CN113572254B - Train control system, train control management system and train - Google Patents
Train control system, train control management system and train Download PDFInfo
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- CN113572254B CN113572254B CN202010360247.XA CN202010360247A CN113572254B CN 113572254 B CN113572254 B CN 113572254B CN 202010360247 A CN202010360247 A CN 202010360247A CN 113572254 B CN113572254 B CN 113572254B
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- 230000005611 electricity Effects 0.000 abstract description 5
- 230000002035 prolonged effect Effects 0.000 abstract description 3
- 238000004891 communication Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 238000012423 maintenance Methods 0.000 description 3
- 230000002159 abnormal effect Effects 0.000 description 2
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Classifications
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
- H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
- H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
- H02J9/061—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems for DC powered loads
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J1/00—Circuit arrangements for dc mains or dc distribution networks
- H02J1/10—Parallel operation of dc sources
- H02J1/102—Parallel operation of dc sources being switching converters
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
- H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
- H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
- H02J9/068—Electronic means for switching from one power supply to another power supply, e.g. to avoid parallel connection
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M3/00—Conversion of dc power input into dc power output
Abstract
The application discloses a train control system, a train control management system and a train, wherein the train control system comprises a central control unit CCU and N power supply units; n is an integer greater than or equal to 2; the power supply unit comprises a direct-current voltage converter DC-DC, a far-end input/output module RIOM and a normally open relay, wherein the CCU is connected with the RIOM, and the RIOM is respectively connected with the DC-DC and the normally open relay; normally open relays of N power supply units are connected in series, and RIOM of N power supply units are connected in series. The train control system is provided with the power supply unit for each carriage, so that each carriage can stably use electricity. When the DC-DC of the power supply unit of one carriage fails, the power supply unit of the adjacent carriage expands and supplies power to the carriage with the power supply failure, so that the carriage with the power supply failure can normally use power. The expansion power supply mode is stable in power supply, and damage to the relays is small, so that the service lives of the relays can be prolonged.
Description
Technical Field
The application relates to the technical field of electricity, in particular to a train control system, a train control management system and a train.
Background
At present, rail trains such as subways, trains, high-speed rails and the like mostly adopt electric energy as a power source. In the whole power system of the train, a voltage converter is arranged for converting direct-current high-voltage electricity into low-voltage direct current of about 24V, and the low-voltage direct current is charged into a storage battery so that the storage battery can provide electric energy for the train.
Disclosure of Invention
The application aims to provide a train control system, a train control management system and a train, wherein each carriage is provided with a power supply unit, each power supply unit is provided with a voltage converter, and when part of the voltage converters are in fault, the voltage converters adjacent to the power supply units are used for carrying out expansion power supply so as to ensure that the power supply of the train is stable and safe, and the problem of the power supply of the train under the condition of the fault of the voltage converters is avoided.
The first aspect of the application provides a train control system comprising a central control unit CCU and N power supply units; n is an integer greater than or equal to 2; each of the N power supply units comprises a direct-current voltage converter DC-DC, a far-end input/output module RIOM and a normally open relay; the CCU is connected with the RIOM of each power supply unit; in each power supply unit, the RIOM is respectively connected with the DC-DC and the normally open relay; n normally open relays corresponding to the N power supply units are connected in series, and N RIOM corresponding to the N power supply units are connected in series; the N power supply units at least comprise a first power supply unit and a second power supply unit which are adjacently arranged, wherein the first power supply unit comprises a first DC-DC, a first RIOM and a first normally open relay; the second power supply unit comprises a second DC-DC, a second RIOM and a second normally open relay; after the first RIOM receives a signal from the first DC-DC, the signal is sent to the CCU; after receiving the signal, the CCU sends a control instruction to the first RIOM and to the second RIOM under the condition that the signal is confirmed to be a fault signal; after the first RIOM and the second RIOM receive the control instruction, the control instruction is sent to the first normally open relay and the second normally open relay respectively, and the first normally open relay and the second normally open relay are closed after receiving the control instruction.
The train control system as described above, wherein when the CCU receives the signal and confirms that the signal is a fault signal, the train control system sends a control command to the first RIOM and to the second RIOM, and includes: and after receiving the signal, the CCU confirms that the signal is a fault signal, and if the duration of the fault signal exceeds a set time period, a control instruction is sent to the RIOM and the adjacent RIOM.
