoring unit and the power supply unit, and between the display unit and the power supply unit for over-current protection of the logic control unit, the logic monitoring unit, and the display unit.
10. A method for monitoring the condition of an electrical cabinet for a rail transit vehicle, the method comprising the steps of:
receiving a vehicle control command through a logic control unit, and generating a control signal according to the vehicle control command;
receiving the control signal through a contactor, and controlling controlled equipment on the rail transit vehicle according to the control signal;
monitoring the real-time state of a main contact on the contactor through a sensing unit to obtain first state information reflecting the working state of the controlled equipment;
receiving the first state information fed back by the sensing unit through a logic monitoring unit, monitoring the real-time states of a coil and an auxiliary contact on the contactor to obtain second state information, and feeding the first state information and the second state information back to the logic control unit;
and receiving and displaying the first state information and the second state information through a display unit.
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