An emergency start-up test method for Fuxing high-speed trains

Abstract

This invention discloses an emergency start test method for Fuxing high-speed trains, comprising the following steps: confirming before the test that the overhead contact line has been de-energized and the train is in a battery disconnected state; preparing the connection fixtures for the test; confirming that the auxiliary air compressor, pantograph, and vacuum circuit breaker are functioning normally; using testing software to confirm that the converter is functioning normally; and restoring the test structure to its original state. This invention enables the completion of an emergency start test of the train under conditions of no power to the overhead contact line and no high voltage supply to the train, avoiding the risk of high voltage grounding, improving work efficiency, fundamentally eliminating the risk of overhead contact line grounding and overcurrent melting caused by EGS misoperation, and improving work safety.

Description

Technical Field

[0001] This invention relates to the field of EMU assembly and debugging technology, specifically to an emergency start-up test method for Fuxing platform EMUs. Background Technology

[0002] The current Fuxing bullet train has a third-level maintenance cycle of 1.65 million kilometers and a time period of 3 years, and a fourth-level maintenance cycle of 3.3 million kilometers and a time period of 7.5 years. The emergency start test is an important test during the third and fourth-level maintenance of the Fuxing bullet train. This test simulates a situation where the train's battery is depleted, and requires the train to raise its pantograph to collect current through an emergency start. Its purpose is to verify the normal functioning of the emergency start circuit and its components.

[0003] During advanced maintenance, the EGS (Electronic Guard Switch) is switched to the closed position for inspection purposes. When using emergency start, the emergency start circuit skips the normal pantograph raising condition detection and VCB (Vacuum Circuit Breaker) closing condition detection, directly supplying power to the pantograph valve. Therefore, with the EGS closed, an emergency start test can bypass the train's protection logic and allow the train to raise the pantograph and collect current even when the high-voltage line is grounded. If this happens, it could cause the contact wire to trip or even break, thus posing a high-voltage grounding risk to the existing emergency start test.

[0004] In view of the above-mentioned defects, the inventors of this invention have finally obtained this invention after a long period of research and practice. Summary of the Invention

[0005] To address the aforementioned technical deficiencies, the present invention provides an emergency start-up test method for the Fuxing high-speed train, comprising the following steps:

[0006] S1. Before the experiment, confirm that the overhead contact line has been disconnected and the train set is in the battery disconnected state.

[0007] S2, Test preparation of connection fixtures;

[0008] S3, confirm that the auxiliary air compressor, pantograph and vacuum circuit breaker are functioning normally;

[0009] S4. Use testing software to confirm that the converter is functioning normally.

[0010] S5, the test structure is restored to its original state.

[0011] Preferably, in step S2, the auxiliary air compressor and the vacuum circuit breaker in the DC distribution cabinet are disconnected, the traction converter control circuit breaker is disconnected, the contactor control circuit breaker is disconnected, and the emergency start negative line switch is closed; the grounding switch of the grounding switch panel in the DC distribution cabinet is closed, and the emergency start test power supply line is connected to the control cabinet, wherein the positive line is connected to the input line in the DC distribution cabinet, and the negative line is connected to DC110V-.

[0012] Preferably, in step S3, the auxiliary air compressor start switch in the emergency start switch panel is switched from OFF to ON, and the air compressor circuit and components are judged to be normal based on whether the auxiliary air compressor is started.

[0013] Preferably, in step S3, the pantograph raising switch remains closed, and the pantograph circuit and components are judged to be normal based on whether the pantograph is raised.

[0014] Preferably, in step S3, the vacuum circuit breaker closing switch is closed, the vacuum circuit breaker is confirmed to be closed, the auxiliary air compressor start switch is disconnected, and the vacuum circuit breaker circuit and components are judged to be normal based on whether the auxiliary air compressor stops.

[0015] Preferably, in step S4, after the charger start switch is closed and a delay of 15 seconds is made, the contactor engagement status in each AC cabinet is confirmed. The control cabinet is then connected to an external device with the detection software to monitor the closing signal of the converter contactor in order to determine whether the converter circuit and components are normal.

[0016] Preferably, in step S5, the circuit breaker is switched to the off position sequentially on the emergency start switch panel according to the following steps:

[0017] S51, the vacuum circuit breaker closes the switch OFF;

[0018] S52, the charger start switch is OFF;

[0019] S53, the pantograph lifting switch is OFF;

[0020] S54, Emergency Start Negative Module OFF.

