A train and grounding control system and method thereof

Abstract

The present application discloses a train and its grounding control system and method, which are applied in the field of rail transit technology, including: intermittently triggering the body circulation detection according to preset rules; each time the body circulation detection is triggered, determining the body circulation value of the train in the three preset grounding modes, and taking the grounding mode corresponding to the minimum value as the current target grounding mode; before selecting a new target grounding mode, controlling the grounding mode of the train to be in the currently determined target grounding mode; in the first grounding mode, the protective grounding point and the working grounding point are both on the same side of the rail, in the second grounding mode, the protective grounding point and the working grounding point are on both sides of the rail; in the third grounding mode, both sides of the rail have protective grounding points and working grounding points. Applying the scheme of the present application can effectively reduce the "vehicle-rail" circulation while ensuring the safety of train driving.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a train and a grounding control system and method thereof. Background Art

[0002] In recent years, high-speed railways have developed rapidly, and the demand for train traction power has also been increasing. As train speed and traction power continue to increase, the grounding system of high-speed trains, as the only channel for train energy feedback, has gradually exposed many problems in the current grounding method during operation.

[0003] The high-speed railway power supply system usually adopts a high-voltage power supply system with an industrial frequency of 50Hz and 25kV. The traction substation extracts one phase of the three-phase transmission line to provide single-phase AC power to the contact network. The EMU receives current through the carbon slide plate carried by the pantograph and the contact network. The current flows through high-voltage equipment such as on-board circuit breakers and high-voltage cables. Finally, after the voltage is reduced by the transformer, the traction current flows from the secondary winding of the transformer into the traction converter to drive the traction motor. In addition, on the high-voltage side of the train power supply system, the output end of the primary winding of the transformer is connected to the working grounded wheelset under the car body, so that the working current flows through the primary winding of the transformer and then discharges to the rails, and the electric energy is fed back to the traction substation through the rails, through-ground wires, return lines and other channels. It can be seen that the working grounding system of the high-speed train can provide a channel for the return of the traction current.

[0004] The on-board grounding system consists of a working grounding system and a protective grounding system. The protective grounding wheelset directly connects the carriage shell and the rails, so that when the train is subjected to lightning strikes, pantograph surge voltage shocks, etc., the protective grounding system can provide a discharge channel for overvoltage.

[0005] When the train is actually running, the protective grounding system has the characteristic of low impedance, that is, on the train running line, the impedance value of the protective grounding system will be lower than the equivalent impedance value of the rail and soil. Therefore, when the traction current is discharged to the rail through the working grounding for return flow, the return current does not flow all from the rail back to the traction substation, but some current will flow from the nearby low-impedance protective grounding wheelset to the carriage, and then spread to other protective grounding wheelset through the carriage, that is, the "car-rail" circulation problem occurs, which can also be called car body circulation.

[0006] In addition, the train will pass through various terrains during operation. The resistivity of different soils is different. When the train passes through places with low soil resistivity, the current will flow back more from the rails and the earth. When passing through places with high soil resistivity, since the impedance of the train's protective grounding system is much smaller than the soil impedance, a large part of the traction current discharged to the rails will flow to the carriages through the protective grounding wheels of the train, which further aggravates the "train-rail" circulation problem. The long-term existence of the "train-rail" circulation will seriously damage the electromagnetic environment in the car, interfere with the on-board communication equipment, and may also cause abnormal heating of the car body or equipment, burn the insulation of the equipment, etc. The excessive return current on the protective grounding wheels will cause serious corrosion of the wheel bearings and grounding carbon brushes. In addition, since the car body is the common reference ground for on-board equipment and weak current signals, the increase in the car body potential may interfere with or even damage on-board sensors, low-voltage weak current equipment and control systems, etc., seriously affecting the operation safety of the train.

[0007] In this regard, in the current high-speed train grounding system, in order to suppress the above-mentioned "vehicle-track" circulating current problem, a resistor is often added between the car body and the grounding carbon brush to increase the car body resistance, so that less current enters the car body through the resistor. However, when lightning strikes and the pantograph overvoltage shock occurs, the car body voltage will rise sharply, and the resistor will hinder the overvoltage discharge speed. Excessive car body voltage will seriously damage the on-board communication, signal and other weak current equipment.

[0008] In summary, how to effectively reduce the "vehicle-track" circulation while ensuring the safety of train operation is a technical problem that technical personnel in this field urgently need to solve. Summary of the invention

[0009] The object of the present invention is to provide a train and a grounding control system and method thereof, so as to effectively reduce the "vehicle-track" circulating current while ensuring the safety of train operation.

[0010] In order to solve the above technical problems, the present invention provides the following technical solutions:

[0011] A grounding control method for a train, comprising:

[0012] Intermittently trigger vehicle circulation detection according to preset rules;

[0013] Whenever the vehicle body circulating current detection is triggered, the vehicle body circulating current values ​​of the train under the three preset grounding modes are determined, and the grounding mode corresponding to the minimum value is used as the current target grounding mode;

[0014] Before selecting a new target grounding mode, controlling the grounding mode of the train to be in the currently determined target grounding mode;

[0015] Wherein, when the train is in a preset first grounding mode, the grounding rails of each group of protective grounding wheel pairs and the grounding rails of each group of working grounding wheel pairs of the train are all first rails;

[0016] When the train is in a preset second grounding mode, the grounding rails of each set of protective grounding wheelsets of the train are all the first rails, and the grounding rails of each set of working grounding wheelsets of the train are all the second rails;

[0017] When the train is in a preset third grounding mode, the grounding rails of some of the protective grounding wheel pairs of the train are the first rails, and the grounding rails of the remaining groups of protective grounding wheel pairs are the second rails, the grounding rails of some of the working grounding wheel pairs of the train are the first rails, and the grounding rails of the remaining groups of working grounding wheel pairs are the second rails.

