Emergency power supply control method and device for train and train

Abstract

The application discloses a train emergency power supply control method and device and a train, and relates to the field of train power supply. The train is connected with a high-voltage power supply system. After determining that the connection is disconnected, it is determined whether an emergency power supply instruction is detected. After detecting the emergency power supply instruction, the residual power of each battery on the train is determined. All the batteries with residual power greater than a first preset power are used as power supply batteries. All the power supply batteries are used to supply power to the train. When an emergency traction instruction is received, the train is driven to run at a first preset speed. The method for supplying power to the train by the battery can continue to drive the train to run after the train is disconnected from the high-voltage power supply system, thereby avoiding affecting the running plan of the train and the riding experience of passengers on the train. In addition, by controlling the train to run at a constant speed, the power consumption of the battery can be effectively saved, and the running distance of the train when the battery supplies power can be prolonged.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of train power supply, in particular to an emergency power supply control method and device of a train and the train. BACKGROUND

[0002] The train needs to be powered by a high-voltage power supply system arranged on a track line, and the electric energy for driving the train to run is obtained by the pantograph on the train contacting the overhead line system of the high-voltage power supply system. However, in actual operation conditions, when the high-voltage power supply system is out of power, the overhead line system is powered off, or the pantograph is faulty, etc., the connection between the train and the high-voltage power supply system is disconnected, and the train cannot obtain the electric energy for driving the train to run, which seriously affects the train operation plan and passenger experience. SUMMARY

[0003] The purpose of the present application is to provide an emergency power supply control method and device of a train and the train, which can continue to drive the train to run after the train is disconnected from the high-voltage power supply system, avoid affecting the train operation plan and the passenger experience on the train, and effectively save the power consumption of the battery and prolong the driving distance of the train under battery power supply.

[0004] To solve the above technical problems, the present application provides an emergency power supply control method of a train, comprising:

[0005] determining whether the train is disconnected from the high-voltage power supply system;

[0006] if the connection is disconnected, determining whether an emergency power supply instruction is detected;

[0007] if the emergency power supply instruction is detected, determining the remaining power of each battery on the train;

[0008] all batteries with a remaining power greater than a first preset power are used as power supply batteries;

[0009] all power supply batteries are used to supply power to the train;

[0010] when the emergency traction instruction is received, the train is driven to run at a first preset speed.

[0011] On the one hand, determining whether the train is disconnected from the high-voltage power supply system comprises:

[0012] respectively determining whether the current speed of the train is less than a second preset speed, whether the train is not connected to an external power supply, whether the pantograph of the train is not working, whether the vacuum circuit breaker of the train is not closed, whether the emergency power supply signal of the train is high, and whether the controller of the train is at zero position;

[0013] If both are yes, it is determined that the connection between the train and the high-voltage power supply system is disconnected.

[0014] If either is no, it is determined that the connection between the train and the high-voltage power supply system is not disconnected.

[0015] In one aspect, before determining whether the emergency power supply instruction is detected, further comprising:

[0016] controlling the water pump of the traction converter of the train to stop working;

[0017] After receiving the emergency traction instruction, further comprising:

[0018] controlling the water pump of the traction converter of the train to resume working.

[0019] In one aspect, while driving the train to run at a first preset speed, further comprising:

[0020] when receiving a stop emergency power supply instruction, stopping driving the train to run;

[0021] when detecting that the current speed of the train is zero, disconnecting all power supply batteries from supplying power to the train.

[0022] In one aspect, after all the remaining batteries with a remaining amount greater than a first preset amount are used as power supply batteries, further comprising:

[0023] determining an average voltage value between the current output voltages of each power supply battery;

[0024] for any power supply battery, determining a voltage difference value between the current output voltage of the power supply battery and the average voltage value;

[0025] all power supply batteries with a voltage difference value within a preset voltage difference value range are used as new power supply batteries.

[0026] In one aspect, driving the train to run at a first preset speed, comprising:

[0027] obtaining the current speed of the train;

[0028] determining a speed difference value of the first preset speed minus the current speed;

[0029] when the speed difference value is not less than zero, driving the train to run at a maximum traction force;

[0030] when the speed difference value is less than zero, unloading the traction force of the train so as to stop driving the train.

