A temperature control method and device for pantograph, a train and a computer readable storage medium
By using non-contact temperature detection and automatic adjustment of the contact force between the carbon sliding plate and the overhead contact line or the train speed, the problem of pantograph-catenary damage caused by excessive carbon sliding plate temperature was solved, and automatic cooling of the carbon sliding plate and normal train operation were achieved.
Patent Information
- Application Number
- CN202310274029.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2023-03-21
- Publication Date
- 2026-03-03
- Estimated Expiration
- 2043-03-21
AI Technical Summary
Existing technologies cannot effectively and promptly address the problem of excessively high carbon slide plate temperatures, which leads to damage to the pantograph and catenary, and require manual operation.
The temperature of the carbon sliding plate is obtained by a non-contact temperature detection device to determine whether it exceeds the preset temperature threshold. If it does, the contact force between the carbon sliding plate and the catenary or the train speed is automatically reduced to reduce frictional heat generation and avoid damage to the pantograph and catenary.
It achieves automatic and timely reduction of carbon skid plate temperature, avoiding damage to the pantograph and catenary, and ensuring normal train operation without manual intervention.
Smart Images
Figure CN116578139B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of temperature control, and in particular to a method, apparatus, train, and computer-readable storage medium for temperature control of a pantograph-catenary system. Background Technology
[0002] A pantograph-catenary system is a train power supply system consisting of a pantograph and a contact wire. The train's pantograph is connected to the contact wire via a carbon sliding plate, allowing the train to obtain power from the contact wire. When the train travels at high speed, in addition to the heat generated by the current flowing through the carbon sliding plate and the surrounding environment, significant heat is also generated by the friction between the pantograph's carbon sliding plate and the contact wire. If the heat at the carbon sliding plate becomes too high, it can damage the pantograph-catenary system, thus affecting the normal operation of the train. Current technology typically avoids pantograph-catenary damage by detecting the temperature at the carbon sliding plate and reporting it to the train's safety monitoring system when the temperature is too high, allowing staff to intervene. This method not only fails to address the issue of excessively high carbon sliding plate temperatures in a timely manner but also requires manual intervention. Summary of the Invention
[0003] The purpose of this invention is to provide a method, apparatus, train, and computer-readable storage medium for controlling the temperature of the pantograph-catenary system, which can automatically and promptly reduce the temperature of the carbon slide plate when it is too high, thereby preventing damage to the pantograph-catenary system. Furthermore, no manual operation is required.
[0004] To solve the above-mentioned technical problems, the present invention provides a method for temperature control of a pantograph-catenary system, comprising:
[0005] Obtain the current temperature of the carbon sliding plate of the train's pantograph;
[0006] Determine whether the current temperature is greater than the first preset temperature;
[0007] If the current temperature is greater than the first preset temperature, the contact force between the carbon sliding plate and the contact wire is reduced.
[0008] Preferably, after reducing the contact force between the carbon sliding plate and the contact wire, the method further includes:
[0009] Obtain the new current temperature of the carbon skateboard;
[0010] Determine whether the current temperature is greater than the second preset temperature, wherein the second preset temperature is greater than the first preset temperature;
[0011] If the current temperature is greater than the second preset temperature, then the current speed of the train is reduced.
[0012] Preferably, before reducing the contact force between the carbon sliding plate and the contact wire, the method further includes:
[0013] Determine whether the current contact force between the carbon sliding plate and the contact wire is greater than the preset minimum contact force;
[0014] If so, proceed to the step of reducing the contact force between the carbon sliding plate and the contact wire;
[0015] If not, a prompt message is generated and sent to the prompt module so that the prompt module can issue a prompt.
[0016] Preferably, reducing the contact force between the carbon sliding plate and the contact wire includes:
[0017] Determine the difference between the current contact force and the preset minimum contact force;
[0018] Determine whether the difference is not greater than a preset contact force;
[0019] If so, the preset minimum contact force is taken as the new current contact force;
[0020] If not, the new current contact force will be the contact force obtained by reducing the preset contact force based on the current contact force.
