Double-bus metro vehicle air conditioner load shedding control method

Abstract

The invention provides a double-bus subway vehicle air conditioner load shedding control method which comprises the following steps: designing an existing AV380V bus into double buses, namely a first bus and a second bus; the TC1 vehicle SIV and the TC2 vehicle SIV are mounted on the first bus at the same time, and the M1 vehicle SIV and the M2 vehicle SIV are mounted on the second bus at the same time; the first bus and the second bus are connected in parallel through a bus contactor of the M1 vehicle; and two air conditioning units of each section of vehicle are mounted on the first bus and the second bus respectively, and air conditioner load shedding control logic is designed in combination with the states of bus contactors. According to the technical scheme, the technical problems that due to faults such as AC380V bus short circuit, a vehicle loses AC380V power supply, and air conditioner load shedding is controlled when a bus contactor breaks down are solved, the situation that the air conditioner is not subjected to load shedding or is not subjected to load shedding is avoided, the utilization efficiency of air conditioner equipment is improved, the comfort level of passengers is increased, and the service life of the passengers is prolonged. The SIV overcurrent fault is reduced, and the vehicle operation efficiency is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of air conditioning load reduction control for subway vehicles, and in particular to a method for air conditioning load reduction control for double-bus subway vehicles. Background Art

[0002] In the current urban rail transit, the load reduction technology of subway vehicle air conditioning is one of the important components. At present, the auxiliary inverter grid-connected power supply design is generally adopted in the design of subway vehicles. The grid-connected power supply system has good stability, high reliability and redundancy. When one auxiliary inverter fails, the remaining three auxiliary inverters can meet the AC load power supply requirements of the entire train. No interconnection lines are required between the auxiliary inverters of the grid-connected power supply, and power droop control is adopted. Its essence is to change the output active power and reactive power of the auxiliary inverter by changing the output voltage amplitude and frequency of the auxiliary inverter, and it has strong anti-interference ability.

[0003] In order to ensure that the operation of key equipment can be prioritized when the auxiliary inverter power supply system of the subway train fails, and to maintain operational safety and efficiency by reducing the energy consumption of non-critical equipment, the train network control system (TCMS system) will send an "air conditioning load reduction" command to the air conditioning system (HVAC) under SIV failure conditions, thereby reducing the burden on the auxiliary power supply system by reducing the power consumption of the air conditioning system. At present, each train of the 6-carriage urban rail subway car is equipped with 4 auxiliary inverters (SIV) and each car is equipped with 2 air conditioning units.

[0004] How to reasonably control the load shedding of the air conditioning system under the condition of auxiliary inverter failure has a direct impact on train operation. Through reasonable load shedding control methods, the operation mode of the air conditioning can be maximized under SIV failure, the impact on passenger comfort can be reduced, and the normal operation of key equipment can be ensured through reasonable power allocation, thereby improving operational efficiency and reliability.

[0005] In the prior art, the vehicle adopts a single busbar (AC380V) power supply design. Taking a 6-train vehicle as an example, the schematic diagram is as follows: Figure 1 As shown in the figure, the scheme adopts a single AC380V busbar design. TC1, M1, M2, and TC2 cars are respectively equipped with an auxiliary inverter (SIV) to output AC380V AC power to the busbar. Each car is equipped with two air-conditioning units. The M1 car is equipped with a busbar contactor (TLK) to divide the busbar into two sections when the AC380V busbar is abnormal, thereby isolating the fault point to the maximum extent.

[0006] The air conditioning load reduction logic for the existing solution is as follows:

[0007] If a single SIV fails, the air conditioning unit can operate normally because the auxiliary power supply capacity can meet the AC380V power supply requirement of the entire vehicle.

[0008] Two SIVs failed. At this time, the auxiliary power supply capacity could not meet the AC380V power supply requirement of the whole vehicle. The TCMS system sent an "air conditioning load reduction" command to the air conditioning system, and the air conditioning of the entire train operated in load reduction mode.

[0009] If three or more SIVs fail, the auxiliary power supply capacity cannot meet the load-reduced operation of the air-conditioning of the entire train. The TCMS system sends an "air-conditioning ventilation" command to the air-conditioning system, and the air-conditioning of the entire train runs in ventilation mode.