[0031] In one aspect, while driving the train to run at a first preset speed, further comprising:

[0032] acquire the residual capacity of each of the power supply batteries;

[0033] respectively determine whether the residual capacity of each of the power supply batteries is less than a second preset capacity;

[0034] if all are less than the second preset capacity, generate a prompt signal indicating that the power supply battery capacity is low and send it to the prompt module, so that the prompt module issues a prompt;

[0035] wherein the second preset capacity is less than the first preset capacity.

[0036] On the one hand, after all the power supply batteries are used to power the train, further comprising:

[0037] determine whether an emergency traction instruction is received within a preset time period;

[0038] if yes, enter the step of driving the train to run at a first preset constant speed;

[0039] if no, disconnect all power supply batteries from powering the train.

[0040] On the one hand, before driving the train to run at a first preset constant speed, further comprising:

[0041] determine the working state of each of the power supply batteries one-to-one corresponding to the traction contactor;

[0042] determine whether the number of traction contactors in the normal state is consistent with the number of power supply batteries;

[0043] if consistent, send a signal indicating that the emergency power supply control is valid to the user terminal;

[0044] when receiving the emergency traction instruction sent by the user terminal, send the emergency traction instruction to the traction converter of the train;

[0045] when receiving N consecutive signals sent by the traction converter indicating that the traction converter is ready, send a signal indicating that emergency traction is allowed to the user terminal;

[0046] when receiving the travel instruction sent by the user terminal, enter the step of driving the train to run at a first preset constant speed; N is an integer not less than 2.

[0047] The application also provides an emergency power supply control device for a train, comprising:

[0048] a memory for storing a computer program;

[0049] A processor is configured to implement the steps of the emergency power supply control method of the train when executing a computer program.

[0050] The application also provides a train comprising a train body and a plurality of battery groups, and further comprising the emergency power supply control device as described above.

[0051] The train body is connected with the plurality of battery groups respectively.

[0052] The emergency power supply control device of the train is connected with the train and the plurality of battery groups respectively.

[0053] The application has the beneficial effects that the application provides an emergency power supply control method and device of a train and the train, relates to the field of train power supply, determines whether the train is disconnected from the high-voltage power supply system, determines whether an emergency power supply instruction is detected after determining that the train is disconnected, determines the residual power of each battery on the train after detecting the emergency power supply instruction, uses all the batteries with residual power greater than a first preset power as power supply batteries, and uses all the power supply batteries to supply power to the train; when an emergency traction instruction is received, the train is driven to run at a first preset speed. The method for supplying power to the train by the battery can continue to drive the train to run after the train is disconnected from the high-voltage power supply system, thereby avoiding affecting the running plan of the train and the riding experience of passengers on the train. In addition, by controlling the train to run at a constant speed, the power consumption of the battery can be effectively saved, and the running distance of the train when powered by the battery can be prolonged. BRIEF DESCRIPTION OF DRAWINGS

[0054] In order to more clearly illustrate the technical solutions in the embodiments of the application, the following will briefly introduce the drawings needed to be used in the prior art and the embodiments. Obviously, the drawings in the following description only some embodiments of the application, and for those skilled in the art, other drawings can also be obtained without creative labor on the basis of these drawings.

[0055] Figure 1 A flowchart of an emergency power supply control method of a train provided by the application;

[0056] Figure 2 A flowchart of another emergency power supply control method of a train provided by the application;

[0057] Figure 3 A structural schematic diagram of an emergency power supply control device of a train provided by the application. DETAILED DESCRIPTION

[0058] The core of the present application is to provide a train emergency power supply control method, device and train, which can continue to drive the train to run after the train is disconnected from the high-voltage power supply system, avoid affecting the train operation plan and the passenger riding experience on the train, and effectively save the power consumption of the battery and prolong the driving distance of the train under battery power supply.

[0059] To make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0060] The current train needs to be powered by a high-voltage power supply system, which mainly consists of a power generation base station and a contact network arranged in the air on the track line. When the train is running, the pantograph on the train rises and contacts the contact network, and the electric energy of the high-voltage power supply system is transmitted to the train through the contact network and the pantograph to achieve the purpose of power supply to the train. However, when the train cannot get electricity from the pantograph in the actual working condition, the train will lose driving force and gradually slow down to a stop until it is stationary, which not only affects the train operation plan of the entire track line, but also affects the riding experience of passengers on the train.

