Train traction interlock control system and method

Abstract

The application provides a train traction interlocking control system and method, comprising: at least two traction power supply units, a network control system, traction inverters connected with the traction power supply units, and high-voltage buses connected with the at least two traction power supply units; each traction power supply unit supplies power to the corresponding high-voltage bus and at least one traction inverter, and the traction power supply unit comprises a pantograph, and a three-position switch and a high-speed circuit breaker arranged in a high-voltage box; the pantograph is connected with the high-voltage bus through the three-position switch, and the pantograph is connected with the traction inverter through the three-position switch and the high-speed circuit breaker in series; the network control system is connected with the high-voltage box, and is used for controlling the high-speed circuit breaker in the abnormal traction power supply unit to be disconnected when any traction power supply unit is detected to be abnormal, so that the train traction power supply unit and the high-speed circuit breaker are interlocked, and the failure consequences under multiple failures are reduced.

Description

Technical Field

[0001] This invention belongs to the field of urban rail transit technology, specifically relating to a train traction interlocking control system and method. Background Technology

[0002] As a high-capacity public transportation tool, urban rail transit's primary purpose is to transport passengers quickly, efficiently, and comfortably to their destinations while ensuring safety, and to prevent personal injury during train maintenance within the depot. High-speed circuit breakers are used at the front end of the traction inverter; they close when the train starts and the pantograph is raised.

[0003] In the existing subway system, when high-speed circuit breakers need to be normally disconnected, high-voltage disconnection signals and pantograph lowering commands are generally provided by the network or hard-wired connections. That is, whether a high-speed circuit breaker disconnects normally depends on whether a high-voltage disconnection signal or a pantograph lowering command signal is provided, and it is not interlocked with the pantograph-catenary system. Therefore, once a high-speed circuit breaker closes, it will not automatically trip regardless of whether the pantograph-catenary system is abnormal, and it cannot follow the pantograph-catenary system's status in real time. Under these pantograph-catenary abnormality conditions, the traction system reports undervoltage faults, and other onboard subsystems also report undervoltage faults, leading to numerous train display screen malfunctions and interfering with driver operations. This is especially problematic for novice drivers; when numerous faults reported by the train due to pantograph-catenary abnormalities are not understood, the driver may unload the train and take it off the line, with serious consequences. Summary of the Invention

[0004] This invention provides a train traction interlocking control system and method, which avoids the problem of fault expansion under multiple faults caused by abnormal pantograph-catenary faults, thus interfering with driver operation.

[0005] This invention proposes a train traction interlocking control system, comprising: at least two traction power supply units, a network control system, a traction inverter connected to the traction power supply units, and a high-voltage busbar connecting the at least two traction power supply units; each traction power supply unit supplies power to the corresponding high-voltage busbar and at least one traction inverter; each traction power supply unit includes: a pantograph, and a three-position switch and a high-speed circuit breaker disposed in a high-voltage box; the pantograph is connected to the high-voltage busbar through the three-position switch, and the pantograph is connected to the traction inverter through the three-position switch and the high-speed circuit breaker connected in series; the network control system is connected to the high-voltage box and is used to control the high-speed circuit breaker in the malfunctioning traction power supply unit to disconnect when any traction power supply unit is detected to be malfunctioning.

[0006] Optionally, the train traction interlocking control system further includes a vehicle power supply. The three-position switch has eight terminals, wherein the first terminal is connected to the pantograph, the second and sixth terminals are connected and connected to the traction inverter through the high-speed circuit breaker, the third, fourth, and seventh terminals are grounded, the eighth terminal is connected to the vehicle power supply, and the fifth terminal is connected to the high-voltage busbar. The first and fifth terminals are control terminals. When traction power is supplied, the first terminal is connected to the second terminal, and the fifth terminal is connected to the sixth terminal.

[0007] Optionally, the train traction interlocking control system further includes a diode, the anode of which is connected to the high-speed circuit breaker and the first terminal of the three-position switch, and the cathode of which is connected to the sixth terminal of the three-position switch.

[0008] Optionally, the train traction interlocking control system further includes an auxiliary inverter, which is connected to the fifth terminal of the three-position switch and the high-voltage bus.

[0009] Optionally, the traction power supply unit further includes a first fuse, which is connected between the fifth terminal of the three-position switch and the auxiliary inverter.

