A rail vehicle, train over-phase control method, device and medium thereof

Abstract

The present application discloses a rail vehicle, a train over-phase control method, a device and a medium thereof, which relate to the field of rail transportation technology, and are used to reduce the impulse when the train is over-phased. In view of the problem that the locomotive generates impulses in the driving direction when entering the phase separation area, a rail vehicle is provided, which is provided with a power battery system. When the train unloads the traction force, the power battery system and the second inverter it contains can provide electric energy to the traction motor to provide compensatory traction force, reduce the loss of traction force, and thus reduce the compression impulse at the coupler; when the train leaves the phase separation area, due to the previous existence of compensatory traction force, the change degree of the total traction force of the train is smaller when the traction force is restored, and it is more stable when the train accelerates, achieving the effect of reducing the tensile impulse at the coupler. The present application ensures the riding comfort of passengers by suppressing the impulses generated when the train enters and exits the phase separation area, and at the same time reduces or even avoids the problem of vehicle speed drop in the phase separation area.

Description

Technical Field

[0001] The present application relates to the field of rail transit technology, and in particular to a method and device for controlling over-phase of rail vehicles and trains, and a medium thereof. Background Art

[0002] In the current field of rail transit technology, traction locomotives generally use electric traction. The power conversion system in the locomotive is connected to the contact network using AC 25kV to obtain electrical energy, and the current is converted and supplied to each traction motor to provide traction. However, this method causes the locomotive to pass through the phase separation area during operation. After receiving the phase separation warning signal, especially the forced disconnection signal, the train will quickly unload the traction force, so that after entering the phase separation area, the train cannot get power from the contact network, and the train can still run smoothly.

[0003] Therefore, during the rapid unloading of traction, the coupler will quickly change from the original stretched state to the compressed state, generating a coupler compression impulse in the direction of the train's travel. After the train leaves the phase separation area, the train closes the main circuit breaker to restore traction, so the coupler is converted from the compressed state to the stretched state again, generating a coupler stretching impulse in the direction of the train's travel. The above impulse becomes more obvious when the train acceleration is relatively large, greatly affecting the riding comfort of the driver and passengers.

[0004] Therefore, technicians in this field now urgently need a rail vehicle that can suppress train impulse when entering the phase separation area to improve the riding comfort of drivers and passengers. Summary of the invention

[0005] The purpose of the present application is to provide a method, device and medium for controlling the phase separation of railway vehicles and trains, so as to solve the problem that the locomotive generates impulses in the direction of travel when entering the phase separation area, thereby affecting the riding comfort of passengers.

[0006] In order to solve the above technical problems, the present application provides a rail vehicle, comprising: a power conversion system, a power battery system, a control center and a plurality of traction motors;

[0007] The power conversion system is connected to the contact network through the pantograph to obtain the electric energy transmitted by the contact network. The power conversion system includes the same number of first inverters as the number of traction motors, and the first inverters are connected to the traction motors one by one to provide electric energy;

[0008] The power battery system includes a battery pack and at least one second inverter, the battery pack is connected to the traction motor through the second inverter to provide electric energy, and the second inverter and the traction motor connected thereto are in a one-to-one correspondence;

[0009] The control center is connected to each first inverter, the second inverter and each traction motor, and is used to control the on and off of the first inverter and the second inverter, and the output of the traction force of the traction motor.

[0010] Preferably, it also includes a contactor connected to the control center;

[0011] The power conversion system is connected to the power battery system through a contactor. When the contactor is turned on, the power conversion system is used to charge the power battery system.

[0012] Preferably, it also includes a mode conversion switch connected to the control center;

[0013] The mode conversion switch includes three states: overhead line mode, hybrid mode and power battery mode;

[0014] Wherein, when the mode conversion switch is in the overhead line mode, the control center controls each first inverter to be turned on and the second inverter to be blocked;

[0015] When the mode conversion switch is in the hybrid mode, the control center controls the second inverter to be turned on, the first inverter connected to the same traction motor as the second inverter is blocked, and the remaining first inverters are turned on;

[0016] When the mode conversion switch is in the power battery mode, the control center controls each first inverter to be blocked and the second inverter to be turned on.

[0017] Preferably, it also includes a power compensation switch connected to the control center;

[0018] The power compensation switch includes three states: variable torque position, zero position and fixed torque position;

[0019] When the power compensation switch is in the torque-changing state, the traction motor connected to the second inverter is controlled by the command sent by the control center to adjust the traction force output;

[0020] When the power compensation switch is in the zero position, the second inverter is blocked;

[0021] When the power compensation switch is in the fixed torque position, the traction motor connected to the second inverter is controlled by the command sent by the control center to output a preset traction force.

[0022] Preferably, the power compensation switch is a toggle switch.

[0023] Preferably, it also includes a display module connected to the control center, which is used to display the current compensating traction force and the upper and lower limits of the compensating traction force in real time; wherein the compensating traction force is the traction force output by the traction motor powered by the second inverter.

[0024] In order to solve the above technical problems, the present application also provides a train over-phase control method, which is applied to a rail vehicle including: a power conversion system, a power battery system, a control center and multiple traction motors; wherein the power conversion system is connected to the overhead line through a pantograph, the power conversion system includes a first inverter that is the same as the number of traction motors, and the first inverter is connected to the traction motors in a one-to-one correspondence; the power battery system includes a battery pack and at least one second inverter, the battery pack is connected to the traction motor through the second inverter, and the second inverter and the traction motor connected thereto are in a one-to-one correspondence; the control center is connected to each first inverter, the second inverter and each traction motor; comprising:

[0025] Before entering the phase separation area, when receiving the traction unloading instruction sent by the controller, the first inverter connected to the same traction motor as the second inverter is controlled to be blocked to unload the traction force; and after the traction unloading is completed, the second inverter is controlled to be turned on to control the traction motor connected to the second inverter to output the compensating traction force;

[0026] After entering the phase separation area, the first inverter which is not connected to the same traction motor as the second inverter is controlled to remain blocked and the second inverter to remain open;

[0027] After passing through the phase separation area, controlling the traction motor not connected to the second inverter to restore traction force;

[0028] When the traction force returns to normal, the second inverter is controlled to be blocked, the previously closed first inverter is turned on, and the corresponding connected traction motor is controlled to output traction force.