[0061] To solve the above technical problems, please refer to Figure 1 , Figure 1 A flowchart of a train emergency power supply control method provided by the present application includes:

[0062] S1: judging whether the train is disconnected from the high-voltage power supply system;

[0063] In order to timely execute subsequent emergency power supply measures after the train is powered off, the connection between the train itself and the high-voltage power supply system needs to be continuously detected during the train traction running, because the connection between the train and the high-voltage power supply system mainly depends on the connection between the pantograph of the train and the contact network of the high-voltage power supply system, so the specific detection process of power failure can be to detect whether there is current flowing through the pantograph of the train and whether the pantograph itself is working normally, etc.

[0064] S2: if the connection is disconnected, judging whether an emergency power supply instruction is detected;

[0065] The power supply state and working state of each device on the train are different when the overhead line system supplies power to the train and when the battery supplies power to the train. Since the battery has limited power, after the train is disconnected from the high-voltage power supply system, the train will not continue to supply power to each device in the state of the train with overhead line power supply. Therefore, after power failure and before emergency power supply, only the control room and the driver's room and other key positions on the train have special emergency power supply at this time. At this time, the power supply state and working state of various devices on the train need to be adjusted to save the power consumption when the train as a whole enters the emergency power supply state. For example, for the air conditioning system on the train, because the power consumption of air conditioning refrigeration and heating is large, the air conditioner can be normally controlled to refrigerate and heat when there is overhead line power supply, and the air conditioner can only be ventilated to save the power of the battery when the battery supplies power.

[0066] Further, if the train enters the subsequent emergency traction running state, the air conditioner will not be controlled; similarly, if the air conditioner has been controlled, the train will not enter the subsequent emergency traction running state, and the two are mutually exclusive. Which side the train actually chooses needs to be determined according to the instructions sent by the staff.

[0067] S3: If an emergency power supply instruction is detected, determine the remaining power of each battery on the train;

[0068] S4: All batteries with a remaining power greater than a first preset power are used as power supply batteries;

[0069] S5: All power supply batteries are used to supply power to the train;

[0070] In order to ensure the effectiveness of the emergency power supply of the train, a large number of batteries for emergency power supply of the train are arranged inside the train in the present application to ensure that the emergency power supply of the train is long enough and stable enough, and the train can at least be emergency traction to the next train station. Considering that the less the remaining power of the battery is, the more unstable the voltage is, and the lower the efficiency and safety of the power supply to the train are, first, the remaining power of each battery needs to be determined, and then only the batteries with more remaining power (greater than the first preset power) are used as power supply batteries for emergency power supply of the train. The batteries with less remaining power (not greater than the first preset power) are idle or provide emergency power supply to some unimportant devices on the train. As can be seen, because the power supply batteries actually put into use are only a part of the batteries with more power, in order to ensure that the emergency power supply of the train is long enough and stable enough as mentioned above, the number of batteries needs to be large enough.

[0071] In addition, in order to avoid the case of misoperation of the staff, after detecting the emergency power supply instruction, the remaining power of each battery on the train is determined after the emergency power supply instruction is continuously valid for a period of time, instead of being determined immediately after the emergency power supply instruction is detected.

[0072] S6: driving the train to run at a first preset speed at a constant speed when receiving the emergency traction instruction.

[0073] In order to save the battery power, when the train is powered by the battery and runs in emergency traction, the train needs to be controlled to run at a relatively power-saving speed at a constant speed, so as to avoid the case that the train runs too fast and the output power of the battery is too large, resulting in heating and fast power consumption of the battery, and also avoid the case that the train runs too slowly and the actual power consumption is more. For example, the train can be controlled to run at a speed of 25 km / h at a constant speed, which can ensure that the train runs at a relatively power-saving speed at a constant speed. Specifically, the driving process can be that a pulse signal indicating closing the auxiliary three-phase output contactor is sent to the traction converter of the train for a period of time.