[0018] Preferably, the intermittently triggering the vehicle body circulation detection according to a preset rule includes:

[0019] The vehicle body circulation detection is triggered every first time period, or the vehicle body circulation detection is triggered whenever the train travels a first distance.

[0020] Preferably, the determining of the respective vehicle body circulating current values ​​of the train in three preset grounding modes includes:

[0021] For any one of the three preset grounding modes, after the train is controlled to be in the grounding mode, the current values ​​of each preset protective grounding point are obtained, and the maximum value thereof is used as the determined vehicle body circulating current value in the grounding mode.

[0022] Preferably, for each protective grounding wheel pair of the train, a protective grounding point is provided at the position where the protective grounding wheel pair is connected to the carriage.

[0023] Preferably, the train is provided with a+b groups of protective grounding wheel pairs and c groups of working grounding wheel pairs; and the grounding rail of the group a of protective grounding wheel pairs is fixed as the first rail, the grounding rail of the group b of protective grounding wheel pairs is controlled by a controller; and the grounding rail of the group c of working grounding wheel pairs is controlled by a controller;

[0024] The controlling the grounding mode of the train to be in a currently determined target grounding mode includes:

[0025] When the currently determined target grounding mode is the first grounding mode, the grounding rails of the group b protective grounding wheelset and the grounding rails of the group c working grounding wheelset of the train are controlled to be the first rails;

[0026] When the currently determined target grounding mode is the second grounding mode, the grounding rails of the group b protective grounding wheel pairs of the train are controlled to be the first rails, and the grounding rails of the group c working grounding wheels are controlled to be the second rails;

[0027] When the currently determined target grounding mode is the third grounding mode, the grounding rail of the group B1 protective grounding wheel pair in the group B protective grounding wheel pair of the train is controlled to be the first rail, the grounding rail of the group B2 protective grounding wheel pair in the group B protective grounding wheel pair of the train is controlled to be the second rail, the grounding rail of the group C1 working grounding wheel pair in the group C working grounding wheel pair of the train is controlled to be the first rail, and the grounding rail of the group C2 working grounding wheel pair in the group C working grounding wheel pair of the train is controlled to be the second rail;

[0028] Among them, b1 is a non-negative integer, a, b, c, b2, c1, c2 are all positive integers, and b1+b2=b, c1+c2=c.

[0029] Preferably, for any one of the c groups of working grounded wheel pairs, the left wheel of the group of working grounded wheel pairs is connected to the primary winding of the traction transformer via a first switch provided for the group of working grounded wheel pairs, and the right wheel of the group of working grounded wheel pairs is connected to the primary winding of the traction transformer via a second switch provided for the group of working grounded wheel pairs;

[0030] For any one of the protective grounding wheel pairs in group b, the left wheel of the protective grounding wheel pair is connected to the car through the third switch set for the protective grounding wheel pair, and the right wheel of the protective grounding wheel pair is connected to the car through the fourth switch set for the protective grounding wheel pair.

[0031] Preferably, the first switch, the second switch, the third switch and the fourth switch are all GTOs.

[0032] A grounding control system for a train, comprising: a plurality of protective grounding wheel pairs, a plurality of working grounding wheel pairs and a controller, wherein the controller is used to:

[0033] Intermittently trigger vehicle circulation detection according to preset rules;

[0034] Whenever the vehicle body circulating current detection is triggered, the vehicle body circulating current values ​​of the train under the three preset grounding modes are determined, and the grounding mode corresponding to the minimum value is used as the current target grounding mode;

[0035] Before selecting a new target grounding mode, controlling the grounding mode of the train to be in the currently determined target grounding mode;

[0036] Wherein, when the train is in a preset first grounding mode, the grounding rails of each group of protective grounding wheel pairs and the grounding rails of each group of working grounding wheel pairs of the train are all first rails;

[0037] When the train is in a preset second grounding mode, the grounding rails of each set of protective grounding wheelsets of the train are all the first rails, and the grounding rails of each set of working grounding wheelsets of the train are all the second rails;

[0038] When the train is in a preset third grounding mode, the grounding rails of some of the protective grounding wheel pairs of the train are the first rails, and the grounding rails of the remaining groups of protective grounding wheel pairs are the second rails, the grounding rails of some of the working grounding wheel pairs of the train are the first rails, and the grounding rails of the remaining groups of working grounding wheel pairs are the second rails.

[0039] Preferably, the train is provided with a+b groups of protective grounding wheel pairs and c groups of working grounding wheel pairs; and the grounding rail of the group a of protective grounding wheel pairs is fixed as the first rail, the grounding rail of the group b of protective grounding wheel pairs is controlled by a controller; and the grounding rail of the group c of working grounding wheel pairs is controlled by a controller;

[0040] The controller controls the grounding mode of the train to be in the currently determined target grounding mode, specifically for:

[0041] When the currently determined target grounding mode is the first grounding mode, the grounding rails of the group b protective grounding wheelset and the grounding rails of the group c working grounding wheelset of the train are controlled to be the first rails;

[0042] When the currently determined target grounding mode is the second grounding mode, the grounding rails of the group b protective grounding wheel pairs of the train are controlled to be the first rails, and the grounding rails of the group c working grounding wheels are controlled to be the second rails;

[0043] When the currently determined target grounding mode is the third grounding mode, the grounding rail of the group B1 protective grounding wheel pair in the group B protective grounding wheel pair of the train is controlled to be the first rail, the grounding rail of the group B2 protective grounding wheel pair in the group B protective grounding wheel pair of the train is controlled to be the second rail, the grounding rail of the group C1 working grounding wheel pair in the group C working grounding wheel pair of the train is controlled to be the first rail, and the grounding rail of the group C2 working grounding wheel pair in the group C working grounding wheel pair of the train is controlled to be the second rail;

[0044] Among them, b1 is a non-negative integer, a, b, c, b2, c1, c2 are all positive integers, and b1+b2=b, c1+c2=c.

