Electrical control system of internal combustion power pack for motor train unit

Abstract

The invention discloses an internal combustion power pack electrical control system for a motor train unit. The internal combustion power pack electrical control system comprises an internal combustion power pack control unit, a fan control unit and a first control branch connected with the internal combustion power pack control unit through a CAN communication loop. Parameter data of the internal combustion power pack are collected through the remote node control unit, and operation of the execution component is achieved through the train control unit according to a control instruction based on the control instruction of the internal combustion power pack control unit for controlling the execution component. The real-time operation temperature of each position of the diesel engine is obtained through a temperature acquisition unit; the real-time operation temperature is transmitted to the fan control unit through the internal combustion power pack control unit, and temperature control and early warning in the train operation process are achieved based on a built heat dissipation protection control strategy and an early warning protection mechanism. The problems that an existing internal combustion power pack control system has the defects in the aspects of over-control, power distribution, automatic detection and protection of a cooling system, and stable and efficient operation of the system of the internal combustion power pack cannot be effectively controlled are solved.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, and in particular to an electrical control system for an internal combustion power pack for a motor vehicle group. Background Art

[0002] The internal combustion power pack is a power output device that uses diesel as a power source. It drives the generator through the combustion of diesel in the diesel engine, provides AC power output for the back-end equipment, and converts chemical energy such as diesel into electrical energy through mechanical transmission. The high-speed EMU model is an electric traction type EMU, which uses a pantograph as an energy receiving device to receive electrical energy from the pantograph network system to power the entire train. The pantograph network electrical energy is converted into controllable three-phase AC electrical energy through a transformer and converter, and input into the wheelset motor to drive the motor to rotate, converting electrical energy into wheelset kinetic energy to drive the vehicle.

[0003] The current power pack is usually used in medium and low speed diesel rail vehicles. It is usually open and hoisted on the bottom of the vehicle. If it is installed on the bottom of the EMU equipped with a closed equipment compartment, the system can only rely on some sensors of the diesel engine to detect the temperature. In addition, in the cooling system, it is difficult to unify the cooling system with the power supply form on the EMU by using a constant speed and frequency control cooling system, and long-term operation under constant frequency and speed conditions will lead to power waste of the cooling system. The above situation leads to deficiencies in the existing internal combustion power pack control system in terms of cooling system over-control, power distribution, and automatic detection and protection, and it is impossible to effectively control the system stability and efficient operation of the internal combustion power pack. Summary of the invention

[0004] The present invention provides an electrical control system for an internal combustion power pack for a motor vehicle group to overcome the above technical problems.

[0005] In order to achieve the above object, the technical solution of the present invention is:

[0006] An internal combustion power pack electrical control system for a train set, comprising an internal combustion power pack control unit, a fan control unit, and a first control branch connected to the internal combustion power pack control unit via a CAN communication circuit;

[0007] The first control branch includes a remote node control unit, a temperature acquisition unit and a data recording unit;

[0008] The remote node control unit is used to collect parameter data of the internal combustion power pack, and based on the internal combustion power pack control unit, obtains a control instruction for controlling the execution component according to the parameter data, and sends it to the train control unit, and the train control unit is used to realize the operation control of the execution component according to the control instruction;

[0009] And the parameter data at least includes generator parameters and liquid level parameters;

[0010] The temperature acquisition unit is used to obtain the real-time operating temperature of each position of the diesel engine according to the temperature sensor inside the internal combustion power pack during the operation of the execution component controlled by the control instruction;

[0011] And the real-time operating temperature includes at least the coolant temperature and the charge air temperature;

[0012] The internal combustion power pack control unit is used to obtain the early warning protection control instruction and the heat dissipation protection control instruction according to the real-time operating temperature, and based on the early warning protection mechanism, realize the temperature early warning during the operation of the train according to the early warning protection control instruction;

[0013] Based on the heat dissipation protection control strategy, the heat dissipation protection control instruction is sent to the fan control unit, so that the fan control unit controls the high and low speed fan combination to achieve temperature control during the train operation;

[0014] And based on the constructed heat dissipation protection control strategy, the fan operation is controlled;

[0015] The data recording unit is used to record and store the data information acquired by the remote node control unit and the temperature acquisition unit, and the control instruction information sent by the internal combustion power pack control unit.