[0074] In summary, by judging whether the train is disconnected from the high-voltage power supply system, after determining that the connection is disconnected, it is judged whether the emergency power supply instruction is detected, after detecting the emergency power supply instruction, the remaining power of each battery on the train is determined, all the batteries with a remaining power greater than a first preset power are used as power supply batteries, and all the power supply batteries are used to power the train; when receiving the emergency traction instruction, the train is driven to run at a first preset speed at a constant speed. By the method of powering the train by the battery, the train can continue to drive after the train is disconnected from the high-voltage power supply system, thereby avoiding affecting the operation plan of the train and the riding experience of passengers on the train. In addition, by controlling the train to run at a constant speed, the power consumption of the battery can be effectively saved, and the driving distance of the train under battery power can be prolonged.

[0075] On the basis of the above embodiments:

[0076] In some embodiments, judging whether the train is disconnected from the high-voltage power supply system comprises:

[0077] respectively judging whether the current speed of the train is less than a second preset speed, whether the train is not connected to an external power supply, whether the pantograph of the train is not working, whether the vacuum circuit breaker of the train is not closed, whether the emergency power supply signal of the train is high level, and whether the controller of the train is at zero position;

[0078] If all are yes, it is determined that the connection between the train and the high-voltage power supply system is disconnected;

[0079] If any of them is no, the connection between the train and the high-voltage power supply system is not disconnected.

[0080] Considering that the emergency power supply operation of the train belongs to one of the important operation contents on the train, before starting the emergency power supply, it is necessary to confirm various conditions to finally determine whether to start the emergency power supply. Specifically, when judging whether the connection of the train and the high-voltage power supply system is disconnected, only judging whether the train is powered from the pantograph is too one-sided, so it is necessary to judge the following items, and only when the following items are met, it can be finally determined that the connection of the train and the high-voltage power supply system is disconnected. A1, the driver desk on the train is activated, and the emergency power supply switch on the driver desk is in the open state; A2, there is no external power source connected to the train (such as catenary and three-phase power); A3, the pantograph of the train is not raised and is in the closed state; A4, the vacuum circuit breaker of the train is not closed; A5, the train is approximately stationary, that is, the current speed is less than a second preset speed, and the value of the second preset speed is small; A6, the controller on the train is in "0" position. Only when the above six conditions are met, it is determined that the connection of the train and the high-voltage power supply system is disconnected. At this time, the staff sends an emergency power supply instruction through the HMI (Human Machine Interface) of the driver desk, and enters the subsequent steps.

[0081] Similarly, when any of the above conditions is not met, the subsequent battery emergency power supply operation will not be performed. Specifically, when any of the following conditions is not met, it cannot be determined that the connection of the train and the high-voltage power supply system is disconnected. B1, the driver desk activation is invalid; B2, the driver desk is activated, but the emergency power supply switch on the driver desk is in the closed state; B3, there is at least one external power source connected to the train; B4, the pantograph of the train is raised and is in the working state; B5, the vacuum circuit breaker of the train is closed; B6, the current speed of the train is greater than the second preset speed, and the value of the second preset speed is small; B7, the controller on the train is in "1" position.

[0082] Further, in the process of judging whether the connection between the train and the high-voltage power supply system is disconnected, and in the subsequent process of emergency power supply, when any of the following conditions is triggered, the emergency power supply to the batteries of the train will also be stopped: B8, the driver's desk is activated, and the staff sends an instruction to exit the emergency power supply to the batteries through the HMI of the driver's desk; B9, entering the emergency power supply state and not receiving a subsequent emergency traction instruction before driving the train at a constant speed of the first preset speed; B10, detecting that any one of the battery packs where the batteries on the train are located has a communication failure; B11, detecting that any one of the chargers corresponding to the batteries on the train has a communication failure; B12, the number of batteries as power supply batteries is too small; B13, the remaining capacity of all batteries is too small. When stopping the emergency power supply to the batteries of the train, mainly sending an instruction to the charger corresponding to each battery to disconnect the relay corresponding to the battery, thereby disconnecting the connection between the battery and the train.

[0083] In some embodiments, before judging whether the emergency power supply instruction is detected, it further includes:

[0084] controlling the water pump of the traction converter of the train to stop working;

[0085] After receiving the emergency traction instruction, it further includes:

[0086] controlling the water pump of the traction converter of the train to resume working.

