Rail vehicle base load control system and control method

Abstract

The application relates to a rail vehicle basic load control system and a control method, which comprises the following steps: obtaining relevant information of a rail vehicle, including a vehicle speed, whether power supply of a train is powered, and whether a basic load instruction is received; and controlling running states of various loads according to the relevant information of the rail vehicle and whether the basic load instruction is received. The application solves the problem that basic load control of a rail vehicle cannot consider both running safety and passenger comfort.

Description

Technical Field

[0001] This invention belongs to the field of rail transit technology, and in particular relates to a basic load control system and control method for rail vehicles. Background Technology

[0002] In existing technologies, power-centralized EMU trains and conventional passenger trains mainly rely on power cars for traction power and train power supply. (See [link to relevant documentation]). Figure 1 In this configuration, the power and electricity systems of all vehicles are centrally managed and distributed through the main transformer. However, this centralized power supply design has a significant weakness: if the main transformer fails, the entire trainset will face the problem of traction motor power loss and train power supply interruption, causing the trainset to be unable to continue its journey and forced to wait for rescue. This not only affects the continuity of the journey and passenger comfort but may also endanger passenger safety in an emergency.

[0003] To address this issue, some solutions propose adding power batteries as backup power sources to ensure the continuity of traction and train power supply in the event of a main transformer failure. (See [link to relevant documentation]). Figure 2 and Figure 3 The introduction of power batteries enhances the self-rescue capability of EMU trains in the face of power failures, ensuring that even if the main transformer fails, the EMU can continue to travel to the nearest station or a more convenient rescue location using battery power. Furthermore, through the integrated design of the power circuit and the optimization of the common DC loop topology, the train's power supply loads can directly draw power from the intermediate DC loop, further enhancing the system's flexibility and reliability.

[0004] See Figure 2 , Figure 3 and Figure 4 The EMU (Electric Multiple Unit) adopts a centralized rectification and distributed inverter scheme, with inverters, chargers, and batteries installed in the intermediate trailer and control car. The DC600V loads mainly include passenger compartment heaters, DC600V / AC380V inverters, and DC600V / DC110V chargers. The inverters convert DC600V to AC380V to power the AC loads. These AC380V loads mainly include passenger hot water tanks, electric tea boilers, onboard air conditioning (including refrigeration compressors, heating preheaters, and ventilation fans), and heat tracing to ensure vehicle operation (including pipeline heat tracing, water inlet / outlet heat tracing, and waste bin heat tracing). The chargers convert DC600V to DC110V to power the DC110V loads (including general loads, tertiary loads, secondary loads, and primary loads) and charge the DC110V batteries. When the chargers stop working, the batteries continue to power the DC110V loads. The DC110V load rating (divided into ordinary load, level 3 load, level 2 load, and level 1 load) is mainly determined based on the load's importance to vehicle operation safety and its necessity in emergency situations.

[0005] The priority of DC110V loads is as follows: Level 1 load > Level 2 load > Level 3 load > General load. Level 1 loads mainly include communication between vehicles of the EMU, communication between the EMU and the ground, and the main units of systems ensuring EMU operating safety (braking, running, anti-skid, smoke and fire control, etc.), as well as emergency lighting. Level 2 loads mainly include the main units of security systems such as video surveillance and doors. Level 3 loads mainly include the main units of passenger information systems such as PIS and toilet systems. According to the operating regulations for EMUs, when there is no train power supply, at least 1 hour of power supply must be provided to Level 3 loads, at least 3 hours to Level 2 loads, and at least 5 hours to Level 1 loads.

[0006] However, due to space and axle load limitations in train cars, the capacity of power batteries is typically limited (e.g., 300 kWh). This necessitates careful consideration in designing power management and load control strategies for high-speed trains to maximize the effectiveness of limited power while ensuring safe operation. Especially in emergency situations, prioritizing power supply to critical systems (such as communication, braking, and running safety systems) and rationally allocating power according to the urgency of different loads become key design challenges. Furthermore, the varying power demands of high-speed trains under different operating conditions require the power battery system to possess high adaptability and intelligent control capabilities to meet the power needs of the train under different circumstances and ensure a safe and comfortable travel experience for passengers. Summary of the Invention

[0007] To address the shortcomings of related technologies, this invention provides a rail vehicle basic load control system and method, which solves the problem that rail vehicle basic load control cannot simultaneously ensure operational safety and passenger comfort.

