Traction system and method of rail transit vehicle, electronic equipment and storage medium

Abstract

The embodiment of the invention relates to the field of rail transit, and discloses a traction system and method of a rail transit vehicle, electronic equipment and a storage medium, the traction system comprises a traction inverter, a traction motor, a storage battery power supply circuit, an auxiliary converter and a control unit; when the rail transit vehicle is in a storage battery traction mode, a control unit controls a storage battery power supply branch to obtain electricity from a storage battery, and an auxiliary converter boosts obtained direct current and then provides the direct current to a traction inverter for conversion to obtain three-phase alternating current for driving a traction motor to rotate; and when the rail transit vehicle is in the external power supply traction mode, the traction inverter is controlled to obtain electricity from the external network alternating current power supply, and the obtained electric energy is converted into three-phase alternating current to drive the traction motor to rotate. According to the scheme, the traction power comprising the storage battery traction mode and the external power supply traction mode is provided for multiple scenes, so that the vehicle can flexibly switch the traction modes according to actual scene requirements.

Description

Technical Field

[0001] The present invention relates to the field of rail transit, and in particular to a traction system, method, electronic equipment and storage medium for a rail transit vehicle. Background Art

[0002] The power of rail transit vehicles comes from the external power grid. After the power is input into the vehicle, the traction motor is driven by the on-board traction system to provide power for the vehicle. Due to the design requirements of the rail transit operation line, not all sections in the line can provide power to the vehicle. There are some power-free areas in the power grid, such as phase separation areas, access line segments, outdoor parking lots, etc. If a rail transit vehicle stops in a power-free area due to an abnormality, it will be impossible to provide energy to the traction system through external power supply to allow the rail transit vehicle to leave the power-free area, resulting in line rescue, which will have a great impact on the operation and maintenance of rail transit vehicles and lines.

[0003] There are also a variety of scenario modes for the non-powered areas on rail transit lines, such as the phase-separated areas on the main line, access lines between stations, car wash lines, outdoor parking lots, etc. For different non-powered areas, the line slopes, lengths and other conditions are different. Therefore, the battery traction mode needs to comprehensively consider all operating conditions and have the ability to operate on large slopes and long distances.

[0004] The existing technical solutions for battery traction systems of rail transit vehicles focus on directly powering the traction inverter through the battery, and the traction inverter performs power conversion. Due to the low battery voltage, the output of the traction inverter can only be used for emergency traction on short-term and small slopes, and the overall performance of the technical solution is at a low level.

[0005] Therefore, designing a traction system that can be applied in multiple scenarios is an urgent problem to be solved. Summary of the invention

[0006] The object of the present invention is to provide a traction system, method, electronic device and storage medium for a rail transit vehicle, which are used to provide traction power including a battery traction mode and an external power supply traction mode (powered by an external AC power supply) for rail transit vehicles in multiple scenarios, so that the vehicle can flexibly switch the traction mode according to actual scenario requirements.

[0007] In a first aspect, the present application provides a traction system for a rail transit vehicle, comprising: a traction inverter, a traction motor, a battery power supply path, an auxiliary converter and a control unit;

[0008] The input end of the traction inverter is used to connect to the external AC power supply, and at the same time is connected to one end of the battery power supply branch through the auxiliary converter; the output end of the traction inverter is connected to the traction motor; the other end of the battery power supply branch is used to connect to the battery;

[0009] The control unit is used to control the battery power supply branch to obtain power from the battery when the rail transit vehicle is in the battery traction mode, and to boost the obtained direct current through the auxiliary converter and provide it to the traction inverter for conversion to obtain three-phase alternating current for driving the traction motor to rotate; and, when the rail transit vehicle is in the external power supply traction mode, to control the traction inverter to obtain power from the external AC power supply, and to convert the obtained electric energy into three-phase alternating current for driving the traction motor to rotate.

[0010] Optionally, the battery power supply path includes an input circuit and a boost module arranged in sequence along the power transmission direction; the input circuit is used to be controlled by the control unit to connect or cut off the direct current from the battery; the boost module is used to boost the direct current obtained by the input circuit and provide the boosted direct current to the auxiliary converter.

[0011] Optionally, an isolation circuit is further provided on the battery power supply path and between the boost module and the auxiliary inverter; the isolation circuit is used to be controlled by the control unit and remain in a disconnected state when the rail transit vehicle is in an external power supply traction mode so as to disconnect the battery power supply branch from the auxiliary inverter; and remain in a conductive state when the rail transit vehicle is in a battery traction mode so as to connect the battery power supply branch from the auxiliary inverter.

[0012] Optionally, the traction system also includes: a cooling system connected to the passage between the auxiliary inverter and the isolation circuit; the auxiliary inverter is also used to obtain power from the external AC power supply when the rail transit vehicle is in an external power supply traction mode, and convert the obtained electric energy into DC power and provide it to the cooling system; the cooling system is used to obtain DC power from the auxiliary inverter to operate and cool the traction system when the rail transit vehicle is in an external power supply traction mode; or, when the rail transit vehicle is in a battery traction mode, obtain DC power through the battery power supply branch to operate and cool the traction system.

[0013] In a second aspect, the present application further provides a traction method for a rail transit vehicle, which is applied to the traction system of the rail transit vehicle as described above, and is characterized in that the traction method for the rail transit vehicle at least includes a battery traction mode control method and an external power supply traction mode control method;

[0014] The battery traction mode control method comprises:

[0015] Obtain the battery traction mode flag and battery traction input voltage of the rail transit vehicle;

[0016] When the battery traction mode flag is valid and the battery traction input voltage is greater than a preset voltage threshold, it is determined that the rail transit vehicle is in the battery traction mode;

[0017] When the rail transit vehicle is in the battery traction mode, the battery power supply branch is controlled to obtain power from the battery, and the obtained direct current is boosted through the auxiliary converter and then provided to the traction inverter;

[0018] According to the collected train speed signal of the current rail transit vehicle and the level signal of the driver controller handle, the traction inverter is controlled to work according to the preset battery traction characteristics, and the received boosted direct current is converted into three-phase alternating current to drive the traction motor to rotate;

[0019] The external power supply traction mode control method comprises:

[0020] Obtain the battery traction mode flag and battery traction input voltage of the rail transit vehicle;

[0021] When the battery traction mode flag is invalid and the battery traction input voltage is less than a preset voltage threshold, determining that the rail transit vehicle is in an external power supply traction mode;

[0022] When the rail transit vehicle is in an external power supply traction mode, controlling the traction inverter to obtain power from the external AC power supply;

[0023] According to the collected train speed signal of the current rail transit vehicle and the driver controller handle level signal, the traction inverter is controlled to work according to the preset battery traction characteristics, and the received external grid AC power is converted into three-phase AC power to drive the traction motor to rotate.