[0087] In order to further save the power of the battery, in this application, the traction converter of the train will continuously generate heat during operation, and when the heat at the traction converter is too high, it will cause damage to the traction converter. In order to ensure the normal operation of the traction converter, it is usually necessary to cool the traction converter by water pump. However, after the train is disconnected from the high-voltage power supply system, and before the train starts emergency traction driving, the train itself does not continue to traction, and the traction converter also does not continue to work. If the water pump of the traction converter continues to work during this period, it not only has little meaning, but also consumes additional power of the battery. Therefore, during the period from when the train is disconnected from the high-voltage power supply system to when the train starts emergency traction driving, the control instruction of the water pump of the traction converter is first cut off, the water pump of the traction converter is controlled to stop working, and when the train starts emergency traction driving and the traction converter works again, the control instruction of the water pump of the traction converter is restored, and the water pump of the traction converter is controlled to resume working. Please refer to Figure 2 , Figure 2 The flowchart of another emergency power supply control method of the train provided in this application can also restore the work of the water pump before preparing to enter emergency traction driving. Based on this, the power of the battery can be further saved.

[0088] In some embodiments, while driving the train to run at a first preset speed, further comprising:

[0089] When receiving the emergency power supply stop instruction, stop driving the train to run;

[0090] When detecting that the current speed of the train is zero, disconnect all power supply batteries from the train.

[0091] According to the above embodiment, the train is powered by the catenary and powered by the battery, and the power supply state and working state are different. When switching from the battery to the catenary power supply, the train needs to stop first, and after a series of checks, the pantograph is raised, and finally the catenary power supply is switched. That is, the train still needs to continue to use the battery power before stopping. Therefore, when the train operator issues an emergency power supply stop instruction, the battery power supply to the train will not be immediately disconnected, but the emergency traction to the train will be first disconnected, so that the train can only continue to run along the inertia or be stopped by the operator using the emergency brake. When the train is completely stopped, all power supply batteries are disconnected from the train, and the catenary power supply is switched.

[0092] In some embodiments, after all the remaining power of the battery greater than the first preset power is used as a power supply battery, further comprising:

[0093] Determine the average voltage value between the current output voltages of each power supply battery;

[0094] For any power supply battery, determine the voltage difference between the current output voltage of the power supply battery and the average voltage value;

[0095] All power supply batteries with voltage difference values within a preset voltage difference value range are used as new power supply batteries.

[0096] In order to ensure the stability of the power supply to the train, in this application, after determining a batch of power supply batteries, a round of screening is needed. Although the remaining power of these power supply batteries is relatively large, the power of each power supply battery is still different from each other. The difference in remaining power will cause a difference in output voltage. If the voltage of each power supply battery providing power to the train is different, it is easy to cause the train to run unstable. Therefore, the current output voltage of each power supply battery needs to be determined, and the average output voltage of these power supply batteries is determined. The difference between the output voltage of each power supply battery and the average output voltage is calculated, and the power supply battery with a smaller difference value is used as the final power supply battery. Based on this, the stability of the power supply to the train can be ensured.

[0097] In some embodiments, driving the train to run at a first preset speed includes:

[0098] Obtain the current speed of the train;

[0099] determining a speed difference value of the first preset speed minus the current speed;

[0100] driving the train at the maximum traction force when the speed difference value is not less than zero;

[0101] unloading the traction force of the train when the speed difference value is less than zero so as to stop driving the train.

[0102] In order to simply control the constant speed running of the train and save the power, in the present application, considering that the power supply capacity of the battery is limited, in the actual battery emergency power supply scene, it is usually necessary to drive the train at the maximum traction force to have enough power to drive the train to run at a faster speed. It can be understood that because the maximum traction force of the train is fixed, the running speed of the train in the emergency power supply scene is usually fixed, and in normal circumstances, it can keep constant speed running. Based on this, the first preset speed can be set to a speed value higher than the maximum speed of the train in the battery emergency power supply scene, and when the current speed of the train is detected to be less than the first preset speed, the train will be driven at the maximum traction force all the time; when the current speed of the train is greater than the first preset speed, it may be because the weight of the train at this time is significantly lower than that in normal operation (for example, the case of empty train running), causing the speed of the train to exceed the first preset speed when running at the maximum traction force. At this time, in order to save power, the traction force of the train can be temporarily unloaded, so that the train continues to run at a reduced speed by inertia until the speed of the train is reduced below the first preset speed and the traction is restored.