[0008] According to one aspect of this application, a rail vehicle basic load control system is provided. In one possible embodiment, the system includes: one or more human-machine interface platforms, located in one or more of the following locations: the power car driver's cab, the dining car mechanic's cab, and the control car driver's cab, for determining the operating condition of the power car based on relevant rail vehicle information, including vehicle speed and train power supply status, and sending the relevant rail vehicle information to a monitoring network, or sending the relevant rail vehicle information and basic load commands to the monitoring network; and one or more monitoring platforms, located in one or more of the following locations: the power car driver's cab, the control car driver's cab, the control car driver's cab, and the control car driver's cab. The vehicle driver's cab, or one or more carriages, is used to receive and identify relevant information about the power vehicle from the monitoring network; or, to receive and identify relevant information about the power vehicle and basic load instructions from the monitoring network; and forward them to the programmable logic unit (PLU); the PLU is used to control the load by controlling the load control contactor according to the received basic load instructions, relevant information about the power vehicle, and the acquired DC110V battery voltage; the load control contactor is controlled by the PLU to open and close to disconnect and close the connection of each load to the DC600V power supply, the AC380V power supply, and the DC110V battery.

[0009] In one possible implementation, the rail vehicle base load control system of claim 1 is applied, the method comprising: acquiring relevant information about the rail vehicle, including: vehicle speed, whether the train power supply is energized, and whether a base load command has been received; and controlling the operating status of each load based on the relevant information about the rail vehicle and whether a base load command has been received.

[0010] In one possible implementation, the operating status of each load is controlled based on relevant information of the rail vehicle and whether a basic load command has been received. This includes: when the train power supply is energized and there is no basic load command, the rail vehicle enters a fully automatic operating mode, and each load operates according to a set program.

[0011] In one possible implementation, the operation status of each load is controlled based on relevant information of the rail vehicle and whether a basic load command has been received. This also includes: when the train is powered and there is a basic load command, and the train speed is ≤5km / h, the rail vehicle enters a normal basic load mode, including: starting the heat tracing load based on the external temperature; starting the air conditioning load to run at half load based on the internal and external temperatures; and cutting off the normal load, including controlling the electric tea boiler and hot water tank to stop operating.

[0012] In one possible implementation, the operation status of each load is controlled based on relevant information of the rail vehicle and whether a basic load command has been received. This also includes: when the train is powered and there is a basic load command, and when the train speed is >5km / h, the rail vehicle enters the extreme basic load mode, including: starting the heat tracing load based on the external temperature; starting only the ventilation fan for the air conditioning load; and cutting off ordinary loads, including controlling the electric tea boiler and hot water tank to stop operating.

[0013] In one possible implementation, the operating status of each load is controlled based on relevant information of the rail vehicle and whether a basic load command is received. This also includes: when the train power supply is unavailable, the DC600V load and AC380V load stop working; when a basic load command is received, the ordinary load is disconnected.

[0014] In one possible implementation, the operating status of each load is controlled based on relevant information of the rail vehicle and whether a basic load command has been received. This also includes: when there is no power supply to the train and no basic load command is received, the power supply to the ordinary load is cut off after a 5-minute timer; when the power supply to the train is cut off for 1 hour, the power supply to the third-level load is cut off; when the power supply to the train is cut off for 3 hours, the power supply to the second-level load is cut off; and the power supply to the first-level load remains uninterrupted.

[0015] In one possible implementation, the coil of the secondary load power supply contactor is jointly controlled by the programmable logic unit and the primary load power supply; the coil of the tertiary load power supply contactor is jointly controlled by the programmable logic unit and the secondary load power supply.

[0016] In one possible implementation, the priority of each load level is: Level 1 load > Level 2 load > Level 3 load > Normal load.

