A method for controlling over-phase supply and traction stability of dual-source EMU

Abstract

The present invention discloses a method for smooth control of series power supply during neutral section passing of a dual-source multiple unit train, which includes: when the dual-source separated multiple unit train passes through the neutral section, obtaining the state of the internal combustion power switch. If it is closed, the diesel engine speed is n1 and the internal combustion power torque is T1; after passing through the neutral section and restoring electric traction, the electric power torque is T; obtaining the state of the internal combustion power switch again. If it is closed, the diesel engine speed is n and the internal combustion power torque is T2; if it is open, the diesel engine speed is n0 and the internal combustion power torque is 0; when the dual-source centralized multiple unit train passes through the neutral section, obtaining the state of the power holding switch. If it is closed, the diesel engine speed is n2 and the internal combustion power torque is T1; after the internal combustion power output is stable, the diesel engine speed is n3; after passing through the neutral section, the diesel engine speed is n0 and the internal combustion power torque is 0; restoring electric traction, and the electric power torque is T. This method enables the train to continuously supply power on the electrified line, ensures that the multiple unit train still has a certain traction force in the neutral section without power, and reduces the longitudinal impulse of the train.

Description

Technical Field

[0001] The present invention relates to the technical field of locomotive control, and more specifically to a method for controlling the over-phase supply and maintenance and traction stability of a dual-source EMU. Background Art

[0002] Dual-source EMUs are a new type of EMU that has been gradually released in recent years, especially internal-electric dual-source EMUs, which have both electric and internal-combustion power sources, thus solving the problem that the original pure electric EMUs cannot provide power to the train due to the power failure of the pantograph during the phase separation process, and cannot maintain power in the powerless area. Internal-combustion and electric dual-source EMUs are divided into split type and centralized type in terms of the distribution of power sources.

[0003] During the phase-splitting process of electric locomotives or electric multiple units, the auxiliary converter system of the locomotive itself is powered by micro-braking of the traction motor and electromagnetic coupling between the main transformer. When the traction converter and auxiliary converter of the electric locomotive or multiple unit adopt the main-auxiliary integrated technology and share the intermediate DC link, this method can achieve continuous power supply to the auxiliary system during phase-splitting by feeding back energy to the intermediate DC link through micro-braking. Due to the limitation of the single power source of the electric locomotive itself, it is impossible to achieve uninterrupted power supply for the train. On the other hand, due to the use of micro-braking to feed back electrical energy, power maintenance cannot be achieved, affecting the passenger experience.

[0004] The electric multiple unit uses its own battery and bidirectional charger to ensure that the train auxiliary system does not lose power during the phase separation, and uses the battery to provide emergency traction in emergency situations. The electric multiple unit charges the battery through a bidirectional charger in the power supply area, thereby achieving energy continuity without power failure in the phase separation auxiliary system. It is also limited by the single power source of the electric locomotive itself, and it is impossible to achieve uninterrupted power supply for the train. At the same time, the emergency traction method is not suitable for frequently used phase separation power maintenance, which affects the passenger experience.

[0005] In view of this, the existing technology should be improved to solve the above-mentioned technical problems existing in the existing technology. Summary of the invention

[0006] The purpose of the present invention is to provide a method for maintaining the power supply and controlling the traction stability of a dual-source EMU during the phase separation process to solve at least one of the above problems existing in the prior art. The method of the present invention improves the continuity of the power supply of the train during the phase separation process; during the phase separation process, the traction capacity is maintained according to the driver's operating intention, so that the hook of the entire train is in a pulled-up state, reducing the longitudinal impact of the train, which is conducive to improving the passenger experience.