[0103] In order to further save power, considering that the regenerative braking of the train will significantly consume the power of the battery, therefore, in the process of emergency traction running, the train no longer performs regenerative driving, and the braking only relies on the operation of the driver's desk handle by the staff. In addition, in order to ensure safe running of the train in the case of catenary power supply, it is usually necessary to judge whether the train is overspeed in real time; while in the case of using the power supply battery for emergency power supply, the train usually runs at a constant speed, and there is no overspeed, so in the process of emergency traction running, it can no longer be judged whether the train is overspeed.

[0104] In some embodiments, while driving the train to run at a constant speed at the first preset speed, further comprising:

[0105] obtaining the residual power of each power supply battery;

[0106] respectively judging whether the residual power of each power supply battery is less than a second preset power;

[0107] if all are less than the second preset power, generating a prompt signal indicating that the power of the power supply battery is low and sending it to the prompt module, so that the prompt module gives a prompt;

[0108] The second preset electric quantity is less than the first preset electric quantity.

[0109] In order to timely prompt the staff, in the application, in the process of using the storage battery to provide emergency power supply for the train, the remaining electric quantity of the power supply battery needs to be continuously detected, and when the remaining electric quantity of all the power supply batteries drops below the second preset electric quantity, a prompt signal needs to be sent to the staff in time, so as to facilitate the staff to timely perform corresponding measures, such as stopping or reducing power consumption and the like.

[0110] In some embodiments, after all the power supply batteries are used to supply power to the train, the method further comprises:

[0111] determining whether an emergency traction instruction is received within a preset time period;

[0112] if yes, driving the train to run at a first preset speed;

[0113] if no, disconnecting all the power supply batteries from the train.

[0114] In order to save the electric quantity of the power supply battery, in the application, because the emergency power supply instruction and the emergency traction instruction are two different instructions, the emergency power supply instruction refers to the first instruction issued by the staff after the train is powered off, and the emergency power supply instruction is used to use the storage battery to provide emergency power supply for various devices on the train, such as lighting and air conditioning devices, at this time the train is still in a stopped state, and the train will start emergency traction travel only when the staff issues the second instruction, that is, the emergency traction instruction. It can be seen that during the period from obtaining the emergency power supply instruction to obtaining the emergency traction instruction, the train will continuously consume the electric quantity of the storage battery. In order to avoid that the electric quantity of the storage battery is consumed too much and the distance of the emergency traction travel of the train is too short, if the emergency traction instruction is not obtained within a period of time after the emergency power supply instruction is obtained, the emergency power supply of the storage battery to the train is also disconnected, so as to save the electric quantity of the storage battery as the power supply battery.

[0115] In some embodiments, before driving the train to run at a first preset speed, the method further comprises:

[0116] determining the working state of each power supply battery corresponding traction contactor;

[0117] determining whether the number of traction contactors in the normal state is consistent with the number of power supply batteries;

[0118] if yes, sending a signal indicating that the emergency power supply control is valid to the user terminal;

[0119] when receiving the emergency traction instruction sent by the user terminal, sending the emergency traction instruction to the traction converter of the train.

[0120] When receiving the signals sent by the traction converter for N times, which represent that the traction converter is ready, send a signal to the user terminal to allow emergency traction;

[0121] When receiving the driving instruction sent by the user terminal, enter the step of driving the train to run at a first preset speed.