[0017] Based on the above technical solution, the rail vehicle basic load control system and control method of the present invention acquire relevant information of the rail vehicle, such as vehicle speed and power supply status, and perform intelligent analysis to determine the control strategy for each load. The formulation of this strategy takes into account multiple factors such as vehicle speed, power supply status, and whether basic load instructions have been received, ensuring the accuracy and effectiveness of load control. Through intelligent control of the load, not only can energy efficiency be improved, but the load status can also be adjusted according to different working conditions to meet the operating needs of the rail vehicle and improve the comfort experience of passengers. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0019] Figure 1 A circuit topology diagram for an existing power supply system for rail vehicles;

[0020] Figure 2 Circuit topology diagram after adding a power battery to the existing rail vehicle power supply system;

[0021] Figure 3 A circuit topology diagram for power supply and load connection of existing rail vehicles;

[0022] Figure 4 A schematic diagram of the load structure of the intermediate trailer and control car in an existing rail vehicle train;

[0023] Figure 5 This is a network topology diagram of a rail vehicle basic load control system according to one embodiment of this application;

[0024] Figure 6 This is a schematic diagram of the load power supply circuit of a rail vehicle basic load control system according to one embodiment of this application.

[0025] Figure 7 This is a PLC control schematic diagram of a rail vehicle basic load control system according to one embodiment of this application.

[0026] Figure 8 This is a flowchart illustrating a method for controlling the load on a rail vehicle foundation according to one embodiment of this application. Detailed Implementation

[0027] The technical solutions in 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 a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0028] In the description of this invention, it should be understood that the terms "center", "lateral", "longitudinal", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0029] The terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first," "second," or "third" may explicitly or implicitly include one or more of that feature.

[0030] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0031] To address the issue that the basic load control of rail vehicles cannot simultaneously ensure operational safety and passenger comfort, this application provides a basic load control system for rail vehicles.

[0032] See Figure 5 The rail vehicle basic load control system of this application includes: one or more human-machine interface platforms, located in one or more of the following locations: the power car driver's cab, the dining car mechanic's cab, and the control car driver's cab, used to determine the operating condition of the power car based on relevant rail vehicle information including vehicle speed and train power supply status, and to send the relevant rail vehicle information to the monitoring network, or to send the relevant rail vehicle information and basic load commands to the monitoring network; and one or more monitoring platforms, located in one or more of the following locations: the power car driver's cab, the control car driver's cab, and one or more... Inside the aforementioned carriages, there are systems for receiving and identifying relevant information about the power vehicle from the monitoring network; or, for receiving and identifying relevant information about the power vehicle and basic load instructions from the monitoring network; and forwarding this information to the programmable logic unit (PLU). The PLU is used to control the load by controlling the load control contactor based on the received basic load instructions, relevant information about the power vehicle, and the acquired DC110V battery voltage. The load control contactor is controlled by the PLU to open and close, thereby disconnecting and closing the connection between each load and the power supply (DC600V / DC380V / DC110V).

[0033] like Figure 5As shown, the system includes a driver's cab human-machine interface platform / equipment for the power car / control car, a driver's cab monitoring platform, a mechanic's cab human-machine interface platform / equipment for the dining car, the dining car, the trailer, and the control car's compartment-level monitoring platform, PLCs (Programmable Logic Units), load control contactors, etc. The driver's cab human-machine interface platform / equipment and the mechanic's cab human-machine interface platform / equipment are redundant. By comprehensively judging the fault conditions of the power car, they can automatically / manually issue basic load commands to the entire train through the monitoring network, and simultaneously send relevant information about the power car. The compartment-level monitoring platform of each car identifies and forwards the relevant information from the monitoring network to the PLC of each car. After receiving the basic load command and the relevant information from the power car, the PLC, combined with the collected DC 110V battery voltage, controls the load by controlling the load contactors, ultimately realizing the basic load control of the EMU.

[0034] Internally, the PLC is actually a programmable relay system. By controlling the on / off state of these internal relays, it controls external load contactors and can also collect battery voltage data. Load priority is: Level 1 load > Level 2 load > Level 3 load > General load. Level 1 loads mainly include communication between train cars, communication between the train and the ground, and the main units of systems ensuring train safety (braking, running, anti-skid, fire prevention, etc.), as well as emergency lighting. Level 2 loads mainly include the main units of security systems such as video surveillance and doors. Level 3 loads mainly include the main units of passenger information systems such as the PIS system and toilet systems. According to train operation regulations, when there is no train power supply, at least 1 hour of power supply must be provided to Level 3 loads, at least 3 hours to Level 2 loads, and at least 5 hours to Level 1 loads.

[0035] like Figure 6 As shown, after the DC110V main circuit breaker Q20 is closed, the DC110V primary load is continuously powered; when the ordinary load contactor KM5 is open, cable +121 is de-energized; when the tertiary load contactor KM4 is open, cable +111 is de-energized; when the secondary load contactor KM3 is open, cable +114 is de-energized.