[0021] Preferably, in step S5, the external starting power supply and the connection input terminal of the emergency start switch panel are disconnected, and the circuit breaker that was disconnected during preparation and the grounding switch that was closed are restored.

[0022] Compared with the prior art, the beneficial effects of the present invention are as follows: The present invention enables the completion of the emergency start test of the EMU when the contact wire is de-energized and the train set is not supplied with high voltage, avoiding the risk of high voltage grounding, improving work efficiency, fundamentally eliminating the risk of contact wire grounding and overcurrent melting caused by EGS misoperation, and improving work safety. Attached Figure Description

[0023] Figure 1 This is a flowchart illustrating the emergency start-up test method for the Fuxing bullet train.

[0024] Figure 2 This is the control circuit diagram for the emergency start test method of the Fuxing bullet train described in Example 2;

[0025] Figure 3 This is a diagram of the charger control power supply in step S6 of Embodiment 2. Detailed Implementation

[0026] The above-mentioned and other technical features and advantages of the present invention will be described in more detail below with reference to the accompanying drawings. Example 1

[0027] like Figure 1 As shown, Figure 1 This is a flowchart illustrating the emergency start-up test method for the Fuxing high-speed train.

[0028] The emergency start test method for the Fuxing high-speed train of the present invention includes the following steps:

[0029] S1. Before the experiment, confirm that the overhead contact line has been disconnected and the train set is in the battery disconnected state.

[0030] S2, Test preparation of connection fixtures;

[0031] S3, confirm that the auxiliary air compressor, pantograph and vacuum circuit breaker are functioning normally;

[0032] S4. Use testing software to confirm that the converter is functioning normally.

[0033] S5, the test structure is restored to its original state.

[0034] Specifically, in step S2, the auxiliary air compressor and the vacuum circuit breaker in the DC distribution cabinet are disconnected, the traction converter control circuit breaker is disconnected, the contactor control circuit breaker is disconnected, and the emergency start negative line switch is closed; the grounding switch of the grounding switch panel in the DC distribution cabinet is closed, and the emergency start test power line is connected to the control cabinet, wherein the positive line is connected to the input line in the DC distribution cabinet, and the negative line is connected to DC110V-.

[0035] In step S3, the auxiliary air compressor start switch in the emergency start switch panel is switched from OFF to ON, and the air compressor circuit and components are judged to be normal based on whether the auxiliary air compressor starts.

[0036] In step S3, the pantograph raising switch remains closed, and the pantograph circuit and components are judged to be normal based on whether the pantograph is raised.

[0037] In step S3, the vacuum circuit breaker closing switch is closed, confirming that the vacuum circuit breaker is closed, the auxiliary air compressor start switch is disconnected, and the vacuum circuit breaker circuit and components are judged to be normal based on whether the auxiliary air compressor stops.

[0038] In step S4, the charger start switch is closed, and after a 15-second delay, the contactor engagement status in each AC cabinet is confirmed. An external device with the detection software is connected to the control cabinet to monitor the closing signal of the converter contactor in order to determine whether the converter circuit and components are normal.

[0039] Compared to the emergency start test method in the prior art, this invention changes the test condition to a de-energized overhead contact line. Because the overhead contact line is de-energized, in step S4, the converter cannot output AC380V to the charger, and therefore, the normal operation of the converter cannot be confirmed by observing the rise in the voltmeter reading. Therefore, instead, the PTU software (i.e., the detection software) is directly connected to the 7-car converter to read the closing signal of the KM3 / KM4 contactor to determine that the converter control circuit is properly energized. After correctly receiving the emergency start command, the converter can issue control commands normally, thus verifying that the converter can operate normally while ensuring that the overhead contact line is de-energized.

[0040] In step S5, the circuit breaker is switched to the off position sequentially on the emergency start switch panel according to the following steps:

[0041] S51, the vacuum circuit breaker closes the switch OFF;

[0042] S52, the charger start switch is OFF;

[0043] S53, the pantograph lifting switch is OFF;

[0044] S54, Emergency Start Negative Module OFF.

[0045] In step S5, disconnect the external starting power supply and the input terminal of the switch panel (first disconnect the wiring inside the DC cabinet). Restore the circuit breaker that was disconnected during preparation and the grounding switch that was closed.