[0122] In order to ensure the stable control of the train, please refer to Figure 2 , Figure 2 Another flow chart of the emergency power supply control method of the train is provided in the present application. Before driving the train to run in emergency traction, it is necessary to determine the working state of the traction contactor corresponding to each power supply battery, and it is necessary to ensure that the number of normal traction contactors is consistent with the number of power supply batteries, that is, to ensure that the number of power supply batteries is consistent with the number of actually available batteries. Specifically, after confirming a certain battery as a power supply battery, the charging opportunity of the power supply battery sends a battery traction contactor closing enable instruction to the processor, and the processor can determine that the working state of the corresponding traction contactor is normal state after receiving the instruction. The processor determines whether the actual closing number of the traction contactor of the battery is consistent with the number of the power supply battery according to the number of the instructions received by itself. Because if the number of traction contactors is not consistent with the number of power supply batteries, usually it means that the number of traction contactors is less than the number of power supply batteries, that is, the number of actually available batteries is less than the theoretical number, which may cause insufficient power supply to the train, and thus some problems may occur during emergency traction running, therefore it is necessary to ensure that the number of the two is consistent.

[0123] When the number of the two is determined to be consistent, a signal indicating that the emergency power supply control is valid can be sent to the staff terminal, so that the staff can determine that the current state of the train meets the requirements of emergency traction running, and then the staff can send an emergency traction instruction to the processor. The processor drives the traction converter on the train to start working according to the instruction. The processor can determine that the traction converter is ready after receiving the signals sent by multiple traction converters for N times, which represent that the traction converter is ready. Because the traction converter is an important component of the train, its normal function is very important to ensure the safety of the whole train, therefore it is necessary to determine multiple times (at the same time, the processor can also control other equipment on the train to be ready while the traction converter is preparing). After determining that the traction converter is ready, a signal indicating that emergency traction is allowed is sent to the user terminal, so that the staff can determine that the train is ready to start emergency traction running at this time. Finally, the staff can control the train handle to issue a driving instruction, so as to drive the train to run at a first preset speed.

[0124] In combination with the above embodiments, Figure 2 In the above embodiments, first, it is necessary to determine that all conditions and contents of A1-A6 are met, then the pantograph upgrade and the vacuum circuit breaker closing are prohibited to prevent accidents in the emergency power supply process, then the water pump of the traction converter is cut off, then it is determined whether the number of the battery traction contactor closing enable instructions sent by the corresponding charger of each battery is consistent with the number of the power supply batteries, and when they are consistent, it is determined whether the number of the battery traction contactor is consistent with the number of the power supply batteries, and when they are consistent, it is indicated that the conditions for the train to perform emergency traction driving are met, and the water pump can be restored to work to prepare for subsequent work. Then, according to the operation of the staff, the train can be parked in place and the air conditioner can be started, or the train can enter the step of emergency traction driving, and after determining that the traction converter is in good condition and ready, the staff can control the train to start emergency traction driving.

[0125] Please refer to Figure 3 , Figure 3 for a structure diagram of an emergency power supply control device of a train provided by the present application, comprising:

[0126] a memory 21 for storing a computer program;

[0127] a processor 22 for executing the computer program to realize the steps of the emergency power supply control method of the train as described above.

[0128] For a detailed introduction of an emergency power supply control device of a train provided by the present application, please refer to the above embodiments of the emergency power supply control method of the train, which is not limited by the present application.

[0129] The present application also provides a train comprising a train body and a plurality of groups of batteries, and further comprising an emergency power supply control device of a train as described above;

[0130] The train body is connected with the plurality of groups of batteries respectively;

[0131] The emergency power supply control device of the train is connected with the train and the plurality of groups of batteries respectively.

[0132] For a detailed introduction of a train provided by the present application, please refer to the above embodiments of the emergency power supply control method of the train, which is not limited by the present application.

[0133] In the present specification, each embodiment is described in a progressive manner, and each embodiment focuses on the difference from other embodiments. For the same and similar parts between each embodiment, please refer to each other. For the device disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple, and the relevant parts are described in the method part.