[0010] The existing single bus and air conditioning control have the following shortcomings:

[0011] The AC380V bus has no redundant configuration. If the bus is short-circuited, the fault can be isolated through the bus contactor (TLK). However, the half train with the bus short-circuited will have no AV380V power supply, resulting in vehicle loss. The 380V load equipment of the train cannot work normally, such as air-conditioning units, air compressors, etc.

[0012] The existing air conditioning load shedding control scheme has design defects. When the bus contactor is closed, the air conditioning load shedding logic is normal. When the bus contactor is disconnected, if the existing load shedding logic is used again, it will lead to the situation where the load shedding is not carried out and the load shedding is carried out when it should not be carried out, which affects the passenger comfort and may also cause damage to the SIV equipment. For example:

[0013] The load shedding does not carry out load shedding.

[0014] When the bus contactor is disconnected, the SIV of TC1 car fails. According to the current plan, the entire car will not be unloaded. However, at this time, TC1 / MP1 / M1 cars lose half of their SIVs, and the air conditioners of TC1 / MP1 / M1 cars need to be unloaded. Failure to unload may cause overcurrent in the SIV system.

[0015] Load shedding when it is not necessary

[0016] When the bus contactor is disconnected, the SIVs of TC1 / M1 are both faulty. According to the current plan, the entire vehicle is unloaded. However, at this time, all SIVs of TC1 / MP1 / M1 are lost, and the air conditioner of TC1 / MP1 / M1 needs to be ventilated. All SIVs of TC2 / MP2 / M2 are normal, and the air conditioner of TC2 / MP2 / M2 does not need to be unloaded. Summary of the invention

[0017] According to the above-mentioned technical problems of the loss of AC380V power supply of the vehicle due to AC380V bus short circuit and the control of air conditioning load reduction when the bus contactor fails, a double-bus subway vehicle air conditioning load reduction control method is provided to avoid the situation where the load reduction is not performed and the situation where the load reduction is not performed, thereby improving the reliability of the vehicle and the comfort of passengers.

[0018] The technical means adopted by the present invention are as follows:

[0019] A double-bus subway vehicle air conditioning load reduction control method, comprising:

[0020] S1. Design of double busbar:

[0021] S2. Design the air conditioning load reduction control logic based on the bus contactor status.

[0022] Furthermore, step S1 specifically includes:

[0023] S11. Design the existing AV380V busbar into a double busbar, which is the first busbar and the second busbar;

[0024] S12, mounting the SIV of the TC1 car and the SIV of the TC2 car on the first bus at the same time, and mounting the SIV of the M1 car and the SIV of the M2 car on the second bus at the same time;

[0025] S13, connecting the first busbar and the second busbar in parallel through the busbar contactor of the M1 vehicle;

[0026] S14. Mount two air-conditioning units in each car on the first busbar and the second busbar respectively.

[0027] Furthermore, in step S14:

[0028] Two air-conditioning units in each car are mounted on the first bus and the second bus respectively to improve the redundancy of the solution; when there is an abnormality in the first bus or the second bus, the faulty bus is isolated by disconnecting the bus contactor. After isolation, one air-conditioning unit in each car can still operate normally, thereby improving vehicle reliability.

[0029] Further, step S2 specifically includes:

[0030] S21. Design the control logic of bus contactor;

[0031] S22. Design the fault diagnosis logic of bus contactor;

[0032] S23. Design the control logic for air conditioning load reduction.

[0033] Furthermore, step S21 specifically includes:

[0034] S211, after the low voltage control power is on, the TCMS system controls the closing / opening of the bus contactor:

[0035] S2111. When the following conditions are met at the same time, the TCMS system closes the bus contactor by outputting a closing command:

[0036] The TCMS system is normal;

[0037] All four SIVs were successfully connected to the grid;

[0038] No vehicle emergency operation mode;

[0039] No independent power supply mode;

[0040] The vehicle has no AC380V power supply;

[0041] S2112: When any of the following conditions is met, the TCMS system disconnects the bus contactor by outputting a disconnection command:

[0042] Vehicle emergency operation mode;

[0043] Independent power supply mode;

[0044] Bus contactor failure;

[0045] Four SIVs are overcurrented at the same time.