[0029] Preferably, the control of the same traction motor by the first inverter and the second inverter is interlocking control.

[0030] In order to solve the above technical problems, the present application also provides a train over-phase control device, comprising:

[0031] The first compensation module is used for controlling the first inverter connected to the same traction motor as the second inverter to block and unload the traction force before entering the phase separation area when receiving the traction force unloading instruction sent by the controller; and after the traction force unloading is completed, controlling the second inverter to open and controlling the traction motor connected to the second inverter to output the compensation traction force;

[0032] The second compensation module is used to control the first inverter that is not connected to the same traction motor as the second inverter to remain blocked and the second inverter to remain open after entering the phase separation area; the first recovery module is used to control the traction motor that is not connected to the second inverter to recover traction after passing through the phase separation area;

[0033] The second recovery module is used to control the second inverter to block, open the first inverter that was previously closed, and control the corresponding connected traction motor to output traction force when the traction force returns to normal.

[0034] In order to solve the above technical problems, the present application also provides a train over-phase control device, comprising:

[0035] Memory for storing computer programs;

[0036] A processor is used to implement the steps of the above-mentioned train over-phase control method when executing a computer program.

[0037] In order to solve the above technical problems, the present application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the train over-phase control method as described above are implemented.

[0038] The rail vehicle provided by the present application is provided with a power battery system. When the train is about to enter the phase separation area and the driver controls the train to unload the traction force through the controller, the power battery system and the second inverter it contains can provide electric energy for the traction motor to provide compensatory traction force, reduce the unloading slope of the traction force, that is, reduce the deceleration acceleration of the train, thereby reducing the compression impulse on the coupler; and when the train leaves the phase separation area, the traction motor powered by the power conversion system resumes work, and the train begins to accelerate. Due to the previous existence of compensatory traction force, the degree of change of the total traction force of the train is smaller when the traction force is restored, and it is also more stable when the train accelerates, achieving the effect of reducing the tensile impulse on the coupler. Therefore, a rail vehicle provided by the present application can suppress the compression and tensile impulses at the coupler before and after passing through the phase separation area, greatly improving the riding comfort of the driver and passengers. In addition, when the train has problems such as speed loss in the phase separation area, the above-mentioned rail vehicle can also be solved by compensating for traction.

[0039] The train over-phase control method, device, and computer-readable storage medium provided in the present application correspond to the above-mentioned rail vehicle and have the same effects as above. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0041] Figure 1 A structural diagram of a rail vehicle provided by the present invention;

[0042] Figure 2A structural diagram of a mode switching switch provided by the present invention;

[0043] Figure 3 A structural diagram of a power compensation switch provided by the present invention;

[0044] Figure 4 A flow chart of a train over-phase control method provided by the present invention;

[0045] Figure 5 A structural diagram of a train over-phase control device provided by the present invention;

[0046] Figure 6 A structural diagram of another train over-phase control device provided by the present invention. DETAILED DESCRIPTION

[0047] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0048] The core of this application is to provide a method, device and medium for controlling the phase transition of a rail vehicle or a train.

[0049] In order to enable those skilled in the art to better understand the present application, the present application is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0050] Nowadays, most locomotives use electric traction. The vehicle is connected to the overhead contact network through a pantograph. The overhead contact network is powered by AC25kV. The vehicle obtains electric energy to drive the traction motor to output traction. Therefore, during the long travel route of the train, the electric energy of the overhead contact network will not be supplied by only one substation, and the phases of the electric energy supplied by different substations may not be the same. In order to prevent the occurrence of out-of-phase electrical short circuits and the fuse-breaking of the overhead contact network, two phase-splitting switches are currently used for isolation. The power-free area between the two phase-splitting switches is the phase-splitting area.

[0051] Therefore, when the train enters the phase separation area, the contact network has no electricity, and the traction motor of the train cannot output traction. Therefore, before entering the phase separation area, the traction of the locomotive needs to be quickly unloaded. The unloading process of traction is triggered by the control command sent by the driver when he determines that the train is about to enter the phase separation area. It is easy to understand that the process of quickly unloading traction is also the process of rapid deceleration of the train. Therefore, the coupler between the carriages will change from the original tension state to the compression state. Since unloading traction is a fast process, the change of the coupler state is also relatively sudden, resulting in an obvious coupler compression impulse in the direction of the train. Similarly, when the train leaves the phase separation area, the contact network resumes power supply to the train, the locomotive closes the main switch, controls the traction motor to re-issue traction, and the coupler between the carriages changes from the original compression state to the tension state, which will also generate a coupler tension impulse in the direction of the train, and this impulse will be more obvious when the train accelerates faster.

[0052] In summary, before and after the train passes through the phase separation zone, the coupler will produce a relatively obvious impulse, which will affect the stability of the train's running, and also affect the riding comfort of the driver and passengers. To solve this problem, the present application provides a rail vehicle, such as Figure 1 As shown, it includes: a power conversion system 11, a power battery system 12, a control center and multiple traction motors 13;

[0053] The power conversion system 11 is connected to the overhead line through the pantograph 14, and is used to obtain the electric energy transmitted by the overhead line. The power conversion system 11 includes the same number of first inverters 15 as the number of traction motors 13, and the first inverters 15 are connected to the traction motors 13 in a one-to-one correspondence, and are used to provide electric energy;

[0054] The power battery system 12 includes a battery pack and at least one second inverter 16. The battery pack is connected to the traction motor 13 through the second inverter 16 to provide electric energy, and the second inverter 16 and the traction motor 13 connected thereto are in a one-to-one correspondence relationship.

