CN207045159U - A kind of train traction and braking control system - Google Patents
A kind of train traction and braking control system Download PDFInfo
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- CN207045159U CN207045159U CN201720646234.2U CN201720646234U CN207045159U CN 207045159 U CN207045159 U CN 207045159U CN 201720646234 U CN201720646234 U CN 201720646234U CN 207045159 U CN207045159 U CN 207045159U
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- 239000000203 mixture Substances 0.000 description 8
- 230000001360 synchronised effect Effects 0.000 description 8
- 230000005611 electricity Effects 0.000 description 7
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
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Abstract
The utility model provides a kind of train traction and braking control system；System includes：Two of the up and descending section being separately positioned in the range of target platform tractions and brake power unit, the stator coil on the roadbed being separately positioned in described up and descending section, the rotor reaction plate being separately positioned on up and down train, and the railway trains integrated operation control unit being connected with traction and brake power unit communication；The traction and brake power unit in same section are connected with stator coil so that the traction and brake power unit control the stator coil to be interacted with the rotor reaction plate on corresponding train, realize the traction and braking to the train.The utility model realizes the collaborative control of same platform uplink and downlink subway train traction, braking, is effectively reduced energy consumption in train journey, and reliably improve train operation efficiency.
Description
Technical field
It the utility model is related to rail traffic vehicles control technology field, and in particular to a kind of train traction and control for brake
System.
Background technology
At present, known City Rail Transit System refers mainly to subway, light rail, middle low speed magnetic suspension traffic, modern rail
Electric car etc. a series of mode of transportation.According to the requirement of City Rail Transit System operation characteristic, its performance curve master
To be made up of traction, coasting and 3 stages of braking.Because the station spacing of City Rail Transit System is shorter, (generally 2~5 is public
In), the factor such as starting loop, braking deceleration be big, cause its operation characteristic and main line railway, EMU characteristic not
Together, thus urban rail transit vehicles operating condition be mainly fixed between above-mentioned 3 kinds of operating modes frequent switching operation.
Vehicle launch stage, train traction accelerate to be divided into three phases, and the first stage is constant moment of force area, tractive force and train
Speed it is linear；Second stage is constant power area, and tractive force and speed are in inversely prroportional relationship；Phase III is natural characteristic
Area, tractive force and speed square are in inversely prroportional relationship.To ensure the requirement of launch train acceleration, needed very in constant moment of force area
After big traction power, the determination of train traction power are also to be designed according to the power requirement in the area, and train enters
Its traction power can decline to a great extent behind twoth area.
In the vehicle coasting stage, vehicle is both without traction or brakeless.Run by inertia, resistance is subtracted according to suffered by vehicle
Speed operation；Different according to running situation, this stage may also be at the uniform velocity travel phase, and vehicle drag is equal with tractive force, vehicle
Remain a constant speed motion.The traction power of train will be 0 at this stage.
It is the vehicle deboost phase, similar with the traction stage, be also classified into natural characteristic area, constant power area, constant moment of force area, its speed with
The relation of tractive force and traction stage are essentially identical.The control strategy of urban railway transit train braking at present is that electric braking is excellent
First, insufficient section gas braking supplement, therefore be the requirement for meeting train braking deceleration, it is desirable to provide larger electric braking；By
Above-mentioned analysis understands that the typical feature of municipal rail train load is traction and braking power be in impulse type, and instantaneous power is big and average work(
Rate is small.
The requirement for being designed as meeting traction braking characteristic of urban rail transit vehicles at present, its power configuration is larger,
The problems such as so as to cause the increase of its weight of train, handling capacity of passengers reduction, energy consumption increase, train composition complexity.
Utility model content
For in the prior art the defects of, the utility model carries a kind of train traction and braking control system；Realize same
The traction of platform uplink and downlink subway train, the collaborative control of braking, are effectively reduced energy consumption in train journey, and reliably improve
Train operation efficiency.
In order to solve the above technical problems, the utility model provides following technical scheme：
The utility model provides a kind of train traction and braking control system, and the system includes：It is separately positioned on mesh
Two tractions in up and descending section in the range of labeling station platform and brake power unit, be separately positioned on it is described up and descending
The stator coil on roadbed in section, the rotor reaction plate being separately positioned on up and down train；
The traction and brake power unit in same section are connected with stator coil so that the traction and braking are dynamic
Power unit controls the stator coil and the rotor reaction plate interaction on corresponding train, realize traction to the train and
Braking.