[0016] Further, it also includes a second control branch connected to the internal combustion power pack control unit via a CAN communication circuit;

[0017] The second control branch includes a diesel engine injection control unit and a diesel engine exhaust control unit;

[0018] The diesel engine injection control unit is used to control the fuel injection parameters of the diesel engine high pressure common rail system to adjust the actual output speed and real-time output torque of the diesel engine, and send the diesel engine operating parameters to the internal combustion power pack control unit;

[0019] The diesel engine operating parameters include the actual output speed and real-time output torque of the diesel engine;

[0020] The diesel engine exhaust control unit is used to control the operation of the diesel engine aftertreatment system and control the injection pressure of the diesel engine aftertreatment system according to the diesel engine operating parameters to achieve aftertreatment of the diesel engine exhaust.

[0021] Furthermore, the heat dissipation protection control strategy constructed is specifically as follows:

[0022] S001: The internal combustion power pack control unit obtains the real-time coolant temperature T of the diesel engine through the CAN communication circuit c and the charge air temperature T t ;

[0023] The coolant temperature T cand the charge air temperature T t Sent to the fan control unit;

[0024] S002: Set the multi-level balance temperature threshold of the high and low speed fan combination;

[0025] and includes a cooling temperature threshold and a charge air temperature threshold;

[0026] The high-speed and low-speed fan combination includes three identical fans arranged side by side in a heat sink, and the heat sink is connected to the internal combustion engine power pack via a cooling medium pipeline;

[0027] The cooling temperature threshold includes a first-level coolant temperature threshold T c11 , T c12 ;

[0028] Secondary coolant temperature threshold T c21 , T c22 ;

[0029] Level 3 coolant temperature threshold T c31 , T c32 ;

[0030] The boost air temperature threshold comprises a first level boost air temperature threshold T t11 , T t12 ;

[0031] Secondary charge air temperature threshold T t21 , T t22 ;

[0032] Level 3 charge air temperature threshold T t31 , T t32 ;

[0033] S003: Confirm the real-time coolant temperature T c / Charge air temperature T t Which correspondence relationship of the multi-level balance temperature thresholds is satisfied, so as to realize the comprehensive thermal balance control of the high-speed and low-speed fan combination through the fan control unit according to the confirmed correspondence relationship;

[0034] And the corresponding relationship includes:

[0035] If confirmed T c ≥T c11 or T t ≥T t11 ;

[0036] The fan control unit randomly controls any one fan in the high-speed and low-speed fan combination to switch to high-speed operation, and controls the remaining fans to switch to low-speed operation;

[0037] If T c<T c12 And T t <T t12 ;

[0038] The fan control unit controls all fans in the high-speed and low-speed fan combination to switch to low-speed operation;

[0039] If T c ≥T c21 or T t ≥T t21 ;

[0040] The fan control unit randomly controls any one fan in the high-speed and low-speed fan combination to switch to low-speed operation, and controls the remaining fans to switch to high-speed operation;

[0041] If T c <T c22 And T t <T t22 ;

[0042] The fan control unit controls all fans in the high-speed and low-speed fan combination to switch to low-speed operation;

[0043] If T c ≥T c31 or T t ≥T t31 ;

[0044] The fan control unit controls all fans in the high-speed and low-speed fan combination to switch to high-speed operation;

[0045] If T c <T c32 And T t <T t32 ;

[0046] The fan control unit randomly controls any one fan in the high-speed and low-speed fan combination to switch to low-speed operation, and controls the remaining fans to switch to high-speed operation.

[0047] Furthermore, the communication mode between the internal combustion power pack control unit and the train control unit, and the communication mode between the internal combustion power pack control unit and the fan control unit,

[0048] Both use TRDP and MVB dual-channel communication.

[0049] Furthermore, the heat dissipation protection control strategy

[0050] It also includes a thermal protection control mechanism in fault mode;

[0051] And the heat dissipation protection control mechanism is specifically:

[0052] After confirming that the train control unit and the internal combustion power pack control unit have a communication failure, a first control signal is sent to the fan control unit through the internal combustion power pack control unit;

[0053] The fan control unit controls all fans in the high-speed and low-speed fan combination to run at high speed according to the first control signal;

[0054] The fan control unit is also provided with a fan operation status monitoring module;

[0055] The fan operation status monitoring module is used to monitor and obtain the operation status of each fan in real time;

[0056] If it is confirmed that any fan in the high-speed and low-speed fan combination is switched to low-speed operation and its operation fault is detected, the fan control unit switches the fan to high-speed operation state;

[0057] If it is confirmed that any fan in the high-speed and low-speed fan combination fails to operate at a high speed, the fan control unit will switch the fan control to a low-speed operating state.