[0036] like Figure 6 and Figure 7 As shown, the power supply for the secondary load is controlled by contactor KM3, and the coil of contactor KM3 controls the primary load +113. The power supply for the tertiary load is controlled by contactor KM4, and the coil of contactor KM4 controls the secondary load +114. The power supply for the general load is controlled by contactor KM5, and the coil of contactor KM5 controls the tertiary load +121, which enables redundant control in both software and hardware.

[0037] like Figure 6As shown in Figure 7, the power supply for the heat tracing load is controlled by contactor KM10, and the coil control of contactor KM10 is the primary load +113, which can ensure that it can be started first when there is AC380V power and the operating temperature is met.

[0038] like Figure 6 As shown in Figure 7, the power supply for the hot water tank and the electric water boiler is directly controlled by circuit breakers Q7 and Q6, without contactor control. However, each is equipped with an independent temperature controller, and its temperature controller is a common load. After the common load contactor KM5 is disconnected, +121 is de-energized, its controller cannot work properly, and the load stops working.

[0039] like Figure 6 As shown in Figure 7, the air conditioning load is equipped with a main circuit breaker Q11, and the load power supply is controlled by contactors KM16, KM17, KM18, KM19, KM11, KM12, and KM14. The contactor coils control a three-level load +111. The passenger compartment heating load is equipped with circuit breakers Q15 and Q16, and the load power supply is controlled by contactors KM8 and KM9. The contactor coils control a three-level load +111. Based on the indoor and outdoor temperatures, the PLC can control different contactors to activate and deactivate as needed, maintaining a comfortable indoor temperature.

[0040] In the above scheme, the human-machine interface platform is set up to achieve real-time monitoring and control of the rail vehicle's status. By setting up the human-machine interface platform in different locations, it ensures that vehicle information, such as vehicle speed and power supply status, can be effectively obtained in any working environment. This setup effectively improves the system's flexibility and reliability.

[0041] The deployment of the monitoring platform further enhances the ability to collect and transmit information. Through the platform, data from different carriages and the driver's cab can be received in real time, ensuring comprehensive monitoring of the power car's operating conditions. Furthermore, the monitoring platform can identify and process basic load commands, enabling the system to respond quickly and adjust load status, ensuring operational efficiency and safety.

[0042] The programmable logic unit (PLC) is the processing unit of the entire control system. It not only processes data and instructions received from the monitoring platform, but also intelligently controls the operation of the load control contactors based on the voltage status of the DC 110V battery, thereby achieving precise control of each load. This configuration allows the system to automatically adjust the load according to real-time conditions, optimize energy consumption, and ensure stable equipment operation.

[0043] The function of the load control contactor is to physically connect and disconnect the load. Controlled by a programmable logic unit (PLU), the contactor can precisely open or close to switch the power supply state for different loads. This step is crucial for ensuring the entire system can flexibly adjust the load according to actual needs, especially in response to emergencies, allowing for rapid adjustments to ensure the normal operation of rail vehicles and the safety of passengers.

[0044] Another aspect of this application provides a method for controlling the basic load of a rail vehicle. The method includes: acquiring relevant information about the rail vehicle, including: vehicle speed, whether the train power supply is energized, and whether a basic load command has been received; and controlling the operating status of each load based on the relevant information about the rail vehicle and whether a basic load command has been received.

[0045] In the above method, the first step is to acquire relevant information about the rail vehicle, such as its speed and power supply status. This step is fundamental to the entire load control process, ensuring that the control system can respond according to actual conditions. Information collection relies on advanced sensors and a human-machine interface platform, guaranteeing the accuracy and real-time nature of the data.

[0046] The driver's cab human-machine interface platform / equipment and the mechanic's cab human-machine interface platform / equipment are redundant. By comprehensively judging the fault conditions of the power car, they can automatically / manually send basic load commands to the entire train through the monitoring network, and at the same time send relevant information about the power car.

[0047] Based on the collected information, the system performs intelligent analysis through programmable logic units (PLCs) to determine control strategies for each load. This strategy formulation considers multiple factors, including vehicle speed, power supply status, and whether basic load commands have been received, ensuring the accuracy and effectiveness of load control. Intelligent load control not only improves energy efficiency but also allows for adjustments to load states based on different operating conditions, meeting the operational needs of rail vehicles.