[0045] A train comprises the ground control system of the train as described above.

[0046] Applying the technical solution provided in the embodiment of the present invention, it is considered that different protective grounding methods of the train will affect the "vehicle-rail" circulation, that is, the body circulation value, and the optimal protective grounding method is different when the train operating environment is different. Therefore, in the scheme of the present application, three different grounding modes are set up, one of which is that the grounding rails of each group of protective grounding wheelsets and the grounding rails of each group of working grounding wheelsets are on one side. The second is that the grounding rails of each group of protective grounding wheelsets and the grounding rails of each group of working grounding wheelsets are arranged on both sides. The third is that the grounding rails on both sides are provided with protective grounding wheelsets and working grounding wheelsets.

[0047] As the train runs, in the solution of the present application, the body circulation detection will be intermittently triggered according to preset rules. Each time the body circulation detection is triggered, the body circulation values ​​of the train in the three preset grounding modes will be determined, and the grounding mode corresponding to the minimum value will be used as the current target grounding mode, that is, the currently determined target grounding mode is the optimal grounding mode for the current environment of the train. Therefore, before selecting a new target grounding mode, the grounding mode of the train is controlled to be in the currently determined target grounding mode, which effectively reduces the body circulation. In addition, the solution of the present application does not require the addition of resistors as in the traditional solution, and will not affect the running safety of the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0049] Figure 1 It is a flow chart of the implementation of a grounding control method for a train in the present invention;

[0050] Figure 2a A schematic diagram of grounding of a train in a first grounding mode in a specific implementation manner of the present invention;

[0051] Figure 2b A schematic diagram of grounding of a train in a second grounding mode in a specific implementation manner of the present invention;

[0052] Figure 2c A schematic diagram of grounding of a train in a third grounding mode in a specific implementation manner of the present invention;

[0053] Figure 3a A schematic diagram of a grounding structure of a transformer compartment in a specific implementation manner of the present invention;

[0054] Figure 3b It is a schematic diagram of the grounding structure of a non-transformer carriage in a specific implementation manner of the present invention. DETAILED DESCRIPTION

[0055] The core of the present invention is to provide a train grounding control method, which can effectively reduce the "train-track" circulation current while ensuring the safety of train driving.

[0056] In order to enable those skilled in the art to better understand the scheme of the present invention, the present invention is further described in detail below in conjunction with the accompanying drawings and specific implementation methods. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0057] Please refer to Figure 1 , Figure 1 The present invention is a flow chart of an implementation of a grounding control method for a train, and the grounding control method for the train may include the following steps:

[0058] Step S101: intermittently triggering vehicle circulation detection according to preset rules.

[0059] The protective grounding current of the train will be affected by the equivalent resistance of the rails and soil, and as the train is constantly running, the equivalent resistance will continue to change. This application will continuously change the grounding method, and the change in the grounding method will change the return path of the working grounding current after it flows to the rails. Therefore, for the specific operating environment of the train, there will be a grounding method that can minimize the protective grounding current, which is the most suitable grounding method at this time.

[0060] As the train continues to run, the most suitable grounding mode may change. Therefore, the solution of the present application needs to intermittently trigger the vehicle body circulating current detection according to preset rules so that the target grounding mode can be updated subsequently.

[0061] The specific content of the preset rules can be set and adjusted as needed. For example, a simple way is to periodically trigger the vehicle body circulation detection. For another example, considering that the train speed will change continuously, the vehicle body circulation detection can be triggered at a certain distance.

[0062] That is, in a specific implementation of the present invention, step S101 may specifically include:

[0063] The vehicle body circulation detection is triggered every first time period, or the vehicle body circulation detection is triggered whenever the train travels a first distance.

[0064] The preset rules of this implementation are relatively simple and easy to implement. In addition, it should be noted that, taking the triggering of the vehicle body circulation detection every first duration as an example, for example, the first duration is set to 20 minutes, that is, the vehicle body circulation detection can be triggered every 20 minutes, and after the vehicle body circulation detection is triggered, since the execution of the subsequent steps S102 and S103 takes a certain amount of time, the timing of the next 20 minutes can be started after the execution of step S103. Of course, the timing of the next 20 minutes can also be started directly after each execution of step S101, that is, the time consumption of steps S102 and S103 is included in the first duration. It can be selected according to actual needs, and it does not affect the implementation of the present invention. The triggering of the vehicle body circulation detection every time the train travels a first distance is the same.

[0065] In the above implementation, the vehicle body circulation detection is triggered according to a certain time period or at a certain distance, which has the advantage of being relatively simple and easy to implement. In practical applications, more complex and appropriate triggering rules can be set according to actual needs. For example, for a specific train, its running route is determined, and the locations of different types of soil on the running route can also be predetermined, and usually there will be no large-scale changes. Therefore, different sections can be pre-divided based on the different terrains that the train passes through, and the vehicle body circulation detection is triggered once each time the section is switched. It can be seen that such an implementation method can make the grounding mode switch very reasonable.

[0066] Step S102: Whenever the vehicle body circulating current detection is triggered, the vehicle body circulating current values ​​of the train under the three preset grounding modes are determined, and the grounding mode corresponding to the minimum value is used as the current target grounding mode.

[0067] The present application sets three grounding modes for the train, wherein when the train is in the preset first grounding mode, the grounding rails of each group of protective grounding wheelsets and the grounding rails of each group of working grounding wheelsets of the train are all first rails;

[0068] When the train is in the preset second grounding mode, the grounding rails of each set of protective grounding wheelsets of the train are all first rails, and the grounding rails of each set of working grounding wheelsets of the train are all second rails;

[0069] When the train is in the preset third grounding mode, the grounding rails of some of the protective grounding wheelsets of the train are the first rails, and the grounding rails of the remaining groups of protective grounding wheelsets are the second rails, the grounding rails of some of the working grounding wheelsets of the train are the first rails, and the grounding rails of the remaining groups of working grounding wheelsets are the second rails.

