CN115384325A

CN115384325A - Railway vehicle and train passing neutral section control method, device and medium thereof

Info

Publication number: CN115384325A
Application number: CN202211121798.6A
Authority: CN
Inventors: 陈奎; 康明明; 李辉; 李先岭; 王威
Original assignee: CRRC Zhuzhou Locomotive Co Ltd
Current assignee: CRRC Zhuzhou Locomotive Co Ltd
Priority date: 2022-09-15
Filing date: 2022-09-15
Publication date: 2022-11-25

Abstract

The application discloses a rail vehicle, a method and a device for controlling the passing neutral section of a train and a medium thereof, relates to the technical field of rail traffic, is used for slowing down the impulse when the train passes the neutral section, and aims at solving the problem that the impulse is generated in the running direction when the current locomotive enters the neutral section, the rail vehicle is provided with a power battery system; when the train is driven from the phase separation area, the compensation tractive force exists in the prior art, so that the change degree of the total tractive force of the train is smaller when the tractive force is recovered, the train is more stable when accelerated, and the effect of reducing the drawing impulse at the coupler is realized. The application restrains the impulse generated when the train enters and exits the phase separation area, ensures the riding comfort of passengers, and simultaneously reduces or even avoids the speed falling problem of the train in the phase separation area.

Description

Railway vehicle and train passing neutral section control method, device and medium thereof

Technical Field

The application relates to the technical field of rail transit, in particular to a method, a device and a medium for controlling passing neutral section of a rail vehicle and a train.

Background

In the current technical field of rail transit, a traction locomotive generally adopts an electric traction mode, and an electric power conversion system in the locomotive is connected with a contact network adopting Alternating Current (AC) 25kV to obtain electric energy, and converts and supplies the electric current to each traction motor so as to provide traction force. However, the mode enables the locomotive to pass through the phase separation area during operation, and after receiving an over-phase advance notice signal, particularly a strong break signal, the train can rapidly unload the traction force, so that the train can still stably operate under the condition that the train cannot be electrified from a contact net after entering the phase separation area.

Therefore, in the process of quickly unloading the traction force, the coupler can be quickly converted into a compression state from the original tension state, and coupler compression impulse in the running direction of the train is generated. After the train leaves the phase separation area, the train closes the main breaker, and the traction force recovery coupler is converted from a compression state to a tension state, so that coupler tension impulse in the train running direction is generated, and the impulse is more obvious when the train acceleration is larger, so that riding comfort of drivers and passengers is greatly influenced.

Therefore, there is a need for a railway vehicle that can suppress train jerk when entering into a phase separation region to improve riding comfort of passengers and passengers.

Disclosure of Invention

The application aims to provide a railway vehicle, a method and a device for controlling the passing neutral section of a train and a medium thereof, and solves the problem that the riding comfort of passengers is influenced by the fact that the current locomotive generates impulse in the driving direction when entering a neutral section.

In order to solve the above technical problem, the present application provides a rail vehicle, including: the system comprises a power converter system, a power battery system, a control center and a plurality of traction motors;

the power conversion system is connected with the contact network through a pantograph and used for acquiring electric energy transmitted by the contact network, the power conversion system comprises first inverters the number of which is consistent with that of traction motors, and the first inverters are connected with the traction motors in a one-to-one correspondence manner and used for providing the electric energy;

the power battery system comprises a battery pack and at least one second inverter, the battery pack is connected with the traction motor through the second inverter and used for providing electric energy, and the second inverter and the traction motor connected with the second inverter are in one-to-one correspondence;

the control center is connected with the first inverters, the second inverters and the traction motors and is used for controlling the on-off of the first inverters and the second inverters and the traction force output of the traction motors.

Preferably, the device also comprises a contactor connected with the control center;

the power converter system is connected with the power battery system through the contactor, and when the contactor is switched on, the power converter system is used for charging the power battery system.

Preferably, the system also comprises a mode conversion switch connected with the control center;

the mode conversion switch includes: the system comprises three states of a contact net mode, a mixed mode and a power battery mode;

when the mode conversion switch is in a contact network mode, the control center controls the first inverters to be opened and the second inverters to be blocked;

when the mode conversion switch is in a mixed mode, the control center controls the second inverter to be opened, the first inverter which is connected with the same traction motor with the second inverter is blocked, and the other first inverters are opened;

when the mode conversion switch is in a power battery mode, the control center controls the locking of each first inverter and the opening of each second inverter.

Preferably, the system also comprises a power compensation switch connected with the control center;

the power compensation switch includes: three states of variable torque position, zero position and fixed torque position;

when the power compensation switch is in a variable-torque state, a traction motor connected with the second inverter is controlled by a command sent by the control center to adjust traction force output;

when the power compensation switch is in a zero state, the second inverter is blocked;

when the power compensation switch is in a fixed torque state, the traction motor connected with the second inverter is controlled by a command sent by the control center to output traction force with a preset magnitude.

Preferably, the power compensation switch is a toggle switch.

Preferably, the system also comprises a display module connected with the control center and used for displaying the current compensation traction force in real time and the upper limit and the lower limit of the compensation traction force; wherein the compensated tractive effort is the tractive effort output by the traction motor powered by the second inverter.