[0055] The control center is connected to each first inverter 15 , the second inverter 16 and each traction motor 13 , and is used to control the on and off of the first inverter 15 and the second inverter 16 , and the output of the traction force of the traction motor 13 .

[0056] It is easy to understand that the power conversion system 11 is a common hardware module on current trains, which is used to convert the voltage and current transmitted by the contact network into the voltage and current required by the traction motor 13 to drive the traction motor 13 to output traction. The present application also does not make any changes to the power conversion system 11 itself, so the specific structure and implementation of the power conversion system 11 are well known to those skilled in the art, and will not be described in detail in this embodiment.

[0057] Similarly, the power battery system 12 plays a similar role to the power conversion system 11, both of which convert the electric energy provided by the power supply into electric energy that can be directly used by the traction motor 13 through modulation. Compared with the power conversion system 11, the only difference is that the power supply source is changed from the contact network to a battery pack or other charging and discharging device that can store electric energy, and it works before and after the train enters the phase separation area. Therefore, the structure and connection relationship of the power battery system 12 are also similar to those of the power conversion system 11. The difference is the adaptive change caused by the change of the power supply source, etc. Personnel in this technical field can clearly know how to build a system for powering the train traction motor 13 with a battery pack or other charging and discharging device as the power supply source, so this embodiment does not elaborate on the internal structure and connection relationship of the power battery system 12.

[0058] In addition, the first and second in front of the inverter in this application are used to distinguish whether the inverter is an inverter in the power AC system or an inverter in the power battery system 12, and no restrictions are imposed on the number and order of the inverters. In simple terms, the first inverter 15 is an inverter used to modulate the power supply for each traction motor 13 when the locomotive is running normally, so it is connected to each traction motor 13 one by one. Figure 1 The second inverter 16 is an inverter used to provide compensation power supply for part or all of the traction motors 13 before and after the locomotive enters the phase separation area, and is connected to the traction motor 13 with traction force compensation function (that is, the traction motor 13 that outputs traction force when the contact network is not powered by the power battery system 12). Figure 1 That is the inverter g.

[0059] It should also be noted that Figure 1 The structure shown in does not constitute a limitation on the rail vehicle provided by this application. In order to realize the normal operation of the train, other components should exist. In addition, the number of traction motors 13 is 6, which is only a possible implementation. This application does not limit the number of traction motors 13 of the rail vehicle. Similarly, the traction motor 13 connected to the power battery system 12 to realize traction compensation is Figure 1 The traction motor f is shown in the figure, but in fact, the power battery system 12 can be connected to any number of traction motors 13, and the connected traction motors 13 can also be any number of all the traction motors 13.

[0060] It is easy to know that when the number of traction motors 13 connected to the power battery system 12 is more, the greater the compensatory traction force that can be provided when the train is about to enter or has entered the phase separation area, and thus, the better the effect of suppressing the compression impulse of the coupler. Similarly, when the train leaves the phase separation area, since the compensatory traction force becomes larger, it is simpler to restore the normal traction of the train, and the train acceleration process is smoother, achieving the effect of suppressing the stretching impulse of the coupler. However, the more traction motors 13 connected to the power battery system 12, the more complex the corresponding power lines and control lines are, and the more space they occupy, which brings difficulties to the design and implementation of the train. In addition, because the compensatory traction force required before and after the train passes through the phase separation area in actual applications will not be too large, it is preferred to adopt a method of connecting only one traction motor 13 to the power battery system 12 based on comprehensive considerations, that is, Figure 1 The connection relationship shown.

[0061] In summary, the rail vehicle provided by the present application is provided with a power battery system 12, and the power battery system 12 is connected to the traction motor 13 through the second inverter 16, so that when the train is about to enter the phase separation zone and unload the traction force quickly, it can provide compensatory traction force, which has a mitigating effect on the unloading process of the traction force, that is, it can suppress the compression impulse at the coupler during the unloading process of the traction force; and when the train leaves the phase separation zone and needs to restore the traction force, due to the existence of the compensatory traction force, the traction force needs to change in a smaller amplitude, which is relatively more gentle, and is reflected in the coupler between the carriages, that is, the stretching impulse is suppressed to a certain extent. Therefore, the rail vehicle provided by the present application can suppress the impulse generated at the coupler between the carriages when it is about to enter the phase separation zone and unload the traction force, and when it leaves the phase separation zone and restores the traction force, so that the driver and passengers can get a better riding experience.

[0062] It is easy to know that the power battery system 12 is a device used to supply power to the traction motor 13 to compensate for the output traction force when there is no power supply to the contact network, and the power supply comes from the battery pack and other charging and discharging equipment in the power battery system 12. The battery pack can be charged when the train is undergoing routine maintenance, so as to release electrical energy to compensate for the traction force when needed during driving. Therefore, if the train has a long single trip, or makes multiple trips without charging the battery pack and other equipment in the power battery system 12, the effect of suppressing the impulse of the coupler may not be guaranteed. This also puts higher requirements on the capacity of the battery pack in the power battery system 12, which increases the cost and takes up more space in the train.

[0063] To solve the above problems, this embodiment provides a preferred implementation scheme, such as Figure 1 As shown, the above-mentioned rail vehicle further includes: a contactor 17 connected to the control center;

[0064] The power conversion system 11 is connected to the power battery system 12 via a contactor 17 . When the contactor 17 is turned on, the power conversion system 11 is used to charge the power battery system 12 .