[0134] The foregoing description of the disclosed embodiments enables a person skilled in the art to make or use the application. Modifications of these embodiments will occur to persons of skill in the art, and that the appended claims are intended to cover all such modifications that do not depart from the true spirit and scope of the application. Therefore, the application is not limited to the embodiments shown but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method of controlling emergency power supply of a train, characterized by, The method comprises the following steps: determining whether the train is disconnected from the high-voltage power supply system; if disconnected, determining whether an emergency power supply instruction is detected; if the emergency power supply instruction is detected, determining the remaining power of each battery on the train; regarding all the batteries with remaining power greater than a first preset power as power supply batteries; supplying power to the train by using all the power supply batteries; when a period of time has elapsed without receiving an emergency traction instruction, controlling the power supply batteries to stop supplying power to the train; when an emergency traction instruction is received, if the air conditioner is being controlled, maintaining control of the air conditioner, and if the air conditioner is not being controlled, driving the train to run at a first preset speed and suspending the judgment of whether the train is overspeeding; before driving the train to run at the first preset speed, the method further comprises the following steps: determining the working state of each traction contactor corresponding to the power supply batteries; determining whether the number of traction contactors in the normal state is consistent with the number of power supply batteries; if consistent, sending a signal indicating that the emergency power supply control is valid to a user terminal; when the emergency traction instruction sent by the user terminal is received, sending the emergency traction instruction to the traction converter of the train; when N consecutive signals indicating that the traction converter is ready are received from the traction converter, sending a signal indicating that emergency traction is allowed to the user terminal; N is an integer greater than or equal to 2. determining whether the train is disconnected from the high-voltage power supply system comprises the following steps:

2. The emergency power supply control method of a train according to claim 1, characterized by, respectively determining whether the current speed of the train is less than a second preset speed, whether the train is not connected to an external power supply, whether the pantograph of the train is not working, whether the vacuum circuit breaker of the train is not closed, whether the emergency power supply signal of the train is high, and whether the controller of the train is at zero; if all are yes, it is determined that the connection between the train and the high-voltage power supply system is disconnected; if any is no, the connection between the train and the high-voltage power supply system is not disconnected. Before determining whether an emergency power supply instruction is detected, the method further comprises the following step:

3. The emergency power supply control method of a train according to claim 1, characterized by, controlling the water pump of the traction converter of the train to stop working; after receiving an emergency traction instruction, the method further comprises the following step: controlling the water pump of the traction converter of the train to resume working. While driving the train to run at the first preset speed, the method further comprises the following steps:

4. The emergency power supply control method of a train according to claim 1, characterized by, when a stop emergency power supply instruction is received, stopping driving the train to run; when it is detected that the current speed of the train is zero, disconnecting all the power supply batteries from the train. After regarding all the batteries with remaining power greater than a first preset power as power supply batteries, the method further comprises the following steps:

5. The emergency power supply control method of a train according to claim 1, wherein determining the average voltage value between the current output voltages of each power supply battery; for any power supply battery, determining the voltage difference between the current output voltage of the power supply battery and the average voltage value; ​ all the power supply batteries with the voltage difference within the preset voltage difference range are taken as new power supply batteries.

6. The emergency power supply control method of a train according to claim 1, wherein driving the train to run at a first preset speed, comprising: obtaining a current speed of the train; determining a speed difference of the first preset speed minus the current speed; when the speed difference is not less than zero, driving the train to run at the maximum traction force; when the speed difference is less than zero, unloading the traction force of the train so as to stop driving the train.

7. The emergency power supply control method of a train according to claim 1, wherein driving the train to run at a first preset speed, comprising: obtaining the residual power of each power supply battery; respectively judging whether the residual power of each power supply battery is less than a second preset power; if all the residual powers are less than the second preset power, generating a prompt signal indicating that the power supply batteries are low in power and sending the prompt signal to a prompt module so that the prompt module gives a prompt; wherein the second preset power is less than the first preset power.

8. The emergency power supply control method of a train according to claim 1, wherein after all the power supply batteries are used to supply power to the train, further comprising: within a preset time length, judging whether the emergency traction instruction is received; if yes, entering the step of driving the train to run at a first preset speed; if no, disconnecting the power supply of all the power supply batteries to the train.

9. An emergency power supply control device for a train, characterized by comprising: comprising: a memory for storing a computer program; a processor for executing the computer program to realize the steps of the emergency power supply control method of the train according to any one of claims 1 to 8.

10. A train characterized by comprising a train body and a plurality of groups of batteries, further comprising the emergency power supply control device of the train according to claim 9; the train body is connected with the plurality of groups of batteries respectively; the emergency power supply control device of the train is connected with the train and the plurality of groups of batteries respectively.

Images