Further, each traction and brake power unit include：It is arranged on the up and descending of platform section
The current transformer group of section both sides, and, the rectifier transformer being connected with the current transformer group；
The current transformer group is connected with the stator coil in same section, and the current transformer group is connected to ground
Energy-storage units.
Further, switch is provided between the current transformer group in the rectifier transformer and same section.
Further, two current transformers are comprised at least in each current transformer group；
Each current transformer is connected with the rectifier transformer in same section, and, each current transformer with it is same
Stator coil connection in one section.
Further, the rotor reaction plate is arranged on the bottom of each bogie of train.
Further, the system also includes：Permanent Magnet and Electric unit ON TRAINS is set, is connected with the Permanent Magnet and Electric unit
Vehicle-mounted two-way DC/AC inverters, and, vehicle-mounted energy-storage units；
The Permanent Magnet and Electric unit is connected with the vehicle-mounted two-way DC/AC inverters, and the vehicle-mounted two-way DC/AC inverters
Train dc bus is connected to vehicle-mounted energy-storage units, wherein, the train dc bus and DC converter and vehicle-mounted set
Standby connection.
Further, the vehicle-mounted energy-storage units include ultracapacitor group, batteries, and, with the battery
The two-way DC/DC converters of group connection；
The ultracapacitor group and two-way DC/DC converters are respectively connecting to the train dc bus.
Further,
The Permanent Magnet and Electric unit being arranged on same train is one group or two groups, and in Permanent Magnet and Electric unit described in every group
Including at least two magnetoes；
Accordingly,
When the Permanent Magnet and Electric unit being arranged on same train is one group, one group of Permanent Magnet and Electric unit is arranged on train
On second bogie in one of end compartment；
When the Permanent Magnet and Electric unit being arranged on same train is two groups, two groups of magneto groups are separately positioned on row
On second bogie in two ends compartment of car；
Wherein, the end compartment is the compartment at train both ends headstock and the tailstock, and second bogie is arranged on end car
Railway carriage or compartment bottom and the opening position of close adjacent compartment.
Further, the system also includes：Vehicle-mounted Train Detection and Identification unit, the vehicle-mounted Train Detection and Identification unit
It is connected with the vehicle-mounted two-way DC/AC inverters.
Further, the system also includes：Railway trains integrated operation control unit；
The railway trains integrated operation control unit is connected with the vehicle-mounted Train Detection and Identification unit communication；
The railway trains integrated operation control unit connects the traction and brake power unit.
As shown from the above technical solution, a kind of train traction and braking control system described in the utility model；System bag
Include：Two tractions in the up and descending section being separately positioned in the range of target platform and brake power unit, set respectively
The stator coil on roadbed in described up and descending section, the rotor reaction being separately positioned on up and down train
Plate, and, the railway trains integrated operation control unit being connected with traction and brake power unit communication；Institute in same section
State traction and brake power unit is connected with stator coil so that the traction and brake power unit control the stator coil
Interacted with the rotor reaction plate on corresponding train, realize the traction and braking to the train.The utility model realizes
With the traction of platform uplink and downlink subway train, the collaborative control of braking, energy consumption in train journey is effectively reduced, and reliably carry
High train operation efficiency.
Brief description of the drawings
, below will be to embodiment in order to illustrate more clearly of the utility model embodiment or technical scheme of the prior art
Or the required accompanying drawing used is briefly described in description of the prior art, it should be apparent that, drawings in the following description are these
Some embodiments of utility model, for those of ordinary skill in the art, on the premise of not paying creative work, also
Other accompanying drawings can be obtained according to these accompanying drawings.
Fig. 1 is the structural representation of the first embodiment of train traction and braking control system of the present utility model
Figure；
Fig. 2 is that the structure of second of embodiment in train traction and braking control system of the present utility model is shown
It is intended to；
Fig. 3 is that the structure of the third embodiment in train traction and braking control system of the present utility model is shown
It is intended to；
Fig. 4 is that the structure of the 4th kind of embodiment in train traction and braking control system of the present utility model is shown
It is intended to；
Fig. 5 a are a kind of application structures of Permanent Magnet and Electric unit D0 in train traction and braking control system of the present utility model
Schematic diagram；
Another application structure that Fig. 5 b are Permanent Magnet and Electric unit D0 in train traction and braking control system of the invention is shown
It is intended to；
Fig. 6 is railway trains traction and brakes sketch in application example of the present utility model；
Fig. 7 is vehicle-mounted auxiliary power supply and the emergent trailer system sketch of train in application example of the present utility model；
Wherein, the up tractions of A1- and brake power unit；The up rectifier transformers of A11-；The first up current transformers of A12-；
The second up current transformers of A13-；The up stator coils of A14-；1KMO1- uplink switchs；The descending tractions of A2- and brake power
Unit；The descending rectifier transformers of A21-；The first descending current transformers of A22-；The second descending current transformers of A23-；The descending stator lines of A24-
Circle；2KMO1- downgoing lines switch；B01- ground energy-storage units；B1- up train rotor reaction plates；B2- down train rotors
Reaction plate；T01- railway trains integrated operation control units；The vehicle-mounted Train Detection and Identification units of T02-；The vehicle-mounted energy-storage units of CC-；
C01- ultracapacitor groups；C02- batteries；The two-way DC/DC converters of C04-；The vehicle-mounted two-way DC/AC inverters of C05-；
C06- DC converters；C07- air-compressor sets；C08- air-conditioner sets；D0- Permanent Magnet and Electric units；The magnetoes of D01- first；D02-
Second magneto.