[0024] Optionally, the rail transit vehicle traction method further includes a battery traction energy management method;

[0025] The battery traction energy management method comprises:

[0026] The hierarchical threshold values ​​are set for the control object parameters and control target parameters that need hierarchical management respectively; wherein the control object parameters include the real-time output power of the traction motor, the real-time temperature of the cooling system, and the train speed signal of the rail transit vehicle; the hierarchical threshold values ​​of the control object parameters include the output power upper limit value, the temperature upper limit value, and the train speed upper limit value; the control target parameters include the battery traction intermediate voltage output by the auxiliary converter; and the hierarchical threshold values ​​of the control target parameters include the battery traction intermediate voltage lower limit value and the battery traction intermediate voltage upper limit value;

[0027] When the rail transit vehicle is in the battery traction mode, the control object parameter collected in real time is compared with the classification threshold value of the control object parameter, and the battery traction working condition is identified according to the comparison result, and the working state of the cooling system is adjusted, and / or the control target parameter is adjusted to meet the preset relationship with the classification threshold value of the control target parameter.

[0028] Optionally, comparing the control object parameter collected in real time with the classification threshold value of the control object parameter, identifying the battery traction condition according to the comparison result, and controlling the working state of the cooling system, and / or controlling the control target parameter to satisfy a preset relationship with the classification threshold value of the control target parameter, includes:

[0029] When the train speed signal is less than the train speed upper limit, it is identified that the rail transit vehicle is in the starting stage, and the cooling system is controlled to be in a working state, and the battery traction intermediate voltage is controlled to be greater than the battery traction intermediate voltage upper limit;

[0030] When the train speed signal is greater than the train speed upper limit and the real-time temperature is greater than the temperature upper limit, it is recognized that the rail transit vehicle is in long-term traction, and the cooling system is controlled to be in a working state, and the battery traction intermediate voltage is controlled to be greater than the battery traction intermediate voltage upper limit;

[0031] When the train speed signal is greater than the train speed upper limit and the real-time output power is greater than the output power upper limit, it is identified that the rail transit vehicle is in steep slope traction, and the cooling system is controlled to be in working state, and the battery traction intermediate voltage is controlled to be greater than the battery traction intermediate voltage upper limit;

[0032] When the train speed signal is greater than the train speed upper limit, the real-time output power is greater than the output power lower limit and less than the output power upper limit, and the real-time temperature is less than the temperature upper limit, it is recognized that the rail transit vehicle is in a small slope traction state, and the cooling system is controlled to be in an inoperative state, and the battery traction intermediate voltage is controlled to be greater than the battery traction intermediate voltage upper limit;

[0033] When the train speed signal is greater than the train speed upper limit, the real-time output power is less than the output power lower limit, and the real-time temperature is less than the temperature upper limit, it is recognized that the rail transit vehicle is in straight track traction, and the cooling system is controlled to be in an inoperative state, and at the same time, the battery traction intermediate voltage is controlled to be less than the battery traction intermediate voltage lower limit.

[0034] Optionally, the traction method of the rail transit vehicle further includes a switching control method between an external power supply traction mode and a battery traction mode;

[0035] The switching control method between the external power supply traction mode and the battery traction mode includes:

[0036] Real-time acquisition of the train speed signal and the driver controller handle level signal of the current rail transit vehicle;

[0037] When the train speed signal is greater than the preset train speed upper limit, and / or the driver controller handle level signal is valid, the rail transit vehicle is controlled to continue running in the current traction mode, and traction mode switching is prohibited.

[0038] In a third aspect, the present application further provides an electronic device, comprising a memory and a processor, wherein the memory stores a computer program, and when the computer program is executed by the processor, the traction method for a rail transit vehicle as described in the first aspect is implemented.

[0039] In a fourth aspect, the present application further provides a storage medium storing a computer program, and when the storage medium is executed by one or more processors, the traction method for a rail transit vehicle as described in the first aspect is implemented.

[0040] The traction system, method, electronic device and storage medium of the rail transit vehicle provided in the present application are provided by setting up a traction system that includes two traction modes: external power supply traction (obtaining power from an external AC power source) and battery traction (obtaining power from a battery), and when the rail transit vehicle is in the battery traction mode, the battery power supply branch is controlled to obtain power from the battery, and the obtained DC power is boosted by an auxiliary converter and provided to the traction inverter for conversion to obtain three-phase AC power to drive the traction motor to rotate; and when the rail transit vehicle is in the external power supply traction mode, the traction inverter is controlled to obtain power from the external AC power source, and the obtained electric energy is converted into three-phase AC power to drive the traction motor to rotate. This solution can start the traction circuits in different traction modes in different scenarios according to the actual multi-scenario requirements, so as to better provide traction kinetic energy for the rail transit vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] One or more embodiments are exemplarily described by the pictures in the corresponding drawings, and these exemplary descriptions do not constitute limitations on the embodiments.