[0021] Preferably, when the train includes multiple pantographs, after reducing the contact force between the carbon sliding plate and the overhead contact line, the following steps are also included:
[0022] Increase the contact force between the carbon sliding plates of all other pantographs in the train and the overhead contact line.
[0023] Preferably, before reducing the contact force between the carbon sliding plate and the contact wire, the method further includes:
[0024] Obtain the train's current travel information, which includes one or more of the following: current travel speed, current load power, and arc rate;
[0025] Reduce the contact force between the carbon sliding plate and the overhead contact line. This includes:
[0026] Based on the current driving information, a decision is made to reduce the contact force between the carbon sliding plate and the overhead contact line.
[0027] Preferably, after reducing the contact force between the carbon sliding plate and the contact wire, the method further includes:
[0028] When the current temperature is detected to be lower than the first preset temperature, the contact force between the carbon slide plate and the contact wire is increased.
[0029] This application also provides a temperature control device for the pantograph-catenary system, comprising:
[0030] Memory, used to store computer programs;
[0031] A processor is used to execute the computer program to implement the steps of the above-described temperature control method for the pantograph-catenary system.
[0032] This application also provides a train, including a train body and a temperature control device for the pantograph and catenary as described above;
[0033] The temperature control device of the pantograph-catenary system is connected to the train body.
[0034] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the above-described temperature control method for the pantograph-catenary system.
[0035] This invention provides a method, device, train, and computer-readable storage medium for temperature control of a pantograph-catenary system, relating to the field of temperature control. First, the current temperature of the carbon contact plate of the train's pantograph is acquired. It is then determined whether the current temperature exceeds a first preset temperature. If the current temperature exceeds the first preset temperature, the contact force between the carbon contact plate and the contact wire is reduced. When the pantograph-catenary temperature is too high, reducing the contact force between the carbon contact plate and the contact wire reduces the heat generated by friction between them. This automatically and promptly reduces the temperature of the carbon contact plate when it becomes too high, thus preventing damage to the pantograph-catenary system. Furthermore, no manual operation is required. Attached Figure Description
[0036] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the prior art and embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0037] Figure 1 A flowchart illustrating a method for temperature control of the bow and catenary provided in this application;
[0038] Figure 2 A schematic diagram of a temperature control device for a bow and fire protection system provided in this application. Detailed Implementation
[0039] The core of this invention is to provide a method, device, train, and computer-readable storage medium for temperature control of the pantograph-catenary system, which can automatically and promptly reduce the temperature of the carbon slide plate when it is too high, thereby preventing damage to the pantograph-catenary system. Furthermore, no manual operation is required.
[0040] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0041] Please refer to Figure 1 , Figure 1 A flowchart of a temperature control method for a pantograph-catenary system provided in this application includes:
[0042] S1: Obtain the current temperature of the carbon sliding plate of the train's pantograph;
[0043] When a train obtains electrical energy, it typically does so by contacting the overhead contact line via a carbon sliding plate on its roof. However, because the electrical energy obtained by the train is usually substantial, the current flowing from the contact line through the carbon sliding plate generates heat. Sunlight exposure also contributes to the heat generated by the carbon sliding plate. Furthermore, friction between the carbon sliding plate and the contact line during high-speed travel generates significant heat. If the carbon sliding plate temperature becomes too high, it can damage both the plate and the pantograph. Therefore, it is crucial to cool the carbon sliding plate promptly when it becomes too hot. Firstly, the temperature of the carbon sliding plate needs to be monitored. Since the current flowing through the carbon sliding plate is typically large, methods using resistors or capacitors to detect the temperature are inaccurate and can easily be damaged by the high current. Therefore, non-contact devices are required to measure the temperature of the carbon sliding plate. For example, an infrared camera or temperature sensor can be placed near the carbon sliding plate to detect its temperature. The processor then obtains the temperature reading from these devices as the current temperature of the carbon sliding plate.