[0046] Existing emergency start testing methods require waiting for the trainset to supply high voltage. For level 3 and 4 repair trainsets, due to testing needs, the time from no power to high voltage supply is generally 1 to 1.5 days, and the commissioning cycle for level 3 and 4 repairs is generally fixed at 4-5 days. If a fault affecting subsequent power supply occurs during the pre-high voltage supply test, the high voltage supply time will be delayed. In such cases, the timing of the emergency start test and the discovery time of potential faults in the emergency start circuit will also be delayed. Regular start testing is often constrained by the power supply process and timing; if the preliminary test is obstructed, the entire progress will be delayed. The method of this invention can be implemented without high voltage, allowing for earlier fault detection, significantly enhancing work scheduling flexibility, and greatly improving overall efficiency.

[0047] This invention enables the completion of emergency start-up tests of EMU trains even when the overhead contact line is de-energized and the train is not supplied with high voltage. This avoids the risk of high-voltage grounding, improves work efficiency, fundamentally eliminates the risk of overhead contact line grounding and overcurrent fuse failure caused by EGS misoperation, and enhances work safety. Example 2

[0048] like Figure 2 As shown, Figure 2 This is a control circuit diagram of the emergency start test method for the Fuxing high-speed train described in Embodiment 2; in this specific embodiment, the emergency start test method for the Fuxing high-speed train includes the following steps:

[0049] S1. Before the experiment, confirm that the overhead contact line has been disconnected and the train set is in a battery disconnected state.

[0050] S2, disconnect the auxiliary air compressor and vacuum circuit breaker in the DC distribution cabinet (cars 3 and 6), disconnect the traction converter control circuit breaker (car 7), disconnect the contactor control circuit breaker (cars 6 and 7), and close the emergency start negative line switch (car 6). Close the grounding switches 100N1 (cars 6 and 7) and 100Q2 (car 7) in the DC cabinet. Connect the emergency start test power supply line to the control cabinet, with the positive line connected to the 102A line in the DC cabinet and the negative line connected to DC110V-.

[0051] S3, on the emergency start switch panel, the "Auxiliary Air Compressor Start" NFB (fuseless switch) is switched from OFF to ON to confirm the start of the auxiliary compressor on vehicle 6. This is achieved by closing the auxiliary air compressor start ESN circuit breaker and confirming the compressor's normal start and stop behavior through the operating sound. Figure 2 The B1A—ESN—ACM—GS—ESN2—100J4 line and components are normal.

[0052] The pantograph raising switch is closed and held, confirming that the pantograph of vehicle 6 is raised. This is achieved by closing the pantograph raising ESS1 circuit breaker and visually confirming that the pantograph can be raised normally. Figure 2The circuit and components of B1A—ESS1—pantograph control valve plate at points 16 and 18—GS—ESN2—100J4 are normal.

[0053] After confirming that the VCB is closed by closing the VCB switch, disconnect the auxiliary air compressor and start the NFB, then confirm that the compressor has stopped. This is done by closing the VCB to close the ESS2 circuit breaker; the closing sound confirms that the VCB can close normally. Figure 2 The B1A—ESS2—VCB-M—GS—ESN2—100J4 line and components are normal.

[0054] S4, the charger start switch is closed. After a 15-second delay, confirm that contactors MTBMK11 and MTBMK21 in the AC cabinet of car 6 are engaged; contactor CIBMK21 in the AC cabinet of car 7 is engaged. Use a laptop connected to the X17 male connector of the Ethernet control unit in the control cabinet of car 7, and use the converter PTU software to monitor the closing signals of contactors KM3 and KM4 of the converter. After confirming that the signals are normal, disconnect the computer and restore the X17 connector. This confirms that the traction converter can receive the emergency start command and that the charger can work normally. Figure 2 The circuit and components of B2—ESS3—EVCBR—100J4 are normal; the circuit and components of B2—ESS3—EVCBR coil—X2:13 are normal; the circuit and components of B2—ESS3—X1:1, 2—X1:3, 4—GS—ESN2—100J4 are normal; the circuit and components of B2—ESS3—ECIBMRTD coil—100J4 are normal; the normally open contact of B2—ESS3—ECIBMRTD—CIBMK23 normally closed contact—CIBMK22 normally closed contact—CIBMK21 coil—GS—ESN2—100J are normal. 4. Circuit and components are normal; B2—ESS3—ECIBMRTD normally open contact—ECIBMR coil—100J4. Circuit and components are normal; B2—ESS3—ECIBMR normally open contact—MTBMK23 normally closed contact—MTBMK22 normally closed contact—MTBMK21 coil—GS—ESN2—100J4. Circuit and components are normal; B2—ESS3—ECIBMR normally open contact—MTBMK13 normally closed contact—MTBMK12 normally closed contact—MTBMK11 coil—GS—ESN2—100J4. Circuit and components are normal.