[0065] It can be seen from the above embodiments that, under normal circumstances, the traction motor 13 and other equipment of the train obtains electric energy from the contact network through the pantograph 14. The contact network is powered by a substation. Generally, relative to the capacity of the on-board battery pack, it can be considered that the electric energy obtained from the contact network is unlimited. Therefore, the purpose of obtaining electric energy from the contact network to charge the power battery system 12 can be achieved through the above contactor 17 and the connection structure.

[0066] Under the structure provided in this embodiment, the capacity of the charging and discharging equipment used to store electric energy in the power battery system 12 only needs to meet the electric energy required for traction compensation when the train passes through a phase separation zone under the worst working conditions, which greatly reduces the requirements for the capacity of the charging and discharging equipment and reduces the footprint of the power battery system 12. At the same time, the power battery system 12 is charged by the contact network during normal operation of the train, which also saves the trouble of manually charging the power battery system 12 every time the train is operated and maintained, further saving manpower and material resources. In addition, for the selection of power batteries, the life of the power battery, the sufficient capacity of the power battery selection, the discharge requirements of multiple phase separation zones, and the matching of the installation space should be considered.

[0067] In addition, the on and off of the contactor 17 connected to the control center is controlled by the control center. Through the beneficial effects of this embodiment described above, it is easy to know that the control center should turn on the contactor 17 when the train is in normal operation, so that the power conversion system 11 can obtain electrical energy from the contact network to charge the power battery system 12; and when the train is in a compensating traction state, the contactor 17 should be blocked, and the power battery system 12 should be controlled to discharge to provide compensating electrical energy for the traction motor 13.

[0068] In another preferred embodiment, in order to increase the service life of the contactor 17, a charging module is also included in the charging circuit composed of the contactor 17 between the power conversion system 11 and the power battery system 12. The charging module is connected to the control center, and the on and off of the charging module is controlled by the control center. In this application scenario, whether the power battery system is charged or not can be achieved by controlling the on and off of the charging module, without the need to frequently switch the contactor 17. The contactor 17 only needs to participate in the charging control of the power battery system 12 when the whole vehicle is powered off for maintenance or the charging module fails and cannot be shut down, thereby increasing the service life of the contactor.

[0069] In the application scenario targeted by this application, the above-mentioned train is in a normal operating state, that is, the train is not traveling in the phase separation section and its nearby section. In other words, the train is in a state of obtaining electric energy through the contact network. Figure 1 The structure shown is when inverter af is turned on and inverter g is blocked. Similarly, the train is in the compensation traction state, that is, when inverter f is blocked and inverter g is turned on.

[0070] A preferred solution provided in this embodiment is that a contactor 17 is provided between the power conversion system 11 and the power battery system 12, so that the power conversion system 11 can charge the power battery system 12 under the control of the control center. When the train can obtain electric energy through the contact network, the contactor 17 is turned on to charge the power battery system 12. In this way, the power source of the power battery system 12 is guaranteed, and there is no need to manually replenish it during the routine maintenance of the train. The capacity requirements of the charging and discharging equipment for storing electric energy in the power battery system 12 are smaller, which is easier to implement and deploy, and also reduces the occupancy of the train space. In addition, the train can charge the power battery system 12 through the contact network during normal driving, so that the impulse suppression effect brought by the rail vehicle provided by this application is not affected by the length of the journey. Even if the train has a large mileage, the impulse suppression effect will not be affected or even cannot be achieved due to the exhaustion of the power battery system 12, which further guarantees the riding experience of the driver and passengers.

[0071] As described in the above embodiment, the rail vehicle provided by the present application is provided with a power battery system 12, so that when the overhead line cannot supply power, the second inverter 16 can be controlled to be turned on (the corresponding first inverter 15 is blocked) to achieve compensatory traction. It can be seen that according to the on and off of each inverter, the rail vehicle provided by the present application has three traction modes, which are specifically described as follows:

[0072] 1. Contact network mode;

[0073] The overhead line mode is the mode in which the traction motor 13 is powered entirely by the power conversion system 11, which is reflected in Figure 1 In the example shown, the inverter af is turned on (ie, the first inverter 15 is fully turned on) and the inverter g is blocked (ie, the second inverter 16 is fully blocked), which is the traction mode of the existing electric locomotive.

[0074] In this mode, the train is adequately powered, all traction motors 13 operate normally, and can provide a maximum range of traction output, which is suitable for normal travel of the train.

[0075] 2. Hybrid mode;

[0076] The hybrid mode is a mode in which the power conversion system 11 and the power battery system 12 jointly supply power to each traction motor 13, that is, the second inverter 16 is fully turned on, the first inverter 15 connected to the same traction motor 13 is blocked, and the other first inverters 15 are fully turned on. Figure 1 In the example, inverter ae is turned on, inverter f is blocked, and inverter g is turned on.

[0077] In this mode, each traction motor 13 of the train can be divided into a normal traction motor (traction motor ae) and a compensation traction motor (traction motor f) according to whether it is powered by the second inverter 16. The normal traction motor still works normally, and the compensation traction motor can adjust the output of the compensation traction force according to the controller instructions sent by the main control driver's cab to provide suitable and stable compensation traction force when the subsequent train enters the phase separation area.

[0078] 3. Power battery mode;

[0079] The power battery mode is a mode in which the power battery system 12 is responsible for supplying power to each traction motor 13. Since the present application does not limit whether the power battery system 12 is connected to all traction motors 13 and the number of traction motors 13 connected thereto, generally speaking, in this mode, only some of the traction motors 13 connected to the power battery system 12 can output traction. At this time, the second inverter 16 should be fully turned on, reflecting Figure 1 In the example, inverter g is turned on.

[0080] In this mode, the compensating traction motor can also adjust the output of the compensating traction force through the controller command sent from the main control cab to provide compensating traction force.