[0044] S2: Determine if the current temperature is greater than the first preset temperature;
[0045] S3: If the current temperature is higher than the first preset temperature, reduce the contact force between the carbon sliding plate and the contact wire.
[0046] When conducting temperature detection, the temperature threshold of the carbon sliding plate can be pre-determined based on the temperature tolerance range of the carbon sliding plate material and the temperature test results. This threshold is then used as the first preset temperature. If the current temperature of the carbon sliding plate exceeds this threshold (first preset temperature), it indicates that the carbon sliding plate is overheating and needs to be cooled down. When cooling the carbon sliding plate, considering that most of its heat comes from the friction between the carbon sliding plate and the contact wire, the contact force between them can be reduced, allowing for a longer heat dissipation time and thus achieving the purpose of cooling. Contact force refers to the pressure exerted by the carbon sliding plate on the contact wire in a certain direction to ensure the smooth flow of load current. This is equivalent to pressing the contact wire vertically downwards or upwards. It is evident that the greater the contact pressure, the greater the deformation of the contact wire, the larger the contact area between the carbon sliding plate and the contact wire, and the more heat is generated by friction. Therefore, reducing the contact force reduces the heat generated by friction, thereby cooling the carbon sliding plate. When reducing the contact force, considering that the train obtains electrical energy from the overhead contact line through the carbon sliding plate, the actual reduction in contact force needs to be within a preset range. The contact force cannot be reduced too much or the carbon sliding plate cannot be completely separated from the overhead contact line, because this would cause the train to lose this part of the electrical energy, thus affecting the normal operation of the train.
[0047] In summary, the system first obtains the current temperature of the carbon contact plate of the train's pantograph and determines whether it exceeds a first preset temperature. If the current temperature exceeds the first preset temperature, the contact force between the carbon contact plate and the overhead contact line is reduced. By reducing the contact force between the carbon contact plate and the overhead contact line when the pantograph-cabtening temperature is too high, the heat generated by friction between the two is reduced. This automatically and promptly lowers the temperature of the carbon contact plate when it becomes too high, thus preventing damage to the pantograph-cabtening system. Furthermore, no manual operation is required.
[0048] Based on the above embodiments:
[0049] As a preferred embodiment, after reducing the contact force between the carbon sliding plate and the overhead contact line, the method further includes:
[0050] Obtain the new current temperature of the carbon skateboard;
[0051] Determine if the current temperature is greater than the second preset temperature; if the second preset temperature is greater than the first preset temperature.
[0052] If the current temperature is higher than the second preset temperature, the train's current speed will be reduced.
[0053] To better protect the pantograph, this application allows for the setting of a higher second preset temperature as a higher temperature threshold, based on a first preset temperature. This second preset temperature serves as the minimum temperature threshold at which the carbon sliding plate or pantograph will suffer serious malfunction or damage due to temperature. In other words, the first preset temperature is used as the temperature threshold at which the carbon sliding plate overheats but is still temporarily tolerable, while the second preset temperature is used as the temperature threshold at which the carbon sliding plate overheats and will be damaged. When the current temperature of the carbon sliding plate exceeds the first preset temperature, the contact force between the carbon sliding plate and the contact wire is reduced to cool the carbon sliding plate. However, the contact force cannot be reduced indefinitely. If the contact force is reduced to its minimum, the heat dissipation capacity of the carbon sliding plate is still lower than the frictional heating capacity between the carbon sliding plate and the contact wire, and the temperature of the carbon sliding plate will continue to rise gradually. Therefore, when the current temperature of the carbon sliding plate is detected to be higher than the second preset temperature, the frictional force between the carbon sliding plate and the contact wire can be reduced by decreasing the train speed. For example, the train speed can be reduced accordingly based on the temperature rise per unit time; the higher the temperature rise, the greater the reduction in train speed, thereby reducing the frictional heating capacity between the carbon sliding plate and the contact wire and allowing the carbon sliding plate to cool down. Therefore, by reducing the train speed, the pantograph can be better protected.