[0046] Further, step S22 specifically includes:

[0047] S221, bus contactor card fault:

[0048] When the TCMS system outputs the bus contactor closing command, the TCMS system monitors the action feedback of the bus contactor through hard lines. If the TCMS system outputs the closing command and detects that the bus contactor is disconnected, it means that the bus contactor does not act according to the command. After the command and feedback status are inconsistent for 3 seconds, the TCMS system will issue an early warning broadcast, and the broadcast content is "bus contactor stuck fault";

[0049] S222, bus contactor engagement fault:

[0050] When the TCMS system outputs the bus contactor disconnect command, the TCMS system monitors the action feedback of the bus contactor through hard wire. If the TCMS system outputs the disconnect command and monitors that the bus contactor is in a closed state, it means that the bus contactor has not acted according to the command. After the command and feedback state are inconsistent for 3S, the TCMS system will broadcast an early warning with the content of "bus contactor engagement failure".

[0051] Further, step S23 specifically includes:

[0052] S231, when the bus contactor is closed, the double busbars are connected in parallel and the load shedding logic is designed;

[0053] S232. When the bus contactor is disconnected, the AV380V power supply is divided into the first bus and the second bus, and the load reduction logic is designed.

[0054] Further, step S231 specifically includes:

[0055] S2311, single SIV failure, because the auxiliary power supply capacity can meet the AC380V power supply requirements of the whole vehicle, the air conditioning unit operates normally at this time;

[0056] S2312, two SIVs failed. At this time, the auxiliary power supply capacity could not meet the AC380V power supply requirement of the whole train. The TCMS system sent an "air conditioning load reduction" command to the air conditioning system, and the air conditioning of the whole train operated in load reduction mode.

[0057] S2313: Three or more SIVs fail. At this time, the auxiliary power supply capacity cannot meet the load-reduced operation of the air-conditioning of the entire train. The TCMS system sends an "air-conditioning ventilation" command to the air-conditioning system, and the air-conditioning of the entire train runs in ventilation mode.

[0058] Further, step S232 specifically includes:

[0059] In S2321, the first bus, the SIV of TC1 car and the SIV of TC2 car are both normal, and the air conditioning units of each car mounted on the first bus are operating normally;

[0060] S2322, in the first bus, a single SIV fails, and the air conditioning units of each car mounted on the first bus run at reduced load;

[0061] In S2323, in the first bus, both SIVs failed, and the air conditioning units of each car mounted on the first bus were in ventilation operation;

[0062] On the second busbar S2324, the SIV of the M1 car and the SIV of the M2 car are both normal, and the air conditioning units of each car mounted on the second busbar are operating normally;

[0063] S2325, on the second bus, a single SIV fails, and each car air conditioning unit mounted on the second bus operates at reduced load;

[0064] S2326, on the second bus, both SIVs failed, and the air-conditioning units in each car mounted on the second bus were in ventilation operation.

[0065] Compared with the prior art, the present invention has the following advantages:

[0066] 1. The present invention provides a double-bus subway vehicle air conditioning load reduction control method, which improves vehicle reliability and can ensure AC380V power supply for the entire train after a single bus short circuit or other fault occurs, without causing half of the train to be without AC380V power, causing related equipment to be unable to work, thereby reducing vehicle operation safety and passenger comfort.

[0067] 2. The present invention provides a double-bus subway vehicle air conditioning load reduction control method, which avoids the situation where the air conditioner does not reduce load when it should or reduces load when it should not, improves the utilization efficiency of the air conditioning equipment, increases passenger comfort, reduces the occurrence of SIV overcurrent failures, and improves vehicle operating efficiency.

[0068] Based on the above reasons, the present invention can be widely promoted in the fields of subway vehicle air conditioning load reduction control and the like. BRIEF DESCRIPTION OF THE DRAWINGS

[0069] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0070] Figure 1 This is a single bus AC380V power supply topology diagram in the prior art.

[0071] Figure 2 This is a topological diagram of the load reduction principle of the double-bus air conditioner provided in an embodiment of the present invention.

[0072] Figure 3 The system network topology provided by the embodiment of the present invention.

[0073] Figure 4 A flow chart of load reduction for a double-bus air conditioner provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0074] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0075] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0076] The present invention provides a double-bus subway vehicle air conditioning load reduction control method, comprising:

[0077] S1. Design of double busbar:

[0078] S2. Design the air conditioning load reduction control logic based on the bus contactor status.