[0042] Figure 1 A schematic diagram of the structure of a traction system of a rail transit vehicle provided in an embodiment of the present application;

[0043] Figure 2a A flowchart of a battery traction mode control method provided in an embodiment of the present application;

[0044] Figure 2b A schematic diagram of energy flow in a battery traction mode provided in an embodiment of the present application;

[0045] Figure 3a A flowchart of a method for controlling an external power supply traction mode provided in an embodiment of the present application;

[0046] Figure 3b A schematic diagram of energy flow in an external grid powered traction mode provided in an embodiment of the present application;

[0047] Figure 4a A flowchart of a battery traction energy management method provided in an embodiment of the present application;

[0048] Figure 4b A flow chart of another battery traction energy management method provided in an embodiment of the present application;

[0049] Figure 5 A flow chart of a method for switching between an external power supply traction mode and a battery traction mode provided in an embodiment of the present application;

[0050] Figure 6A schematic flow chart of a traction method for a rail transit vehicle provided in an embodiment of the present application;

[0051] Figure 7 A schematic diagram of the structure of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0052] To make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the embodiments of the present application will be described in detail below in conjunction with the accompanying drawings. However, it will be appreciated by those skilled in the art that in the present application, many technical details are proposed in order to enable the reader to better understand the present application. However, even without these technical details and various changes and modifications based on the following embodiments, the technical scheme claimed in the present application can also be implemented. The division of the following embodiments is for the convenience of description, and the specific implementation of the present application should not be construed as any limitation, and the various embodiments can be combined and referenced with each other under the premise of no contradiction.

[0053] Embodiment 1:

[0054] This embodiment provides a traction system for a rail transit vehicle, such as Figure 1 As shown, the traction system includes: a traction inverter 1, a traction motor 2, a battery power supply path 3, an auxiliary converter 4 and a control unit 5.

[0055] The input end of the traction inverter 1 is used to connect to the external AC power supply (external input), and is also connected to one end of the battery power supply branch 3 through the auxiliary converter 4; the output end of the traction inverter 1 is connected to the traction motor 2; the other end of the battery power supply branch 3 is used to connect to the battery (battery input);

[0056] The control unit 5 is used to control the battery power supply branch 3 to obtain power from the battery when the rail transit vehicle is in the battery traction mode, and to provide the obtained DC power to the traction inverter 1 for conversion to obtain three-phase AC power to drive the traction motor 2 to rotate after boosting the obtained DC power through the auxiliary converter 4; and, when the rail transit vehicle is in the external power supply traction mode, control the traction inverter 1 to obtain power from the external AC power supply, and convert the obtained electric energy into three-phase AC power to drive the traction motor 1 to rotate.

[0057] The functions of each unit are introduced as follows:

[0058] Traction inverter 1

[0059] In the battery traction condition, the traction inverter 1 is used to invert the electric energy boosted by the auxiliary converter 4 to provide three-phase AC power to the traction motor 2 to drive the train. The traction inverter 1 can also be used in the train external power supply traction condition (the traction inverter 1 takes power from the external input side), and also works in the inverter mode to convert the external AC power into three-phase AC power to power the traction motor 2.

[0060] Traction motor 2

[0061] The traction motor 2 receives the three-phase AC power provided by the traction inverter 1 to work and provide traction power for the rail transit vehicle.

[0062] Battery power supply path 3

[0063] The battery power supply path 3 includes an input end and an output end in sequence according to the power transmission direction, wherein the input end is used to connect to the battery (battery input) to obtain electric energy from the battery, and the output end is used to connect to the auxiliary converter 4 to transmit the obtained battery electric energy to the auxiliary converter 4, which is then provided to the traction inverter 1 after being boosted by the auxiliary converter 4. The traction inverter 1 inverts the received electric energy to provide three-phase AC power to the traction motor 2 to drive the train.

[0064] In some embodiments, Figure 1 As shown, the battery power supply path 3 may include an input circuit 31 and a boost module 32 which are sequentially arranged along the power transmission direction.

[0065] The input circuit 31 is used for the controlled control unit 5 to connect or cut off the direct current from the battery.

[0066] In the battery traction mode, the train battery energy is output from the input circuit 31 to the entire traction system. The main function of the input circuit 31 is to control the DC input of the battery to enter the entire traction system through the input circuit 31 when entering the battery traction mode. At the same time, when an abnormality occurs in the traction system, the input circuit 31 is cut off to protect and control the battery and traction system, and the DC input is isolated after exiting the battery traction mode.

[0067] The boost module 32 is used to boost the DC power obtained by the input loop 31 and provide the boosted DC power to the auxiliary converter 4 .

[0068] The boost module 32 is connected after the input circuit 31. Its function is to boost the battery input electric energy to a higher voltage level. It has the following two uses: one is to provide power for the auxiliary converter 4 to work in reverse; the other is to directly drive other electrical equipment in the traction system to work through the high voltage level after boosting, and provide power for the battery traction system.

[0069] Further, such as Figure 1 As shown, an isolation circuit 33 is further provided on the battery power supply path 3 and between the boost module 32 and the auxiliary converter 4 .

[0070] The isolation circuit 33 is used for the controlled control unit 5 to remain in a disconnected state when the rail transit vehicle is in an external power supply traction mode so that the battery power supply branch 3 and the auxiliary converter 4 are disconnected; and to remain in a conductive state when the rail transit vehicle is in a battery traction mode so that the battery power supply branch 3 and the auxiliary converter 4 are connected.

[0071] Specifically, the isolation circuit 33 is mainly used to control the switching of the battery traction mode. When the control unit 5 detects that the traction system is in the battery traction mode, it will control the boost module 32 to start, and control the isolation circuit 33 to be in the working on state. The control module 5 introduces the boosted electric energy output by the boost module 32 into the back-end link. When the control unit 5 detects that the traction system is in the external power supply traction mode of the external network, the isolation circuit 33 is controlled to be in the blocking isolation state, and the battery traction related components are isolated from the main circuit of the conventional traction system, thereby realizing the switching in and out of the battery traction mode.

[0072] Auxiliary converter 4

[0073] Under the battery traction condition, the function of the auxiliary converter 4 is to receive the boosted output of the boost module 32 and convert the electric energy into a DC voltage that the traction inverter 1 can normally drive the traction motor 2.