Embodiment
It is new below in conjunction with this practicality to make the purpose, technical scheme and advantage of the utility model embodiment clearer
Accompanying drawing in type embodiment, clear, complete description is carried out to the technical scheme in the embodiment of the utility model, it is clear that retouched
The embodiment stated is the utility model part of the embodiment, rather than whole embodiments.Based on the implementation in the utility model
Example, the every other embodiment that those of ordinary skill in the art are obtained under the premise of creative work is not made, is belonged to
The scope of the utility model protection.
Embodiment one of the present utility model provides the first specific implementation of a kind of train traction and braking control system
Mode, referring to Fig. 1, the train traction and braking control system specifically include following content：
Two tractions in the up and descending section being separately positioned in the range of target platform and brake power unit, specifically
Including up traction and brake power unit A1 and descending traction and brake power unit A2.
The stator coil being separately positioned on the roadbed in described up and descending section, specifically includes up stator coil
A14 and descending stator coil A24.
The rotor reaction plate being separately positioned on up and down train, specifically include up train rotor reaction plate B1 and
Down train rotor reaction plate B2.
And the ground communicated to connect with up traction and brake power unit A1 and descending traction and brake power unit A2
Face train integrated operation control unit T01.
The up traction and brake power unit A1 in same section are connected with up stator coil A14, descending to lead
Draw and brake power unit A2 is connected with descending stator coil A24.
The up traction and brake power unit A1 control the up stator coil A14 with the corresponding up train
The up train rotor reaction plate B1 interaction, realize the traction and braking to the up train；And it is described it is descending traction and
Brake power unit A2 controls the descending stator coil A24 and the down train rotor reaction plate B2 on corresponding down train
Interaction, realizes the traction and braking to down train.
In the foregoing description, target platform scope for same platform train traction and braking section scope, ground
Face train integrated operation control unit T01 is used for up traction and brake power unit A1 and descending traction and brake power list
First A2, and, up and down train is monitored and controlled, and ground high voltage supply system is controlled and monitored.
It was found from foregoing description, embodiment of the present utility model provides a kind of train traction and braking control system, should
System realizes same platform uplink and downlink subway train traction by permanent-magnet synchronous traction technique, the collaborative of braking controls, and reduces
Energy consumption in train journey, improve train operation efficiency.
Embodiment two of the present utility model provides second of specific implementation of above-mentioned train traction and braking control system
Mode, referring to Fig. 2, traction and brake power unit in the train traction and braking control system are specifically included in following
Hold：
The current transformer group of the up and descending section both sides in platform section is arranged on, and, it is connected with the current transformer group
Rectifier transformer；Switch, the current transformer are provided between the current transformer group in the rectifier transformer and same section
Group is connected with the stator coil in same section, and the current transformer group is connected to ground energy-storage units B01；It is and each
Two current transformers are comprised at least in the current transformer group；Each current transformer with the rectifier transformer in same section
Connection, and, each current transformer is connected with the stator coil in same section.