[0070] It can be seen that in the first grounding mode, the grounding rails of each group of protective grounding wheelsets and the grounding rails of each group of working grounding wheelsets are on one side. In the second grounding mode, the grounding rails of each group of protective grounding wheelsets and the grounding rails of each group of working grounding wheelsets are on both sides. In the third grounding mode, the grounding rails on both sides are provided with protective grounding wheelsets and working grounding wheelsets.

[0071] See also Figure 2a , is a schematic diagram of grounding of a train in a first grounding mode in a specific implementation manner. Figure 2a Only four carriages are shown in the figure, and the number of train carriages in other occasions can be other values. For example, in actual applications, a train generally has 8 carriages. Figure 2a Car No. 3 in the figure is a transformer car, A represents the protective grounding wheel and B represents the working grounding wheel.

[0072] Figure 2a In the system, the working ground and the protective ground are on the same side of the vehicle body. That is, the grounding rails of each set of protective grounding wheelsets and the grounding rails of each set of working grounding wheelsets are both the first rails. In other words, the grounding point of the train traction transformer and the grounding point of each set of protective grounding wheelsets are all connected to the rails on the same side.

[0073] See also Figure 2b , is a schematic diagram of grounding of a train in the second grounding mode in a specific implementation manner. Figure 2b In the train, the working ground is on one side of the car body, and the protective ground is on the other side of the car body. That is, the grounding rails of each set of protective grounding wheelsets of the train are all the first rails, and the grounding rails of each set of working grounding wheelsets of the train are all the second rails. In other words, the grounding points of the train's traction transformers are all connected to the second rails, and the grounding points of each set of protective grounding wheelsets are all connected to the first rails.

[0074] See also Figure 2c , is a schematic diagram of grounding of a train in the third grounding mode in a specific implementation manner. Figure 2c In the system, working grounding and protective grounding are both on both sides of the car body. That is, the grounding rails of some protective grounding wheelsets of the train are the first rails, and the grounding rails of the remaining groups of protective grounding wheelsets are the second rails. The grounding rails of some working grounding wheelsets of the train are the first rails, and the grounding rails of the remaining groups of working grounding wheelsets are the second rails. In other words, the grounding points of the train's traction transformer are distributed on the first rail and the second rail, and the grounding points of each group of protective grounding wheelsets are also distributed on the first rail and the second rail.

[0075] Whenever the vehicle body circulation detection is triggered, the present application can determine the vehicle body circulation values ​​of the train in each of the three preset grounding modes. It is understandable that the vehicle body circulation value in the current grounding mode can be determined first, and then the grounding mode is switched twice to obtain the vehicle body circulation values ​​in the remaining two grounding modes.

[0076] After obtaining the vehicle body circulating current values ​​of the three grounding modes, the grounding mode corresponding to the minimum value is used as the current target grounding mode, that is, the most suitable grounding mode.

[0077] In addition, it should be noted that when executing step S102, the grounding mode needs to be switched. The specific switching order can be selected as needed. For example, as described in the above example, the vehicle body circulating current value in the current grounding mode is first determined, and then the grounding mode is switched according to the switching order. Figure 2a-2b - Figure 2c-Figure 2a The grounding mode is switched twice in the cycle sequence to obtain the vehicle body circulating current values ​​under the remaining two grounding modes.

[0078] Step S103: before selecting a new target grounding mode, controlling the grounding mode of the train to be in the currently determined target grounding mode.

[0079] After each execution of step S102, the current target grounding mode can be determined, and then the grounding mode of the train can be controlled to be in the currently determined target grounding mode, until the next time the body circulation detection is triggered, a new target grounding mode needs to be re-determined. For example, in the above example, each time the target grounding mode is determined, the grounding mode of the train will be controlled to be in the currently determined target grounding mode, and it will continue to run for 20 minutes. After 20 minutes, considering that the operating environment of the train may change, it is necessary to trigger the body circulation detection to re-determine the new target grounding mode.

[0080] When executing step S102, it is necessary to determine the body circulating current values ​​of the train in each of the three preset grounding modes. There can be many specific methods. For example, after controlling the train to be in any one of the grounding modes, the current at the preset grounding position is detected as the body circulating current value determined in the grounding mode.

[0081] For example, in a specific implementation of the present invention, the determination of the vehicle body circulating current values ​​of the train in the three preset grounding modes described in step S102 may specifically include:

[0082] For any one of the three preset grounding modes, after the train is controlled to be in the grounding mode, the current values ​​of each preset protective grounding point are obtained, and the maximum value thereof is used as the determined vehicle body circulating current value in the grounding mode.

[0083] This implementation method takes into account that the train is equipped with multiple sets of protective grounding wheel pairs, and the currents at the grounding positions of different protective grounding wheel pairs may be inconsistent. In order to ensure the reliability of the scheme, this implementation method detects the current values ​​of multiple protective grounding points, and takes the maximum value among them as the body circulating current value, which is conducive to avoiding large single-point detection errors and the inability to detect high body circulating current values ​​at some positions.

[0084] Furthermore, in a specific embodiment of the present invention, for each set of protective grounding wheels of a train, a protective grounding point is provided at the position where the set of protective grounding wheels is connected to the carriage.

[0085] In this implementation, for each set of protective grounding wheels of the train, a protective grounding point is set at the position where the set of protective grounding wheels is connected to the car, that is, this implementation is provided with enough protective grounding points, which can effectively ensure the reliability of the scheme and avoid the situation where the car body circulation value at some positions is high but not discovered. Figure 3a and Figure 3b In the implementation manner, a corresponding protective grounding point is provided for each set of protective grounding wheels.