[0010] Optionally, the traction power supply unit further includes a second fuse, a first contactor, and a second contactor; one end of the first contactor is connected to the vehicle power supply, and the other end is connected to the eighth terminal of the three-position switch; one end of the second contactor is connected to the fifth terminal of the three-position switch through the second fuse, and the other end is connected to the high-voltage bus.

[0011] Optionally, the traction power supply unit further includes a pantograph-catenary current detection device, which is connected between the pantograph and the three-position switch.

[0012] Based on the same inventive concept, this invention also proposes a train traction interlocking control method, comprising: detecting whether the power supply of each traction power supply unit in the train traction interlocking control system is abnormal through a network control system; if any traction power supply unit is detected to be abnormal, controlling the high-speed circuit breaker in the abnormal traction power supply unit to open, switching the power supply of the traction inverter in the abnormal traction power supply unit, and simultaneously reporting a pantograph-catenary fault.

[0013] Optionally, the step of detecting whether the traction power supply unit is abnormal through the network control system includes: if the network control system detects that at least one of the following conditions is met and continues for a preset time, then the traction power supply unit is determined to be abnormal: the pantograph-catenary current sampling is lower than 50A; the traction inverter has an undervoltage fault; or the auxiliary inverter has an undervoltage fault.

[0014] Optionally, after the high-speed circuit breaker in the traction power supply unit that is in control of the malfunction is disconnected, the following steps are taken: controlling the auxiliary inverter in the malfunctioning traction power supply unit to connect to the high-voltage bus in the train traction interlocking control system.

[0015] As can be seen from the above, the beneficial effects of the technical solution provided by the embodiments of the present invention are as follows: The train traction interlocking control system and method provided by the embodiments of the present invention include: at least two traction power supply units, a network control system, a traction inverter connected to the traction power supply units, and a high-voltage busbar connecting at least two traction power supply units; each traction power supply unit supplies power to the corresponding high-voltage busbar and at least one traction inverter; the traction power supply unit includes: a pantograph, and a three-position switch and a high-speed circuit breaker disposed in a high-voltage box; the pantograph is connected to the high-voltage busbar through the three-position switch, and the pantograph is connected to the traction inverter through the three-position switch and the high-speed circuit breaker connected in series; the network control system is connected to the high-voltage box and is used to control the high-speed circuit breaker in the abnormal traction power supply unit to disconnect when any abnormality is detected in any traction power supply unit, thereby realizing the interlocking of the train traction power supply unit and the high-speed circuit breaker and reducing the consequences of multiple faults. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in one or more embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only one or more embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the train traction interlocking control system structure in an example of the present invention;

[0018] Figure 2 This is a flowchart illustrating the train traction interlocking control method in an example of the present invention. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0020] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this invention should have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms "first," "second," and similar terms used in the embodiments of this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0021] like Figure 1 As shown, this embodiment of the invention implements a train traction interlocking control system, including: at least two traction power supply units 11, a network control system 12, a traction inverter 13 connected to the traction power supply units 11, and a high-voltage bus 13 connecting at least two of the traction power supply units 11; each traction power supply unit 11 supplies power to the corresponding high-voltage bus 13 and at least one traction inverter 14. Each traction power supply unit 11 includes: a pantograph 111, and a three-position switch K1 and a high-speed circuit breaker Q1 disposed in a high-voltage box 112. The pantograph 111 is connected to the high-voltage bus 13 via the three-position switch K1, and the pantograph 111 is connected to the traction inverter 14 via the three-position switch K1 and the high-speed circuit breaker Q1 connected in series; the network control system 12 is connected to the high-voltage box 112 and is used to control the high-speed circuit breaker Q1 in the abnormal traction power supply unit 11 to disconnect when any abnormality is detected in the traction power supply unit 11.

[0022] Continue to refer to Figure 1 The train traction interlocking control system also includes a vehicle power supply 15. The three-position switch K1 has eight terminals: terminal 1 is connected to the pantograph 111; terminal 2 and terminal 6 are connected and connected to the traction inverter 14 via the high-speed circuit breaker Q1; terminal 3, terminal 4, and terminal 7 are grounded; terminal 8 is connected to the vehicle power supply 15; and terminal 5 is connected to the high-voltage bus 13. Terminals 1 and 5 are control terminals. When the train is traction-powered, terminal 1 is connected to terminal 2, and terminal 5 is connected to terminal 6. When the train is parked in the depot, terminal 1 is connected to terminal 3, and terminal 5 is connected to terminal 7. When the train is under maintenance, terminal 1 is connected to terminal 4, and terminal 5 is connected to terminal 8, at which time power is supplied to the train through the vehicle power supply 15.