[0074] In addition, the auxiliary inverter 4 can also be used for external power supply traction conditions of the train (the auxiliary inverter 4 draws power from the external input side). At this time, the working direction of the auxiliary inverter 4 is opposite to that of the battery traction condition, and the external input power is converted into DC to power the auxiliary loads of the train.

[0075] Control unit 5

[0076] The control unit 5 is used to receive the battery traction mode command of the train, enter the battery traction mode after meeting the relevant conditions of the battery traction working condition, control the battery power supply branch 3 to access the battery power and provide the power to the traction inverter 1 through the auxiliary converter 4, that is, control the input loop 31 and the isolation circuit 33 to be closed, and control the boost module 32, the auxiliary converter 4, the traction inverter 1 and other components to work. In the external power supply traction mode, the control unit 5 controls the traction system to work according to the external power supply traction working condition, and the overall energy flow direction is opposite to the flow direction of the battery traction working condition, and at the same time controls the isolation circuit 33 to block the isolation. On the other hand, the control unit 5 also monitors the working status of each link of the entire traction system, and diagnoses related faults when the traction system works abnormally to provide system protection.

[0077] Further, such as Figure 1 As shown, the traction system may further include: a cooling system 6 connected to the path between the auxiliary converter 4 and the isolation circuit 33;

[0078] Correspondingly, the auxiliary converter 4 is also used to obtain power from the external AC power supply when the rail transit vehicle is in the external power supply traction mode, and convert the obtained electric energy into DC power to provide to the cooling system 6;

[0079] The cooling system 6 is used to obtain DC power from the auxiliary converter 4 to cool the traction system when the rail transit vehicle is in the external power supply traction mode; or to obtain DC power through the battery power supply branch 3 to cool the traction system when the rail transit vehicle is in the battery traction mode.

[0080] Specifically, under the battery traction condition, the cooling system 6 can be put into operation after the boost module 32 is in operation, providing cooling for various components of the traction system such as the boost module 32, the auxiliary converter 4, the traction inverter 1, etc. The cooling system 6 is also powered by the boost module 32. The output mode of the boost module 32 needs to be consistent with the working mode of the cooling system 6.

[0081] The cooling system 6 can also be used for external power supply traction conditions of the train (the cooling system 6 draws power from the output of the auxiliary inverter 4). The cooling system 6 draws power from the rear end of the auxiliary inverter 4 to provide cooling for various components of the traction system such as the auxiliary converter 4, the traction inverter 1, etc.

[0082] The traction system of the rail transit vehicle provided in this embodiment can complete the train traction function under different working conditions. At the same time, the working paths of various components in the traction system also need to change under different traction working conditions. By analyzing the traction mode requirements under different scenarios, selecting the traction mode suitable for the corresponding scenario for traction control and flexible switching of the traction mode, better guarantee can be provided for the operation and maintenance of rail transit vehicles.

[0083] Embodiment 2

[0084] This embodiment provides a traction method for a rail transit vehicle based on the traction system of the rail transit vehicle. The method may include a control method for multiple control links, which can be applied Figure 1 In the traction system of the rail transit vehicle shown in FIG. 1 , the execution subject can be Figure 1 The control unit 5 in the control unit 5. The traction method of the rail transit vehicle will be described below through multiple embodiments. First, the traction method of the rail transit vehicle at least includes a battery traction mode control method and an external power supply traction mode control method.

[0085] like Figure 2aAs shown, the battery traction mode control method may include the following steps:

[0086] Step 201: Obtain the battery traction mode flag and battery traction input voltage of the rail transit vehicle.

[0087] Specifically, when a rail transit vehicle is in an area without electricity, the train needs to enter the battery traction mode to drive the train forward. The train will provide the battery traction mode sign BAT-SIGN signal to the control unit. At the same time, the control unit also needs to obtain the battery traction input voltage to determine whether the current battery operating voltage can support the train to perform traction work in the battery traction mode.

[0088] Step 202: When the battery traction mode flag is valid and the battery traction input voltage is greater than a preset voltage threshold, it is determined that the rail transit vehicle is in the battery traction mode.

[0089] Specifically, the control unit determines whether the train enters the battery traction mode according to the following conditions (all of the following conditions must be met):

[0090] 1. The battery traction mode sign BAT-SIGN is valid;

[0091] 2. Battery traction input voltage Ubat>threshold.

[0092] According to the above conditions, the control unit determines that the train is in battery traction mode and has the power input required for battery traction, which is a necessary prerequisite.

[0093] Step 203: When the rail transit vehicle is in the battery traction mode, the battery power supply branch is controlled to obtain power from the battery, and the obtained direct current is boosted through the auxiliary converter and provided to the traction inverter.

[0094] Specifically, the control unit controls the traction system to enter the battery traction mode. After entering the battery traction mode, the control unit controls the operation of various components of the traction system. Figure 2b The energy flow in the battery traction mode shown in the figure, at this time, the control unit will control the battery power supply branch to obtain power from the battery, the battery input voltage passes through the input circuit, the boost module, and the auxiliary converter in sequence, and then the auxiliary converter boosts the DC power obtained and provides it to the traction inverter. The boosted voltage here can be recorded as the battery traction intermediate voltage U d (U d The intermediate voltage U d Powering the traction inverter.

[0095] Step 204: Based on the collected train speed signal of the current rail transit vehicle and the driver controller handle level signal, the traction inverter is controlled to operate according to the preset battery traction characteristics, and the received boosted DC power is converted into three-phase AC power to drive the traction motor to rotate.

[0096] Specifically, the control unit needs to control the traction inverter to operate according to the designed battery traction characteristics based on the current train speed signal (V) and the driver controller handle level signal (Garde), and provide three-phase AC power to drive the traction motor to rotate through the traction inverter.

[0097] like Figure 3a As shown, the external power supply traction mode control method may include the following steps:

[0098] Step 301: Obtain the battery traction mode flag and battery traction input voltage of the rail transit vehicle.