[0007] In order to achieve the above technical objectives, the present invention provides a method for controlling the over-phase supply and traction stability of a dual-source EMU, the method comprising the following steps:

[0008] When the dual-source EMU adopts a dual-source split EMU:

[0009] When the dual-source split EMU detects an over-phase command, the closed state of the internal combustion power switch signal is obtained. If closed, the diesel engine speed is set to n1 and the internal combustion power torque is set to T1;

[0010] After the over-phase command ends, electric traction is restored and the electric power torque is set to T;

[0011] The closed state of the internal combustion power switch signal is obtained again. If it is closed, the diesel engine speed is set to n and the internal combustion power torque is set to T2; if it is disconnected, the diesel engine speed is set to the idling speed n0 and the internal combustion power torque is set to 0;

[0012] In the case of dual-source EMUs using dual-source centralized EMUs:

[0013] When the dual-source centralized EMU detects an over-phase command, the closed state of the power holding switch signal is obtained. If closed, the diesel engine speed is set to n2 and the internal combustion power torque is set to T1;

[0014] Obtain the stable state of the main generator output power. After the internal combustion power output is stable, set the diesel engine speed to n3;

[0015] After the over-phase instruction ends, the diesel engine speed is set to the idling speed n0, and the internal combustion power torque is set to 0;

[0016] Resume electric traction and set the electric power torque to T.

[0017] According to one embodiment of the present invention, the size of T1 is determined by the train set weight and road conditions.

[0018] According to one embodiment of the present invention, the value of n1 is determined by T1, the speed of the EMU and the power supply of the train.

[0019] According to one embodiment of the present invention, the size of n2 is determined by T1, the speed of the EMU, the train power supply and the train power supply sudden drop condition.

[0020] According to one embodiment of the present invention, the value of n3 is determined by T1, the EMU speed, the train power supply, the train power supply sudden unloading condition and the voltage of the intermediate DC link of the power rectifier output.

[0021] According to one embodiment of the present invention, n2>n1, n2>n3.

[0022] According to one embodiment of the present invention, before the train power supply is converted, the dual-source centralized EMU controls the voltage of the internal combustion rectifier output to be lower than the voltage of the electric rectifier output.

[0023] According to one embodiment of the present invention, after the dual-source centralized EMU completes the phase separation, the power rectification output in the first traction converter is controlled, and then the power rectification output in the second traction converter is controlled.

[0024] According to one embodiment of the present invention, when the electric power in the first traction converter and the second traction converter is rectified and output, the voltage is higher than the internal combustion rectified output voltage.

[0025] According to one embodiment of the present invention, T is determined by the controller handle and the current actual speed.

[0026] The method for controlling the over-phase supply and traction stability of a dual-source EMU provided by the present invention has at least one of the following beneficial effects:

[0027] (1) Improved the continuity of power supply during the phase separation process of the train;

[0028] (2) During the phase transition process, the traction capacity is maintained according to the driver's operating intention, so that the entire train hook is in a pulled-up state, reducing the longitudinal impact of the train, which is conducive to improving the passenger experience;

[0029] (3) The internal combustion diesel engine outputs appropriate power and is in a hot state, thus avoiding the risk of freezing of its supporting oil-water system due to low temperature in winter;

[0030] (4) It realizes the switching of electric, internal combustion and hybrid traction of dual-source split EMUs on electrified lines including over-phase;

[0031] (5) It realizes the electrical seamless switching of dual-source centralized EMU train power supply when the phase is over-split, reducing the reliability risk caused by repeated power on and off of the carriage train power supply load;

[0032] (6) The dual-source centralized EMU realizes time-sharing switching of power supply for the two trains when the phases are split, reducing the risk of sudden injection or unloading on the reliability of the diesel engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solution of the embodiment of the present invention, the drawings required for use in the embodiment will be briefly introduced below. Obviously, the drawings described below are only some implementation cases of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0034] In the attached picture:

[0035] Figure 1 A flow chart of a method for controlling excessive phase-series supply and traction stability of a dual-source EMU according to the present invention is exemplarily shown;

[0036] Figure 2 Shown in detail Figure 1 Flow chart of the method for controlling the over-phase supply and traction stability of the dual-source split EMU;

[0037] Figure 3 Shown in detail Figure 1 Flow chart of the method for controlling the over-phase supply and traction stability of a dual-source centralized EMU;

[0038] Figure 4 A schematic diagram showing the working principle of a dual-source split EMU is exemplarily shown;

[0039] Figure 5 A schematic diagram showing the working principle of a dual-source centralized EMU is exemplarily shown;

[0040] Figure 6 A schematic diagram showing, by way of example, the determining factors of the diesel engine speed setpoint n1;

[0041] Figure 7 Schematic diagram showing the factors determining the internal combustion power torque setpoint T1 by way of example