[0081] Generally speaking, the overhead contact network mode is used when the train is running normally to provide sufficient traction for the train; the mixed mode is mainly used when the train is about to enter the phase separation area. Under the premise of ensuring the train's traction output, the driver can adjust the size of the compensatory traction according to the actual road conditions to prepare for the subsequent entry into the phase separation area; the power battery mode is mostly used for shunting or moving cars because of its small overall traction. At this time, the overhead contact network has no electricity, and only the power battery system 12 can power the traction motor 13 to output compensatory traction and suppress impulses at the coupler.

[0082] Also, because the power battery system 12 is mostly used when the train is in the phase separation section, the overhead line has no electricity, and the first inverter 15 cannot transmit power to the traction motor 13 regardless of the state, so this mode itself does not matter what the on-off state of the first inverter 15 is controlled, and it is sufficient to ensure that the second inverter 16 is turned on. However, it should be noted that in order to protect the safety of the train during actual operation, it is still necessary to take blocking measures for each first inverter 15.

[0083] It should be noted that the above-mentioned blocking of the first inverter 15 and the second inverter 16 is not limited to blocking the first and second inverters themselves, but blocking the output from the first inverter 15 and the second inverter 16 to the correspondingly connected traction motor 13.

[0084] It can be seen from the above that the train can switch between the above three traction modes by adjusting the on and off of the first inverter 15 and the second inverter 16. Further, in order to simplify the above control process, this embodiment also provides a preferred implementation scheme, the above rail vehicle also includes: a mode conversion switch;

[0085] The mode conversion switch is connected to the control center and includes three states: overhead line mode, hybrid mode and power battery mode.

[0086] When the mode conversion switch is in the overhead line mode, the control center controls each first inverter 15 to be turned on and the second inverter 16 to be blocked;

[0087] When the mode conversion switch is in the hybrid mode, the control center controls the second inverter 16 to be turned on, the first inverter 15 connected to the same traction motor 13 as the second inverter 16 is blocked, and the other first inverters 15 are turned on;

[0088] When the mode conversion switch is in the power battery mode, the control center controls each first inverter 15 to be locked and the second inverter 16 to be opened.

[0089] It is easy to understand that this embodiment does not limit the specific type and implementation of the mode conversion switch. It only needs to have three different states. It can be a toggle switch, a button switch, a knob switch, etc. Under normal circumstances, each driver's cab of the locomotive should be equipped with a mode conversion switch, which is transmitted to the network control system of the vehicle through hard wires, and the control signal can also be transmitted to the multiple trains through hard wires. Figure 2 As shown, the mode switching switch includes three states, namely, overhead line, hybrid and power battery. The mode switching switch is powered by a DC110V power supply line and is connected to the de-weighting connection line and the two input ports DI1 and DI2 of the train network system.

[0090] In summary, the mode conversion switch provided in this embodiment simplifies the entire control process of controlling the traction mode of the train by turning on and off the first inverter 15 and the second inverter 16. The three modes correspond to the three states in the mode conversion switch, so that the driver can control the traction mode of the train by switching the state of the control mode conversion switch. There is no need for complicated inverter on and off control, which simplifies the driver's operation process and better meets the needs of practical applications.

[0091] As can be seen from the above, when the train enters the phase separation area, only the power battery system 12 is used to provide the compensatory traction force. At this time, in order to ensure the smooth running of the train and take care of the experience of the passengers, the supplementary traction force generally does not change after entering the phase separation area.

[0092] It can be seen from the above embodiments that the rail vehicle provided in the present application has three states: overhead line mode, hybrid mode and power battery mode through different on-off states of the first inverter 15 and the second inverter 16 .

[0093] Among them, the overhead contact network mode is also the traction mode adopted when the train is running normally, which will not be elaborated here.

[0094] The hybrid mode is a mode in which the power conversion system 11 and the power battery system 12 respectively control different traction motors 13 to provide traction. The traction motors 13 powered by the power conversion system 11 can provide traction to keep the train in a relatively stable operating state. At this time, the train driver can adjust the compensatory traction used when entering the phase separation area later according to the road conditions without causing too much impact on the current driving state of the train. That is, the hybrid mode is mainly used to adjust the compensatory traction before the train enters the phase separation area.

[0095] Therefore, for the locking or not of the compensatory traction control, the train has the following states:

[0096] 1. Variable torque;

[0097] In this state, the control of the compensating traction force is not locked, and the train driver can adjust the traction force output of the compensating traction motor at will through the controller command, which is mainly used for shunting conditions in the power battery mode. Of course, it can also be used in the normal hybrid mode, and this embodiment does not limit this.

[0098] 2. Fixed moment;

[0099] In this state, the size of the compensation traction force is locked. It is mainly used to ensure the output of traction force when the phase is over-split in the hybrid mode and the controller needs to return to the small zero position. The size of the output traction force is the size of the previously set compensation traction force; if in the torque conversion state, the over-phase controller returns to the small zero position and there will be no power output.

[0100] Similar to the above embodiment, this embodiment also provides a preferred implementation scheme, which simplifies the control process of the above state switching, that is, the above rail vehicle further includes: a power compensation switch;

[0101] The power compensation switch is connected to the control center, including three states: variable torque position, zero position and fixed torque position;

[0102] When the power compensation switch is in the torque-changing state, the traction motor 13 connected to the second inverter 16 is controlled by the command sent by the control center to adjust the traction force output;

[0103] When the power compensation switch is in the zero position, the second inverter 16 is blocked;

[0104] When the power compensation switch is in the fixed torque position, the traction motor 13 connected to the second inverter 16 is controlled by the command sent by the control center to output a preset traction force.

[0105] It can be seen that the preferred solution provided by this embodiment includes a third state of zero in addition to the above-mentioned variable torque and fixed torque states. The zero position mainly serves as a transition state between the variable torque position and the fixed torque position in practical applications, and at the same time controls the second inverter 16 to be blocked. When the power compensation switch uses a switch in the form of a toggle switch, the zero position is set to the middle position to facilitate the driver to judge the current state of the train. In some scenarios, the power compensation switch may also have no zero position, and only retain the variable torque position and the fixed torque position.