The train control system as described above, wherein the set period of time is between 8 seconds and 15 seconds.
The train control system as described above, wherein the CCU is further configured to, after receiving the signal and confirming that the signal is a fault signal, and before sending a control instruction to the first RIOM and to the second RIOM, confirm the number of the fault signals, and, when the number of the fault signals is greater than or equal to N/2, control the power supply unit to stop supplying power.
The train control system as described above, wherein the control instruction includes a high level or a low level.
The train control system as described above, wherein the CCU and the RIOM communicate via ethernet; the RIOM and the DC-DC communicate through a controller area network CAN.
The train control system as described above, further comprising after the first normally open relay and the second normally open relay are closed, if the failed first DC-DC returns to normal, the first RIOM receives a signal from the failed first DC-DC, and sends the signal to the CCU; after receiving the signal, the CCU sends a control instruction to the first RIOM and to the second RIOM under the condition that the signal is confirmed to be a normal signal; after the first RIOM and the second RIOM receive the control instruction, the control instruction is sent to the first normally open relay and the second normally open relay respectively, and the first normally open relay and the second normally open relay are opened after receiving the control instruction.
A train control system as described above wherein said fault signal comprises said DC-DC and said CCU communication fault or said DC-DC does not initiate a fault.
The train control system as described above, wherein said CCU comprises a programmable logic controller PLC.
A second aspect of the present application provides a train control management system comprising a high voltage power supply module and the train control system according to any one of the first aspects of the present application, the high voltage power supply module being connected to DC-DC of each power supply unit, each DC-DC being configured to convert DC high voltage power provided by the high voltage power supply module into DC low voltage power, the DC low voltage power being configured to be used by a storage battery.
A third aspect of the present application provides a train comprising N cars and the train control system according to any one of the first aspects of the present application, wherein N is an integer greater than or equal to 2; the N power supply units are respectively arranged in the N carriages, and the CCU is arranged in a head carriage and/or a tail carriage in the N carriages.
The train control system provided by the embodiment of the application is provided with the power supply unit for each carriage, so that each carriage can stably use electricity. And when the DC-DC of the power supply unit of one carriage fails, the power supply unit of the adjacent carriage can be expanded to supply power to the carriage with power supply failure, so that the carriage with power supply failure can normally use power. The expansion power supply mode is stable in power supply, and damage to the relays is small, so that the service lives of the relays can be prolonged.
Drawings
In order to more clearly illustrate the technical solutions of the present application, the drawings that are needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained by those skilled in the art without the inventive effort.
Fig. 1 is a schematic diagram of a train control system according to an embodiment of the present application;
fig. 2 is a schematic diagram of a signal flow direction structure of a train control system according to an embodiment of the present application;
fig. 3 is a schematic diagram of a train according to an embodiment of the present application;
fig. 4 is a schematic diagram of a train control management system according to an embodiment of the present application.
Detailed Description
The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
Referring to fig. 1, a train control system 200 according to an embodiment of the present application is provided, where the train control system 200 includes a central control unit (central control unit, CCU) 10 and N power supply units 20; n is an integer greater than or equal to 2. The power supply units shown in fig. 1 are a first power supply unit, a second power supply unit, an nth-1 power supply unit and an nth power supply unit in order from left to right.
Each of the power supply units 20 includes a direct current-direct current (DC-DC) converter 21, a remote input-output module (RIOM) 22, and a normally open relay 23, and the CCU10 is connected to the RIOM22 of each of the power supply units 20. In each power supply unit, the RIOM22 is connected with the DC-DC21 and the normally open relay 23 respectively; n normally open relays 23 corresponding to the N power supply units 20 are connected in series, and N RIOM22 corresponding to the N power supply units 20 are connected in series. The CCU10 includes a programmable logic controller PLC. The PLC is convenient to use, simple in programming, powerful in function, high in cost performance and good in adaptability.
In order to explain the trend of the signals, the N power supply units at least comprise a first power supply unit and a second power supply unit which are adjacently arranged, wherein the first power supply unit comprises a first DC-DC, a first RIOM and a first normally open relay; the second power supply unit comprises a second DC-DC, a second RIOM and a second normally open relay. The first normally open relay is connected in series with the second normally open relay, and the first RIOM is connected in series with the second RIOM.