[0079] In specific implementation, as a preferred embodiment of the present invention, step S1 specifically includes:

[0080] S11. Design the existing AV380V busbar into a double busbar, which is the first busbar and the second busbar;

[0081] S12, mounting the SIV of the TC1 car and the SIV of the TC2 car on the first bus at the same time, and mounting the SIV of the M1 car and the SIV of the M2 car on the second bus at the same time;

[0082] S13, connecting the first busbar and the second busbar in parallel through the busbar contactor of the M1 vehicle;

[0083] S14, mount two air conditioning units in each car on the first bus and the second bus respectively. Figure 2 The figure shows the topological diagram of the load reduction principle of double-bus air conditioning, where red represents the first bus and green represents the second bus;

[0084] In specific implementation, as a preferred embodiment of the present invention, in step S14:

[0085] Two air-conditioning units in each car are mounted on the first bus and the second bus respectively to improve the redundancy of the solution; when the first bus or the second bus has an abnormality such as a short circuit, the faulty bus is isolated by disconnecting the bus contactor. After isolation, one air-conditioning unit in each car can still operate normally, thereby improving vehicle reliability.

[0086] In specific implementation, as a preferred embodiment of the present invention, step S2 specifically includes:

[0087] S21. Design the control logic of bus contactor (TLK);

[0088] S22. Design the fault diagnosis logic of bus contactor (TLK);

[0089] S23. Design the control logic for air conditioning load reduction.

[0090] In specific implementation, as a preferred embodiment of the present invention, step S21 specifically includes:

[0091] S211, after the low voltage control power is on, the TCMS system controls the closing / opening of the bus contactor:

[0092] S2111. When the following conditions are met at the same time, the TCMS system closes the bus contactor by outputting a closing command:

[0093] The TCMS system is normal;

[0094] All four SIVs were successfully connected to the grid;

[0095] No vehicle emergency operation mode;

[0096] No independent power supply mode;

[0097] The vehicle has no AC380V power supply;

[0098] S2112: When any of the following conditions is met, the TCMS system disconnects the bus contactor by outputting a disconnection command:

[0099] Vehicle emergency operation mode;

[0100] Independent power supply mode;

[0101] Bus contactor fault (open / closed);

[0102] Four SIVs are overcurrented at the same time.

[0103] In specific implementation, as a preferred embodiment of the present invention, step S22 specifically includes:

[0104] S221, bus contactor card fault:

[0105] When the TCMS system outputs the bus contactor closing command, the TCMS system monitors the action feedback of the bus contactor through hard lines. If the TCMS system outputs the closing command and detects that the bus contactor is disconnected, it means that the bus contactor does not act according to the command. After the command and feedback status are inconsistent for 3 seconds, the TCMS system will issue an early warning broadcast, and the broadcast content is "bus contactor stuck fault";

[0106] S222, bus contactor engagement fault:

[0107] When the TCMS system outputs the bus contactor disconnect command, the TCMS system monitors the action feedback of the bus contactor through hard wire. If the TCMS system outputs the disconnect command and monitors that the bus contactor is in a closed state, it means that the bus contactor has not acted according to the command. After the command and feedback state are inconsistent for 3S, the TCMS system will broadcast an early warning with the content of "bus contactor engagement failure".

[0108] In specific implementation, as a preferred embodiment of the present invention, step S23 specifically includes:

[0109] S231, when the bus contactor is closed, the double busbars are connected in parallel and the load shedding logic is designed;

[0110] S232. When the bus contactor is disconnected, the AV380V power supply is divided into the first bus and the second bus, and the load reduction logic is designed.

[0111] In specific implementation, as a preferred embodiment of the present invention, step S231 specifically includes:

[0112] S2311, single SIV failure, because the auxiliary power supply capacity can meet the AC380V power supply requirements of the whole vehicle, the air conditioning unit operates normally at this time;

[0113] S2312, two SIVs failed. At this time, the auxiliary power supply capacity could not meet the AC380V power supply requirement of the whole train. The TCMS system sent an "air conditioning load reduction" command to the air conditioning system, and the air conditioning of the whole train operated in load reduction mode.

[0114] S2313: Three or more SIVs fail. At this time, the auxiliary power supply capacity cannot meet the load-reduced operation of the air-conditioning of the entire train. The TCMS system sends an "air-conditioning ventilation" command to the air-conditioning system, and the air-conditioning of the entire train runs in ventilation mode.