In order to solve the technical problem, the application further provides a train passing neutral section control method, which is applied to the following steps: the system comprises a power converter system, a power battery system, a control center and a plurality of traction motors; the power conversion system comprises first inverters, the number of the first inverters is consistent with that of traction motors, and the first inverters are connected with the traction motors in a one-to-one correspondence mode; the power battery system comprises a battery pack and at least one second inverter, the battery pack is connected with the traction motor through the second inverter, and the second inverter and the traction motor connected with the second inverter are in one-to-one correspondence; the control center is connected with each first inverter, each second inverter and each traction motor; the method comprises the following steps:

before entering a phase separation area, when a traction unloading instruction sent by a controller is received, a first inverter connected with a second inverter and connected with a same traction motor is controlled to be locked, and traction is unloaded; after the traction force is unloaded, controlling a second inverter to be opened, and controlling a traction motor connected with the second inverter to output compensation traction force;

after entering a phase separation area, controlling a first inverter which is not connected with a second inverter and has the same traction motor to keep blocked and controlling the second inverter to keep open;

after passing through the phase separation area, controlling a traction motor which is not connected with the second inverter to recover traction force;

and when the traction force is recovered to be normal, controlling the second inverter to be locked, opening the previously closed first inverter, and controlling the correspondingly connected traction motor to output the traction force.

Preferably, the control of the same traction motor by the first inverter and the second inverter is an interlock control.

In order to solve the above technical problem, the present application further provides a train passing phase control device, including:

the first compensation module is used for controlling the locking of a first inverter which is connected with a second inverter and is the same with a traction motor when receiving a traction unloading instruction sent by a controller before entering a phase separation area, and unloading traction; after the traction force unloading is finished, controlling a second inverter to be opened, and controlling a traction motor connected with the second inverter to output compensation traction force;

the second compensation module is used for controlling a first inverter which is not connected with the same traction motor as the second inverter to keep a blocked state and the second inverter to keep an open state after entering the phase separation area; the first recovery module is used for controlling a traction motor which is not connected with the second inverter to recover traction force after passing through the phase separation area;

and the second recovery module is used for controlling the second inverter to be locked, opening the previously closed first inverter and controlling the correspondingly connected traction motor to output traction after the traction is recovered to be normal.

a memory for storing a computer program;

and the processor is used for realizing the steps of the train passing neutral section control method when executing the computer program.

In order to solve the technical problem, the present application further provides a computer readable storage medium, where a computer program is stored on the computer readable storage medium, and the computer program, when executed by a processor, implements the steps of the above-mentioned train passing neutral section control method.

When a train is about to enter a phase separation region and a driver controls the train to unload traction force through a controller, the power battery system and a second inverter contained in the power battery system provide electric energy for a traction motor so as to provide compensation traction force and reduce the unloading slope of the traction force, namely the deceleration acceleration of the train, so that the compression impulse on a coupler is reduced; when the train runs away from the phase separation region, the traction motor powered by the power conversion system recovers work, the train starts to accelerate, and due to the fact that compensation traction force exists in the prior art, the change degree of total traction force of the train is smaller when the traction force is recovered, the train is more stable when accelerated, and the effect of reducing the stretching impulse on the coupler is achieved. Therefore, the railway vehicle can restrain the compression and tension impulse at the coupler before and after passing through the phase separation area, and riding comfort of drivers and passengers is greatly improved. In addition, when the train has a problem of speed drop in a phase separation area, the rail vehicle can also solve the problem by compensating the traction force.

The train passing neutral section control method, the train passing neutral section control device and the computer readable storage medium correspond to the rail vehicle and have the same effects.

Drawings

In order to more clearly illustrate the embodiments of the present application, the drawings needed for 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 that other drawings can be obtained by those skilled in the art without inventive effort.

FIG. 1 is a block diagram of a rail vehicle according to the present invention;

FIG. 2 is a block diagram of a mode switch according to the present invention;

FIG. 3 is a block diagram of a power compensation switch according to the present invention;

FIG. 4 is a flow chart of a train passing neutral section control method provided by the invention;

FIG. 5 is a structural diagram of a train passing phase control device provided by the present invention;

fig. 6 is a structural diagram of another train passing phase control device provided by the invention.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all the embodiments. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments in the present application without any creative effort belong to the protection scope of the present application.

The core of the application is to provide a railway vehicle, a train passing neutral section control method, a device and a medium thereof.

In order that those skilled in the art will better understand the disclosure, the following detailed description is given with reference to the accompanying drawings.

The locomotive at present mostly adopts the mode of electric traction, and the vehicle passes through the pantograph to be connected with the contact net, and the contact net then adopts the AC25kV power supply, and the vehicle consequently obtains electric energy drive traction motor output traction force. Therefore, in a long driving path of the train, the electric energy of the overhead line system is not supplied by the same substation, and the phases of the electric energy supplied by different substations are not necessarily the same. In order to prevent the occurrence of out-of-phase electrical short circuit and the occurrence of the condition of fusing a contact network, two split-phase switches are used for isolation at present, and a non-electric interval generated between the two split-phase switches is a split-phase area.

Therefore, when the train enters the phase separation area, the contact network is not electrified, and the traction motor of the train cannot output traction force, so that the traction force of the locomotive needs to be unloaded quickly before entering the phase separation area. The unloading process of tractive effort is triggered by a control command sent by the driver when the driver determines that the train is about to enter the phase separation zone. It is easily understood that the process of rapidly unloading the tractive effort is also the process of rapidly decelerating the train. Therefore, the original tensile state of the coupler between the carriages is changed into a compression state, and the change of the state of the coupler is sudden because the unloading traction force is a rapid process, so that obvious coupler compression impulse is generated in the running direction of the train. Similarly, when the train runs out of the split-phase area, the contact network recovers the power supply to the train, the locomotive is switched on and switched off, the traction motor is controlled to send out traction force again, the coupler between the carriages is also changed from the original compression state to the tension state, a coupler tension impulse can be generated in the running direction of the train, and the impulse is more obvious under the condition that the train accelerates more quickly.