[0023] In this embodiment of the invention, the train traction interlocking control system further includes an auxiliary inverter 16, which is connected to the fifth terminal 5 of the three-position switch K1 and the high-voltage bus 13. The traction power supply unit 11 further includes a first fuse F1, which is connected between the fifth terminal 5 of the three-position switch K1 and the auxiliary inverter 16. During train traction power supply, the electrical energy obtained by the pantograph 111 flows through the first terminal 1, second terminal 2, fifth terminal 5, and sixth terminal 6 of the three-position switch K1, and then through the first fuse F1 to supply power to the auxiliary inverter 16, thereby meeting the AC load power demand of the train.

[0024] In this embodiment of the invention, the traction power supply unit 11 further includes a second fuse F2, a first contactor K2, and a second contactor K3. One end of the first contactor K2 is connected to the vehicle power supply 15, and the other end is connected to the eighth terminal 8 of the three-position switch K1. One end of the second contactor K3 is connected to the fifth terminal 5 of the three-position switch K1 via the second fuse F2, and the other end is connected to the high-voltage busbar 13. When the train is under maintenance, the first contactor K2 is closed, the first terminal 1 of the three-position switch K1 is connected to the fourth terminal 4, and the fifth terminal 5 is connected to the eighth terminal 8. The current then flows through the first fuse F1, allowing the vehicle power supply 15 to transmit electrical energy to the auxiliary inverter 16 to meet the AC load power requirements of the train, thereby facilitating maintenance.

[0025] In this embodiment of the invention, one traction power supply unit 11 can simultaneously drive one or more traction inverters 14 to operate, and so on. Figure 1 The traction power supply unit 11 can simultaneously drive two traction inverters 14 and 17. Specifically, the pantograph 111 is connected to two high-speed circuit breakers Q1 and Q2 respectively through the second terminal 2 of the three-position switch K1, and is connected to different traction inverters 14 and 17 respectively through the high-speed circuit breakers Q1 and Q2. The train traction interlocking control system also includes third contactors K4 and K5 and inductors L1 and L2. The third contactor K4 and inductor L1 are connected in series and are connected between the series-connected high-speed circuit breaker Q1 and the traction inverter 14; the third contactor K5 and inductor L2 are connected in series and are connected between the series-connected high-speed circuit breaker Q2 and the traction inverter 17.

[0026] In this embodiment of the invention, the traction power supply unit 11 further includes a pantograph-catenary current detection device LH1, which is connected between the pantograph 111 and the three-position switch K1 to sample the pantograph-catenary current. When the sampled pantograph-catenary current is lower than 50A, the network control system 12 determines that the traction power supply unit 11 is in a fault state and actively disconnects the corresponding high-speed circuit breaker Q1.

[0027] In this embodiment of the invention, the train traction interlocking control system further includes a diode D1, the anode of which is connected to the high-speed circuit breaker Q1 and the first terminal 1 of the three-position switch K1, and the cathode of which is connected to the sixth terminal 6 of the three-position switch K1.

[0028] The following is Figure 1 Taking a six-car metro train as an example, the working principle is explained as follows: The train consists of six cars, powered by two sets of traction power supply units 11. Cars A, B, and C on the left are powered by the left traction power supply unit 11, while cars A, B, and C on the right are powered by the left traction power supply unit 11. During normal operation, the first terminal 1 of the three-position switch K1 is connected to the second terminal 2, and the fifth terminal 5 is connected to the sixth terminal 6. High-speed circuit breakers Q1 and Q2 are closed, and the second contactor K3 is closed. The electrical energy obtained through the pantograph 111 passes through the three-position switch K1. One path supplies power to the traction inverter 14 via the series-connected high-speed circuit breaker Q1, the third contactor K4, and inductor L1; the other path supplies power to the traction inverter 17 via the series-connected high-speed circuit breaker Q2, the third contactor K5, and inductor L2. Simultaneously, power is also supplied to the auxiliary inverter 16 via the three-position switch K1 and the first fuse F1. The working principle of the right-side traction power supply unit is the same as that of the left-side unit and will not be described further here.