[0086] In a specific embodiment of the present invention, a train is provided with a+b groups of protective grounding wheelsets and c groups of working grounding wheelsets; and the grounding rail of the group a of protective grounding wheelsets is fixed as the first rail, and the grounding rail of the group b of protective grounding wheelsets is controlled by a controller; and the grounding rail of the group c of working grounding wheelsets is controlled by a controller;

[0087] Controlling the grounding mode of the train described in step S103 to be in the currently determined target grounding mode may specifically include:

[0088] When the currently determined target grounding mode is the first grounding mode, the grounding rail of the b-group protective grounding wheelset and the grounding rail of the c-group working grounding wheelset of the control train are both the first rails;

[0089] When the currently determined target grounding mode is the second grounding mode, the grounding rails of the b-group protective grounding wheel pair of the train are controlled to be the first rails, and the grounding rails of the c-group working grounding wheels are controlled to be the second rails;

[0090] When the currently determined target grounding mode is the third grounding mode, the grounding rail of the group B1 protective grounding wheelset in the group B protective grounding wheelset of the control train is the first rail, the grounding rail of the group B2 protective grounding wheelset in the group B protective grounding wheelset of the control train is the second rail, the grounding rail of the group C1 working grounding wheelset in the group C working grounding wheelset of the control train is the first rail, and the grounding rail of the group C2 working grounding wheelset in the group C working grounding wheelset of the control train is the second rail;

[0091] Among them, b1 is a non-negative integer, a, b, c, b2, c1, c2 are all positive integers, and the specific values ​​can be set and adjusted as needed, and b1+b2=b, c1+c2=c.

[0092] The present application requires switching of the grounding mode. This implementation further considers that, in order to ensure the reliability of the train protection grounding system and not affect the switching of the grounding mode, the grounding rails of some protective grounding wheel pairs can be set not to change, that is, the grounding rails of the protective grounding wheel pairs of group a are fixed to the first rail. The grounding rails of the remaining group b protective grounding wheel pairs are controlled by the controller.

[0093] See also Figure 3a , is a schematic diagram of a grounding structure of a transformer carriage in a specific implementation. The transformer carriage is provided with a working grounding wheel pair 19, a working grounding wheel pair 20, a working grounding wheel pair 21, and a protective grounding wheel pair 18.

[0094] Each set of protective grounding wheels includes two protective grounding wheels, one of which can be connected to the carriage through a carbon brush or other structure. The rail connected to the protective grounding wheel is the grounding rail of the set of protective grounding wheels. Figure 3a In the example, the grounding rail protecting the grounding wheel pair 18 is Figure 3a The first rail shown in FIG. In addition, it should be noted that Figure 3a The protective grounding wheel pair 18 is one of a group of protective grounding wheel pairs in which the grounding rail is fixed as the first rail.

[0095] Each working grounding wheel pair includes two working grounding wheels, one of which can be selected to be directly electrically connected to the primary winding of the traction transformer. The rail connected to the working grounding wheel is the grounding rail of the working grounding wheel pair.

[0096] exist Figure 3a In the embodiment, which of the two working grounding wheels of the working grounding wheel pair 19 is directly electrically connected to the primary winding of the traction transformer can be controlled by the controller. Similarly, the controller can control both the working grounding wheel pair 20 and the working grounding wheel pair 21. In addition, it can be understood that Figure 3a The pressure device carriage is provided with 3 sets of working grounding wheel pairs. In other specific occasions, other numbers of working grounding wheel pairs may be provided, which does not affect the implementation of the present invention.

[0097] See also Figure 3b, is a schematic diagram of a grounding structure of a transformer carriage in a specific implementation manner. The non-transformer carriage is provided with a protective grounding wheel pair 22 , a protective grounding wheel pair 23 , a protective grounding wheel pair 24 , and a protective grounding wheel pair 25 .

[0098] Figure 3b The protective grounding wheel pair 22 and the protective grounding wheel pair 24 in the figure are both one of the protective grounding wheel pairs in group a whose grounding rail is fixed as the first rail, so as to ensure the reliability of the protective grounding system. The protective grounding wheel pair 23 and the protective grounding wheel pair 25 are both one of the protective grounding wheel pairs in group b whose grounding rail is adjustable, so that the controller can switch the grounding mode.

[0099] In the scheme of the present application, b1 is a non-negative integer, a, b, c, b2, c1, c2 are all positive integers, and the specific values ​​can be set and adjusted as needed. In practical applications, it is usually made so that in the third grounding mode, the number of protective grounding wheel pairs whose grounding rail is the first rail is the same as or substantially the same as the number of protective grounding wheel pairs whose grounding rail is the second rail. Similarly, in the third grounding mode, it is usually made so that the number of working grounding wheel pairs whose grounding rail is the first rail is the same as or substantially the same as the number of working grounding wheel pairs whose grounding rail is the second rail. Of course, in other specific occasions, the specific values ​​of the above parameters can be selected according to actual needs, which does not affect the implementation of the present invention.

[0100] In a specific embodiment of the present invention, for any one of the c groups of working grounded wheel pairs, the left wheel of the group of working grounded wheel pairs is connected to the primary winding of the traction transformer via a first switch provided for the group of working grounded wheel pairs, and the right wheel of the group of working grounded wheel pairs is connected to the primary winding of the traction transformer via a second switch provided for the group of working grounded wheel pairs;

[0101] For any one of the protective grounding wheel pairs in group b, the left wheel of the protective grounding wheel pair is connected to the car through the third switch set for the protective grounding wheel pair, and the right wheel of the protective grounding wheel pair is connected to the car through the fourth switch set for the protective grounding wheel pair.