[0058] Furthermore, the internal combustion power pack is provided with a plurality of temperature sensors for collecting the temperature of the diesel engine, and the temperature data collected by the temperature sensors are transmitted to the temperature collection unit;

[0059] The temperature acquisition unit sends the temperature to the internal combustion power pack control unit by CAN communication method;

[0060] And the temperature data collected by the diesel engine temperature includes at least the coolant temperature and the charge air temperature;

[0061] The temperature data collected by the diesel engine temperature at least includes the coolant temperature and the charge air temperature; and the coolant temperature includes the two-way diesel engine air filter intake temperature, the two-way coolant inlet temperature and the two-way coolant outlet temperature;

[0062] The boost air temperature includes the boost air temperature before the two-way intercooler, the boost air temperature after the two-way intercooler, and the two-way diesel engine exhaust temperature;

[0063] The internal combustion power pack control unit is used to issue an early warning prompt according to the constructed early warning protection mechanism and the received temperature data.

[0064] Furthermore, the early warning protection mechanism constructed is specifically:

[0065] Set the diesel engine air filter intake temperature threshold ΔTa, the boost air temperature threshold ΔTti after the intercooler, the boost air temperature threshold ΔTto before the intercooler, the coolant inlet temperature threshold ΔTci, the coolant outlet temperature threshold ΔTco and the exhaust temperature threshold Te;

[0066] Obtain the temperature difference A between the two diesel engine air filter intake temperatures, and when the temperature difference A is greater than the diesel engine air filter intake temperature ΔTa, send an air filter temperature warning prompt to the train control unit through the internal combustion power pack control unit;

[0067] Obtain the temperature difference B between the two coolant inlet temperatures, and when the temperature difference B is greater than the coolant inlet temperature threshold ΔTci, send a coolant inlet temperature warning prompt to the train control unit through the internal combustion power pack control unit;

[0068] The temperature difference C between the two coolant outlet temperatures is obtained, and when the temperature difference C is greater than the coolant outlet temperature threshold ΔTco, a coolant inlet temperature warning is sent to the train control unit through the internal combustion power pack control unit;

[0069] Obtain the temperature difference D of the two intercooler pre-supercharged air temperatures, and when the temperature difference D is greater than the intercooler pre-supercharged air temperature threshold ΔTto, send an intercooler pre-supercharged air temperature warning prompt to the train control unit through the internal combustion power pack control unit;

[0070] Obtain the temperature difference E of the two intercooled supercharged air temperatures, and when the temperature difference E is greater than the intercooled supercharged air temperature threshold ΔTti, send an intercooled supercharged air temperature warning prompt to the train control unit through the internal combustion power pack control unit;

[0071] Obtain the exhaust temperatures of the two diesel engines, and when the temperature of any one of them is greater than the exhaust temperature threshold Te, send an exhaust temperature warning prompt to the train control unit through the internal combustion power pack control unit;

[0072] When the train control unit receives any warning prompt, it combines the current atmospheric pressure value collected by the preset train external air pressure sensor to obtain the current power reduction coefficient according to the altitude of the internal combustion power pack based on the preset altitude and diesel engine power reduction curve;

[0073] The current traction power of the whole vehicle is obtained according to the current power reduction coefficient to control the train.

[0074] Beneficial effects: The present invention provides an electrical control system for an internal combustion power pack for an EMU. Through the constructed heat dissipation protection control strategy, the operation of the heat dissipation system can be regulated according to the current operating temperature parameters to ensure that the system operates in a thermal equilibrium state. At the same time, a fault operation mode is provided to reduce the power output in a fault state to ensure that the vehicle function is not completely lost. The early warning protection mechanism is used to enable the train to have a real-time self-protection function, and before starting, it is determined whether the starting conditions are met, and the relevant signal communication is sent to the train control unit to provide display prompts for the driver. Moreover, early warning protection can be provided in real time during the operation of the train, and early warning prompts can be displayed according to the fault situation and the train can be controlled to reduce power operation, so as to realize temperature control and early warning during the operation of the train, and the system of the internal combustion power pack can be effectively controlled to operate stably and efficiently. BRIEF DESCRIPTION OF THE DRAWINGS

[0075] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. 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.