In the foregoing description, up traction and brake power unit A1 include being arranged on the up section side in platform section
The first up up current transformer A13 of current transformer A12 and second, with the described first up up current transformers of current transformer A12 and second
The up rectifier transformer A11 of A13 connections, the up rectifier transformer A11 and the first up current transformer A12 and second are up
Between current transformer A13 be provided with uplink switch 1KMO1, the first up up current transformer A13 of current transformer A12 and second with it is upper
Up stator coil A14 connections in walking along the street section；And descending traction and brake power unit A2 include being arranged on platform section
Descending section side the first descending descending current transformer A23 of current transformer A22 and second, with the described first descending current transformer A22 and
The descending rectifier transformer A21 of second descending current transformer A23 connections, the descending descending unsteady flows of rectifier transformer A21 and first
It is descending that downgoing line switch 2KMO1, the first descending current transformer A22 and second are provided between the descending current transformer A23 of device A22 and second
Current transformer A23 is connected with the descending stator coil A24 in descending section；Wherein, the first up current transformer A12, second up
Current transformer A13, the first descending descending current transformer A23 of current transformer A22 and second are connected to ground energy-storage units B01.
It was found from foregoing description, embodiment of the present utility model provides a kind of train traction and braking control system, should
System realizes the base that same platform uplink and downlink subway train is drawn, the collaborative of braking controls by permanent-magnet synchronous traction technique
On plinth, and whole system reliability of operation is improved by the setting of switch, improve train operating safety.
Embodiment three of the present utility model provides the third specific implementation of above-mentioned train traction and braking control system
Mode, referring to Fig. 3, the train traction and braking control system also specifically include following content：
The vehicle-mounted two-way DC/AC inversions that Permanent Magnet and Electric unit D0 ON TRAINS is set, be connected with the Permanent Magnet and Electric unit D0
Device C05, the vehicle-mounted Train Detection and Identification unit T02 with the vehicle-mounted two-way DC/AC inverters C05 communication connections, and, it is vehicle-mounted
Energy-storage units CC；The railway trains integrated operation control unit T02 and the vehicle-mounted Train Detection and Identification unit T01 communication links
Connect；The Permanent Magnet and Electric unit C0 is connected with the vehicle-mounted two-way DC/AC inverters C05, and the vehicle-mounted two-way DC/AC inverters
C05 and vehicle-mounted energy-storage units CC are connected to train dc bus, wherein, the train dc bus and DC converter C06
And mobile unit connection, wherein, mobile unit comprises at least air-compressor set C07 and air-conditioner set C08 etc..
In a kind of embodiment, referring to Fig. 4, the vehicle-mounted energy-storage units CC includes ultracapacitor group C01, stored
Battery pack C02, and, the two-way DC/DC converters C04 being connected with the batteries C02；The ultracapacitor group C01
The train dc bus is respectively connecting to two-way DC/DC converters C04.
The Permanent Magnet and Electric unit D0 being arranged on same train is one group or two groups, and Permanent Magnet and Electric unit D0 described in every group
In include at least two magnetoes, i.e. the first magneto D01 and the second magneto D02.
In a kind of embodiment, if the compartment number of current train is less, such as 3 section compartments, as shown in Figure 5 a, then
It is one group to set the Permanent Magnet and Electric unit D0 on the 3 section train, the first magneto D01 in one group of Permanent Magnet and Electric unit D0
It is arranged at the second magneto D02 on second bogie in one of end compartment of train.
In another embodiment, if the compartment number of current train is more, such as 6 section compartments, as shown in Figure 5 b,
The Permanent Magnet and Electric unit D0 being then arranged on the 6 section train is two groups, and two groups of Permanent Magnet and Electric unit D0 are separately positioned on train
Two end compartment the second bogie on；The first magneto is equipped with second bogie in two ends compartment of train
D01 and the second magneto D02.
Wherein, the end compartment is the compartment at train both ends headstock and the tailstock, and second bogie is arranged on end car
Railway carriage or compartment bottom and the opening position of close adjacent compartment.
It was found from foregoing description, embodiment of the present utility model provides a kind of train traction and braking control system, should
System realizes same platform uplink and downlink subway train traction by permanent-magnet synchronous traction technique, the collaborative of braking controls, and reduces
Energy consumption in train journey, improve train operation efficiency.
For further instruction this programme, the utility model additionally provides answering for a kind of train traction and braking control system
With example, referring to Fig. 6 and Fig. 7, the train traction and braking control system specifically include following content：
Train traction and braking control system are by the permanent-magnet synchronous that is placed in station roadbed (the ramp roadbed containing section)
Linear motor stator electric coil, traction convertor, traction power supply rectifier transformer, ground energy-storage system and it is placed under the bogie of car
The permanent magnetic linear synchronous motor rotor reaction plate in portion etc. forms.Wherein the traction electric machine of train (contains section by being placed in station roadbed
Ramp at roadbed) in stator coil and be placed in rotor reaction plate two parts composition of bogie of car bottom, and pass through base
In the train complex control system of radio communication, train traction and brake control function are completed, realizes train completely contactless net
Power supply operation.