Referring to fig. 2, after the first RIOM receives the signal from the first DC-DC, the first RIOM sends the signal to the CCU10; transmitting the signal to the CCU10; after receiving the signal, the CCU10 confirms that the signal is a fault signal, and the CCU10 sends a control instruction to the first RIOM and to the second RIOM; after the first RIOM and the second RIOM receive the control instruction, the control instruction is sent to the first normally open relay and the second normally open relay respectively, and the first normally open relay and the second normally open relay are closed after receiving the control instruction.
That is, after a DC-DC of one of the power supply units fails, the normally open relay of the same power supply unit as the DC-DC is closed, and the power supply unit adjacent to the power supply unit where the failed DC-DC is located, the normally open relay of the adjacent power supply unit is also closed, so that after one of the power supply units fails, the power supply unit adjacent to the one power supply unit can perform auxiliary power supply.
By adopting the train control system provided by the embodiment, in specific application, N power supply units are respectively arranged in N carriages. Then when the DC-DC of the power supply unit on one of the cars fails, that car is powered abnormally, at which time the neighboring car can assist in powering the failed car. Therefore, when the power supply unit of one carriage on the train fails, the power supply unit can continue to supply power to the carriage, particularly in the running process of the train, the arrangement can ensure that the carriage is normally powered, and can also ensure that the carriage can normally communicate with a control system in a cab, so that personnel in the cab can know the equipment condition of the carriage at any time, and the safety factor of the train is improved.
Referring to fig. 3, a train 100 is shown in fig. 3, which includes a first car 101, a second car 101, an N-1 car 101 and an N-1 car 101 from left to right, and the CCU10 is installed on a tail car and/or a head car when the train control system is applied to the train 100. The above list two power supply units: the first power supply unit and the second power supply unit, the carriages should be a first carriage and a second carriage in sequence, wherein the first power supply unit is positioned in the first carriage, and the second power supply unit is positioned in the second carriage.
Therefore, the train control system provided by the embodiment of the application is provided with the power supply unit for each carriage so that each carriage can stably use electricity. And when the DC-DC of the power supply unit of one carriage fails, the power supply unit of the adjacent carriage can be expanded to supply power to the carriage with power supply failure, so that the carriage with power supply failure can normally use power. The expansion power supply mode is stable in power supply, and damage to the relays is small, so that the service lives of the relays can be prolonged. And each carriage is provided with a power supply unit, each power supply unit is provided with a voltage converter, and when part of the voltage converters are in fault, the voltage converters adjacent to the power supply units are used for carrying out expansion power supply so as to ensure that the power supply of the train is stable and safe, and the problem of the power supply of the train is avoided under the condition of the fault of the voltage converters.
Referring to fig. 2, the fault signal includes a communication fault of the DC-DC21 and the CCU10 located in the same power supply unit, or a non-start fault of the DC-DC 21. DC-DC21 and the CCU10 communication failure such as: if the communication between the DC-DC21 and the RIOM22 fails, the signal of the DC-DC21 received by the RIOM22 is a null signal, that is, the RIOM22 and the DC-DC21 cannot communicate, and the signal sent by the RIOM22 to the CCU10 is also a null signal, and the CCU10 determines that the DC-DC21 fails. If the DC-DC21 fails, the RIOM22 collects a signal sent from the DC-DC21 as an abnormal signal, and sends the abnormal signal to the CCU10, and the CCU10 can determine that the DC-DC21 fails. It can be seen that the train control system 200 can be used in a variety of DC-DC21 fault conditions to provide more stable power to the train.
Optionally, the CCU10 and the RIOM22 communicate via ethernet; the RIOM22 and the DC-DC21 in the same power supply unit communicate via a controller area network (controller area network, CAN). RIOM22 receives the CAN network signal transmitted by DC-DC21, converts the CAN network signal into an Ethernet signal, and transmits the Ethernet signal to CCU10. After receiving the ethernet signal, CCU10 determines whether the ethernet signal is a signal of a DC-DC21 failure, and if so, CCU10 sends a control command to RIOM22, which is sent to normally open relay 23 in the form of a hard wire control signal. Compared with a traditional multifunctional vehicle bus (multifunction vehicle bus, MVB) and a wire train bus-line (WTB), the Ethernet has a faster response speed and can support large-flow transmission. And the hard wire control signal is direct, the response speed is high, so that the expansion power supply is faster and more stable.