[0102] In the solution of the present application, the controller needs to control the train to switch the grounding mode, that is, to control the grounding rails of the corresponding protective grounding wheelset and the working grounding wheelset. In this implementation, it is considered that this can be easily achieved through a switch.

[0103] The specific types of the first switch, the second switch, the third switch and the fourth switch can be set and selected as needed. For example, in a specific embodiment of the present invention, taking into account that the grounding system of the train may have a large current in some extreme situations, the first switch, the second switch, the third switch and the fourth switch can all be selected as GTO (Gate Turn-off Thyristor) compared to ordinary relays and ordinary power electronic switches such as IGBT. GTO has high voltage and current resistance levels and can withstand large currents without being damaged.

[0104] It should be noted that the left wheel and the right wheel described in this embodiment can usually use the forward direction of the train as the positive direction to determine the left wheel and the right wheel.

[0105] For any one working grounding wheel pair, at the same time, only one of the first switch and the second switch corresponding to the working grounding wheel pair is in the on state, and the other switch is in the off state. Similarly, for any one protective grounding wheel pair in group b, at the same time, only one of the third switch and the fourth switch corresponding to the protective grounding wheel pair is in the on state, and the other switch is in the off state.

[0106] by Figure 3a and Figure 3b For example, Figure 3a The first switch connected to the working grounding wheel pair 19 is marked as S19-1, and the second switch connected to the working grounding wheel pair 19 is marked as S19-2. Similarly, the first switches connected to the working grounding wheel pair 20 and the working grounding wheel pair 21 are marked as S20-1 and S21-1, respectively, and the second switches connected to the working grounding wheel pair 20 and the working grounding wheel pair 21 are marked as S20-2 and S21-2, respectively.

[0107] Figure 3b The third switches connected to the protective grounding wheel pair 23 and the protective grounding wheel pair 25 are marked as S23-1 and S25-1, respectively, and the fourth switches connected to the protective grounding wheel pair 23 and the protective grounding wheel pair 25 are marked as S23-2 and S25-2, respectively.

[0108] For example, after the train has traveled for 20 minutes, step S101 and step S102 are executed. When step S102 is executed, the train is in the first grounding mode. At this time, S19-1, S20-1, S21-1, S23-1 and S25-1 are all in the on state, and S19-2, S20-2, S21-2, S23-2 and S25-2 are all in the off state. The controller can obtain the current value at each protective grounding point. Figure 3aThe reference numeral 13 in conjunction with reference 3b denotes a current detection device at a corresponding position, for example, a current transformer is used to detect the current.

[0109] The maximum value of the current values ​​of each protective grounding point detected is used as the determined vehicle body circulating current value in the first grounding mode.

[0110] Afterwards, the controller, for example, controls S19-1, S20-1, and S21-1 to switch to the off state, and S19-2, S20-2, and S21-2 to switch to the on state. Figure 3b The switches in the second grounding mode do not change their states. After the switches are adjusted, the train can be allowed to run for a period of time, for example, 20 seconds. After running for 20 seconds, the current values ​​of the protective grounding points can be detected, and the maximum value thereof is used as the determined vehicle body circulating current value in the second grounding mode.

[0111] Afterwards, the controller controls S19-2, S20-1, S21-2, S23-2 and S25-2 to be in the on state, and controls S19-1, S20-2, S21-1, S23-1 and S25-1 to be in the off state, and allows the train to run for a period of time, for example, 20 seconds. After running for 20 seconds, the current values ​​of each protective grounding point can be detected, and the maximum value thereof is used as the determined vehicle body circulating current value in the third grounding mode.

[0112] Finally, the three body circulating current values ​​are compared. For example, if the body circulating current value in the third grounding mode is the minimum value among the three, the current target grounding mode is determined to be the third grounding mode, and the train is controlled to run in the third grounding mode for 20 minutes, and then steps S101 and S102 are executed to redetermine the appropriate grounding mode.

[0113] The controller is not shown in the drawings of the present application, and the specific location setting of the controller can be selected as needed as long as it can achieve the functions of the present application.

[0114] Applying the technical solution provided in the embodiment of the present invention, it is considered that different protective grounding methods of the train will affect the "vehicle-rail" circulation, that is, the body circulation value, and the optimal protective grounding method is different when the train operating environment is different. Therefore, in the scheme of the present application, three different grounding modes are set up, one of which is that the grounding rails of each group of protective grounding wheelsets and the grounding rails of each group of working grounding wheelsets are on one side. The second is that the grounding rails of each group of protective grounding wheelsets and the grounding rails of each group of working grounding wheelsets are arranged on both sides. The third is that the grounding rails on both sides are provided with protective grounding wheelsets and working grounding wheelsets.

[0115] As the train runs, in the solution of the present application, the body circulation detection will be intermittently triggered according to preset rules. Each time the body circulation detection is triggered, the body circulation values ​​of the train in the three preset grounding modes will be determined, and the grounding mode corresponding to the minimum value will be used as the current target grounding mode, that is, the currently determined target grounding mode is the optimal grounding mode for the current environment of the train. Therefore, before selecting a new target grounding mode, the grounding mode of the train is controlled to be in the currently determined target grounding mode, which effectively reduces the body circulation. In addition, the solution of the present application does not require the addition of resistors as in the traditional solution, and will not affect the running safety of the train.

[0116] Corresponding to the above method embodiment, an embodiment of the present invention further provides a ground control system for a train, which can be referred to in correspondence with the above.