Vehicle-mounted auxiliary power supply system (by taking the train of 6 marshallings as an example) is mainly by being arranged in bidirectional, dc/friendships of 2 end cars
Flow inverter, magneto, two-way DC/DC converters, ultracapacitor, batteries, DC750/DC110V direct currents variator,
Vehicle-mounted train operation control system etc. forms, and middle car does not arrange the said equipment.By being arranged in when train is run on the line
The magneto of the bogie of car second is held to be powered in either a generation to vehicle-mounted bidirectional, dc/AC inverter, the inverter will be handed over
Stream electricity is reverse into DC750V direct currents, DC bus powered to train level DC750V；When train inlet parking, auxiliary power supply system
System is by DC bus powered from the vehicle-mounted energy-storage system that ultracapacitor group and batteries form to train level DC750V.Should
DC750V dc bus is set to the vehicle-mounted air compressor group of full train, air-conditioner set, DC750/DC110V direct current variators etc.
Available electricity, realizes the miscellaneous functions such as the air feed of train, illumination, ventilation, refrigeration, heating.
The emergent traction of train is primarily to meet to run to when train inbound/outbound process operation and the main trailer system failure of train
The requirement at neighbouring station, mainly by bidirectional, dc/AC inverter, magneto, two-way DC/DC converters, super capacitor
Device, batteries etc. form.When train is under emergent traction mode, by ultracapacitor group, batteries group and two-way DC/DC
Converter composition vehicle-mounted energy-storage system it is DC bus powered to train level DC750V, vehicle-mounted bidirectional, dc/AC inverter from
After DC750V dc bus power takings, two magnetoes of 2 bogies of end car second of the Driven by inverter, the motor is with electronic
Machine pattern works, so as to realize the emergent running under power of train.
Train complex control system based on radio communication is mainly by ad Hoc wireless network, vehicle-mounted Train Detection and Identification system
System, railway trains integrated operation control system etc. form.Realize main traction and electric braking, the train auxiliary power supply and train of train
The control of the functions such as emergent traction.
Specifically include following content：
System forms：
The system is by main traction and electrical brake system, vehicle-mounted auxiliary power supply system, vehicle-mounted emergent trailer system and based on nothing
The compositions such as the train complex control system of line communication.
(1), main traction and electrical brake system mainly realize traction and the braking function of train, by high voltage supply traction rectifier
Transformer group, primary cut-out, traction invertor, linear motor coil, ground energy-storage system and railway trains Comprehensive Control system
The composition such as system.
Up rectifier transformer A11 and descending rectifier transformer A21 are：High voltage supply traction rectifier transformer；Complete
After 3AC35KV/DC1500V (or 3AC35KV/DC3000V, 3AC/10KV/DC1500V) voltage conversion, to being arranged in car
Other distributed A12, A13, A22, A22 traction invertor power supply of stop base (roadbed at the ramp containing section), is train traction
Energy supplies conversion equipment.According to existing metro design code, two traction rectifiers are set in each distributed traction section
Transformer, under normal circumstances, two transformers connected in parallel operations, i.e. 1KM01 are in " combined floodgate " with 2KM01 high speed d-c circuit breakers
Position.When A11 failures, 1KM01 high-speed circuit breaker trippings, A11 is out of service, and the power supply in the traction section is independently complete by A21
Into, and the normal power demands in traction section can be met；With should A21 failures when, 2KM01 high-speed circuit breaker trippings, A21 is moved back
Go out to run, the power supply in the traction section can meet the normal power demands in traction section by A11 complete independentlies.
The first up up current transformer A13 of current transformer A12 and second are：Draw the traction inversion of uplink in section
Device.Complete traction acceleration of the up train in the section and braking deceleration function.Under normal circumstances, two traction invertors are simultaneously
Through transport row, when wherein 1 failure, another 1 inverter is able to ensure that train normal operation.
The first descending descending current transformer A23 of current transformer A22 and second are：Draw the traction inversion of downgoing line in section
Device.Complete traction acceleration of the down train in the section and braking deceleration function.Under normal circumstances, two traction invertors are simultaneously
Through transport row, when wherein 1 failure, another 1 inverter is able to ensure that train normal operation.
Up stator coil A14 is specially：Draw uplink permanent-magnet synchronous traction linear motor stator electric section (line in section
Circle).The up rotor reaction plate for being placed in bogie of car bottom with operating in the section forms linear pulling motor, completes
Traction acceleration of the up train in the section and braking deceleration function.