[0099] Specifically, after the train leaves the power-free area and enters the external power supply area, it needs to switch to the normal external input power supply mode. The train cancels the battery traction mode flag signal to the control unit. At the same time, the control unit also needs to obtain the battery traction input voltage to determine whether the current battery operating voltage can support the train to continue traction work in the battery traction mode.

[0100] Step 302: When the battery traction mode flag is invalid and the battery traction input voltage is less than a preset voltage threshold, it is determined that the rail transit vehicle is in the external power supply traction mode.

[0101] Specifically, the control unit determines whether to enter the external power supply traction mode according to the following conditions (all of the following conditions must be met):

[0102] 1. The battery traction mode sign BAT-SIGN is invalid;

[0103] 2. Battery traction input voltage Ubat<threshold value.

[0104] Based on the above conditions, the control unit determines that the train has the necessary power input for external power traction, which is a necessary prerequisite.

[0105] Step 303: When the rail transit vehicle is in the external power supply traction mode, the traction inverter is controlled to obtain power from the external AC power supply.

[0106] Specifically, the control unit controls the traction system to enter the external power supply traction mode. After entering the external power supply traction mode, the control unit controls the operation of various components of the traction system, that is, the traction inverter and the auxiliary converter are operated at the same time through external input. Figure 3bThe energy flow in the external power supply traction mode is shown. At this time, the traction inverter can continue to drive the traction inverter after being powered, and the auxiliary converter can continue to power other load devices in the traction system after being powered.

[0107] Step 304: Based on the collected train speed signal of the current rail transit vehicle and the driver controller handle level signal, the traction inverter is controlled to operate according to the preset battery traction characteristics, and the received external grid AC power is converted into three-phase AC power to drive the traction motor to rotate.

[0108] Specifically, the control unit needs to control the traction inverter to work according to the designed external power supply traction characteristics based on the current train speed signal (V) and the driver controller handle level signal (Garde), and provide three-phase AC power to drive the traction motor to rotate through the traction inverter. At the same time, it obtains power through the auxiliary converter to supply power to other load devices in the traction system. At the same time, the control unit also controls the isolation circuit to disconnect and block related components to prevent the battery traction system from being powered in the external power supply traction mode, and cancels the battery traction mode feedback to the whole vehicle.

[0109] Embodiment 3

[0110] In addition to the above-mentioned battery traction mode control method and external power supply traction mode control method, the traction method of the above-mentioned rail transit vehicle may also include a battery traction energy management method. It can be seen from the battery traction mode control method in the above-mentioned embodiment that the battery traction mode involves the boost module, auxiliary converter, traction inverter, cooling system, traction motor and other links, and energy consumption and efficiency loss will be generated in these links, which will also cause the energy actually used to drive the train forward to be consumed in other links, resulting in a certain degree of reduction in the battery traction capacity, and these links are indispensable for achieving high-power and long-term battery traction. Therefore, in order to balance and optimize the battery traction capacity and the internal efficiency of the battery traction, this embodiment provides a set of battery traction energy management methods.

[0111] like Figure 4a As shown, the battery traction energy management method may include the following steps.

[0112] Step 401: setting hierarchical threshold values ​​for the control object parameters and control target parameters that need hierarchical management; wherein the control object parameters include the real-time output power (P) of the traction motor, the real-time temperature (T) of the cooling system, and the train speed signal (V) of the rail transit vehicle; and the hierarchical threshold values ​​of the control object parameters include the output power lower limit (P1), the output power upper limit (P2), the temperature upper limit (T high ), train speed upper limit (V high), the control target parameters include the battery traction intermediate voltage (U d ), the hierarchical threshold values ​​of the control target parameters include the lower limit of the intermediate voltage of the battery traction (U d-low ) and the upper limit of the intermediate voltage of the battery traction (U d-high ).

[0113] Among them, the control object of hierarchical management can be considered as the judgment object data for judging whether hierarchical management is required, and the hierarchical threshold value of the control object parameter can be considered as the judgment standard data for judging whether hierarchical management is required; the control target parameter can be considered as the object data to be managed and controlled when judging whether hierarchical management is required, and the hierarchical threshold value of the control target parameter can be considered as the management control target to be achieved when the control target parameter needs to be managed and controlled, that is, the control target parameter needs to be managed and controlled to reach a preset relationship with the hierarchical threshold value of the control target parameter, such as a preset size relationship.

[0114] Step 402: When the rail transit vehicle is in the battery traction mode, the control object parameters collected in real time are compared with the graded threshold values ​​of the control object parameters, and the battery traction working condition is identified according to the comparison result, and the working state of the cooling system is adjusted, and / or the control target parameters are adjusted to meet the preset relationship with the graded threshold values ​​of the control target parameters.

[0115] Specifically, the current battery traction operating condition is determined by comparing the control object parameters collected in real time with the corresponding classification threshold values. Battery traction operating conditions include: starting stage, long-term traction, large slope traction, small slope traction, straight road traction, etc. After determining the current battery traction operating condition, the working state of the cooling system can be purposefully adjusted according to the actual working conditions, such as adjusting whether the cooling system is in a working state or a non-working state; or adjusting the control target parameters to satisfy a preset relationship with the corresponding classification threshold value; or adjusting both at the same time. The purpose of the adjustment is to ensure the balance and optimization between the battery traction capacity and the internal efficiency of the battery traction.

[0116] In some embodiments, it can be combined with Figure 4b The above step 402 is described in detail.

[0117] like Figure 4b As shown, after the train enters the battery traction energy management scheme, the control unit will first calculate the real-time output power (P) of the traction, the real-time temperature (T) of the cooling system, and the train speed signal (V). Then, the subsequent judgment, traction condition identification, and control operations will be performed. The subsequent operations will be specifically described below (the detailed steps of step 402).

[0118] (1) When the train speed signal (V) is less than the train speed upper limit (V high ), it identifies that the rail transit vehicle is in the starting stage, controls the cooling system to be in working state, and controls the battery traction intermediate voltage (U d ) is greater than the upper limit of the battery traction intermediate voltage (U d-high ).