[0115] In specific implementation, as a preferred embodiment of the present invention, step S232 specifically includes:

[0116] In S2321, the first bus, the SIV of TC1 car and the SIV of TC2 car are both normal, and the air conditioning units of each car mounted on the first bus are operating normally;

[0117] S2322, in the first bus, a single SIV fails, and the air conditioning units of each car mounted on the first bus run at reduced load;

[0118] In S2323, in the first bus, both SIVs failed, and the air conditioning units of each car mounted on the first bus were in ventilation operation;

[0119] On the second busbar S2324, the SIV of the M1 car and the SIV of the M2 car are both normal, and the air conditioning units of each car mounted on the second busbar are operating normally;

[0120] S2325, on the second bus, a single SIV fails, and each car air conditioning unit mounted on the second bus operates at reduced load;

[0121] S2326, on the second bus, both SIVs failed, and the air-conditioning units in each car mounted on the second bus were in ventilation operation.

[0122] Example

[0123] The control method implementation includes the SIV system, TCMS system, and HVAC system, and each system communicates data through the vehicle multi-function bus, such as Figure 3 shown.

[0124] Air conditioning controller: Mainly responsible for introducing TCMS control instructions. After receiving instructions such as load reduction and ventilation, it controls the units of its air conditioning system to execute relevant commands.

[0125] TCMS system: The central control unit is mainly responsible for the logical operation of air conditioning load reduction. It determines the working mode of the air conditioner according to the relevant parameters of the SIV / HVAC input and sends relevant instructions to the air conditioning controller; the remote input and output unit is mainly responsible for the collection of vehicle control lines and status lines, such as the working status of the SIV, the closing / opening status of the bus contactor, etc. After collection, it is sent to the central control unit through the MVB bus for logical operation; the driver's cab display screen mainly monitors the working status of the SIV / HVAV. The driver can intuitively obtain whether the air conditioning load reduction is successful and whether the SIV is faulty.

[0126] Auxiliary control system: mainly responsible for outputting AC380V power supply, detecting whether the SIV is faulty, and sending relevant information to the central control unit through the MVB bus for the TCMS system air conditioning load reduction logic operation.

[0127] The central control unit in the above TCMS system is mainly responsible for the air conditioning load reduction logic operation. The logic data list is as follows:

[0128] Serial number name type meaning Data transmission path 1 TC1 car SIV failure BOOL 1 = fault; 0 = normal SIV1->TCMS 2 M1 Car SIV Failure BOOL 1 = fault; 0 = normal SIV2->TCMS 3 M2 car SIV failure BOOL 1 = fault; 0 = normal SIV3->TCMS 4 TC2 car SIV failure BOOL 1 = fault; 0 = normal SIV4->TCMS 5 Bus contactor status BOOL 1 = closed; 0 = open RIOM->TCMS 6 TC1 car air conditioning unit 1 load reduction BOOL 1 = load shedding; 0 = no load shedding TCMS->HVAC1 7 TC1 car air conditioning unit 1 ventilation BOOL 1 = ventilation; 0 = no ventilation TCMS->HVAC1 8 TC1 car air conditioning unit 2 load reduction BOOL 1 = load shedding; 0 = no load shedding TCMS->HVAC1 9 TC1 car air conditioning unit 2 ventilation BOOL 1 = ventilation; 0 = no ventilation TCMS->HVAC1 10 MP1 car air conditioning unit 1 load reduction BOOL 1 = load shedding; 0 = no load shedding TCMS->HVAC2 11 MP1 Car Air Conditioning Unit 1 Ventilation BOOL 1 = ventilation; 0 = no ventilation TCMS->HVAC2 12 MP1 car air conditioning unit 2 load reduction BOOL 1 = load shedding; 0 = no load shedding TCMS->HVAC2 13 MP1 Car Air Conditioning Unit 2 Ventilation BOOL 1 = ventilation; 0 = no ventilation TCMS->HVAC2 14 M1 car air conditioning unit 1 load reduction BOOL 1 = load shedding; 0 = no load shedding TCMS->HVAC3 15 M1 Car Air Conditioning Unit 1 Ventilation BOOL 1 = ventilation; 0 = no ventilation TCMS->HVAC3 16 M1 car air conditioning unit 2 load reduction BOOL 1 = load shedding; 0 = no load shedding TCMS->HVAC3 17 M1 car air conditioning unit 2 ventilation BOOL 1 = ventilation; 0 = no ventilation TCMS->HVAC3 18 TC2 car air conditioning unit 1 load reduction BOOL 1 = load shedding; 0 = no load shedding TCMS->HVAC6 19 TC2 car air conditioning unit 1 ventilation BOOL 1 = ventilation; 0 = no ventilation TCMS->HVAC6 20 TC2 car air conditioning unit 2 load reduction BOOL 1 = load shedding; 0 = no load shedding TCMS->HVAC6 21 TC2 car air conditioning unit 2 ventilation BOOL 1 = ventilation; 0 = no ventilation TCMS->HVAC6 22 MP2 car air conditioning unit 1 load reduction BOOL 1 = load shedding; 0 = no load shedding TCMS->HVAC5 23 MP2 Car Air Conditioning Unit 1 Ventilation BOOL 1 = ventilation; 0 = no ventilation TCMS->HVAC5 24 MP2 car air conditioning unit 2 load reduction BOOL 1 = load shedding; 0 = no load shedding TCMS->HVAC5 25 MP2 Car Air Conditioning Unit 2 Ventilation BOOL 1 = ventilation; 0 = no ventilation TCMS->HVAC5 26 M2 car air conditioning unit 1 load reduction BOOL 1 = load shedding; 0 = no load shedding TCMS->HVAC4 27 M2 car air conditioning unit 1 ventilation BOOL 1 = ventilation; 0 = no ventilation TCMS->HVAC4 28 M2 car air conditioning unit 2 load reduction BOOL 1 = load shedding; 0 = no load shedding TCMS->HVAC4 29 M2 car air conditioning unit 2 ventilation BOOL 1 = ventilation; 0 = no ventilation TCMS->HVAC4