[0106] In addition, similar to the above-mentioned mode switching switch, this embodiment is not limited to the specific type of the power compensation switch, and can also be a toggle switch, a key switch, a knob switch, etc. However, a preferred embodiment is provided: the power compensation switch is a toggle switch.

[0107] Specific as Figure 3 As shown, it includes three states: variable torque, 0, and fixed torque. It is also powered by a DC110V power supply line and is connected to the de-weighting line and the other two input ports DI3 and DI4 of the train network system.

[0108] The toggle switch has the advantages of simple structure, stable and reliable performance, low failure rate and small size. The state position of the toggle switch is intuitive, which makes it convenient for the driver to determine the state position of the switch and control it.

[0109] Similarly, the mode switching switch may preferably be a conversion switch.

[0110] Furthermore, since the driver needs to complete the setting of the compensation traction force before the train enters the phase separation area, in order to facilitate the driver to perform the above process, this embodiment also provides a preferred implementation scheme, and the above-mentioned rail vehicle also includes: a display module.

[0111] The display module is connected to the control center and is used to display the current compensation traction force and the upper and lower limits of the compensation traction force in real time. The compensation traction force is the traction force output by the traction motor 13 powered by the second inverter 16.

[0112] The preferred solution provided in this embodiment is aimed at the control state of the inverter and traction force before and after the train enters and exits the phase separation area in the above method, and provides corresponding mode switching switches and power compensation switches for control, which simplifies the driver's control process before and after the train passes the phase separation, and also provides a preferred implementation form of the mode switching switch and the power compensation switch, which is more in line with the driving habits of the driver in the actual scene and is more conducive to actual implementation. The current state of the compensation traction force is also displayed through the display module, including the current compensation traction force applied, and the upper and lower limits that can be applied, which is conducive to the driver's regulation of the compensation traction force and better ensures the riding comfort of passengers.

[0113] For the rail vehicle provided in the above embodiment, this embodiment also provides a train over-phase control method for controlling the above rail vehicle, such as Figure 4 As shown, including:

[0114] S21: before entering the phase separation area, when receiving the traction force unloading instruction sent by the controller, controlling the first inverter connected to the same traction motor as the second inverter to be blocked to unload the traction force; and after the traction force unloading is completed, controlling the second inverter to be turned on, and controlling the traction motor connected to the second inverter to output the compensation traction force;

[0115] S22: After entering the phase separation area, controlling the first inverter that is not connected to the same traction motor as the second inverter to remain blocked and the second inverter to remain open;

[0116] S23: After passing through the phase separation area, the traction motor that is not connected to the second inverter is controlled to restore traction force.

[0117] S24: When the traction force returns to normal, the second inverter is controlled to be blocked, the first inverter that was previously closed is turned on, and the corresponding connected traction motor is controlled to output traction force.

[0118] Based on the situation that some traction motors of the rail vehicle to which the method is applied are connected to both the first inverter and the second inverter (such as Figure 1 The traction motor f) in the train is used to prevent the conflict from affecting the smooth operation of the train. This embodiment provides a preferred solution:

[0119] The control of the first inverter and the second inverter on the same traction motor is interlocking control.

[0120] That is, when the first inverter is turned on, the second inverter is blocked; when the second inverter is turned on, the first inverter is blocked. From the above-mentioned embodiments of the rail train part, it can be seen that in actual application, the opening and blocking of the inverter is mainly achieved by controlling the on and off of the corresponding sub-control module.

[0121] Through the train over-phase control method provided by this embodiment, the rail vehicle can realize traction compensation through the power battery system and the traction motor when entering the phase separation area, and then when the traction of the remaining traction motors is quickly unloaded, the train still retains a certain amount of compensatory traction, which is equivalent to slowing down the deceleration process of the train, thereby suppressing the compression impulse generated at the coupler, and ensuring the riding comfort of the driver and passengers. In addition, when the train leaves the phase separation area, since the compensatory traction is retained, the entire train does not need to restore the traction from the beginning, that is, the traction change amplitude in the process of restoring the traction is reduced, which is reflected in the train that the acceleration process of the train is smoother, so the tensile impulse generated at the coupler due to the acceleration of the vehicle is also suppressed to a certain extent, further ensuring the comfort of the passengers.

[0122] In the above embodiment, a train over-phase control method is described in detail, and the present application also provides a corresponding embodiment of a train over-phase control device. It should be noted that the present application describes the embodiments of the device part from two perspectives, one is based on the functional module perspective, and the other is based on the hardware perspective.

[0123] Based on the perspective of functional modules, such as Figure 5 As shown, this embodiment provides a train over-phase control device, including:

[0124] The first compensation module 31 is used for controlling the first inverter connected to the same traction motor as the second inverter to block and unload the traction force before entering the phase separation area when receiving the traction force unloading instruction sent by the controller; and after the traction force unloading is completed, controlling the second inverter to open and controlling the traction motor connected to the second inverter to output the compensation traction force;

[0125] The second compensation module 32 is used for controlling the first inverter which is not connected to the same traction motor as the second inverter to remain blocked and the second inverter to remain open after entering the phase separation area;

[0126] A first recovery module 33, used for controlling the traction motor not connected to the second inverter to recover traction force after passing through the phase separation area;

[0127] The second recovery module 34 is used to control the second inverter to be blocked, open the first inverter that was previously closed, and control the corresponding connected traction motor to output traction force when the traction force returns to normal.

[0128] Since the embodiments of the apparatus part correspond to the embodiments of the method part, please refer to the description of the embodiments of the method part for the embodiments of the apparatus part, which will not be repeated here.