[0055] S5, on the emergency start switch panel, follow these steps to turn the circuit breaker to the off position in sequence: VCB closed OFF → Charger start OFF → Pantograph raised OFF → Emergency start negative OFF. Disconnect the external starting power supply and the switch panel connection CN (first disconnect the wiring inside the DC cabinet). Restore the circuit breakers that were disconnected during preparation and the grounding switches that were closed.

[0056] S6. Activate the pantograph once during the subsequent high-voltage test to confirm that the monitor power supply system interface displays no abnormalities. During the high-voltage supply period, disconnect the NFB controls for the first and second chargers in the DC cabinet of car 8. Confirm on the HMI that the first and second chargers are still working normally. After confirming normal operation, close the NFB controls for the first and second chargers to confirm their normal operation.

[0057] like Figure 3 As shown, Figure 3 The diagram below shows the charger control power supply for step S6 in Example 2. Step S6 replaces the original normal pantograph raising and lowering test with a subsequent high-voltage supply test, optimizing the process and improving efficiency. In the original emergency start method, because the train's battery was not activated, the charger control circuit on line 103 could not receive power from path B in the diagram and instead obtained control power through path A. The charger's step-down rectifier circuit is the same in both the emergency start state and the normal high-voltage supply state. Therefore, disconnecting the charger control circuit breaker during high voltage operation simulates the emergency start condition. If the charger functions normally under these conditions, it verifies that the charger can operate normally in the emergency start condition and that the corresponding circuits are functioning correctly.

[0058] The above description is merely a preferred embodiment of the present invention and is illustrative rather than restrictive. Those skilled in the art will understand that many changes, modifications, and even equivalents can be made within the spirit and scope defined by the claims of the present invention, all of which will fall within the protection scope of the present invention.

Claims

1. A method for emergency start-up testing of a Fuxing high-speed train, characterized in that, Including the following steps: S1. Before the experiment, confirm that the overhead contact line has been disconnected and the train set is in the battery disconnected state. S2, Test preparation of connection fixtures; S3, confirm that the auxiliary air compressor, pantograph and vacuum circuit breaker are functioning normally; S4. Use testing software to confirm that the converter is functioning normally. S5, the test structure is restored to its original state; In step S2, the auxiliary air compressor and the vacuum circuit breaker in the DC distribution cabinet are disconnected, the traction converter control circuit breaker is disconnected, the contactor control circuit breaker is disconnected, and the emergency start negative line switch is closed. Close the grounding switch on the grounding switch panel inside the DC distribution cabinet, and connect the emergency start test power line to the control cabinet, wherein the positive line is connected to the input line inside the DC distribution cabinet, and the negative line is connected to DC110V-. In step S5, the circuit breaker is switched to the OFF position sequentially on the emergency start switch panel according to the following steps: S51, Vacuum circuit breaker closing switch OFF; S52, Charger start switch OFF; S53, pantograph lift switch OFF; S54, Emergency Start Negative Module OFF; In step S5, disconnect the external starting power supply and the emergency start switch panel from the input terminals, and restore the circuit breaker that was disconnected during preparation and the grounding switch that was closed.

2. The emergency start test method for the Fuxing high-speed train as described in claim 1, characterized in that, In step S3, the auxiliary air compressor start switch in the emergency start switch panel is switched from OFF to ON, and the air compressor circuit and components are judged to be normal based on whether the auxiliary air compressor starts.

3. The emergency start test method for the Fuxing high-speed train as described in claim 2, characterized in that, In step S3, the pantograph raising switch remains closed, and the pantograph circuit and components are judged to be normal based on whether the pantograph is raised.

4. The emergency start test method for the Fuxing high-speed train as described in claim 3, characterized in that, In step S3, the vacuum circuit breaker closing switch is closed, confirming that the vacuum circuit breaker is closed, the auxiliary air compressor start switch is disconnected, and the vacuum circuit breaker circuit and components are judged to be normal based on whether the auxiliary air compressor stops.

5. The emergency start test method for the Fuxing high-speed train as described in claim 4, characterized in that, In step S4, the charger start switch is closed, and after a 15-second delay, the contactor engagement status in each AC cabinet is confirmed. An external device with the detection software is connected to the control cabinet to monitor the closing signal of the converter contactor in order to determine whether the converter circuit and components are normal.

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