The control command may be high and low level signals 1 and 0, wherein when the control command is high level 1, normally open relay 23 is closed; when the control command is low level 0, normally open relay 23 is opened. Or vice versa, wherein the normally open relay 23 is open when the control command is high level 1; when the control command is low level 0, normally open relay 23 is closed. The high-low level signals 1 and 0 are used as control instructions, so that the running time of the relay driving plate is eliminated, the response speed is higher, the design is relatively simple and flexible, and the reliability and maintainability are higher.
Further, when the CCU confirms that the signal is a fault signal after receiving the signal, the CCU sends a control instruction to the first RIOM and to the second RIOM, including: and after receiving the signal, the CCU confirms that the signal is a fault signal, and if the duration of the fault signal exceeds a set time period, the CCU sends a control instruction to the first RIOM and to an adjacent second RIOM. The set period of time may be set to between 8 seconds and 15 seconds, for example.
That is, after the CCU receives the signal and determines that the signal is a fault signal, it needs to further determine the time for which the fault signal is continuously sent, if the fault signal is continued for 8 to 15 seconds, it is confirmed that the first DC-DC is actually faulty, at this time, a control command is sent to the corresponding first RIOM and the adjacent second RIOM, and the corresponding first normally open relay and the adjacent second normally open relay are closed, so as to implement extended power supply. The fault signal is set for a set time period continuously, and then the power supply is expanded, so that erroneous judgment can be avoided. For example, the fault signal is missent by the DC-DC, or is mistransmitted in the RIOM transmission process, or is misjudged by the CCU, and if the fault signal is continuously in a set time period, misjudgment can be avoided, and the expanded power supply is ensured under the condition that the DC-DC is truly faulty, so that the stability and the accuracy of the expanded power supply are improved.
And the duration period is set to between 8 and 15 seconds, which is a comparatively reasonable period determined through experiments. The setting time period can avoid misjudgment, and can not influence the timely supply of the expanded power supply of the fault carriage.
After the first DC-DC that breaks down resumes, for example, after first start after maintenance, the first DC-DC after resuming sends a signal to the first RIOM, and the first RIOM sends a signal to the CCU, and after receiving the signal, the CCU confirms that the signal is a normal signal, sends a control instruction to the first RIOM, and sends an instruction to the second RIOM adjacent to the first RIOM, and after receiving the control instruction, the first RIOM and the second RIOM send the control instruction to the first normally open relay and the second normally open relay, respectively, and the first normally open relay and the second normally open relay open after receiving the control instruction. When the fault DC-DC is recovered, the normally open relay which is closed due to the expansion power supply is opened, so that the normal DC-DC is recovered to start working, the long-time use of the expansion power supply is avoided, namely the expansion power supply is performed by using the adjacent power supply units, the load of the adjacent power supply units is excessive, and the service life of the adjacent power supply units is influenced.
In the above examples, the embodiments were given in which the power supply unit includes the first power supply unit and the second power supply unit, and the following list the embodiments in which the number of power supply units is five.
Referring to fig. 3, the train 100 shown in fig. 3 includes, in order from left to right, a first car, a second car, an N-1 car and an N-th car 101, and when the train control system 200 is applied to a train, the CCU is installed on a tail car and/or a head car. Specifically, it is assumed that the train has 5 cars, which are a first car, a second car, a third car, a fourth car, and a fifth car in this order from left to right. The CCU may be provided in the first car or the fifth car risk, and when the train is running, the first car may be the first car, or the fifth car may be the first car, so that the CCU may be provided in both the first car and the fifth car risk, so that the train may change the advancing direction without turning around.
Each of the first to fifth carriages is provided with a power supply unit, and for convenience of explanation, the power supply units provided in the first to fifth carriages are respectively named: the power supply device comprises a first power supply unit, a second power supply unit, a third power supply unit, a fourth power supply unit and a fifth power supply unit. Then correspondingly, the first power supply unit comprises a first DC-DC, a first RIOM and a first normally open relay; the second power supply unit comprises a second DC-DC, a second RIOM and a second normally open relay; the third power supply unit comprises a third DC-DC, a third RIOM and a third normally open relay; the fourth power supply unit comprises a fourth DC-DC, a fourth RIOM and a fourth normally open relay; the fifth power supply unit includes a fifth DC-DC, a fifth RIOM and a fifth normally-open relay. The first RIOM to the fifth RIOM are connected in series in sequence, and the first normally open relay to the fifth normally open relay are connected in series in sequence.