[0029] During train operation, if any traction power supply unit 11 malfunctions, such as the left-hand traction power supply unit 11 failing and unable to supply power to the corresponding traction inverters 14, 17, and auxiliary inverter 16, the auxiliary inverter 16 draws power from the right-hand traction power supply unit through the first fuse F1, the second fuse F2, the second contactor K3, and the high-voltage bus 13, allowing the auxiliary inverter 16 to operate normally. Because a diode D1 is installed inside the high-voltage box, current cannot flow into the corresponding traction inverter, preventing the pantograph from overloading all four traction inverters. At this time, the network control system 12 actively disconnects the high-speed circuit breakers Q1 and Q2 of the traction power supply unit 11 that is in control of the abnormality. In this way, if diode D1 is short-circuited for some reason, the current of the traction power supply unit on the right can flow to the front end of the high-speed circuit breakers Q1 and Q2. However, since the network control system 12 has actively disconnected the high-speed circuit breakers Q1 and Q2 of the traction power supply unit that is in control of the abnormality, the current still cannot flow into the corresponding traction inverters 14 and 17. This can still effectively avoid the situation where the pantograph drives four traction inverters to operate under overload. In this way, diode D1 can be omitted, which can simplify the high-voltage equipment and reduce the impact of high-voltage component failure on the train.

[0030] This invention provides a train traction interlocking control system, comprising: at least two traction power supply units, a network control system, a traction inverter connected to each traction power supply unit, and a high-voltage busbar connecting the at least two traction power supply units. Each traction power supply unit supplies power to the corresponding high-voltage busbar and at least one traction inverter. Each traction power supply unit includes: a pantograph, a three-position switch and a high-speed circuit breaker disposed in a high-voltage box. The pantograph is connected to the high-voltage busbar via the three-position switch, and the pantograph is connected to the traction inverter via the three-position switch and the high-speed circuit breaker connected in series. The network control system is connected to the high-voltage box and is used to control the high-speed circuit breaker in the malfunctioning traction power supply unit to disconnect when any traction power supply unit is detected to be malfunctioning, thereby achieving interlocking between the train traction power supply unit and the high-speed circuit breaker and avoiding the problem of train fault escalation due to pantograph-catenary malfunction.

[0031] This invention also proposes a train traction interlocking control method, which is applied to, for example... Figure 1 The train traction interlocking control system shown is as follows. Figure 2 As shown, the train traction interlocking control method of this invention includes:

[0032] Step S11: Detect whether the power supply of each traction power supply unit in the train traction interlocking control system is abnormal through the network control system;

[0033] If the network control system detects that at least one of the following conditions is met for a preset time, the traction power supply unit is determined to be abnormal: the pantograph-catenary current sampling is lower than 50A; the traction inverter has an undervoltage fault; or the auxiliary inverter has an undervoltage fault.

[0034] Step S12: If any of the traction power supply units is detected to be abnormal, the high-speed circuit breaker in the abnormal traction power supply unit is controlled to open, the power supply of the traction inverter in the abnormal traction power supply unit is switched, and the pantograph-catenary fault is reported.

[0035] After the high-speed circuit breaker in the traction power supply unit that is in control of the malfunction is disconnected, the control connects the auxiliary inverter in the malfunctioning traction power supply unit to the high-voltage bus in the train traction interlocking control system.

[0036] Optionally, in this embodiment, abnormal situations of the pantograph in the traction power supply unit also include automatic pantograph descent when the contact wire loses voltage and pantograph falling abnormally and colliding with the contact wire. In both cases, the network control system will actively disconnect the high-speed circuit breaker, reducing the train failure rate.

[0037] Optionally, in this embodiment, when the train starts or accelerates, the driver issues a pantograph raising command signal to raise the train's pantograph and make contact with the overhead contact line. When the network control system detects that the pantograph is in position, it actively disconnects the high-speed circuit breaker. When the train stops or decelerates, the driver issues a pantograph lowering command signal to lower the train's pantograph and disconnect it from the overhead contact line. When the network control system detects that the pantograph is in position, it actively disconnects the high-speed circuit breaker. However, because the pantograph raising or lowering signals are easily triggered erroneously during engineering implementation, causing the network control system to disconnect the high-speed circuit breaker, this solution is not recommended.