Descending stator coil A24 is specially：Draw downgoing line permanent-magnet synchronous traction linear motor stator electric section (line in section
Circle).The descending rotor reaction plate for being placed in bogie of car bottom with operating in the section forms linear pulling motor, completes
Traction acceleration of the down train in the section and braking deceleration function.
Ground energy-storage units B01 is specially：Draw ground energy-storage system in section.Complete (or descending) up in the section
The collection and storage of train braking energy, while the train that descending (or up) starts or accelerated into the traction section provides electricity
Energy.
(2), vehicle-mounted auxiliary power supply system is mainly converted by bidirectional, dc/AC inverter, magneto, two-way DC/DC
Device, ultracapacitor, batteries, DC750/DC110V direct current variators etc. form, and the system realizes the auxiliary power supply of train
Function.
Ultracapacitor group C01 is specially：Vehicle-mounted ultracapacitor group.Converted with C02 batteries, the two-way DC/DC of C04
Device etc. forms vehicle-mounted energy-storage units, in the case where main traction and electrical brake system are working properly, obtain D01 and D02 through C05 and carries
The energy of confession；DC750V emergency service is provided in Train Stopping or main traction and electrical brake system failure for train.
Batteries C02 is specially：Vehicular accumulator cell group.The two-way DC/DC conversion of ultracapacitor group vehicle-mounted with C01, C04
Device etc. forms vehicle-mounted energy-storage units, in the case where main traction and electrical brake system are working properly, obtain D01 and D02 through C05 and carries
The energy of confession；DC750V emergency service is provided in Train Stopping or main traction and electrical brake system failure for train.
Two-way DC/DC converters C04 is specially：Two-way DC/DC converters.Ultracapacitor group vehicle-mounted with C01, C02 cars
The vehicle-mounted energy-storage units of the composition such as batteries are carried, in the case where main traction and electrical brake system are working properly, are obtained through C05
The energy that D01 and D02 is provided；In Train Stopping or main traction and electrical brake system failure the emergent of DC750V is provided for train
Power supply.
Vehicle-mounted two-way DC/AC inverters C05 is specially：Bidirectional, dc/AC inverter.In main traction and electrical brake system
In the case of working properly, train auxiliary generating system is formed with D01, D02, DC750V dc sources are provided for train；In master
In the case that traction and electrical brake system are working properly, the emergent trailer system of train is formed with D01, D02, to meet that train passes in and out
Storehouse runs to the requirement at neighbouring station when running trailer system failure main with train.
DC converter C06 is specially：DC750V/DC110V DC converters.Complete DC750V/DC110V direct current
Buckling is changed, and is that train control system and illuminator etc. provide DC110V power supplys.
First magneto D01 and the second magneto D02 are：Magneto.In main traction and electrical brake system work
In the case of making normally, with C05 bidirectional, dcs/AC inverter composition train auxiliary generating system, DC750V is provided for train
Dc source；In the case where main traction and electrical brake system are working properly, arranged with C05 bidirectional, dcs/AC inverter composition
Car is met an urgent need trailer system, will come run to neighbouring station when meeting train inbound/outbound process operation and the main trailer system failure of train
Ask.
(3), the emergent traction of train is primarily to meet train inbound/outbound process operation and the main trailer system failure luck of train
Row to neighbouring station requirement, mainly by bidirectional, dc/AC inverter, magneto, two-way DC/DC converters, super
Capacitor, batteries etc. form.
(4), the train complex control system based on radio communication is mainly by ad Hoc wireless network, vehicle-mounted Train Detection and Identification
System, railway trains integrated operation control system etc. form.Realize main traction and electric braking, the train auxiliary power supply and row of train
The control of the functions such as the emergent traction of car.
Railway trains integrated operation control unit T01 is also railway trains complex control system.The system is mainly completed such as
Lower function：
1), ground high voltage supply system is controlled and monitored；
2), main traction and electrical brake system in section are controlled and monitored；
3), main traction and electrical brake system in whole sections in whole piece circuit are controlled and monitored；
4) radio communication, is carried out with T02, controls train operation.
Vehicle-mounted Train Detection and Identification unit T02 is also train operation control system control system.The system is mainly completed such as
Lower function：
1) control and monitoring to mobile unit, are realized；
2) radio communication, is carried out with T01, controls train operation.
Example IV of the present utility model provides carries out train traction using above-mentioned train traction and braking control system
And a kind of embodiment of brake control method, the train traction and brake control method specifically include following content：
Step 100：According to current context information, the positional information of target train and operational outfit information, target column is judged
The current state of car；If it is determined that the current state of target train is traction state, then into step 200；If it is determined that target train
Current state be on-position, then into step 300.