[0119] That is, when the train speed signal (V) is less than the train speed upper limit (V high ), the control unit recognizes that the train is in the starting phase of non-high-speed operation. At this time, the control unit controls the cooling system to work and controls the battery traction intermediate voltage U d >U d-high Output provides maximum output performance for the train and supports full torque output when the train starts.

[0120] (2) When the train speed signal (V) is greater than the train speed upper limit (V high ), the real-time temperature (T) is greater than the upper temperature limit (T high ), it identifies that the rail transit vehicle is in long-term traction, controls the cooling system to be in working state, and controls the battery traction intermediate voltage (U d ) is greater than the upper limit of the battery traction intermediate voltage (U d-high ).

[0121] (3) When the train speed signal (V) is greater than the train speed upper limit and the real-time output power (P) is greater than the output power upper limit (P2), it is recognized that the rail transit vehicle is in a steep slope traction state, and the cooling system is controlled to be in the working state, and the battery traction intermediate voltage (U d ) is greater than the upper limit of the battery traction intermediate voltage (U d-high ).

[0122] It should be noted that Figure 4b Different from the above, when judging the traction condition on a steep slope, it is not necessary to consider the real-time temperature (T) of the cooling system. It is only necessary to judge the relationship between the train speed signal (V) and the real-time output power (P) and the corresponding classification threshold value. When the train is in the traction condition on a steep slope, the above control operation can provide the train with maximum output performance to support the train running on the steep slope.

[0123] (4) When the train speed signal (V) is greater than the train speed upper limit, the real-time output power (P) is greater than the output power lower limit (P1) and less than the output power upper limit (P2), and the real-time temperature (T) is less than the temperature upper limit (T high ), it identifies that the rail transit vehicle is in traction on a small slope, controls the cooling system to be in an inoperative state, and controls the battery traction intermediate voltage (Ud ) is greater than the upper limit of the battery traction intermediate voltage (U d-high ).

[0124] That is, through the above control operation, a certain output power can be provided to the train when the train is in a small slope traction condition, but the cooling system is controlled not to work at this time, so as to reduce the energy loss of the traction system in the battery traction condition.

[0125] (5) When the train speed signal (V) is greater than the train speed upper limit, the real-time output power (P) is less than the output power lower limit (P1), and the real-time temperature (T) is less than the temperature upper limit (T high ), it identifies that the rail transit vehicle is in straight track traction, controls the cooling system to be in an inoperative state, and controls the battery traction intermediate voltage (U d ) is less than the lower limit of the battery traction intermediate voltage (U d-low ).

[0126] That is, through the above control operation, when the train is in a straight track traction condition, the traction system can be provided with only the minimum output voltage / power to maintain the straight track operation of the train, while the cooling system is stopped.

[0127] Table 1 Battery traction energy classification management

[0128]

[0129] Embodiment 4

[0130] The traction method of the rail transit vehicle may include a switching control method between an external power supply traction mode and a battery traction mode in addition to the battery traction mode control method, the external power supply traction mode control method and the battery traction energy management method.

[0131] like Figure 5 As shown, the switching control method between the external power supply traction mode and the battery traction mode may include the following steps.

[0132] Step 501: Collect the train speed signal and the driver controller handle level signal of the current rail transit vehicle in real time.

[0133] Specifically, in order to prevent the train from frequently switching between the external power supply traction mode and the battery traction mode, this embodiment monitors the train speed signal (V) and the driver controller handle grade signal (Grade) to determine whether the traction mode can be switched.

[0134] Step 502: When the train speed signal is greater than the preset train speed upper limit, and / or the driver controller handle level signal (Garde) is valid, the rail transit vehicle is controlled to continue to operate in the current traction mode, and traction mode switching is prohibited.

[0135] Specifically, exiting the current traction mode is not allowed under the following conditions (any one of the conditions is met):

[0136] (1) Train speed signal V>threshold;

[0137] (2) The controller handle level signal Grade is not 0.

[0138] In this embodiment, the switching of traction modes is clearly defined, with the aim of preventing the traction system from frequently switching traction modes. The switching between the two modes can only be done in parking mode, which reduces the risk of equipment failure and damage that may occur in the traction system when switching traction modes, and is conducive to improving train availability.

[0139] Embodiment 5

[0140] On the basis of the various existing control methods mentioned above, this embodiment further adds a fault diagnosis and a control method under a fault mode to the traction method of a rail transit vehicle.

[0141] In the battery traction mode, the traction system relies on the vehicle battery to provide power input. When the battery input side is short-circuited, disconnected, grounded, or the power electronic device in the traction system fails, it will cause damage to the traction system related components and the train will lose power. To ensure the safety of the train, when the control unit detects abnormalities such as undervoltage and overcurrent in the input voltage and current signals in the battery traction mode, the control unit will promptly diagnose the corresponding fault and take corresponding protective measures for the traction system. At the same time, the abnormal operating conditions diagnosed by the control unit and the traction system shutdown conditions are uploaded to the train network control system, and the driver and relevant personnel are informed through the on-board display screen.

[0142] When the traction system is in external grid power supply mode, its fault diagnosis method is the same as that in battery mode. The difference is that the control unit performs relevant fault diagnosis based on the voltage and current of the external grid input side. At the same time, according to the differences in power levels and energy flow directions in the two modes, the fault diagnosis logic is slightly different.

[0143] When a single traction mode of the traction system fails while the other traction mode is normal, the train can resume operation by stopping and switching the traction mode, which can improve the train availability and reduce the occurrence of train delays, rescue and other phenomena that affect the normal operation of trains and lines.

[0144] Embodiment 6

[0145] Based on the various control methods included in the above-mentioned traction method of rail transit vehicles, this embodiment provides a schematic diagram of the overall control process of the traction method of rail transit vehicles under multiple application scenarios. Figure 6 As shown, the overall control process includes the following steps.