[0054] As a preferred embodiment, before reducing the contact force between the carbon sliding plate and the overhead contact line, the method further includes:
[0055] Determine whether the current contact force between the carbon sliding plate and the overhead contact line is greater than the preset minimum contact force;
[0056] If so, proceed to the step of reducing the contact force between the carbon sliding plate and the contact wire;
[0057] If not, a prompt message is generated and sent to the prompt module so that the prompt module can issue a prompt.
[0058] To ensure the train receives power normally, this application considers that the train obtains all its electrical energy from the overhead contact line via the pantograph. If the carbon sliding plate separates from the contact line, the train cannot obtain power from it. Therefore, while considering how to cool the carbon sliding plate, it is also necessary to consider that the train needs to obtain power from the contact line through the carbon sliding plate. Since the contact force is set to ensure the smooth flow of load current, a preset minimum contact force can be set based on the minimum acceptable load charge flow when the train obtains power. In practical application, when the current temperature of the carbon sliding plate is higher than the first preset temperature, if the current contact force between the carbon sliding plate and the contact line is equal to or less than the preset minimum contact force, the contact force cannot be further reduced. Instead, a prompt message is generated and sent to the prompt module. The prompt module informs the staff of the current temperature and contact force situation so that the staff can take further cooling measures based on the actual temperature and contact force. Only when the current contact force is greater than the preset minimum contact force can the carbon sliding plate be automatically cooled by reducing the contact force. Based on this, the train's normal power supply can be guaranteed.
[0059] As a preferred embodiment, reducing the contact force between the carbon sliding plate and the overhead contact line includes:
[0060] Determine the difference between the current contact force and the preset minimum contact force;
[0061] Determine if the difference is not greater than the preset contact force;
[0062] If so, the preset minimum contact force will be used as the new current contact force;
[0063] If not, the new current contact force will be the contact force obtained by reducing the preset contact force from the current contact force.
[0064] To better ensure normal power supply to the train, this application considers that the preset minimum contact force is set based on the minimum acceptable load charge flow when the train receives electrical energy. It is evident that if the current contact force is lower than the preset minimum contact force, it may lead to poor contact or unstable current. Therefore, each time the contact force is reduced, a fixed preset contact force can be reduced from the current contact force. In practical application, before reducing the contact force, it is necessary to first determine the difference between the current contact force and the preset minimum contact force. If the difference is greater than the preset contact force, it means that after reducing the preset contact force, the new current contact force is still greater than the preset minimum contact force, and the load charge flow is still within an acceptable range. Therefore, the preset contact force can be directly reduced from the current contact force. If the difference is less than the preset contact force, it means that the current contact force and the preset minimum contact force are not far apart. If the preset contact force is directly reduced from the current contact force, it will result in a new current contact force lower than the preset minimum contact force. In this case, the current contact force can be reduced to the same level as the preset minimum contact force to ensure that the load charge flow is within an acceptable range. Based on this, normal power supply to the train can be better guaranteed.
[0065] As a preferred embodiment, when the train includes multiple pantographs, after reducing the contact force between the carbon sliding plate and the overhead contact line, the following is also included:
[0066] Increase the contact force between the carbon sliding plates of all other pantographs on the train and the overhead contact line.