Step 200：In the section residing for the target train, the traction and brake power unit is controlled to enter traction
State, the traction and brake power unit provide alternating current, the traction and brake power unit control for the stator coil
Make the stator coil to interact with the rotor reaction plate on corresponding train so that target train ejection starts ejection hair
Car.
Step 300：In the section residing for the target train, the traction and brake power unit is controlled to enter braking
State, the traction and brake power unit are that ground energy-storage units and synchronization are in traction shape in the range of same platform
The train power supply of state.
In a kind of embodiment, also include before step 200：If the same platform of synchronization is learnt through judgement
In the range of, the current state that another train be present is on-position, then controls the traction of the target train and braking dynamic
Power unit receives the electric energy that another train provides.
It was found from foregoing description, embodiment of the present utility model provides a kind of train traction and brake control method, leads to
Crossing permanent-magnet synchronous traction technique realizes the collaborative control of same platform uplink and downlink subway train traction, braking, reduces train fortune
Row energy consumption, improve train operation efficiency.
Embodiment five of the present utility model provides another specific implementation of above-mentioned train traction and brake control method
Mode, the train traction and brake control method also specifically include following content：
If in step 100 through judging to learn the current state of target train as state to be launched, into step 400；
If through judging to learn the current state of target train as running status, wherein, the running status include the traction state and
On-position, then into step 500；If through judging to learn the current state of target train as inbound/outbound process or emergent traction state,
Then enter step 700.
Step 400：Control the vehicle-mounted energy-storage units through the train dc bus to the DC converter and vehicle-mounted
Equipment is powered.
Step 500：In the section residing for the target train, the Permanent Magnet and Electric unit is controlled to switch to generating state.
Step 600：The Permanent Magnet and Electric unit is straight to vehicle-mounted energy-storage units and train respectively through vehicle-mounted two-way DC/AC inverters
Flow bussed supply so that the vehicle-mounted energy-storage units storage electric energy, and by train dc bus to the DC converter and
Mobile unit is powered.
Step 700：In the section residing for the target train, the vehicle-mounted energy-storage units are controlled successively through the train
Dc bus and vehicle-mounted two-way DC/AC inverters, powered to the Permanent Magnet and Electric unit.
Step 800：The Permanent Magnet and Electric unit is controlled to switch to electric motor state so that current target train enters to be led certainly
Draw state.
For further instruction this programme, the utility model additionally provides answering for a kind of train traction and brake control method
With example, the train traction and brake control method specifically include following content：
(1) uplink and downlink train synthetic operation operating mode
The up train enter the station running under braking when, A12 and A13 are operated in electric braking state, to preparing outbound down train
With ground energy-storage system feedback power.Now, railway trains integrated operation control system control A22 and A23 is operated in traction shape
State, down train start ejection and dispatched a car.After down train ejection is dispatched a car, vehicle-mounted train operation control system T02 controls C05, D01
Worked with D02.D01 and D02 are operated in generating state, are charged to C01, C04 and C02 by C05, are supplied to C06, C07 and C08
Electricity.
Down train enter the station running under braking when, A22 and A23 are operated in electric braking state, to preparing the outbound up train
With ground energy-storage system feedback power.Now, railway trains integrated operation control system control A12 and A13 is operated in traction shape
State, the up train start ejection and dispatched a car.After up train ejection is dispatched a car, vehicle-mounted train operation control system T02 controls C05, D01
Worked with D02.D01 and D02 are operated in generating state, are charged to C01, C04 and C02 by C05, are supplied to C06, C07 and C08
Electricity.
(2) auxiliary power supply operating mode
Before launch train, auxiliary power supply system is auxiliary to train by train level DC750V dc bus from C01, C02 and C04
Auxiliary system is powered.After launch train, vehicle-mounted train operation control system T02 controls D01 and D02 is operated in generating state, and controls
C05 processed is DC bus powered to train level DC750V, realizes the charging to C01, C04 and C02, the confession to train auxiliary equipment
Electricity.
(3) emergent traction working condition
When train needs inbound/outbound process operation or vehicle trouble, railway trains electric power system can not provide traction electricity to vehicle
Can, train can be operated in emergent traction working condition.When train is operated in emergent traction working condition, vehicle-mounted train operation control system T02
Control C01, C02 and C04 DC bus powered to train level DC750V, and control C05 to work, be operated in D01 and D02 electronic
Machine state, realize train from traction.