[0129] The present embodiment provides a train over-phase control device, which realizes traction compensation through the power battery system and the traction motor when the rail vehicle enters the phase separation area through the compensation module, and then when the traction of the remaining traction motors is quickly unloaded, the train still retains a certain amount of compensatory traction, which is equivalent to slowing down the deceleration process of the train, thereby suppressing the compression impulse generated at the coupler, and ensuring the riding comfort of the driver and passengers. In addition, when the train leaves the phase separation area, since the compensatory traction is retained, the first recovery module does not need to restore the traction from the beginning, that is, the traction change amplitude in the process of restoring the traction is reduced, which is reflected in the train that the acceleration process of the train is smoother, so the stretching impulse generated at the coupler due to the acceleration of the vehicle is also suppressed to a certain extent, further ensuring the comfort of the passengers.

[0130] Figure 6 A structural diagram of a train over-phase control device provided in another embodiment of the present application is shown as follows: Figure 6 As shown, a train over-phase control device includes: a memory 40 for storing a computer program;

[0131] The processor 41 is used to implement the steps of a train over-phase control method as described in the above embodiment when executing a computer program.

[0132] Among them, the processor 41 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 41 can be implemented in at least one hardware form of a digital signal processor (DSP), a field-programmable gate array (FPGA), and a programmable logic array (PLA). The processor 41 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a central processing unit (CPU); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 41 may be integrated with a graphics processing unit (GPU), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 41 may also include an artificial intelligence (AI) processor, which is used to process computing operations related to machine learning.

[0133] The memory 40 may include one or more computer-readable storage media, which may be non-transitory. The memory 40 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In this embodiment, the memory 40 is at least used to store the following computer program 401, wherein, after the computer program is loaded and executed by the processor 41, it can implement the relevant steps of a train over-phase control method disclosed in any of the aforementioned embodiments. In addition, the resources stored in the memory 40 may also include an operating system 402 and data 403, etc., and the storage method may be temporary storage or permanent storage. Among them, the operating system 402 may include Windows, Unix, Linux, etc. Data 403 may include but is not limited to a train over-phase control method, etc.

[0134] In some embodiments, a train transition control device may also include a display screen 42 , an input / output interface 43 , a communication interface 44 , a power supply 45 , and a communication bus 46 .

[0135] Those skilled in the art will understand that Figure 6 The structure shown in the figure does not constitute a limitation of a train over-phase control device, and may include more or fewer components than those shown in the figure.

[0136] A train over-phase control device provided in an embodiment of the present application includes a memory and a processor. When the processor executes a program stored in the memory, it can implement the following method: a train over-phase control method.

[0137] The present embodiment provides a train over-phase control device, which executes a computer program stored in a memory through a processor to realize traction compensation through a power battery system and a traction motor when a rail vehicle enters a phase separation area, and then when the traction of the remaining traction motors is quickly unloaded, the train still retains a certain amount of compensatory traction to slow down the deceleration process of the train, thereby suppressing the compression impulse at the coupler. When the train leaves the phase separation area, the traction change amplitude of the train in the process of restoring traction is reduced due to the retention of the compensatory traction, which is reflected in the train as a smoother acceleration process. Therefore, the tensile impulse generated at the coupler due to the acceleration of the vehicle is also suppressed to a certain extent. The present embodiment maintains the stability of the train operation by compensating the traction when the train enters and exits the phase separation area, suppresses the coupler impulse caused by acceleration and deceleration, and thus ensures the riding comfort of passengers.

[0138] Finally, the present application also provides an embodiment corresponding to a computer-readable storage medium. The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps recorded in the above method embodiment are implemented.

[0139] It is understandable that if the method in the above embodiment is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk and other media that can store program code.

[0140] The computer-readable storage medium provided in this embodiment can realize traction force compensation through the power battery system and the traction motor when the computer program stored therein is executed. Therefore, no matter whether the rail vehicle enters or exits the phase separation area, the acceleration and deceleration process caused by traction force unloading and heavy loading is slowed down, so that the stability of train operation is improved, and further, the effect of suppressing the coupler impulse caused by acceleration and deceleration is achieved, and the riding comfort of drivers, crew members and passengers is further guaranteed.

[0141] The above is a detailed introduction to a rail vehicle and train over-phase control method, device and medium provided by the present application. The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same and similar parts between the embodiments can be referenced to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the scope of protection of the claims of the present application.

[0142] It should also be noted that, in this specification, 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 "comprise", "include" 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, an element defined by the statement "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device including the element.

Claims

1. A rail vehicle, characterized in that: include: A power conversion system, a power battery system, a control center, a plurality of traction motors, a mode conversion switch and a power compensation switch connected to the control center; The power conversion system is connected to the overhead line through a pantograph to obtain electric energy transmitted by the overhead line. The power conversion system includes first inverters whose number is the same as the number of the traction motors, and the first inverters are connected to the traction motors in a one-to-one correspondence to provide electric energy. The power battery system includes a battery pack and at least one second inverter, the battery pack is connected to the traction motor through the second inverter to provide electric energy, and the second inverter and the traction motor connected thereto are in a one-to-one correspondence relationship; The control center is connected to each of the first inverters, the second inverter and each of the traction motors, and is used to control the on and off of the first inverter and the second inverter, and the output of the traction force of the traction motor; The mode conversion switch includes three states: overhead line mode, hybrid mode and power battery mode; Wherein, when the mode conversion switch is in the overhead line mode, the control center controls each of the first inverters to be turned on and the second inverters to be blocked; When the mode conversion switch is in the hybrid mode, the control center controls the second inverter to be turned on, the first inverter connected to the same traction motor as the second inverter to be blocked, and the other first inverters to be turned on; When the mode conversion switch is in the power battery mode, the control center controls each of the first inverters to be locked and the second inverter to be opened; The power compensation switch includes three states: variable torque position, zero position and fixed torque position; Wherein, when the power compensation switch is in the torque variable position, the traction motor connected to the second inverter is controlled by the command sent by the control center to adjust the traction force output; When the power compensation switch is in the zero position state, blocking the second inverter; When the power compensation switch is in the fixed torque position, the traction motor connected to the second inverter is controlled by the command sent by the control center to output a preset traction force.