[0048] According to the operating regulations for high-speed trains, when there is no train power supply, at least 1 hour of power supply for tertiary loads, at least 3 hours of power supply for secondary loads, and at least 5 hours of power supply for primary loads must be guaranteed. Tertiary loads, secondary loads, and ordinary loads can be controlled by a PLC. The basic load control system for power-centralized high-speed trains has multiple control modes.

[0049] In one possible implementation, the operating status of each load is controlled based on relevant information of the rail vehicle and whether a basic load command has been received. This includes: when the train power supply is energized and there is no basic load command, the rail vehicle enters a fully automatic operating mode, and each load operates according to a set program.

[0050] In the above scheme, when the train is powered and there is no basic load command, the PLC will control the whole vehicle to enter the fully automatic mode, start the heat tracing load according to the outside temperature; start the air conditioning load according to the inside and outside temperature (full load operation is allowed, i.e., the cooling mode allows two compressors to run at the same time; the heating mode allows two preheaters and two passenger compartment electric heaters to run at the same time); the electric tea boiler and hot water tank will run automatically.

[0051] In fully automatic operating mode, the load control of rail vehicles achieves a high degree of intelligence and automation. This mode allows the system to automatically adjust the operating status of each load according to a preset program, without manual intervention. This not only improves operational efficiency but also ensures the stability and reliability of system operation. Fully automatic operating mode is suitable for situations where the train's power supply is normal and no special load adjustments are required. Through preset programs, the system can automatically optimize its operating status to meet normal operational needs.

[0052] In one possible implementation, the operation status of each load is controlled based on relevant information of the rail vehicle and whether a basic load command has been received. This also includes: when the train is powered and there is a basic load command, and the train speed is ≤5km / h, the rail vehicle enters a normal basic load mode, including: starting the heat tracing load based on the external temperature; starting the air conditioning load to run at half load based on the internal and external temperatures; and cutting off the normal load, including controlling the electric tea boiler and hot water tank to stop operating.

[0053] In the above scheme, when the train is powered and there is a basic load command but the train speed is ≤5km / h, the train is assumed to be waiting for rescue in place. At this time, it enters the normal basic load mode, and the heat tracing load is started according to the outside temperature; the air conditioning load is started according to the inside and outside temperature (only half-load operation is allowed, that is, only one compressor is allowed to run in the cooling mode; only one preheater and one passenger compartment electric heater are allowed to run in the heating mode); the normal load control power is cut off, and the electric tea boiler and hot water tank stop operating.

[0054] The standard load mode is designed to adjust the load status of rail vehicles to meet specific operational needs under certain conditions, such as when the train is powered and the speed is low. In this mode, the system activates heat tracing loads (e.g., pipe heat tracing, inlet / outlet heat tracing, and waste bin heat tracing) based on the external temperature to maintain an appropriate temperature and ensure safe vehicle operation. Simultaneously, the system adjusts the air conditioning load intensity based on the temperature difference between the inside and outside, ensuring passenger comfort while avoiding energy waste. Furthermore, by removing unnecessary standard loads, such as electric kettles and hot water tanks, energy consumption is further optimized, ensuring efficient energy utilization.

[0055] In one possible implementation, the operating status of each load is controlled based on relevant information of the rail vehicle and whether a basic load command has been received. This also includes: when the train is powered and there is a basic load command, and when the vehicle speed is >5 km / h, the rail vehicle enters the extreme basic load mode, including: starting the heat tracing load (pipeline heat tracing, water inlet / outlet heat tracing, sewage tank heat tracing) according to the external temperature to maintain it at an appropriate temperature to ensure safe operation of the vehicle; only the ventilation fan of the air conditioning load is started; and ordinary loads are cut off, including controlling the electric tea boiler and hot water tank to stop operating.

[0056] In the above scheme, when the train is powered and there is a basic load command but the train speed is >5km / h, the EMU needs to rely on the power battery to move forward. At this time, it enters the extreme basic load mode. The heat tracing load (pipe heat tracing, water inlet / outlet heat tracing, sewage tank heat tracing) is started according to the external temperature to maintain it at an appropriate temperature and ensure the safe operation of the vehicle. The air conditioning load is only allowed to start the ventilation fan. The ordinary load control power is cut off, and the electric tea boiler and hot water tank stop operating.