[0146] Step 1: The control unit first determines whether the current train speed signal (V) of the train is 0, and whether the driver controller handle level signal (Grade) is 0. If the judgment result is "yes", it is considered that the current vehicle is in a parking state, and the traction mode can be judged, that is, enter step 2 and step 5; if the judgment result is "no", re-execute this step;

[0147] Step 2: The control unit determines whether the train meets the relevant conditions of the battery traction mode; when the judgment result is "yes", it continues to step 3; when the judgment result is "no", it re-executes this step;

[0148] Step 3: Determine whether the traction system is operating normally. If the determination result is "yes", the vehicle enters the battery traction mode and enters the battery traction energy management controllable state in the battery traction mode. If the determination result is "no", the vehicle enters step 4.

[0149] Step 4: Determine whether the current train meets the relevant conditions for switching the traction mode. When the judgment result is "yes", enter steps 2 and 5 and re-perform the traction mode judgment step; when the judgment result is "no", determine that the traction mode is faulty, and execute the corresponding fault diagnosis and control method process under the fault mode.

[0150] Step 5: The control unit determines whether the train meets the relevant conditions of the external power supply traction mode; when the judgment result is "yes", continue to step 6; when the judgment result is "no", re-execute this step;

[0151] Step 6: Determine whether the traction system is working normally. When the judgment result is "yes", enter the external power supply traction mode; when the judgment result is "no", enter step 4.

[0152] The main features of the traction method for rail transit vehicles provided in this embodiment are as follows:

[0153] (1) The control unit collects signals from various links of the traction system and vehicle-related mode signals, can identify the mode of the traction system, and perform train traction control according to the corresponding power supply mode; at the same time, this traction method imposes reasonable restrictions on the mode switching of battery traction, which can prevent the traction system from frequently switching traction modes. The switching between battery traction and external power supply traction can only be performed in parking mode, which reduces the risk of equipment failure and damage that may occur in the battery traction system during mode switching, and is conducive to improving train availability;

[0154] Under battery traction conditions, it does not rely on external command input. It can adaptively identify the current operating conditions of the train by real-time monitoring of the inverter output power of the traction inverter, etc., and adopt hierarchical control strategies for different conditions to implement hierarchical management of the energy consumption of battery traction conditions, thereby maximizing the battery traction efficiency and the duration and distance of battery traction;

[0155] The traction method of the rail transit vehicle can protect the traction system when the traction system detection mode is abnormal or fails, thereby preventing the control disorder or the failure from further expanding.

[0156] Embodiment 7

[0157] Another embodiment of the present application relates to an electronic device, such as Figure 7 As shown, it includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can implement the above method steps.

[0158] Among them, the memory and the processor are connected in a bus manner, and the bus may include any number of interconnected buses and bridges, and the bus connects various circuits of one or more processors and memories together. The bus can also connect various other circuits such as peripherals, voltage regulators, and power management circuits, which are well known in the art and are therefore not further described herein. The bus interface provides an interface between the bus and the transceiver. The transceiver can be one element or multiple elements, such as multiple receivers and transmitters, providing a unit for communicating with various other devices on a transmission medium. The data processed by the processor is transmitted on a wireless medium via an antenna, and further, the antenna also receives data and transmits the data to the processor.

[0159] The processor is responsible for managing the bus and general processing, and can also provide various functions, including timing, peripheral interfaces, voltage regulation, power management, and other control functions. Memory can be used to store data used by the processor when performing operations.

[0160] The processor may include, but is not limited to, one or more processors or microprocessors, etc. Each processor may be an application specific integrated circuit (ASIC), a digital signal processor (DSP), a digital signal processing device (DSPD), a programmable logic device (PLD), a field programmable gate array (FPGA), a controller, a microcontroller, a microprocessor or other electronic components to execute the methods in the above embodiments.

[0161] Embodiment 8

[0162] Another embodiment of the present application relates to a computer-readable storage medium storing a computer program, which implements the above method steps when executed by a processor.

[0163] That is, those skilled in the art can understand that all or part of the steps in the above-mentioned embodiment method can be completed by instructing the relevant hardware through a program, and the program is stored in a storage medium, including a number of instructions to enable a device (which can be a single-chip microcomputer, chip, etc.) or a processor to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (Read-Only Memory, referred to as: ROM), random access memory (Random Access Memory, referred to as: RAM), disk or optical disk and other media that can store program codes.

[0164] Those skilled in the art will appreciate that the above embodiments are specific embodiments for implementing the present application, and in actual applications, various changes may be made thereto in form and detail without departing from the spirit and scope of the present application.

Claims

1. A traction system for a rail transit vehicle, characterized in that: include: Traction inverter, traction motor, battery power supply path, auxiliary converter and control unit; The input end of the traction inverter is used to connect to the external AC power supply, and at the same time is connected to one end of the battery power supply branch through the auxiliary converter; the output end of the traction inverter is connected to the traction motor; the other end of the battery power supply branch is used to connect to the battery; The control unit is used to control the battery power supply branch to obtain power from the battery when the rail transit vehicle is in the battery traction mode, and to boost the obtained direct current through the auxiliary converter and provide it to the traction inverter for conversion to obtain three-phase alternating current for driving the traction motor to rotate; and, when the rail transit vehicle is in the external power supply traction mode, to control the traction inverter to obtain power from the external AC power supply, and to convert the obtained electric energy into three-phase alternating current for driving the traction motor to rotate.

2. The traction system of a rail transit vehicle according to claim 1, characterized in that: The battery power supply path includes an input circuit and a boost module arranged in sequence along the power transmission direction; The input circuit is used to be controlled by the control unit to connect or cut off the direct current from the battery; The boost module is used to boost the direct current power obtained by the input loop and provide the boosted direct current power to the auxiliary converter.

3. The traction system of a rail transit vehicle according to claim 2, characterized in that: An isolation circuit is also provided on the battery power supply path and between the boost module and the auxiliary converter; The isolation circuit is used to control the control unit, and remains in a disconnected state when the rail transit vehicle is in an external power supply traction mode so that the battery power supply branch is disconnected from the auxiliary inverter; and remains in a conductive state when the rail transit vehicle is in a battery traction mode so that the battery power supply branch is connected to the auxiliary inverter.