2. The rail vehicle according to claim 1, characterized in that Also includes a contactor connected to the control center; The power conversion system is connected to the power battery system through the contactor. When the contactor is turned on, the power conversion system is used to charge the power battery system.

3. The rail vehicle according to claim 1, characterized in that: The power compensation switch is a toggle switch.

4. The rail vehicle according to claim 1, characterized in that: It also includes a display module connected to the control center, which is used to display the current compensating traction force and the upper and lower limits of the compensating traction force in real time; wherein the compensating traction force is the traction force output by the traction motor powered by the second inverter.

5. A train over-phase control method, characterized in that: The invention is applied to a rail vehicle comprising: a power conversion system, a power battery system, a control center, a plurality of traction motors, a mode conversion switch connected to the control center, and a power compensation switch; wherein the power conversion system is connected to the overhead line through a pantograph, the power conversion system comprises first inverters having the same number as the traction motors, and the first inverters are connected to the traction motors in a one-to-one correspondence; the power battery system comprises a battery pack and at least one second inverter, the battery pack is connected to the traction motor through the second inverter, and the second inverter and the traction motor connected thereto are in a one-to-one correspondence; the control center is connected to each of the first inverters, the second inverter and each of the traction motors; the mode conversion switch comprises three states: overhead line mode, hybrid mode and power battery mode; wherein when the mode conversion switch is in the overhead line mode, the control center controls each of the first inverters when the mode conversion switch is in the hybrid mode, the control center controls the second inverter to be turned on, the first inverter connected to the same traction motor as the second inverter to be blocked, and the other first inverters to be turned on; when the mode conversion switch is in the power battery mode, the control center controls each first inverter to be blocked, and the second inverter to be turned on; the power compensation switch includes three states: variable torque position, zero position and fixed torque position; wherein, when the power compensation switch is in the variable torque position state, the traction motor connected to the second inverter is controlled by the command sent by the control center to adjust the traction force output; when the power compensation switch is in the zero position state, the second inverter is blocked; when the power compensation switch is in the fixed torque position state, the traction motor connected to the second inverter is controlled by the command sent by the control center to output a preset traction force; Methods include: Before entering the phase separation area, when receiving the traction unloading instruction sent by the controller, the first inverter connected to the same traction motor as the second inverter is controlled to be blocked to unload the traction force; and after the traction unloading is completed, the second inverter is controlled to be turned on to control the traction motor connected to the second inverter to output the compensating traction force; After entering the phase separation area, controlling the first inverter that is not connected to the same traction motor as the second inverter to remain blocked and the second inverter to remain open; After passing through the phase separation area, controlling the traction motor that is not connected to the second inverter to restore traction force; When the traction force returns to normal, the second inverter is controlled to be blocked, the first inverter that was previously closed is turned on, and the correspondingly connected traction motor is controlled to output traction force.

6. The train over-phase control method according to claim 5, characterized in that: The control of the first inverter and the second inverter on the same traction motor is interlocking control.

7. A train over-phase control device, characterized in that: The invention is applied to a rail vehicle comprising: a power conversion system, a power battery system, a control center, a plurality of traction motors, a mode conversion switch connected to the control center, and a power compensation switch; wherein the power conversion system is connected to the overhead line through a pantograph, the power conversion system comprises first inverters having the same number as the traction motors, and the first inverters are connected to the traction motors in a one-to-one correspondence; the power battery system comprises a battery pack and at least one second inverter, the battery pack is connected to the traction motor through the second inverter, and the second inverter and the traction motor connected thereto are in a one-to-one correspondence; the control center is connected to each of the first inverters, the second inverter and each of the traction motors; the mode conversion switch comprises three states: overhead line mode, hybrid mode and power battery mode; wherein when the mode conversion switch is in the overhead line mode, the control center controls each of the first inverters when the mode conversion switch is in the hybrid mode, the control center controls the second inverter to be turned on, the first inverter connected to the same traction motor as the second inverter to be blocked, and the other first inverters to be turned on; when the mode conversion switch is in the power battery mode, the control center controls each first inverter to be blocked, and the second inverter to be turned on; the power compensation switch includes three states: variable torque position, zero position and fixed torque position; wherein, when the power compensation switch is in the variable torque position state, the traction motor connected to the second inverter is controlled by the command sent by the control center to adjust the traction force output; when the power compensation switch is in the zero position state, the second inverter is blocked; when the power compensation switch is in the fixed torque position state, the traction motor connected to the second inverter is controlled by the command sent by the control center to output a preset traction force; The device includes: A first compensation module is used for, before entering the phase separation area, when receiving a traction unloading instruction sent by the controller, controlling the first inverter connected to the same traction motor as the second inverter to be blocked to unload the traction force; and after the traction unloading is completed, controlling the second inverter to be turned on to control the traction motor connected to the second inverter to output a compensation traction force; A second compensation module is used for controlling the first inverter which is not connected to the same traction motor as the second inverter to remain blocked and the second inverter to remain open after entering the phase separation zone; A first recovery module, configured to control the traction motor that is not connected to the second inverter to recover traction force after passing through the phase separation area; The second recovery module is used to control the second inverter to be blocked, open the first inverter that was previously closed, and control the correspondingly connected traction motor to output traction force when the traction force returns to normal.

8. A train over-phase control device, characterized in that: include: Memory for storing computer programs; A processor is used to implement the steps of the train over-phase control method as described in claim 5 or 6 when executing the computer program.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the train over-phase control method as described in claim 5 or 6 are implemented.

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