[0057] The extreme basic load mode is designed to ensure the efficient and stable operation of rail vehicles under conditions of high speed and specific load requirements. In this mode, the system flexibly adjusts the load status according to actual needs, such as activating heat tracing loads (pipeline heat tracing, water inlet / outlet heat tracing, and waste bin heat tracing) to maintain an appropriate temperature and ensure safe vehicle operation. Simultaneously, it regulates the air quality inside the car by only activating the air conditioning fans, avoiding unnecessary energy consumption. Through precise load control, the system not only meets the basic operational requirements but also achieves efficient energy utilization, demonstrating the advantages of an intelligent load control system.

[0058] In one possible implementation, the operating status of each load is controlled based on relevant information of the rail vehicle and whether a basic load command is received. This also includes: controlling the DC600V load and AC380V load to stop working when the train power supply is unavailable; and disconnecting ordinary loads when a basic load command is received.

[0059] In the event of a power outage, the system automatically adjusts the load status to ensure the basic operational needs of the rail vehicles are met while avoiding unnecessary energy consumption. By stopping the operation of DC600V and AC380V loads, the system can maintain operation under power constraints, ensuring the safety and basic functions of the rail vehicles. Furthermore, the measure of cutting off ordinary loads according to basic load instructions further optimizes energy use, ensuring that the rail vehicles can maintain basic operational status in emergency situations.

[0060] In one possible implementation, the operating status of each load is controlled based on relevant information of the rail vehicle and whether a basic load command has been received. This also includes: when there is no power supply to the train and no basic load command is received, the power supply to the ordinary load is cut off after a 5-minute timer; when the power supply to the train is cut off for 1 hour, the power supply to the third-level load is cut off; when the power supply to the train is cut off for 3 hours, the power supply to the second-level load is cut off; and the power supply to the first-level load remains uninterrupted.

[0061] In the above scheme, when the power supply is unavailable, the inverter and charger cannot operate due to the lack of DC 600V, consequently causing the DC 600V and AC 380V loads to stop working. However, the battery provides DC 110V to maintain the normal operation of the vehicle's control system. When a basic load command is received, the ordinary load control power is cut off; if there is no basic load command, the ordinary load control power is cut off after a 5-minute timer. If the power supply failure lasts for 1 hour, the tertiary load control power is cut off; if the power supply failure lasts for 3 hours, the secondary load control power is cut off; the primary load remains powered.

[0062] This control strategy demonstrates the system's high degree of adaptability and intelligence in the face of extreme situations. By setting different time thresholds to gradually adjust the load status, the system can minimize energy consumption while ensuring basic operation and safety. This phased load shedding strategy ensures continuous power supply to critical loads such as primary loads, while gradually shedding non-critical loads to cope with prolonged power outages, showcasing the emergency management capabilities of the intelligent load control system.

[0063] In one possible implementation, the coil of the secondary load power supply contactor is jointly controlled by a programmable logic unit and a primary load power supply; the coil of the tertiary load power supply contactor is jointly controlled by a programmable logic unit and a secondary load power supply.

[0064] The PLC's output essentially controls the operation of a relay within the PLC. This relay's auxiliary contacts then control an external contactor. In other words, the PLC's internal circuitry functions like a dry contact.

[0065] If the upstream load is de-energized, even if the PLC's internal relays activate, the external contactors will still not be powered. The PLC's control is only effective when the upstream load is energized.

[0066] This setup emphasizes the interdependence and hierarchical control between loads. By allowing different levels of load power supply contactors to be controlled by the load at the next higher level, the system can flexibly adjust the priority of load power supply according to actual conditions, ensuring that critical loads, such as primary loads, are always guaranteed. This hierarchical load control mechanism not only improves the stability and reliability of the system but also allows the system to make precise load adjustment decisions when facing complex situations.

[0067] In one possible implementation, the priority of each load level is: Level 1 load > Level 2 load > Level 3 load > Normal load.

[0068] For the flow chart of the rail vehicle foundation load control method as one implementation method, see [link to relevant documentation]. Figure 8 .

[0069] By setting clear load priorities, the system can prioritize the power supply needs of critical loads under various operating conditions. This prioritization ensures that the basic needs of rail vehicle operation and passenger safety are met first in situations of limited energy or emergencies. Through the high degree of automation and flexibility of the intelligent control system, the system can maintain the efficient and stable operation of rail vehicles even in complex and changing environments, achieving advanced load management and control technologies.