[0117] The grounding control system of the train may include: a plurality of protective grounding wheel pairs, a plurality of working grounding wheel pairs and a controller, wherein the controller is used to:

[0118] Intermittently trigger vehicle circulation detection according to preset rules;

[0119] Whenever the vehicle body circulating current detection is triggered, the vehicle body circulating current values ​​of the train under the three preset grounding modes are determined, and the grounding mode corresponding to the minimum value is used as the current target grounding mode;

[0120] Before selecting a new target grounding mode, controlling the grounding mode of the train to be in the currently determined target grounding mode;

[0121] When the train is in the preset first grounding mode, the grounding rails of each set of protective grounding wheelsets and the grounding rails of each set of working grounding wheelsets of the train are all first rails;

[0122] When the train is in the preset second grounding mode, the grounding rails of each set of protective grounding wheelsets of the train are all first rails, and the grounding rails of each set of working grounding wheelsets of the train are all second rails;

[0123] When the train is in the preset third grounding mode, the grounding rails of some of the protective grounding wheelsets of the train are the first rails, and the grounding rails of the remaining groups of protective grounding wheelsets are the second rails, the grounding rails of some of the working grounding wheelsets of the train are the first rails, and the grounding rails of the remaining groups of working grounding wheelsets are the second rails.

[0124] In a specific implementation of the present invention, the controller intermittently triggers the vehicle circulation detection according to a preset rule, including:

[0125] The vehicle body circulation detection is triggered every first time period, or the vehicle body circulation detection is triggered whenever the train travels a first distance.

[0126] In a specific embodiment of the present invention, the controller determines the vehicle body circulating current values ​​of the train in the three preset grounding modes, including:

[0127] For any one of the three preset grounding modes, after the train is controlled to be in the grounding mode, the current values ​​of each preset protective grounding point are obtained, and the maximum value thereof is used as the determined vehicle body circulating current value in the grounding mode.

[0128] In a specific implementation of the present invention, for each protective grounding wheel pair of a train, a protective grounding point is provided at a position where the protective grounding wheel pair is connected to a carriage.

[0129] In a specific embodiment of the present invention, a train is provided with a+b groups of protective grounding wheelsets and c groups of working grounding wheelsets; and the grounding rail of the group a of protective grounding wheelsets is fixed as the first rail, and the grounding rail of the group b of protective grounding wheelsets is controlled by a controller; and the grounding rail of the group c of working grounding wheelsets is controlled by a controller;

[0130] The controller controls the grounding mode of the train to be in the currently determined target grounding mode, specifically for:

[0131] When the currently determined target grounding mode is the first grounding mode, the grounding rail of the b-group protective grounding wheelset and the grounding rail of the c-group working grounding wheelset of the control train are both the first rails;

[0132] When the currently determined target grounding mode is the second grounding mode, the grounding rails of the b-group protective grounding wheel pair of the train are controlled to be the first rails, and the grounding rails of the c-group working grounding wheels are controlled to be the second rails;

[0133] When the currently determined target grounding mode is the third grounding mode, the grounding rail of the group B1 protective grounding wheelset in the group B protective grounding wheelset of the control train is the first rail, the grounding rail of the group B2 protective grounding wheelset in the group B protective grounding wheelset of the control train is the second rail, the grounding rail of the group C1 working grounding wheelset in the group C working grounding wheelset of the control train is the first rail, and the grounding rail of the group C2 working grounding wheelset in the group C working grounding wheelset of the control train is the second rail;

[0134] Among them, b1 is a non-negative integer, a, b, c, b2, c1, c2 are all positive integers, and b1+b2=b, c1+c2=c.

[0135] In a specific embodiment of the present invention, for any one of the c groups of working grounded wheel pairs, the left wheel of the group of working grounded wheel pairs is connected to the primary winding of the traction transformer via a first switch provided for the group of working grounded wheel pairs, and the right wheel of the group of working grounded wheel pairs is connected to the primary winding of the traction transformer via a second switch provided for the group of working grounded wheel pairs;

[0136] For any one of the protective grounding wheel pairs in group b, the left wheel of the protective grounding wheel pair is connected to the car through the third switch set for the protective grounding wheel pair, and the right wheel of the protective grounding wheel pair is connected to the car through the fourth switch set for the protective grounding wheel pair.

[0137] In a specific implementation of the present invention, the first switch, the second switch, the third switch and the fourth switch are all GTOs.

[0138] Corresponding to the above method and system embodiments, an embodiment of the present invention further provides a train, which may include a ground control system of a train as in any of the above embodiments, which will not be repeated here.

[0139] It should also be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0140] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in the above description according to function. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0141] The principles and implementation methods of the present invention are described in this article using specific examples. The description of the above embodiments is only used to help understand the technical solution and core ideas of the present invention. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present invention, the present invention can also be improved and modified, and these improvements and modifications also fall within the scope of protection of the present invention.

Claims

1. A grounding control method for a train, characterized in that: include: Intermittently trigger vehicle circulation detection according to preset rules; Whenever the vehicle body circulating current detection is triggered, the vehicle body circulating current values ​​of the train under the three preset grounding modes are determined, and the grounding mode corresponding to the minimum value is used as the current target grounding mode; Before selecting a new target grounding mode, controlling the grounding mode of the train to be in the currently determined target grounding mode; Wherein, when the train is in a preset first grounding mode, the grounding rails of each group of protective grounding wheel pairs and the grounding rails of each group of working grounding wheel pairs of the train are all first rails; When the train is in a preset second grounding mode, the grounding rails of each set of protective grounding wheelsets of the train are all the first rails, and the grounding rails of each set of working grounding wheelsets of the train are all the second rails; When the train is in a preset third grounding mode, the grounding rails of some of the protective grounding wheel pairs of the train are the first rails, and the grounding rails of the remaining groups of protective grounding wheel pairs are the second rails, the grounding rails of some of the working grounding wheel pairs of the train are the first rails, and the grounding rails of the remaining groups of working grounding wheel pairs are the second rails.

2. The train grounding control method according to claim 1, characterized in that: The intermittently triggering the vehicle circulation detection according to the preset rules includes: The vehicle body circulation detection is triggered every first time period, or the vehicle body circulation detection is triggered whenever the train travels a first distance.