Above example is merely to illustrate the technical solution of the utility model, rather than its limitations；Although with reference to foregoing reality
Example is applied the utility model is described in detail, it will be understood by those within the art that：It still can be to preceding
State the technical scheme described in each embodiment to modify, or equivalent substitution is carried out to which part technical characteristic；And these
Modifications or substitutions, the essence of appropriate technical solution is not set to depart from the spirit and model of various embodiments of the utility model technical scheme
Enclose.
Claims (10)
1. a kind of train traction and braking control system, it is characterised in that the system includes：It is separately positioned on target platform model
Two tractions in the up and descending section in enclosing and brake power unit, it is separately positioned in described up and descending section
Stator coil on roadbed, the rotor reaction plate being separately positioned on up and down train；
The traction and brake power unit in same section are connected with stator coil so that the traction and brake power list
Member controls the stator coil to be interacted with the rotor reaction plate on corresponding train, realizes the traction to the train and system
It is dynamic.
2. system according to claim 1, it is characterised in that each traction and brake power unit include：If
The current transformer group in the up and descending section both sides in platform section is put, and, the rectifier transformer being connected with the current transformer group
Device；
The current transformer group is connected with the stator coil in same section, and the current transformer group is connected to ground energy storage
Unit.
3. system according to claim 2, it is characterised in that the rectifier transformer and the unsteady flow in same section
Switch is provided between device group.
4. system according to claim 2, it is characterised in that comprise at least two unsteady flows in each current transformer group
Device；
Each current transformer is connected with the rectifier transformer in same section, and, each current transformer with all the way
Stator coil connection in section.
5. system according to claim 1, it is characterised in that the rotor reaction plate is arranged on each bogie of train
Bottom.
6. system according to claim 1, it is characterised in that the system also includes：Permanent Magnet and Electric ON TRAINS is set
Unit, the vehicle-mounted two-way DC/AC inverters being connected with the Permanent Magnet and Electric unit, and, vehicle-mounted energy-storage units；
The Permanent Magnet and Electric unit is connected with the vehicle-mounted two-way DC/AC inverters, and the vehicle-mounted two-way DC/AC inverters and car
Carry energy-storage units and be connected to train dc bus, wherein, the train dc bus connects with DC converter and mobile unit
Connect.
7. system according to claim 6, it is characterised in that the vehicle-mounted energy-storage units include ultracapacitor group, stored
Battery pack, and, the two-way DC/DC converters being connected with the batteries；
The ultracapacitor group and two-way DC/DC converters are respectively connecting to the train dc bus.
8. system according to claim 6, it is characterised in that the Permanent Magnet and Electric unit being arranged on same train is one
Group or two groups, and include at least two magnetoes in Permanent Magnet and Electric unit described in every group；
Accordingly,
When the Permanent Magnet and Electric unit being arranged on same train is one group, one group of Permanent Magnet and Electric unit is arranged on train wherein
On second bogie in one end compartment；
When the Permanent Magnet and Electric unit being arranged on same train is two groups, two groups of magneto groups are separately positioned on train
On second bogie in two ends compartment；
Wherein, the end compartment is the compartment at train both ends headstock and the tailstock, and second bogie is arranged on end compartment bottom
Portion and the opening position of close adjacent compartment.
9. system according to claim 6, it is characterised in that the system also includes：Vehicle-mounted Train Detection and Identification unit,
The vehicle-mounted Train Detection and Identification unit is connected with the vehicle-mounted two-way DC/AC inverters.
10. system according to claim 9, it is characterised in that the system also includes：Railway trains integrated operation controls
Unit；
The railway trains integrated operation control unit is connected with the vehicle-mounted Train Detection and Identification unit communication；
The railway trains integrated operation control unit connects the traction and brake power unit.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201720646234.2U CN207045159U (en) | 2017-06-05 | 2017-06-05 | A kind of train traction and braking control system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201720646234.2U CN207045159U (en) | 2017-06-05 | 2017-06-05 | A kind of train traction and braking control system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112172530A (en) * | 2020-10-13 | 2021-01-05 | 中车青岛四方机车车辆股份有限公司 | High-speed maglev train braking system and method |
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2017
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112172530A (en) * | 2020-10-13 | 2021-01-05 | 中车青岛四方机车车辆股份有限公司 | High-speed maglev train braking system and method |
| CN112172530B (en) * | 2020-10-13 | 2021-10-15 | 中车青岛四方机车车辆股份有限公司 | High-speed maglev train braking system and method |
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