[0067] To ensure the train receives power normally, this application considers that some trains require more electrical energy, and multiple pantographs are installed on the top of the train to obtain electrical energy. When one of the pantographs overheats due to abnormal reasons, the contact force between the carbon sliding plate of the pantograph and the overhead contact line will decrease, resulting in less electrical energy obtained by the train from that pantograph per unit time. In order to ensure that the total amount of electrical energy obtained by the train as a whole remains unchanged, after reducing the contact force of one pantograph, the contact force of all other pantographs can be increased to improve the electrical energy obtained by the train from the other pantographs. Specifically, among all the other pantographs, the contact force can be increased based on the current temperature of each pantograph's carbon contactor. The lower the current temperature of the carbon contactor, the higher the contact force increase; conversely, the higher the current temperature, even approaching a first preset temperature, the lower or no increase in contact force. The total electrical energy gained by these other carbon contactors through increased contact force equals the electrical energy lost by the reduced contact force of an overheated carbon contactor. This means that by reducing the contact force of one carbon contactor, a small increase in the contact force of the others is sufficient to ensure that the total electrical energy received by the train remains constant, while also preventing excessive increases in the current temperature of the other carbon contactors. Based on this, normal power supply to the train can be guaranteed.
[0068] As a preferred embodiment, before reducing the contact force between the carbon sliding plate and the overhead contact line, the method further includes:
[0069] Obtain the train's current travel information, which includes one or more of the following: current travel speed, current load power, and arc rate.
[0070] Reduce the contact force between the carbon sliding plate and the overhead contact line. This includes:
[0071] Based on current driving information, determine to reduce the contact force between the carbon sliding plate and the overhead contact line.
[0072] To more effectively reduce the temperature of the carbon contact plate, this application allows for adjusting the contact force between the carbon contact plate and the overhead contact line based on the actual conditions of the train. Specifically, one of the main sources of heat from the carbon contact plate is frictional heat generated between the carbon contact plate and the overhead contact line during train operation. Therefore, the faster the train's current speed, the greater the heat generated by friction per unit time, thus requiring a greater reduction in the current contact force. A higher current load power of the train indicates that the train needs to obtain more electrical energy from the overhead contact line using the pantograph, meaning a greater current flows through the carbon contact plate per unit time, resulting in a higher temperature at the carbon contact plate. Therefore, a greater current load power requires a greater reduction in the current contact force. The arcing rate refers to the frequency of arcing caused by poor contact or separation between the carbon contact plate and the overhead contact line. Because arcing generates very high instantaneous heat, which may directly damage the carbon contact plate or the overhead contact line, a higher arcing rate requires a greater reduction in the current contact force.
[0073] As a preferred embodiment, after reducing the contact force between the carbon sliding plate and the overhead contact line, the method further includes:
[0074] When the current temperature is detected to be lower than the first preset temperature, the contact force between the carbon sliding plate and the contact wire is increased.
[0075] To more effectively control the contact force between the carbon sliding plate and the overhead contact line, this application considers that after reducing the contact force, the temperature of the carbon sliding plate will gradually decrease until it reaches the normal operating temperature. If the carbon sliding plate is continuously kept at this level of contact force, although the carbon sliding plate and its corresponding pantograph-catenary system can function normally, this will not only result in less electrical energy being obtained by the train from this pantograph-catenary system than from other pantograph-catenary systems, but will also cause the temperature of the carbon sliding plates of other pantograph-catenary systems to be higher. If the carbon sliding plates of other pantograph-catenary systems also reduce their contact force due to excessive temperature, the contact force of all carbon sliding plates on the train will decrease, ultimately leading to a reduction in the total electrical energy obtained by the train from the overhead contact line. Therefore, it is necessary to dynamically control the contact force between the carbon sliding plate and the overhead contact line. Specifically, when the current temperature of the carbon sliding plate is higher than a first preset temperature, the contact force between the carbon sliding plate and the overhead contact line will be reduced. When the temperature of the carbon sliding plate is lower than the first preset temperature, the contact force will be dynamically increased based on the difference between the current temperature of the carbon sliding plate and the first preset temperature; the lower the current temperature of the carbon sliding plate, the greater the increase in contact force. Based on this, by dynamically adjusting according to the current temperature of the carbon slide plate, the contact force between the carbon slide plate and the overhead contact line can be controlled more effectively.