4. The traction system of a rail transit vehicle according to claim 3, characterized in that: The traction system further includes: a cooling system connected to a path between the auxiliary converter and the isolation circuit; The auxiliary converter is further used to obtain power from the external AC power supply when the rail transit vehicle is in the external power supply traction mode, and convert the obtained electric energy into DC power to provide to the cooling system; The cooling system is used to obtain direct current power from the auxiliary converter to cool the traction system when the rail transit vehicle is in an external power supply traction mode; or to obtain direct current power through the battery power supply branch to cool the traction system when the rail transit vehicle is in a battery traction mode.

5. A traction method for a rail transit vehicle, applied to the traction system of the rail transit vehicle according to claim 4, characterized in that: The traction method of the rail transit vehicle at least includes a battery traction mode control method and an external power supply traction mode control method; The battery traction mode control method comprises: Obtain the battery traction mode flag and battery traction input voltage of the rail transit vehicle; When the battery traction mode flag is valid and the battery traction input voltage is greater than a preset voltage threshold, it is determined that the rail transit vehicle is in the battery traction mode; When the rail transit vehicle is in the battery traction mode, the battery power supply branch is controlled to obtain power from the battery, and the obtained direct current is boosted through the auxiliary converter and then provided to the traction inverter; According to the collected train speed signal of the current rail transit vehicle and the level signal of the driver controller handle, the traction inverter is controlled to work according to the preset battery traction characteristics, and the received boosted direct current is converted into three-phase alternating current to drive the traction motor to rotate; The external power supply traction mode control method comprises: Obtain the battery traction mode flag and battery traction input voltage of the rail transit vehicle; When the battery traction mode flag is invalid and the battery traction input voltage is less than a preset voltage threshold, determining that the rail transit vehicle is in an external power supply traction mode; When the rail transit vehicle is in an external power supply traction mode, controlling the traction inverter to obtain power from the external AC power supply; According to the collected train speed signal of the current rail transit vehicle and the driver controller handle level signal, the traction inverter is controlled to work according to the preset battery traction characteristics, and the received external grid AC power is converted into three-phase AC power to drive the traction motor to rotate.

6. The traction method for a rail transit vehicle according to claim 5, characterized in that: The rail transit vehicle traction method also includes a battery traction energy management method; The battery traction energy management method comprises: The hierarchical threshold values ​​are set for the control object parameters and control target parameters that need hierarchical management respectively; wherein the control object parameters include the real-time output power of the traction motor, the real-time temperature of the cooling system, and the train speed signal of the rail transit vehicle; the hierarchical threshold values ​​of the control object parameters include the output power upper limit value, the temperature upper limit value, and the train speed upper limit value; the control target parameters include the battery traction intermediate voltage output by the auxiliary converter; and the hierarchical threshold values ​​of the control target parameters include the battery traction intermediate voltage lower limit value and the battery traction intermediate voltage upper limit value; When the rail transit vehicle is in the battery traction mode, the control object parameter collected in real time is compared with the classification threshold value of the control object parameter, and the battery traction working condition is identified according to the comparison result, and the working state of the cooling system is adjusted, and / or the control target parameter is adjusted to meet the preset relationship with the classification threshold value of the control target parameter.

7. The traction method for a rail transit vehicle according to claim 6, characterized in that: The step of comparing the real-time collected control object parameter with the classification threshold value of the control object parameter, identifying the battery traction condition according to the comparison result, and controlling the working state of the cooling system, and / or controlling the control target parameter to satisfy a preset relationship with the classification threshold value of the control target parameter, comprises: When the train speed signal is less than the train speed upper limit, it is identified that the rail transit vehicle is in the starting stage, and the cooling system is controlled to be in a working state, and the battery traction intermediate voltage is controlled to be greater than the battery traction intermediate voltage upper limit; When the train speed signal is greater than the train speed upper limit and the real-time temperature is greater than the temperature upper limit, it is recognized that the rail transit vehicle is in long-term traction, and the cooling system is controlled to be in a working state, and the battery traction intermediate voltage is controlled to be greater than the battery traction intermediate voltage upper limit; When the train speed signal is greater than the train speed upper limit and the real-time output power is greater than the output power upper limit, it is identified that the rail transit vehicle is in steep slope traction, and the cooling system is controlled to be in working state, and the battery traction intermediate voltage is controlled to be greater than the battery traction intermediate voltage upper limit; When the train speed signal is greater than the train speed upper limit, the real-time output power is greater than the output power lower limit and less than the output power upper limit, and the real-time temperature is less than the temperature upper limit, it is recognized that the rail transit vehicle is in a small slope traction state, and the cooling system is controlled to be in an inoperative state, and the battery traction intermediate voltage is controlled to be greater than the battery traction intermediate voltage upper limit; When the train speed signal is greater than the train speed upper limit, the real-time output power is less than the output power lower limit, and the real-time temperature is less than the temperature upper limit, it is recognized that the rail transit vehicle is in straight track traction, and the cooling system is controlled to be in an inoperative state, and at the same time, the battery traction intermediate voltage is controlled to be less than the battery traction intermediate voltage lower limit.

8. The traction method for a rail transit vehicle according to claim 5, characterized in that: The traction method of the rail transit vehicle also includes a switching control method between an external power supply traction mode and a battery traction mode; The switching control method between the external power supply traction mode and the battery traction mode includes: Real-time acquisition of the train speed signal and the driver controller handle level signal of the current rail transit vehicle; When the train speed signal is greater than the preset train speed upper limit, and / or the driver controller handle level signal is valid, the rail transit vehicle is controlled to continue running in the current traction mode, and traction mode switching is prohibited.

9. An electronic device, characterized in that: It comprises a memory and a processor, wherein the memory stores a computer program, and when the computer program is executed by the processor, the traction method for a rail transit vehicle as described in any one of claims 5 to 8 is implemented.

10. A storage medium, characterized in that: The storage medium stores a computer program, and when the storage medium is executed by one or more processors, the traction method for a rail transit vehicle as described in any one of claims 5 to 8 is implemented.

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