3. The grounding control method for a train according to claim 1, characterized in that: The determining of the respective vehicle body circulating current values ​​of the train in the three preset grounding modes includes: For any one of the three preset grounding modes, after the train is controlled to be in the grounding mode, the current values ​​of each preset protective grounding point are obtained, and the maximum value thereof is used as the determined vehicle body circulating current value in the grounding mode.

4. The grounding control method for a train according to claim 3, characterized in that: For each protective grounding wheel pair of the train, a protective grounding point is set at the position where the protective grounding wheel pair is connected to the carriage.

5. The grounding control method for a train according to any one of claims 1 to 4, characterized in that: The train is provided with a+b groups of protective grounding wheelsets and c groups of working grounding wheelsets; the grounding rail of the group a of protective grounding wheelsets is fixed as the first rail, the grounding rail of the group b of protective grounding wheelsets is controlled by a controller; the grounding rail of the group c of working grounding wheelsets is controlled by the controller; The controlling the grounding mode of the train to be in a currently determined target grounding mode includes: When the currently determined target grounding mode is the first grounding mode, the grounding rails of the group b protective grounding wheelset and the grounding rails of the group c working grounding wheelset of the train are controlled to be the first rails; When the currently determined target grounding mode is the second grounding mode, the grounding rails of the group b protective grounding wheel pairs of the train are controlled to be the first rails, and the grounding rails of the group c working grounding wheels are controlled to be the second rails; When the currently determined target grounding mode is the third grounding mode, the grounding rail of the group B1 protective grounding wheelset in the group B protective grounding wheelset of the train is controlled to be the first rail, the grounding rail of the group B2 protective grounding wheelset in the group B protective grounding wheelset of the train is controlled to be the second rail, the grounding rail of the group C1 working grounding wheelset in the group C working grounding wheelset of the train is controlled to be the first rail, and the grounding rail of the group C2 working grounding wheelset in the group C working grounding wheelset of the train is controlled to be the second rail; Among them, b1 is a non-negative integer, a, b, c, b2, c1, c2 are all positive integers, and b1+b2=b, c1+c2=c.

6. The grounding control method for a train according to claim 5, characterized in that: For any one of the c groups of working grounded wheelsets, the left wheel of the group of working grounded wheelsets is connected to the primary winding of the traction transformer via a first switch provided for the group of working grounded wheelsets, and the right wheel of the group of working grounded wheelsets is connected to the primary winding of the traction transformer via a second switch provided for the group of working grounded wheelsets; For any one of the protective grounding wheel pairs in group b, the left wheel of the protective grounding wheel pair is connected to the car through the third switch set for the protective grounding wheel pair, and the right wheel of the protective grounding wheel pair is connected to the car through the fourth switch set for the protective grounding wheel pair.

7. The grounding control method for a train according to claim 6, characterized in that: The first switch, the second switch, the third switch and the fourth switch are all GTOs.

8. A ground control system for a train, characterized in that: include: A plurality of protective grounding wheel sets, a plurality of working grounding wheel sets and a controller, wherein the controller is used for: Intermittently trigger vehicle circulation detection according to preset rules; Whenever the vehicle body circulating current detection is triggered, the vehicle body circulating current values ​​of the train under the three preset grounding modes are determined, and the grounding mode corresponding to the minimum value is used as the current target grounding mode; Before selecting a new target grounding mode, controlling the grounding mode of the train to be in the currently determined target grounding mode; Wherein, when the train is in a preset first grounding mode, the grounding rails of each group of protective grounding wheel pairs and the grounding rails of each group of working grounding wheel pairs of the train are all first rails; When the train is in a preset second grounding mode, the grounding rails of each set of protective grounding wheelsets of the train are all the first rails, and the grounding rails of each set of working grounding wheelsets of the train are all the second rails; When the train is in a preset third grounding mode, the grounding rails of some of the protective grounding wheel pairs of the train are the first rails, and the grounding rails of the remaining groups of protective grounding wheel pairs are the second rails, the grounding rails of some of the working grounding wheel pairs of the train are the first rails, and the grounding rails of the remaining groups of working grounding wheel pairs are the second rails.

9. The ground control system for a train according to claim 8, characterized in that: The train is provided with a+b groups of protective grounding wheelsets and c groups of working grounding wheelsets; the grounding rail of the group a of protective grounding wheelsets is fixed as the first rail, the grounding rail of the group b of protective grounding wheelsets is controlled by a controller; the grounding rail of the group c of working grounding wheelsets is controlled by the controller; The controller controls the grounding mode of the train to be in the currently determined target grounding mode, specifically for: When the currently determined target grounding mode is the first grounding mode, the grounding rails of the group b protective grounding wheelset and the grounding rails of the group c working grounding wheelset of the train are controlled to be the first rails; When the currently determined target grounding mode is the second grounding mode, the grounding rails of the group b protective grounding wheel pairs of the train are controlled to be the first rails, and the grounding rails of the group c working grounding wheels are controlled to be the second rails; When the currently determined target grounding mode is the third grounding mode, the grounding rail of the group B1 protective grounding wheelset in the group B protective grounding wheelset of the train is controlled to be the first rail, the grounding rail of the group B2 protective grounding wheelset in the group B protective grounding wheelset of the train is controlled to be the second rail, the grounding rail of the group C1 working grounding wheelset in the group C working grounding wheelset of the train is controlled to be the first rail, and the grounding rail of the group C2 working grounding wheelset in the group C working grounding wheelset of the train is controlled to be the second rail; Among them, b1 is a non-negative integer, a, b, c, b2, c1, c2 are all positive integers, and b1+b2=b, c1+c2=c.

10. A train, characterized in that: A ground control system for a train comprising the method according to claim 8 or 9.

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