[0042] Figure 8 A schematic diagram showing, by way of example, the determinants of the diesel engine speed setpoint n2;

[0043] Fig. 9 The following is a schematic diagram showing the factors determining the diesel engine speed setpoint n3 by way of example. DETAILED DESCRIPTION

[0044] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the embodiments of the present invention are further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0045] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0046] Dual-source EMUs are a new type of EMU whose demand has been gradually released in recent years, especially internal-electric dual-source EMUs, which have both electric and internal-combustion power sources. This can solve the problem that the original pure electric EMUs cannot provide power to the train due to pantograph power outage during the phase-splitting process, and cannot maintain power in areas without electricity.

[0047] The electric multiple unit involved in the prior art realizes uninterrupted power supply of the train auxiliary system during interphase operation by means of its own battery and bidirectional charger, and uses the battery to provide emergency traction in emergency situations. The electric multiple unit charges the battery through a bidirectional charger in the power supply area, thereby realizing the energy continuity of the interphase auxiliary system. Also limited by the single power source of the electric locomotive itself, it is impossible to achieve uninterrupted power supply for the train. At the same time, the emergency traction method is not suitable for frequently used interphase power maintenance, which affects the passenger experience.

[0048] The method for controlling the over-phase supply and traction stability of a dual-source EMU provided by the present invention can solve these problems existing in the prior art. The method of the present invention gives full play to the characteristics of the two power sources of electricity and internal combustion in the dual-source EMU, and completes the continuous power supply of the two power sources of electricity and internal combustion to the traction system and the train power supply system in the over-phase section commonly present in electrified railways, so that the train power supply maintains full continuity on the electrified line, ensuring that the EMU still has a certain traction capacity in the phase-splitting and power-free area, and slowing down the longitudinal impulse of the train caused by the physical acceleration of each car and the difference in road conditions due to the loss of train power.

[0049] Figure 1 The flowchart of the method for controlling excessive phase supply and traction stability of a dual-source EMU according to the present invention is exemplarily shown.

[0050] Diesel and electric dual-source EMUs are divided into distributed and centralized types based on the distribution of power sources.

[0051] Dual-source split EMU refers to two power sources installed in different power cars. Figure 4 As shown in the figure, independent converters are used to complete the functions of traction, auxiliary power supply, and train power supply. Its traction power can work separately or in combination, and the two power sources are equipped with their own auxiliary converter systems. The train power supply is also matched with the power source as two independent systems, but generally the train power supply cannot be carried out at the same time. This EMU configuration method is suitable for the through-operation of electrified and non-electrified lines, that is, each plays the role of electricity and internal combustion.

[0052] When the dual-source split EMU is operating normally in the electrified line with power supply, the diesel engine is kept in operation. At this time, both the diesel and electric vehicles can provide traction power, and the main generator of the diesel vehicle is used to output two train power supplies through the diesel traction converter and the train supply converter. At this time, the train supply converter of the electric vehicle does not work. In this way, the train power supply of the EMU is no longer affected by the power failure of the phase-by-phase bow network, and the use of diesel-powered train power supply can ensure the continuity of the train power supply throughout the journey. The train supply converter of the electric vehicle serves as a redundant backup for the diesel train supply converter.

[0053] The dual-source split EMU has two independent traction systems. The traction power on the electrified line can be electric traction alone or mixed with internal combustion traction. However, due to the large power of electricity, internal combustion traction alone will not be used on the electrified line under normal circumstances. When the electric traction is over-phased, it is easy to generate impulses due to the addition and subtraction of power and the different accelerations on both sides of the couplers inside the EMU. In order to eliminate this impulse, the train needs to still have a certain amount of power when over-phased to keep each coupler in a stretched state.

[0054] like Figure 1 and 2 As shown, when the dual-source split EMU train detects an over-phase command, it first obtains the closed state of the internal combustion power switch signal on the control panel. The switch represents the operator's willingness to allow the internal combustion to output traction power. When the switch is closed, the on-board controller sends the diesel engine speed set value n1 to the diesel engine controller and sends the torque set value T1 to the internal combustion traction converter. The size of the torque set value T1 can be set according to the EMU marshaling weight and road conditions. The size of the torque and the train speed determine the power of the diesel engine, and the diesel engine speed set value n1 needs to meet the power requirements of power maintenance and train power supply at this time.