[0076] Please refer to Figure 2 , Figure 2 A schematic diagram of a temperature control device for a pantograph and catenary provided in this application includes:
[0077] Memory 21 is used to store computer programs;
[0078] The processor 22 is used to execute computer programs to implement the steps of the above-described temperature control method for the pantograph-catenary system.
[0079] For a detailed description of the pantograph-catenary temperature control device provided in this application, please refer to the above-described embodiments of the pantograph-catenary temperature control device; further details will not be repeated here.
[0080] This application also provides a train, including a train body and a temperature control device for the pantograph and catenary as described above;
[0081] The temperature control device for the pantograph and catenary is connected to the train body.
[0082] For a detailed description of the train provided in this application, please refer to the above-described embodiment of the pantograph-catenary temperature control device; further details will not be repeated here.
[0083] This application also provides a computer-readable storage medium, characterized in that the computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps of the above-described temperature control method for the pantograph-catenary system.
[0084] For a detailed description of the computer-readable storage medium provided in this application, please refer to the embodiments of the above-described temperature control device for the pantograph catenary; further details will not be repeated here.
[0085] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.
[0086] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.
[0087] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims
1. A method of temperature control of a pantograph, characterized by, The method comprises: obtaining a current temperature of a carbon slide plate of a pantograph of a train; the current temperature is obtained by a non-contact temperature measuring device; determining whether the current temperature is greater than a first preset temperature; if the current temperature is greater than the first preset temperature, determining whether a current contact force between the carbon slide plate and a catenary is greater than a preset minimum contact force; the preset minimum contact force is set according to a minimum acceptable load current smoothness of the train when obtaining electric energy; if the current contact force is greater than the preset minimum contact force, reducing the contact force between the carbon slide plate and the catenary and increasing the contact force between the carbon slide plates of all other pantographs in the train and the catenary; the contact force is reduced within a preset range so that the carbon slide plate is not completely separated from the catenary; if the current contact force is not greater than the preset minimum contact force, generating a prompt information and sending it to a prompt module so that the prompt module gives a prompt.
2. The method of claim 1, wherein the temperature of the pantograph is controlled by, After reducing the contact force between the carbon slide plate and the catenary, the method further comprises: obtaining a new current temperature of the carbon slide plate; determining whether the current temperature is greater than a second preset temperature, the second preset temperature being greater than the first preset temperature; if the current temperature is greater than the second preset temperature, reducing a current running speed of the train.
3. The method of claim 1, wherein the temperature of the pantograph is controlled by, Reducing the contact force between the carbon slide plate and the catenary comprises: determining a difference between the current contact force and the preset minimum contact force; determining whether the difference is not greater than a preset contact force; if yes, taking the preset minimum contact force as a new current contact force; if no, taking a contact force obtained by reducing the preset contact force on the basis of the current contact force as a new current contact force.
4. The method of claim 1, wherein the temperature of the pantograph is controlled by, Before reducing the contact force between the carbon slide plate and the catenary, the method further comprises: obtaining current running information of the train, the current running information comprising one or more of a current running speed, a current load power and an arcing rate; Reducing the contact force between the carbon slide plate and the catenary comprises: determining the reduction of the contact force between the carbon slide plate and the catenary according to the current running information.
5. The method of temperature control of a pantograph according to any one of claims 1 to 4, characterized in that, After reducing the contact force between the carbon slide plate and the catenary, the method further comprises: when detecting that the current temperature is lower than the first preset temperature, increasing the contact force between the carbon slide plate and the catenary.
6. A temperature control device for a pantograph, characterized by The device comprises: a memory for storing a computer program; a processor for executing the computer program to realize the steps of the pantograph temperature control method according to any one of claims 1 to 5.
7. A train characterised by The device comprises a train body and a pantograph temperature control device according to claim 6; the pantograph temperature control device is connected to the train body.
8. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a computer program, and the computer program is executed by the processor to realize the steps of the pantograph temperature control method according to any one of claims 1 to 5.