In summary, before and after the train passes through the phase separation area, the coupler generates obvious impulse, so that the running stability of the train is influenced, and the riding comfort of drivers and passengers is also influenced. To solve this problem, the present application provides a rail vehicle, as shown in fig. 1, including: the system comprises a power converter system 11, a power battery system 12, a control center and a plurality of traction motors 13;

the power conversion system 11 is connected with a catenary through a pantograph 14 and used for acquiring electric energy transmitted by the catenary, the power conversion system 11 comprises first inverters 15, the number of the first inverters is consistent with that of traction motors 13, and the first inverters 15 are connected with the traction motors 13 in a one-to-one correspondence manner and used for providing electric energy;

the power battery system 12 comprises a battery pack and at least one second inverter 16, the battery pack is connected with the traction motor 13 through the second inverter 16 and used for providing electric energy, and the second inverter 16 and the traction motor 13 connected with the second inverter are in one-to-one correspondence;

the control center is connected with each of the first inverter 15, the second inverter 16 and each of the traction motors 13, and is used for controlling the on-off of the first inverter 15 and the second inverter 16 and the traction force output of the traction motors 13.

It is easy to understand that the power conversion system 11 is a hardware module commonly found in a current train, and is used for converting voltage and current delivered by a catenary into voltage and current required by the traction motor 13 to drive the traction motor 13 to output traction force. The present application also does not modify the power conversion system 11 itself, so the specific structure and implementation of the power conversion system 11 are well known to those skilled in the art, and the detailed description of the embodiment is omitted here.

Similarly, the power battery system 12 and the power converter system 11 have similar functions, and both convert the electric energy provided by the power supply into the electric energy that can be directly utilized by the traction motor 13 through modulation, and compared with the power converter system 11, the power supply is only changed from a contact network to a battery pack or other charging and discharging equipment that can store electric energy, and the charging and discharging equipment works before and after the train enters the phase separation zone. Therefore, the structure and the connection relationship of the power battery system 12 are also similar to those of the power converter system 11, except for the adaptability change caused by the change of the power supply source and the like, and a person skilled in the art can clearly know how to build a set of system for supplying power to the train traction motor 13 by using the charging and discharging devices such as the battery pack and the like as the power supply source, so that the structure and the connection relationship inside the power battery system 12 are not described in detail herein in this embodiment.

And the first and second inverters in front of the inverter in the present application are used for distinguishing whether the inverter is an inverter in an electric power alternating current system or an inverter in the power battery system 12, and no limitation is made on the number, the sequence and the like of the inverters. In short, the first inverter 15 is an inverter for modulating power supply to each traction motor 13 when the locomotive is running normally, and is therefore connected to each traction motor 13 in a one-to-one correspondence, namely, inverters a-f in fig. 1; the second inverter 16 is an inverter for providing compensation power supply for part or all of the traction motors 13 when the locomotive is before or after entering the phase separation zone, and is correspondingly connected with the traction motor 13 with a traction force compensation function (i.e., the traction motor 13 which is powered by the power battery system 12 to output traction force when the overhead contact system is not powered), which is also referred to as an inverter g in fig. 1.

It should also be noted that the structure shown in fig. 1 does not constitute a limitation of the rail vehicle provided in the present application, and other components should be present to achieve normal operation of the train. Also, the number of traction motors 13 of 6 is only one possible embodiment, and the present application does not limit the number of traction motors 13 of the railway vehicle. Similarly, the traction motor 13 connected to the power battery system 12 to achieve traction compensation is shown as traction motor f in fig. 1, but in practice, any number of traction motors 13 may be connected to the power battery system 12, and the connected traction motors 13 may be any number of all traction motors 13.

It will be readily appreciated that the greater the number of traction motors 13 connected to the power battery system 12, the greater the compensatory tractive effort that can be provided when a train is about to enter or has entered the phase separation and, in turn, the better the effect of damping coupler compression impulses. Similarly, when the train runs out of the phase separation area, the compensation traction force is larger, so that the normal traction of the train is simpler, the acceleration process of the train is smoother, and the effect of inhibiting the drawing impulse of the coupler is realized. However, the more traction motors 13 connected to the power battery system 12, the more complicated the corresponding power lines and control lines, the more space occupied, and the more difficult the design and implementation of the train, and because the compensation traction force required before and after the train passes through the phase separation zone is not too large in practical application, it is preferable to adopt a mode in which only one traction motor 13 is connected to the power battery system 12, that is, the connection relationship shown in fig. 1.

In summary, the rail vehicle provided by the present application is provided with the power battery system 12, and the power battery system 12 is connected with the traction motor 13 through the second inverter 16, so that when a train is about to enter a phase separation region and a traction force is rapidly unloaded, a traction force for compensation can be provided, a function of alleviating an unloading process of the traction force is performed, that is, a compression impulse occurring at a coupler during the unloading process of the traction force is suppressed; when the train leaves the phase separation area and needs to recover the traction force, the change amplitude of the traction force needs to be smaller due to the existence of the compensation traction force, the change amplitude is relatively more gradual, the change amplitude is reflected to a coupler between carriages, and the stretching impulse is restrained to a certain extent. Therefore, when the railway vehicle enters the split-phase area to unload the traction force and drives away from the split-phase area to recover the traction force, the impulse generated at the position of the coupler between the carriages can be restrained, and therefore drivers and passengers can obtain better riding experience.