[0055] When the over-phase end command is received, electric traction is restored, and the electric power torque set value is set to T according to the controller handle and the current actual speed. The closing state of the internal combustion power switch signal is obtained again. If the switch is closed, the diesel engine speed set value is set to n according to the operator's controller handle, and the internal combustion power torque is set to T2 according to the operator's controller handle and the current actual speed; if the internal combustion power switch is not closed, the diesel engine speed is set to the idling speed n0, and the internal combustion power torque set value is set to 0.

[0056] Dual-source centralized EMU refers to a train with two power sources installed on the same power car. Figure 5As shown, independent rectifier modules are used to form a common traction converter, and the auxiliary converter and the column supply converter share the intermediate DC link with the traction converter. This EMU configuration is suitable for operation on electrified lines, with the electric function as the main function and the internal combustion function as backup and auxiliary, which improves the safety of EMU operation and emergency rescue capabilities.

[0057] When the dual-source centralized EMU is operating normally in the electrified line with power supply, the diesel engine is kept in operation. At this time, the electric power alone provides traction power, and the main power transformer receives current through the traction converter to supply power to the intermediate DC link. The train supply converter takes power from the intermediate DC link and outputs power supply for two trains. At this time, the traction power and train power supply of the whole vehicle are both from electric power.

[0058] When electric traction is over-phased, it is easy to generate impulses due to the addition and subtraction of power and the different accelerations on both sides of the couplers inside the EMU. In order to eliminate this impulse, the train still needs to have a certain amount of power when over-phased to keep the couplers in a stretched state. At the same time, because the train power supply comes from electric power, the power supply will be interrupted when over-phased. In order to keep the train power supply uninterrupted, the train power supply needs to be converted into internal combustion power.

[0059] like Figure 1 and 3 As shown, when the dual-source centralized EMU train detects an over-phase command, it first obtains the closed state of the power holding switch signal on the control panel. The switch represents whether the operator allows the traction power to be maintained when the electric power is lost during over-phase. When the switch is closed, the on-board controller sends the diesel engine speed set value n2 to the diesel engine controller, because there is a subsequent instantaneous conversion of the train power supply from electricity to internal combustion, which is a partial load sudden drop condition for the diesel engine. Therefore, the diesel engine speed set value n2 is generally higher than n1, in order to leave a certain speed margin to cope with the sudden drop condition.

[0060] The train power supply is divided into two routes. In order to reduce the load impact caused by each sudden drop, a time-sharing switching strategy can be adopted. Before the train power supply is switched, the voltage output by the internal combustion rectifier is controlled to be lower than the voltage output by the electric power rectifier, so that the intermediate voltage of the traction converter comes from the electric power. The train power supply is first provided by the electric power. First, the electric power rectifier in the first traction converter is controlled to stop output, so that the internal combustion rectifier supplies the intermediate DC link voltage of the route and takes over the power supply of the A route train. Then the electric power rectifier in the second traction converter is controlled to stop output, so that the internal combustion rectifier supplies the intermediate DC link voltage of the route and takes over the power supply of the B route train. Then send the torque set value T1 to the traction converter. At this time, because the electric power rectifier has stopped outputting, the traction power of the EMU comes from the internal combustion.

[0061] When both the train supply and traction have completed the conversion from electric power to internal combustion power, the main generator output power is obtained to a stable state. After the internal combustion power output is stable, the diesel engine speed is set to n3 to prepare for the end of the transition phase.

[0062] Several factors need to be considered when setting n3, because at this time the power output of the main engine has stabilized, which means that the diesel engine output has stabilized. Subsequently, it will face the conversion from internal combustion power to electric power, which is equivalent to a sudden power unloading. At this time, the speed n3 should be as small as possible while meeting the current power demand, leaving a margin for power unloading. Therefore, the diesel engine speed setting n3 is generally smaller than n2.

[0063] The diesel engine speed setting n3 also needs to take into account that when the internal combustion power is converted into electric power, the voltage of the intermediate DC link of the traction inverter must be converted back to the power rectifier output. It is necessary to ensure that the intermediate DC link voltage of the power rectifier output when the contact network pressure is low is higher than the intermediate voltage of the internal combustion rectifier output to prevent the conversion failure due to insufficient power rectifier output voltage, and also to prevent the current impact on the capacitor in the inverter due to the excessive voltage difference between the power rectifier and the internal combustion rectifier output when the contact network pressure is high due to the diesel engine speed being too low.