[0129] Bus contactor closing condition, the logic flow chart is as follows Figure 4 As shown:

[0130] When the bus contactor is closed, the double busbars are connected in parallel and the load reduction logic is as follows:

[0131] 1. If a single SIV fails, the air conditioning unit will operate normally because the auxiliary power supply capacity can meet the AC380V power supply requirement of the entire vehicle.

[0132] 2. Two SIVs fail. At this time, the auxiliary power supply capacity cannot meet the AC380V power supply requirement of the entire vehicle. The TCMS system sends an "air conditioning load reduction" command to the air conditioning system, and the air conditioning of the entire train operates in load reduction mode.

[0133] 3. If three or more SIVs fail, the auxiliary power supply capacity cannot meet the load-reduced operation of the air conditioning of the entire train. The TCMS system sends an "air conditioning and ventilation" command to the air conditioning system, and the air conditioning of the entire train runs in ventilation mode.

[0134] When the bus contactor is disconnected, the AV380V power supply is divided into the first bus and the second bus, and the load reduction logic is as follows:

[0135] 1. In the first busbar, the SIV of TC1 car and the SIV of TC2 car are both normal, and the air conditioning unit 1 of each car mounted on the first busbar is operating normally;

[0136] 2. In the first bus, if a single SIV fails, the air conditioning unit 1 of each car mounted on the first bus will operate at reduced load;

[0137] 3. In the first bus, both SIVs are faulty, and the air conditioning unit 1 of each car mounted on the first bus is in ventilation operation;

[0138] 4. On the second bus, the SIV of car M1 and car M2 are both normal, and the air conditioning unit 2 of each car mounted on the second bus is operating normally;

[0139] 5. On the second bus, if a single SIV fails, the air conditioning unit 2 of each car mounted on the second bus will operate at reduced load;

[0140] 6. On the second bus, both SIVs are faulty, and the air-conditioning unit 2 of each car mounted on the second bus is in ventilation operation.

[0141] In the above embodiments provided in the present application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of the units can be a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0142] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0143] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0144] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk and other media that can store program codes.

[0145] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for controlling load reduction of air conditioning in a double-bus subway vehicle, characterized in that: include: S1. Design of double busbar: S2. Design the air conditioning load reduction control logic based on the bus contactor status.

2. A double bus subway vehicle air conditioning load reduction control method according to claim 1, characterized in that: Step S1 specifically includes: S11. Design the existing AV380V busbar into a double busbar, which is the first busbar and the second busbar; S12, mounting the SIV of the TC1 car and the SIV of the TC2 car on the first bus at the same time, and mounting the SIV of the M1 car and the SIV of the M2 car on the second bus at the same time; S13, connecting the first busbar and the second busbar in parallel through the busbar contactor of the M1 vehicle; S14. Mount two air-conditioning units in each car on the first bus and the second bus respectively.