It is readily understood that the power battery system 12 is a device for supplying power to the traction motor 13 to compensate for the output traction force when the catenary is not supplied with power from a charging and discharging device such as a battery pack in the power battery system 12. The battery pack can be charged during routine maintenance of the train to release electrical energy to compensate for tractive effort when needed during travel. Therefore, if the train makes a single trip long or makes multiple trips without charging devices such as the battery pack in the power battery system 12, the effect of suppressing the coupler kick may not be ensured. This places higher demands on the capacity of the battery pack in the power battery system 12, increasing costs while also taking up more space in the train.

In order to solve the above problem, this embodiment provides a preferred embodiment, as shown in fig. 1, the above rail vehicle further includes: a contactor 17 connected to the control center;

the power conversion system 11 is connected with the power battery system 12 through a contactor 17, and when the contactor 17 is conducted, the power conversion system 11 is used for charging the power battery system 12.

As can be seen from the above embodiments, in a normal situation, all the devices such as the traction motor 13 of the train obtain electric energy from the overhead line system through the pantograph 14, and the overhead line system is powered by the substation, and generally, the electric energy obtained from the overhead line system is infinite with respect to the capacity of the on-board battery pack. Therefore, the purpose of obtaining electric energy from a contact net to charge the power battery system 12 can be achieved through the contactor 17 and the connecting structure.

Under the structure provided by this embodiment, the capacity of the charging and discharging equipment for storing electric energy in the power battery system 12 only needs to satisfy the electric energy required for traction force compensation when the train passes through the phase splitting region under the worst working condition, so that the requirement for the capacity of the charging and discharging equipment is greatly reduced, and the floor area of the power battery system 12 is reduced. Meanwhile, the power battery system 12 is charged by a contact network when the train normally runs, the trouble that the power battery system 12 needs to be charged manually when the train runs and is maintained every time is also saved, and manpower and material resources are further saved. In addition, for the selection of the power battery, the service life of the power battery and the sufficient capacity of the power battery on the selection type are considered, the discharge requirements of a plurality of phase separation areas are met, and meanwhile, the matching of the installation space is considered.

In addition, the on-off of the contactor 17 connected with the control center is controlled by the control center, and through the beneficial effects brought by the embodiment, the control center can easily know that the contactor 17 is switched on when the train is in a normal running state, so that the power converter system 11 can obtain electric energy from a contact network to charge the power battery system 12; and when the train is in a compensation traction state, the contactor 17 is blocked, and the power battery system 12 is controlled to discharge to provide compensation electric energy for the traction motor 13.

In another preferred embodiment, in order to improve the service life of the contactor 17, a charging module is further included in the charging circuit formed by the contactor 17 between the power conversion system 11 and the power battery system 12. The charging module is connected with the control center, and the on-off state is controlled by the control center. Under this application scenario, whether charging of the power battery system is achieved by controlling the on-off of the charging module, frequent switching of the contactor 17 is not needed, and the contactor 17 only needs to participate in charging control of the power battery system 12 when the power failure of the whole vehicle is overhauled or the fault of the charging module cannot be cut off, so that the service life of the contactor is prolonged.

In an application scenario aimed by the present application, the train is in a normal operation state, that is, the train does not run on a phase separation section road segment and a road segment near the phase separation section road segment, that is, the train is in a state of acquiring electric energy through a catenary, and more specifically, when the inverter a-f is opened and the inverter g is blocked, the structure shown in fig. 1 is combined. Similarly, the train is in a compensation traction state, namely when the inverter f is blocked and the inverter g is opened.

In a preferred embodiment provided in this embodiment, the contactor 17 is disposed between the power converter system 11 and the power battery system 12, so that the power converter system 11 can charge the power battery system 12 under the control of the control center. When the train can obtain electrical energy through the catenary, the contactor 17 is opened to charge the power battery system 12. Therefore, the electric energy source of the power battery system 12 is guaranteed, manual supplement by workers in routine maintenance of the train is not needed, the capacity requirement on the charging and discharging equipment for storing the electric energy in the power battery system 12 is lower, the deployment is easier to implement, and the occupation of the train space is reduced. And, the train can be through the contact net to charge for power battery system 12 in the normal driving process for the effect of suppressing impulsion that the rail vehicle that this application provided brought is not influenced by distance length, even the train mileage of traveling is great, can not lead to suppressing the effect of impulsion to receive the influence or even can't realize because of power battery system 12 electric energy is exhausted, has further ensured driver and passenger's experience of riding.

As described in the foregoing embodiment, the power battery system 12 is provided in the railway vehicle provided in the present application, so that when the catenary cannot supply power, the compensation traction can be realized by controlling the second inverter 16 to be turned on (the corresponding first inverter 15 is locked). Therefore, the rail vehicle provided by the application has three traction modes according to the on-off of each inverter, which are specifically described as follows:

1. a catenary mode;

the catenary mode, that is, the mode in which all of the traction motors 13 are powered by the power conversion system 11, is reflected in the example shown in fig. 1, that is, the inverters a to f are open (i.e., the first inverter 15 is fully open), and the inverter g is blocked (i.e., the second inverter 16 is fully blocked), which is the traction mode of the conventional electric locomotive.

In this mode, the power supply of the train is sufficient, all traction motors 13 work normally, the traction output in the maximum range can be provided, and the method is suitable for normal running of the train.

2. Mixing mode;

the hybrid mode is a mode in which the power conversion system 11 and the power battery system 12 supply power to each traction motor 13 together, that is, a traction mode in which the second inverters 16 are all turned on, the first inverters 15 connected to the same traction motor 13 are blocked, and the remaining first inverters 15 are all turned on. Reflected in the example of fig. 1, namely inverter a-e open, inverter f blocked, inverter g open.