[0064] After the phase transition is completed, the time-sharing switching strategy is still adopted. First, the power rectifier output in the first traction converter is controlled to be higher than the internal combustion rectifier output voltage, that is, the intermediate DC link voltage of the line is supplied by electricity, and the power supply of line A train is taken over. Then the power rectifier output in the second traction converter is controlled to be higher than the internal combustion rectifier output voltage, that is, the intermediate DC link voltage of the line is supplied by electricity, and the power supply of line B train is taken over. Then the diesel engine speed is set to the idling speed n0, the internal combustion power torque set value is set to 0, and electric traction is restored. The electric power torque set value is set to T according to the controller handle and the current actual speed.

[0065] Example 1

[0066] The dual-source split EMU keeps the diesel engine in operation. At this time, both the internal combustion and electric vehicles can provide traction power. The main generator of the internal combustion vehicle is used to output power for two trains through the internal combustion traction inverter and the train supply inverter, so that the train supply inverter of the electric vehicle is not working.

[0067] When the train detects an over-phase signal, it first obtains the closed state of the internal combustion power switch signal on the control panel. When the switch is closed, the on-board controller sends the diesel engine speed set value n1 to the diesel engine controller. The control factors of n1 are shown in Figure 6 , specifically the internal combustion power torque set value T1, the current EMU speed and the train power supply, which determine the diesel engine speed set value n1. The torque set value T1 is sent to the internal combustion traction converter. The size of the torque set value T1 can be set according to the EMU marshaling weight and road conditions, see Figure 7 .

[0068] When the over-phase end command is received, electric traction is restored, and the electric power torque set value is set to T according to the operator's controller handle and the current actual speed. The internal combustion power switch signal is detected again. If the switch is closed, the diesel engine speed set value is set to n according to the operator's controller handle, and the internal combustion power torque is set to T2 according to the driver's controller handle and the current actual speed. If the internal combustion power switch is not closed, the diesel engine speed is set to the idling speed n0, and the internal combustion power torque set value is set to 0.

[0069] Example 2

[0070] The dual-source centralized EMU keeps the diesel engine in operation. At this time, the electric power alone provides traction power, and the main power transformer receives current through the traction converter to supply power to the intermediate DC link. The train supply converter takes power from the intermediate DC link and outputs power for two trains.

[0071] When the train detects an over-phase command, it first obtains the closed state of the power hold switch signal on the control panel. When the switch is closed, the onboard controller sends the diesel engine speed set value n2 to the diesel engine controller. The control factors of the diesel engine speed set value n2 are shown in Figure 8 , which is higher than n1 to cope with the sudden drop condition caused by subsequent conversion. In order to reduce the load impact caused by each sudden drop, a time-sharing switching strategy is adopted.

[0072] Before the train power supply is switched, the voltage output by the internal combustion rectifier is controlled to be lower than the voltage output by the electric rectifier, so that the intermediate voltage of the traction inverter comes from electric power. The train power supply is first provided by electric power. First, the electric rectifier in the first traction inverter is controlled to stop output, so that the internal combustion rectifier supplies the intermediate DC link voltage of the line and takes over the power supply of train A. Then the electric rectifier in the second traction inverter is controlled to stop output, so that the internal combustion rectifier supplies the intermediate DC link voltage of the line and takes over the power supply of train B. Then the torque set value T1 is sent to the traction inverter. At this time, because the electric rectifier has stopped output, the traction power of the EMU comes from the internal combustion. When the train supply and traction have completed the conversion from electric power to internal combustion power, check whether the output power of the internal combustion main generator is stable. If it is stable, set the diesel engine speed to n3. The control factor of n3 is shown in Fig. 9 Because it is necessary to consider the sudden unloading condition of the diesel engine when converting from internal combustion power to electric power, in order to leave a margin for sudden power unloading, the diesel engine speed setting n3 is generally smaller than n2.