If one of the DC-DC faults, for example the third DC-DC fault. The third DC-DC sends a signal to the third RIOM, the third RIOM receives the signal and then sends the signal to the CCU, the CCU judges whether the signal is a fault signal or not after receiving the signal, and if yes, the CCU sends a control instruction to the third RIOM and the adjacent RIOM. The control command is sent to the second RIOM, the third RIOM and the fourth RIOM, and after the second RIOM, the third RIOM and the fourth RIOM receive the control command, the control command is respectively sent to the second normally open relay, the third normally open relay and the fourth normally open relay, and the second normally open relay, the third normally open relay and the fourth normally open relay are closed after receiving the control command.
As can be seen from the above, the third power supply unit cannot supply the third compartment with electric power due to the third DC-DC failure. At the moment, the second normally open relay, the third normally open relay and the fourth normally open relay are closed, so that the second power supply unit and the fourth power supply unit supply electric energy for the third carriage.
Further, after the third DC-DC that has failed is recovered, for example, after maintenance, the first start is performed, the recovered third DC-DC sends a signal to the third RIOM, the third RIOM sends a signal to the CCU, and when the CCU confirms that the signal is a normal signal after receiving the signal, a control command is sent to the third RIOM, and a command is sent to the second RIOM and the fourth RIOM adjacent to the third RIOM, and after the second RIOM, the third RIOM and the fourth RIOM receive the control command, the control command is sent to the second normally open relay, the third normally open relay and the fourth normally open relay, respectively, and the second normally open relay, the third normally open relay and the fourth normally open relay are opened after receiving the control command. When the fault DC-DC is recovered, the normally open relay which is closed due to the expansion power supply is opened, so that the normal DC-DC is recovered to start working, the long-time use of the expansion power supply is avoided, namely the expansion power supply is performed by using the adjacent power supply units, the load of the adjacent power supply units is excessive, and the service life of the adjacent power supply units is influenced.
It can be understood that after a certain DC-DC fault, the CCU may also send an alarm, for example, control the DC-DC fault indicator on the dashboard to light up, so as to indicate the DC-DC fault, so that the driver can quickly learn the condition of the power supply system, which is beneficial to quick maintenance of the vehicle and improves the safety factor of the vehicle.
Further, before the CCU sends a control instruction to the RIOM, the CCU may further determine the number of fault signals, and in the case that the number of fault signals is greater than or equal to N/2, control the power supply unit to stop supplying power; and under the condition that the number of the fault signals is smaller than N/2, the CCU sends control instructions to the RIOM and to the adjacent RIOM. N/2 is calculated in a rounded manner. Continuing with the example of having the first power supply unit to the fifth power supply unit, N is 5,N/2 and is calculated to be 3 in a rounding manner. In the above embodiment with the first power supply unit and the second power supply unit, if one of the DC-DC fails, the power supply needs to be stopped. In the above example with the first power supply unit to the fifth power supply unit, if the number of the first DC-DC, the third DC-DC and the fifth DC-DC faults, that is, the number of the faulty DC-DC is three, which means that the power supply system has a major fault, the CCU controls all the power supply units to stop supplying power, and then the power supply system can be overhauled. By the arrangement, the situation that the whole vehicle is burdened by too few DC-DC can be avoided, the burden is too heavy, the height Wen Qingkuang is easy to appear, and therefore irrecoverable accidents occur.
Based on the above-mentioned train control system, the embodiment of the present application further provides a train control management system, please refer to fig. 4, which includes a high-voltage power supply module 30 and the train control system 200 according to any embodiment of the present application, where the high-voltage power supply module 30 is connected to the DC-DC21 of each power supply unit, each DC-DC21 is configured to convert the DC high voltage power provided by the high-voltage power supply module 30 into DC low voltage power, and the DC low voltage power is configured to be used by a storage battery. The high-voltage power supply module also supplies power to the high-voltage electric appliance, and when the high-voltage electric appliance is supplied with power, the high-voltage power supply module directly supplies power without conversion. The DC-DC converted DC low voltage power is typically 24V, and the 24V DC low voltage power is typically supplied to the battery.