In this mode, each traction motor 13 of the train can be divided into a normal traction motor (traction motors a-e) and a compensation traction motor (traction motor f) according to whether the power is supplied by the second inverter 16, the normal traction motor still works normally, and the compensation traction motor can adjust the output of the compensation traction according to a controller instruction sent by the master cab to provide a suitable and stable compensation traction when the subsequent train enters the phase splitting area.

3. A power battery mode;

since the present application does not limit whether the power battery system 12 is connected to all traction motors 13 and the number of traction motors 13 connected thereto, i.e. the mode in which the power battery system 12 is responsible for supplying power to the individual traction motors 13, generally speaking, only some of the traction motors 13 connected to the power battery system 12 can output traction force. The second inverter 16 should now be fully open, as reflected in the example of fig. 1, i.e. inverter g is open.

In this mode, the compensated traction motor may also adjust the output of the compensated tractive effort via controller commands sent by the master cab to provide the compensated tractive effort.

Generally, the catenary mode is used in the case of normal train operation to provide sufficient traction for the train; the mixed mode is mainly used for the condition that the train is about to enter the phase separation area, and a driver can adjust and compensate the traction according to the actual road condition on the premise of ensuring the traction output of the train so as to prepare for entering the phase separation area subsequently; the power battery mode is mostly used for shunting or moving due to small overall traction force, and at the moment, a contact net is free of power, and only the power battery system 12 can supply power to the traction motor 13 to output compensation traction force and inhibit impulse at a coupler.

Also, because the power battery system 12 is mostly used when the train is in a phase separation section, the overhead line system is out of power, and the first inverter 15 cannot transmit electric energy to the traction motor 13 in any state, so the mode does not have the on-off state control of the first inverter 15, and the second inverter 16 is ensured to be opened. However, in order to protect the safety of the train during actual operation, it is necessary to take a blocking measure for each first inverter 15.

The blocking of the first inverter 15 and the second inverter 16 is not limited to the blocking of the first inverter and the second inverter themselves, but blocks the output from the first inverter 15 and the second inverter 16 to the traction motor 13 connected thereto.

As can be seen from the above, switching of the train between the three traction modes can be realized by adjusting the on/off states of the first inverter 15 and the second inverter 16. Further, in order to simplify the control process, this embodiment further provides a preferred implementation, and the rail vehicle further includes: a mode changeover switch;

the mode conversion switch is connected with the control center and comprises: the system comprises three states of a contact net mode, a mixed mode and a power battery mode.

When the mode conversion switch is in the catenary mode, the control center controls the first inverters 15 to be turned on and the second inverters 16 to be blocked;

when the mode conversion switch is in a mixed mode, the control center controls the second inverter 16 to be opened, the first inverter 15 connected with the same traction motor 13 with the second inverter 16 is blocked, and the rest first inverters 15 are opened;

when the mode conversion switch is in a power battery mode, the control center controls the first inverters 15 to be blocked and the second inverters 16 to be opened.

It is understood that the present embodiment does not limit the specific type and implementation of the mode switch, and only satisfies the requirement of having three different states, and may be in the form of a toggle switch, a push switch, a rotary switch, etc. In general, each cab of the locomotive should be provided with a mode change-over switch, and the mode change-over switch is transmitted to the vehicle network control system through a hard wire, and simultaneously, a control signal can also be transmitted to a reconnection train through a hard wire, specifically, as shown in fig. 2, the mode change-over switch includes three states, namely a contact network, a hybrid battery and a power battery, and is powered by a DC110V power supply line and connected with two input ports DI1 and DI2 of a disconnection reconnection line and a train network system.

In summary, the mode switch provided in this embodiment simplifies the whole control flow of controlling the traction mode of the train by on-off of each of the first inverter 15 and the second inverter 16, and the three modes respectively correspond to the three states in the mode switch, so that the driver can control the traction mode of the train by controlling the state switching of the mode switch, and the mode switch does not need to perform complicated on-off control of the inverters, simplifies the operation flow of the driver, and better meets the needs of practical application.

As can be seen from the above, when the train enters the phase separation zone, the power battery system 12 is used to supply power to provide compensation tractive force. At this time, in order to ensure the smooth running of the train and to take care of the experience of passengers, the supplementary traction force is not changed after entering the phase separation area.

According to the embodiment, the railway vehicle provided by the application has three states, namely a catenary mode, a hybrid mode and a power battery mode, through different on-off states of the first inverter 15 and the second inverter 16.

The catenary mode is also a traction mode adopted when the train normally runs, and is not described herein.

The hybrid mode is a mode in which the power converter system 11 and the power battery system 12 respectively control different traction motors 13 to provide traction, the traction motors 13 powered by the power converter system 11 can provide traction to enable the train to be in a relatively stable running state, and at the moment, a train driver can judge and adjust the compensation traction used when entering the phase separation area later according to the road surface condition without causing too large influence on the current running state of the train, namely the hybrid mode is mainly used for adjusting the compensation traction before the train enters the phase separation area.

Therefore, for the locking or not of the compensation traction control, the following states exist again for the train:

1. torque conversion;

in this state, the control of the compensation traction force is not locked, and a train driver can randomly adjust the traction force output of the compensation traction motor through the instruction of the controller, and the control method is mainly used for the shunting working condition in a power battery mode. Of course, the normal mode may also be used in the hybrid mode, which is not limited in this embodiment.

2. Determining the moment;

the magnitude of the compensating tractive force is also locked in this state. The method is mainly used for ensuring the output of traction force when the neutral section is passed and the controller needs to return to a small zero position in a mixed mode, wherein the magnitude of the output traction force is also the magnitude of the previously set compensation traction force; if in the torque conversion state, the neutral-section passing controller returns to the small zero position, and no power is output.