[0038] This invention provides a train traction interlocking control method. When the network control system detects an abnormality in the traction power supply unit, it actively disconnects the high-speed circuit breaker of the abnormal traction power supply unit and reports the pantograph-catenary fault to the driver for notification. At the same time, the network control system can also shield other subsystems of the train from multiple system faults reported due to the pantograph-catenary fault, reducing interference to the driver.

[0039] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this disclosure (including the claims) is limited to these examples; within the framework of this disclosure, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of one or more embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0040] One or more embodiments in this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of one or more embodiments in this application should be included within the scope of protection of this disclosure.

Claims

1. A train traction interlocking control system, characterized in that, The train traction interlocking control system includes: at least two traction power supply units, a network control system, a traction inverter connected to the traction power supply units, and a high-voltage busbar connecting at least two of the traction power supply units; each traction power supply unit supplies power to the corresponding high-voltage busbar and at least one traction inverter; each traction power supply unit includes: a pantograph, and a three-position switch and a high-speed circuit breaker disposed in a high-voltage box; the pantograph is connected to the high-voltage busbar through the three-position switch, and the pantograph is connected to the traction inverter through the three-position switch and the high-speed circuit breaker connected in series; the network control system is connected to the high-voltage box. The system is used to control the high-speed circuit breaker in the abnormal traction power supply unit to disconnect when any of the traction power supply units is detected to be abnormal. The three-position switch includes eight terminals, wherein the first terminal is connected to the pantograph, the second and sixth terminals are connected and connected to the traction inverter through the high-speed circuit breaker, the third, fourth and seventh terminals are grounded, and the fifth terminal is connected to the high-voltage bus. The first and fifth terminals are control terminals. During traction power supply, the first terminal is connected to the second terminal, and the fifth terminal is connected to the sixth terminal. The train traction interlocking control system also includes an auxiliary inverter, which is connected to the fifth terminal of the three-position switch and the high-voltage bus.

2. The train traction interlocking control system as described in claim 1, characterized in that, The train traction interlocking control system also includes a vehicle power supply, and the eighth terminal of the three-position switch is connected to the vehicle power supply.

3. The train traction interlocking control system as described in claim 2, characterized in that, The train traction interlocking control system also includes a diode, the anode of which is connected to the high-speed circuit breaker and the first terminal of the three-position switch, and the cathode of which is connected to the sixth terminal of the three-position switch.

4. The train traction interlocking control system as described in claim 2, characterized in that, The traction power supply unit also includes a first fuse, which is connected between the fifth terminal of the three-position switch and the auxiliary inverter.

5. The train traction interlocking control system as described in claim 2, characterized in that, The traction power supply unit also includes a second fuse, a first contactor, and a second contactor; one end of the first contactor is connected to the vehicle power supply, and the other end is connected to the eighth terminal of the three-position switch; one end of the second contactor is connected to the fifth terminal of the three-position switch through the second fuse, and the other end is connected to the high-voltage bus.

6. The train traction interlocking control system as described in claim 1, characterized in that, The traction power supply unit also includes a pantograph-catenary current detection device, which is connected between the pantograph and the three-position switch.

7. A train traction interlocking control method, characterized in that, The train traction interlocking control method, applied to the train traction interlocking control system as described in any one of claims 1-6, comprises: The network control system is used to detect whether the power supply of each traction power supply unit in the train traction interlocking control system is abnormal. If any of the traction power supply units is detected to be abnormal, the high-speed circuit breaker in the abnormal traction power supply unit is opened, the power supply to the traction inverter in the abnormal traction power supply unit is switched, and a pantograph-catenary fault is reported.

8. The train traction interlocking control method as described in claim 7, characterized in that, The network control system detects whether the traction power supply unit is experiencing abnormal power supply, including: If the network control system detects that at least one of the following conditions is met for a preset time, then the traction power supply unit is determined to be malfunctioning: The pantograph-catenary current sampling is below 50A; The traction inverter is undervoltage fault; The auxiliary inverter is undervoltage fault.

9. The train traction interlocking control method as described in claim 7, characterized in that, After the high-speed circuit breaker in the traction power supply unit that caused the control malfunction is tripped, the following steps are included: The control connects the auxiliary inverter in the abnormal traction power supply unit to the high-voltage bus in the train traction interlocking control system.

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