[0073] The diesel engine speed setting value n3 also needs to take into account that when the internal combustion power is converted into electric power, the voltage of the intermediate DC link of the traction inverter must be converted back to the power rectifier output. It is necessary to ensure that the intermediate DC link voltage of the power rectifier output when the contact network pressure is low is higher than the intermediate voltage of the internal combustion rectifier output to prevent the conversion failure due to insufficient power rectifier output voltage, and also to prevent the current impact on the capacitor in the inverter due to the excessive voltage difference between the power rectifier and the internal combustion rectifier output when the contact network pressure is high due to the diesel engine speed being too low.

[0074] After the phase transition is completed, the time-sharing switching strategy is adopted. First, the power rectifier output in the first traction converter is controlled to be higher than the internal combustion rectifier output voltage, that is, the intermediate DC link voltage of the line is supplied by electricity, and the power supply of line A train is taken over. Then the power rectifier output in the second traction converter is controlled to be higher than the internal combustion rectifier output voltage, that is, the intermediate DC link voltage of the line is supplied by electricity, and the power supply of line B train is taken over. Then the diesel engine speed is set to the idling speed n0, the internal combustion power torque set value is set to 0, and electric traction is restored. The electric power torque set value is set to T according to the operator's controller handle and the current actual speed.

[0075] The preferred embodiments of the present invention are described in detail above. However, the present invention is not limited to the specific details in the above embodiments. Within the technical concept of the present invention, a variety of simple modifications can be made to the technical solution of the present invention, and these simple modifications all belong to the protection scope of the present invention.

[0076] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present invention will not further describe various possible combinations.

[0077] In addition, various embodiments of the present invention may be arbitrarily combined, and as long as they do not violate the concept of the present invention, they should also be regarded as the contents disclosed by the present invention.

Claims

1. A method for controlling over-phase supply and traction stability of a dual-source EMU, characterized in that: include: When the dual-source EMU adopts a dual-source split EMU: When the dual-source split EMU detects an over-phase command, the closed state of the internal combustion power switch signal is obtained. If closed, the diesel engine speed is set to n1 and the internal combustion power torque is set to T1; After the over-phase command ends, electric traction is restored and the electric power torque is set to T; The closed state of the internal combustion power switch signal is obtained again. If it is closed, the diesel engine speed is set to n and the internal combustion power torque is set to T2; If disconnected, the diesel engine speed is set to the idling speed n0, and the internal combustion power torque is set to 0; In the case of dual-source EMUs using dual-source centralized EMUs: When the dual-source centralized EMU detects an over-phase command, the closed state of the power holding switch signal is obtained. If closed, the diesel engine speed is set to n2 and the internal combustion power torque is set to T1; Obtain the stable state of the main generator output power. After the internal combustion power output is stable, set the diesel engine speed to n3; After the over-phase instruction ends, the diesel engine speed is set to the idling speed n0, and the internal combustion power torque is set to 0; Resume electric traction and set the electric power torque to T.

2. The control method according to claim 1, characterized in that: The size of T1 is determined by the train set weight and road conditions.

3. The control method according to claim 2, characterized in that: The size of n1 is determined by T1, the speed of the EMU and the power supply of the train.

4. The control method according to claim 3, characterized in that: The value of n2 is determined by T1, the speed of the EMU, the train power supply and the train power supply sudden drop condition.

5. The control method according to claim 4, characterized in that: The value of n3 is determined by T1, the speed of the EMU, the train power supply, the train power supply sudden unloading condition and the voltage of the intermediate DC link of the power rectifier output.

6. The control method according to claim 5, characterized in that: n2>n1, n2>n3.

7. The control method according to claim 1, characterized in that: Before the train power supply is converted, the voltage of the internal combustion rectifier output of the dual-source centralized EMU is controlled to be lower than the voltage of the electric rectifier output.

8. The control method according to claim 1, characterized in that: After the dual-source centralized EMU has completed the phase separation, the power rectification output in the first traction converter is controlled, and then the power rectification output in the second traction converter is controlled.

9. The control method according to claim 8, characterized in that: When the electric power in the first traction converter and the second traction converter is rectified and output, the voltage is higher than the internal combustion rectified output voltage.

10. The control method according to claim 1, characterized in that: The T is determined by the controller handle and the current actual speed.

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