Similarly to the above embodiment, this embodiment also provides a preferred implementation, and the control process of the state switching is simplified, that is, the rail vehicle further includes: a power compensation switch;

the power compensation switch is connected with the control center and comprises: three states of torque changing position, zero position and fixed torque position;

when the power compensation switch is in a torque conversion state, the traction motor 13 connected with the second inverter 16 is controlled by a command sent by the control center to adjust traction force output;

when the power compensation switch is in a zero state, the second inverter 16 is blocked;

when the power compensation switch is in a fixed torque position state, the traction motor 13 connected with the second inverter 16 is controlled by a command sent by the control center to output traction force with a preset magnitude.

Therefore, the preferable scheme provided by the embodiment eliminates the two states of the torque conversion and the fixed torque and also comprises the third state of zero. The zero position mainly plays a role in a transition state between two states of a torque conversion position and a fixed torque position in practical application, the second inverter 16 is controlled to be blocked, and when the power compensation switch is in a switch form such as a toggle switch, the zero position is set to the middle position so that a driver can conveniently judge the current state of the train. In some scenes, the power compensation switch may not have a zero position, and only a torque conversion position and a fixed torque position are reserved.

In addition, the present embodiment is not limited to the specific type of the power compensation switch, and may be in the form of a toggle switch, a push switch, a rotary switch, and the like, similarly to the mode switching switch described above. But provides a preferred embodiment: the power compensation switch is a toggle switch.

Specifically, as shown in fig. 3, the three states including torque-variable, 0, and constant torque are also supplied by the DC110V power supply line and connected to the de-duplication line and the other two input ports DI3 and DI4 of the train network system.

The key-pulling switch has the advantages of simple structure, stable and reliable performance, low failure rate and small size, and the key-pulling state is intuitive, so that a driver can conveniently determine and control the state of the switch.

Similarly, the mode switch may preferably be a transfer switch.

Further, since the engineer needs to complete the setting of the compensation tractive effort before the train enters the split-phase area, in order to facilitate the engineer to perform the above process, this embodiment further provides a preferred embodiment, and the above rail vehicle further includes: and a display module.

And the display module is connected with the control center and is used for displaying the current compensation traction force and the upper limit and the lower limit of the compensation traction force in real time. Wherein the compensation tractive effort is the tractive effort output by the traction motor 13 powered by the second inverter 16.

The preferred scheme provided by the embodiment provides a corresponding mode change switch and a power compensation switch for controlling the inverter and traction control state of the train before and after passing in and out of the split-phase area, simplifies the control flow of a driver before and after passing through the split-phase area, and provides a preferred implementation form of the mode change switch and the power compensation switch, so that the method is more suitable for the driving habit of the driver in the actual scene and is more beneficial to the actual implementation. The state of the current compensation traction force is displayed through the display module, the compensation traction force applied at present is included, and the upper limit and the lower limit which can be applied are applied, so that the regulation and control of the compensation traction force by a driver are facilitated, and the riding comfort of passengers is better ensured.

For the rail vehicle provided by the above embodiment, the present embodiment further provides a train passing neutral section control method for controlling the rail vehicle, as shown in fig. 4, including:

s21: before entering a phase separation area, when a traction unloading instruction sent by a controller is received, a first inverter connected with a second inverter and connected with a same traction motor is controlled to be locked, and traction is unloaded; after the traction force unloading is finished, controlling a second inverter to be opened, and controlling a traction motor connected with the second inverter to output compensation traction force;

s22: after entering a phase separation area, controlling a first inverter which is not connected with a second inverter and has the same traction motor to keep blocked and controlling the second inverter to keep open;

s23: and after passing through the phase separation area, controlling the traction motor which is not connected with the second inverter to recover the traction force.

S24: and when the traction force is recovered to be normal, the second inverter is controlled to be blocked, the previously closed first inverter is opened, and the traction motor which is correspondingly connected is controlled to output the traction force.

Based on the fact that the rail vehicle to which the method is applied has a situation that part of the traction motors are connected with the first inverter and the second inverter (such as the traction motor f in fig. 1), in order to avoid collision to influence the smooth running of the train, the embodiment provides a preferable scheme:

the first inverter and the second inverter control the same traction motor in an interlocking manner.

That is, when the first inverter is turned on, the second inverter is locked; when the second inverter is turned on, the first inverter is blocked. According to the embodiment of the rail train part, in practical application, the opening and the blocking of the inverter are mainly realized by controlling the on-off of the corresponding sub-control module.

According to the control method for passing through the neutral section of the train, when the railway vehicle enters the neutral section, traction force compensation can be realized through the power battery system and the traction motor, and then when the traction force of other traction motors is quickly unloaded, the train still keeps certain compensation traction force, which is equivalent to slowing down the deceleration process of the train, so that compression impulse generated at a coupler is restrained, and riding comfort of drivers and passengers is guaranteed. In addition, when the train drives away from the separation phase region, the compensation traction force is reserved, so that the whole train does not need to restore the traction force from the beginning, namely, the change amplitude of the traction force in the traction force restoring process is reduced, and the traction force is reflected on the train, namely, the acceleration process of the train is smoother, so that the stretching impulse generated at the coupler by the vehicle acceleration is restrained to a certain extent, and the comfort of passengers is further ensured.

In the above embodiments, a train passing neutral section control method is described in detail, and the present application also provides an embodiment corresponding to the train passing neutral section control device. It should be noted that the present application describes the embodiments of the apparatus portion from two perspectives, one from the perspective of the function module and the other from the perspective of the hardware.