3. A double bus subway vehicle air conditioning load reduction control method according to claim 2, characterized in that: In step S14: Two air-conditioning units in each car are mounted on the first bus and the second bus respectively to improve the redundancy of the solution; when there is an abnormality in the first bus or the second bus, the faulty bus is isolated by disconnecting the bus contactor. After isolation, one air-conditioning unit in each car can still operate normally, thereby improving vehicle reliability.

4. A double bus subway vehicle air conditioning load reduction control method according to claim 1, characterized in that: Step S2 specifically includes: S21. Design the control logic of bus contactor; S22. Design the fault diagnosis logic of bus contactor; S23. Design the control logic for air conditioning load reduction.

5. A double bus subway vehicle air conditioning load reduction control method according to claim 4, characterized in that: Step S21 specifically includes: S211, after the low voltage control power is on the vehicle, the TCMS system controls the closing / opening of the bus contactor: S2111. When the following conditions are met at the same time, the TCMS system closes the bus contactor by outputting a closing command: The TCMS system is normal; All four SIVs were successfully connected to the grid; No vehicle emergency operation mode; No independent power supply mode; The vehicle has no AC380V power supply; S2112: When any of the following conditions is met, the TCMS system disconnects the bus contactor by outputting a disconnection command: Vehicle emergency operation mode; Independent power supply mode; Bus contactor failure; Four SIVs are overcurrented at the same time.

6. A double bus subway vehicle air conditioning load reduction control method according to claim 4, characterized in that: Step S22 specifically includes: S221, bus contactor card fault: When the TCMS system outputs the bus contactor closing command, the TCMS system monitors the action feedback of the bus contactor through hard lines. If the TCMS system outputs the closing command and detects that the bus contactor is disconnected, it means that the bus contactor does not act according to the command. After the command and feedback status are inconsistent for 3S, the TCMS system will issue an early warning broadcast, and the content of the broadcast is "bus contactor stuck fault"; S222, bus contactor engagement fault: When the TCMS system outputs the bus contactor disconnect command, the TCMS system monitors the action feedback of the bus contactor through hard wire. If the TCMS system outputs the disconnect command and monitors that the bus contactor is in a closed state, it means that the bus contactor does not act according to the command. After the inconsistency between the command and the feedback state lasts for 3S, the TCMS system broadcasts an early warning with the content of "bus contactor engagement failure".

7. A double bus subway vehicle air conditioning load reduction control method according to claim 3, characterized in that: Step S23 specifically includes: S231, when the bus contactor is closed, the double busbars are connected in parallel and the load shedding logic is designed; S232. When the bus contactor is disconnected, the AV380V power supply is divided into the first bus and the second bus, and the load reduction logic is designed.

8. A double-busbar subway vehicle air conditioning load reduction control method according to claim 7, characterized in that: Step S231 specifically includes: S2311, single SIV failure, because the auxiliary power supply capacity can meet the AC380V power supply requirements of the whole vehicle, the air conditioning unit operates normally at this time; S2312, two SIVs failed. At this time, the auxiliary power supply capacity cannot meet the AC380V power supply requirement of the whole train. The TCMS system sends an "air conditioning load reduction" command to the air conditioning system, and the air conditioning of the whole train runs in load reduction mode; S2313: Three or more SIVs fail. At this time, the auxiliary power supply capacity cannot meet the load-reduced operation of the air conditioning of the entire train. The TCMS system sends an "air conditioning ventilation" command to the air conditioning system, and the air conditioning of the entire train runs in ventilation mode.

9. A double bus subway vehicle air conditioning load reduction control method according to claim 7, characterized in that: Step S232 specifically includes: In S2321, the first bus, the SIV of TC1 car and the SIV of TC2 car are both normal, and the air conditioning units of each car mounted on the first bus are operating normally; S2322, in the first bus, a single SIV fails, and the air conditioning units of each car mounted on the first bus run at reduced load; In S2323, in the first bus, both SIVs failed, and the air conditioning units of each car mounted on the first bus were in ventilation operation; On the second busbar S2324, the SIV of the M1 car and the SIV of the M2 car are both normal, and the air conditioning units of each car mounted on the second busbar are operating normally; S2325, on the second bus, a single SIV fails, and each car air conditioning unit mounted on the second bus operates at reduced load; S2326, on the second bus, both SIVs failed, and the air-conditioning units in each car mounted on the second bus were in ventilation operation.

Images