[0070] The rail vehicle foundation load control system and control method of this application have the following beneficial effects:

[0071] 1. The EMU has outstanding self-rescue capabilities; even after a train malfunctions, it can still move forward using the power battery, and the EMU is designed as an integrated unit.

[0072] 2. The system boasts high practicality and safety; the trainset can switch between different basic load modes according to its specific operating conditions, balancing operational needs and passenger comfort; the DC 110V emergency mode extends the trainset's waiting time for rescue, ensuring high safety; adding a power battery enables kinetic energy recovery, saving energy and reducing operating costs, laying the foundation for hybrid power drive.

[0073] 3. High level of automation; the basic load control system can automatically make logical judgments and perform control according to the actual operating conditions of the EMU, thereby improving the level of system automation.

[0074] 4. Better compatibility: Existing EMUs only need to add power batteries and modify the power supply location of the train power supply, and upgrade the vehicle control software to realize basic load control functions. The system has higher compatibility.

[0075] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0076] The above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of the present invention or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of the present invention, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in the present invention.

Claims

1. A method for controlling the foundation load of a rail vehicle, characterized in that, The method includes: Obtain relevant information about the rail vehicles, including: vehicle speed, whether the train power supply is energized, and whether basic load instructions have been received; Based on the relevant information of the rail vehicle and whether or not a basic load command has been received, control the operating status of each load. The process of controlling the operating status of each load based on relevant information of the rail vehicle and whether a basic load command has been received includes: When the train power supply is available and there is no basic load command, the rail vehicle enters the fully automatic operating mode, and each load operates according to the set program. When the train is powered and there is a basic load command, and the train speed is ≤5km / h, the rail vehicle enters the normal basic load mode, including: starting the heat tracing load according to the external temperature; starting the air conditioning load to run at half load according to the internal and external temperatures; and cutting off the normal load, including controlling the electric tea boiler and hot water tank to stop operating. When the train is powered and there is a basic load command, and when the train speed is >5km / h, the rail vehicle enters the extreme basic load mode, including: starting the heat tracing load according to the outside temperature; starting only the ventilation fan for the air conditioning load; cutting off ordinary loads, including controlling the electric tea boiler and hot water tank to stop operating; When the power supply is unavailable, the DC 600V load and AC 380V load stop working; when the DC 110V battery is working and there is a basic load command, the ordinary load is disconnected. When the power supply to the train is unavailable, and the DC110V battery is working without any basic load command, the power to the ordinary load control will be cut off after 5 minutes. If the power supply to the train is unavailable for 1 hour, the power to the third-level load control will be cut off. If the power supply to the train is unavailable for 3 hours, the power to the second-level load control will be cut off. The power to the first-level load will remain uninterrupted.

2. The method for controlling the load on the foundation of a rail vehicle according to claim 1, characterized in that, The coil of the secondary load power supply contactor is jointly controlled by the programmable logic unit and the primary load power supply. The coil of the three-level load power supply contactor is jointly controlled by the programmable logic unit and the two-level load power supply.

3. The method for controlling the basic load of a rail vehicle according to claim 2, characterized in that, in, The priority of each load level is: Level 1 load > Level 2 load > Level 3 load > Normal load.

4. A basic load control system for rail vehicles, characterized in that, For implementing the rail vehicle foundation load control method according to any one of claims 1-3, the system comprises: One or more human-machine interaction platforms are set up in one or more of the following locations: the driver's cab of the power car, the mechanic's cab of the dining car, and the driver's cab of the control car. These platforms are used to determine the operating condition of the power car based on relevant information of the rail vehicle, including vehicle speed and train power supply status, and to send relevant information of the rail vehicle to the monitoring network, or to send relevant information of the rail vehicle and basic load instructions to the monitoring network. One or more monitoring platforms are installed in one or more of the following locations: the driver's cab of the power car, the driver's cab of the control car, or one or more carriages, for receiving and identifying relevant information of the power car from the monitoring network; or for receiving and identifying relevant information and basic load instructions of the power car from the monitoring network; and forwarding them to the programmable logic unit. The programmable logic unit is used to control the load by controlling the load control contactor based on the received basic load command, relevant information of the power vehicle, and the acquired DC110V battery voltage. The load control contactor, controlled by a programmable logic unit, opens and closes to disconnect and close the connection of each load to a DC 600V power supply, an AC 380V power supply, and a DC 110V battery.

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