Based on the angle of the functional module, as shown in fig. 5, the present embodiment provides a train passing phase control device, including:

the first compensation module 31 is used for controlling the first inverter which is connected with the same traction motor as the second inverter to be locked when receiving a traction unloading command sent by the controller before entering the phase separation area, so as to unload traction; after the traction force is unloaded, controlling a second inverter to be opened, and controlling a traction motor connected with the second inverter to output compensation traction force;

the second compensation module 32 is used for controlling a first inverter which is not connected with the same traction motor as the second inverter to keep a blocked state and controlling the second inverter to keep an open state after entering the phase separation zone;

the first recovery module 33 is configured to control the traction motor that is not connected to the second inverter to recover the traction force after passing through the phase separation region;

and the second recovery module 34 is used for controlling the second inverter to be locked, opening the previously closed first inverter and controlling the correspondingly connected traction motor to output the traction force after the traction force is recovered to be normal.

Since the embodiments of the apparatus portion and the method portion correspond to each other, please refer to the description of the embodiments of the method portion for the embodiments of the apparatus portion, which is not repeated here.

According to the train passing phase-splitting control device provided by the embodiment, the compensation module is used for realizing traction force compensation of a railway vehicle through the power battery system and the traction motor when the railway vehicle enters the phase-splitting area, and further when the traction force of the rest traction motors is unloaded quickly, the train still keeps a certain compensation traction force, which is equivalent to slowing down the deceleration process of the train, so that the compression impulse generated at the coupler is restrained, and the riding comfort of drivers and passengers is ensured. In addition, when the train drives away from the phase separation region, the compensation traction force is reserved, the first recovery module does not need to recover the traction force from the beginning, namely, the change amplitude of the traction force in the traction force recovery process is reduced, and the traction force is reflected on the train, namely, the acceleration process of the train is smoother, so that the stretching impulse generated at the coupler by the acceleration of the train is restrained to a certain degree, and the comfort of passengers is further ensured.

Fig. 6 is a structural diagram of a train passing phase separation control device according to another embodiment of the present application, and as shown in fig. 6, the train passing phase separation control device includes: a memory 40 for storing a computer program;

and a processor 41, configured to implement the steps of the train passing neutral section control method according to the above embodiment when executing the computer program.

Processor 41 may include one or more processing cores, such as a 4-core processor, an 8-core processor, and so forth. The Processor 41 may be implemented in hardware using at least one of a Digital Signal Processor (DSP), a Field-Programmable Gate Array (FPGA), and a Programmable Logic Array (PLA). The processor 41 may also include a main processor and a coprocessor, where the main processor is a processor for Processing data in an awake state, and is also called a Central Processing Unit (CPU); a coprocessor is a low power processor for processing data in a standby state. In some embodiments, the processor 41 may be integrated with a Graphics Processing Unit (GPU) which is responsible for rendering and drawing the content required to be displayed on the display screen. In some embodiments, processor 41 may further include an Artificial Intelligence (AI) processor for processing computational operations related to machine learning.

Memory 40 may include one or more computer-readable storage media, which may be non-transitory. Memory 40 may also include high speed random access memory, as well as non-volatile memory, such as one or more magnetic disk storage devices, flash memory storage devices. In this embodiment, the memory 40 is at least used for storing the following computer program 401, wherein after being loaded and executed by the processor 41, the computer program can implement the relevant steps of a train passing neutral section control method disclosed in any of the foregoing embodiments. In addition, the resources stored in the memory 40 may also include an operating system 402, data 403, and the like, and the storage manner may be a transient storage or a permanent storage. Operating system 402 may include, among other things, windows, unix, linux, and the like. The data 403 may include, but is not limited to, a train passing phase control method, etc.

In some embodiments, a train passing phase control device may further include a display screen 42, an input/output interface 43, a communication interface 44, a power source 45, and a communication bus 46.

Those skilled in the art will appreciate that the configuration shown in fig. 6 does not constitute a definition of a train passing control and may include more or fewer components than those shown.

The train passing phase control device provided by the embodiment of the application comprises a memory and a processor, wherein when the processor executes a program stored in the memory, the following method can be realized: a train passing neutral section control method.

According to the train passing phase separation control device provided by the embodiment, the processor executes the computer program stored in the memory so as to realize traction compensation of the rail vehicle through the power battery system and the traction motor when the rail vehicle enters the phase separation area, and further, when the traction of the rest traction motors is quickly unloaded, the train still keeps certain compensation traction to slow down the deceleration process of the train, so that the compression impulse at the coupler is restrained. When the train runs out of the separation phase region, the compensation traction force is reserved, so that the change amplitude of the traction force of the train in the traction force recovery process is reduced, the change is reflected on the train, namely the acceleration process of the train is smoother, and the stretching impulse generated by the acceleration of the train at the coupler is restrained to a certain extent. According to the embodiment, the stability of train operation is maintained by compensating traction when the train enters and exits the phase splitting area, and the impact of a coupler caused by acceleration and deceleration is restrained, so that the riding comfort of passengers is ensured.

Finally, the application also provides a corresponding embodiment of the computer readable storage medium. The computer-readable storage medium has stored thereon a computer program which, when being executed by a processor, carries out the steps as set forth in the above-mentioned method embodiments.

It is to be understood that if the method in the above embodiments is implemented in the form of software functional units and sold or used as a stand-alone product, it can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application may be embodied in the form of a software product, which is stored in a storage medium and executes all or part of the steps of the methods described in the embodiments of the present application, or all or part of the technical solutions. And the aforementioned storage medium includes: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk.