The embodiment of the application also provides a train 100, which comprises N carriages 101 and the train control system 200 according to any embodiment of the application, wherein N is an integer greater than or equal to 2; the N power supply units 20 are respectively disposed in the N carriages 101, and the CCU is disposed in a head carriage and/or a tail carriage among the N carriages 101.
The foregoing has outlined rather broadly the more detailed description of embodiments of the application, wherein the principles and embodiments of the application are explained in detail using specific examples, the above examples being provided solely to facilitate the understanding of the method and core concepts of the application; meanwhile, as those skilled in the art will vary in the specific embodiments and application scope according to the idea of the present application, the present disclosure should not be construed as limiting the present application in summary.
Claims (10)
1. A train control system, characterized in that it comprises a central control unit CCU and N power supply units; n is an integer greater than or equal to 2; each of the N power supply units comprises a direct-current voltage converter DC-DC, a far-end input/output module RIOM and a normally open relay;
the CCU is connected with the RIOM of each power supply unit; in each power supply unit, the RIOM is respectively connected with the DC-DC and the normally open relay; n normally open relays corresponding to the N power supply units are connected in series, and N RIOM corresponding to the N power supply units are connected in series;
the N power supply units at least comprise a first power supply unit and a second power supply unit which are adjacently arranged, wherein the first power supply unit comprises a first DC-DC, a first RIOM and a first normally open relay; the second power supply unit comprises a second DC-DC, a second RIOM and a second normally open relay;
after the first RIOM receives a signal from the first DC-DC, the signal is sent to the CCU; after receiving the signal, the CCU sends a control instruction to the first RIOM and to the second RIOM under the condition that the signal is confirmed to be a fault signal; after the first RIOM and the second RIOM receive the control instruction, the control instruction is sent to the first normally open relay and the second normally open relay respectively, and the first normally open relay and the second normally open relay are closed after receiving the control instruction.
2. The train control system according to claim 1, wherein the CCU, upon receiving the signal, confirms that the signal is a fault signal, sends a control instruction to the first RIOM, and sends a control instruction to the second RIOM, comprising: and after receiving the signal, the CCU confirms that the signal is a fault signal, and if the duration of the fault signal exceeds a set time period, a control instruction is sent to the first RIOM and the second RIOM.
3. The train control system of claim 2 wherein the set period of time is between 8 seconds and 15 seconds.
4. The train control system according to claim 1, wherein the CCU is further configured to, after receiving the signal and confirming that the signal is a failure signal, and before sending a control instruction to the first RIOM and to the second RIOM, confirm the number of the failure signals, and control the power supply unit to stop supplying power in a case where the number of the failure signals is greater than or equal to N/2.
5. The train control system of claim 1, wherein the control command comprises a high level or a low level.
6. The train control system of claim 1 wherein the CCU and the RIOM communicate over ethernet; the RIOM and the DC-DC communicate through a controller area network CAN.
7. The train control system of claim 1 further comprising, after the first normally open relay and the second normally open relay are closed, if the failed first DC-DC returns to normal, the first RIOM receiving a signal from the failed first DC-DC and transmitting the signal to the CCU; after receiving the signal, the CCU sends a control instruction to the first RIOM and to the second RIOM under the condition that the signal is confirmed to be a normal signal; after the first RIOM and the second RIOM receive the control instruction, the control instruction is sent to the first normally open relay and the second normally open relay respectively, and the first normally open relay and the second normally open relay are opened after receiving the control instruction.
8. The train control system according to claim 1, wherein after the CCU receives the signal and confirms that the signal is a failure signal, the train control system further comprises: the CCU control dashboard prompts the DC-DC fault.
9. A train control management system comprising a high voltage power supply module and a train control system as claimed in any one of claims 1 to 8, the high voltage power supply module being connected to the DC-DC of each power supply unit, each DC-DC being adapted to convert DC high voltage power provided by the high voltage power supply module to DC low voltage power for use by a battery.
10. A train comprising N cars and the train control system of any one of claims 1 to 8, wherein N is an integer of 2 or more; the N power supply units are respectively arranged in the N carriages, and the CCU is arranged in a head carriage and/or a tail carriage in the N carriages.
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