According to the computer readable storage medium provided by the embodiment, when the stored computer program is executed, the traction force compensation can be realized through the power battery system and the traction motor, so that no matter the rail vehicle enters the phase separation area or leaves the phase separation area, the acceleration and deceleration process caused by traction force unloading and heavy hanging is slowed down, the stability of train operation is improved, further, the effect of inhibiting the car coupler rush caused by acceleration and deceleration is realized, and the riding comfort of drivers and passengers is further ensured.

The railway vehicle, the train passing neutral section control method and device and the medium thereof provided by the application are described in detail above. The embodiments are described in a progressive manner in the specification, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other. The device disclosed by the embodiment corresponds to the method disclosed by the embodiment, so that the description is simple, and the relevant points can be referred to the method part for description. It should be noted that, for those skilled in the art, it is possible to make several improvements and modifications to the present application without departing from the principle of the present application, and such improvements and modifications also fall within the scope of the claims of the present application.

It should also be noted that, in this specification, relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrases "comprising one of 8230; \8230;" 8230; "does not exclude the presence of additional like elements in a process, method, article, or apparatus that comprises the element.

Claims

1. A rail vehicle, comprising: the system comprises a power converter system, a power battery system, a control center and a plurality of traction motors;

the power conversion system is connected with a contact network through a pantograph and used for acquiring electric energy transmitted by the contact network, the power conversion system comprises first inverters, the number of the first inverters is consistent with that of the traction motors, and the first inverters are connected with the traction motors in a one-to-one correspondence manner and used for providing the electric energy;

2. The rail vehicle of claim 1, further comprising a contactor connected to the control center;

the power converter system is connected with the power battery system through the contactor, and when the contactor is conducted, the power converter system is used for charging the power battery system.

3. The rail vehicle of claim 1, further comprising a mode switch connected to the control center;

the mode conversion switch includes: the system comprises three states of a contact network mode, a mixed mode and a power battery mode;

when the mode conversion switch is in the catenary mode, the control center controls the first inverters to be opened and the second inverters to be blocked;

when the mode conversion switch is in the mixed mode, the control center controls the second inverter to be turned on, the first inverter which is connected with the same traction motor as the second inverter is locked, and the rest first inverters are turned on;

and when the mode conversion switch is in the power battery mode, the control center controls the first inverters to be locked and the second inverters to be opened.

4. The rail vehicle of claim 1, further comprising a power compensation switch connected to the control center;

when the power compensation switch is in the torque conversion state, the traction motor connected with the second inverter is controlled by a command sent by the control center to adjust traction force output;

when the power compensation switch is in the zero state, the second inverter is blocked;

and when the power compensation switch is in the fixed-torque state, the traction motor connected with the second inverter is controlled by a command sent by the control center to output traction force with a preset magnitude.

5. The rail vehicle of claim 4, wherein the power compensation switch is a toggle switch.

6. The rail vehicle of claim 1, further comprising a display module coupled to the control center for displaying in real time a current compensated tractive effort, and upper and lower limits of the compensated tractive effort; wherein the compensated tractive effort is the tractive effort output by the traction motor powered by the second inverter.

7. A train passing neutral section control method is characterized by comprising the following steps: the system comprises a power converter system, a power battery system, a control center and a plurality of traction motors; the power conversion system comprises first inverters, the number of the first inverters is consistent with that of the traction motors, and the first inverters are connected with the traction motors in a one-to-one correspondence mode; the power battery system comprises a battery pack and at least one second inverter, the battery pack is connected with the traction motor through the second inverter, and the second inverter and the traction motor connected with the second inverter are in one-to-one correspondence; the control center is connected with the first inverters, the second inverters and the traction motors; the method comprises the following steps:

before entering a phase separation area, when a traction unloading instruction sent by a controller is received, controlling the first inverter which is connected with the second inverter and is the same with the traction motor to be locked, and unloading traction; after the traction force unloading is finished, controlling the second inverter to be opened, and controlling the traction motor connected with the second inverter to output compensation traction force;

after entering a phase separation zone, controlling the first inverter which is not connected with the same traction motor as the second inverter to keep a blocked state and controlling the second inverter to keep an open state;

after passing through the phase separation area, controlling the traction motor which is not connected with the second inverter to recover traction force;

and when the traction force is recovered to be normal, the second inverter is controlled to be blocked, the first inverter which is closed previously is opened, and the traction motor which is correspondingly connected is controlled to output the traction force.

8. The train passing neutral section control method according to claim 7, wherein the control of the same traction motor by the first inverter and the second inverter is an interlock control.

9. A train passing phase separation control apparatus, comprising:

the first compensation module is used for controlling the first inverter which is connected with the same traction motor as the second inverter to be locked when a traction unloading instruction sent by a controller is received before the phase separation area is entered, so as to unload traction; after the traction force unloading is finished, controlling the second inverter to be opened, and controlling the traction motor connected with the second inverter to output compensation traction force;

the second compensation module is used for controlling the first inverter which is not connected with the second inverter and is the same with the traction motor to keep a blocked state and the second inverter to keep an open state after entering a phase separation area;

the first recovery module is used for controlling the traction motor which is not connected with the second inverter to recover traction after passing through the phase separation zone;

and the second recovery module is used for controlling the second inverter to be locked, opening the first inverter which is closed previously and controlling the correspondingly connected traction motor to output traction after the traction is recovered to be normal.

10. A train passing phase control apparatus, comprising:

a memory for storing a computer program;

a processor for implementing the steps of the train passing neutral phase control method according to claim 7 or 8 when executing said computer program.

11. A computer-readable storage medium, characterized in that the computer-readable storage medium has stored thereon a computer program which, when being executed by a processor, carries out the steps of the train passing neutral phase control method according to claim 7 or 8.