[0076] Figure 1 It is a communication schematic diagram of the electrical control system of the internal combustion power pack for EMU of the present invention;

[0077] Figure 2 It is a schematic diagram of the electrical system of the internal combustion power pack for the EMU in this embodiment;

[0078] Figure 3 This is a flow chart of the heat dissipation protection control strategy in this embodiment;

[0079] Figure 4 This is a self-check operation control flow chart of the electrical control system of the internal combustion power pack for the EMU in this embodiment. DETAILED DESCRIPTION

[0080] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution 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 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 are within the scope of protection of the present invention.

[0081] This embodiment provides an electrical control system for an internal combustion power pack for a train set, such as Figure 1 to Figure 2As shown, it includes an internal combustion power pack control unit, a fan control unit and a first control branch connected to the internal combustion power pack control unit via a CAN communication circuit (CAN1);

[0082] The first control branch includes a remote node control unit, a temperature acquisition unit and a data recording unit;

[0083] The remote node control unit is used to collect parameter data of the internal combustion power pack, and based on the internal combustion power pack control unit, obtains a control instruction for controlling the execution component according to the parameter data, and sends it to the train control unit, and the train control unit is used to realize the operation control of the execution component according to the control instruction;

[0084] And the parameter data at least includes generator parameters and liquid level parameters;

[0085] The temperature acquisition unit is used to obtain the real-time operating temperature of each position of the diesel engine according to the temperature sensor inside the internal combustion power pack during the operation of the execution component controlled by the control instruction;

[0086] And the real-time operating temperature includes at least the coolant temperature and the charge air temperature;

[0087] The internal combustion power pack control unit is used to obtain the early warning protection control instruction and the heat dissipation protection control instruction according to the real-time operating temperature, and based on the early warning protection mechanism, realize the temperature early warning during the operation of the train according to the early warning protection control instruction;

[0088] Based on the heat dissipation protection control strategy, the heat dissipation protection control instruction is sent to the fan control unit, so that the fan control unit controls the high and low speed fan combination to achieve temperature control during the train operation;

[0089] The data recording unit is used to record and store the data information acquired by the remote node control unit and the temperature acquisition unit, and the control instruction information sent by the internal combustion power pack control unit;

[0090] Specifically, it also includes a second control branch connected to the internal combustion power pack control unit through a CAN communication circuit (CAN2), and the second control branch includes a diesel engine injection control unit and a diesel engine exhaust control unit;

[0091] The diesel engine injection control unit is used to control the fuel injection parameters of the diesel engine high-pressure common rail system to adjust the actual output speed and real-time output torque of the diesel engine, and send the diesel engine operating parameters to the internal combustion power pack control unit; the diesel engine exhaust control unit is used to control the operation of the diesel engine after-treatment system, and control the injection pressure of the diesel engine after-treatment system according to the diesel engine operating parameters to achieve the after-treatment of the diesel engine exhaust. The diesel engine after-treatment system in this embodiment is an existing well-known technical content and will not be described in detail here. This embodiment is only for eliminating harmful gases in the exhaust gas and spraying liquid solutions, such as urea solutions and other liquid solvents that can be used to eliminate harmful exhaust gas; the diesel engine operating parameters include the actual output speed and real-time output torque of the diesel engine.

[0092] In this embodiment, the internal combustion power pack electrical control system for the EMU is provided with an internal combustion power pack control unit PPCU and a subsystem controlled by the internal combustion power pack control unit PPCU, wherein the subsystem includes a remote node control unit RIOM, a temperature acquisition unit TCM, a fan control unit FCU, a diesel engine injection control unit ECU, a diesel engine exhaust control unit DCM, and a data recording unit DRU; wherein the internal combustion power pack control unit PPCU is used to control the coordinated operation of various execution components in the subsystem, receive the operation data of each subsystem, realize system status monitoring and self-protection, receive the EMU train control system command, start or stop the system operation according to the system command, and send the real-time operation data of the internal combustion power pack to the EMU. Group controller; the remote node control unit RIOM collects the internal combustion power pack generator parameters and liquid level parameters, and sends the data to the internal combustion power pack control unit PPCU, while receiving the control instructions of the internal combustion power pack control unit PPCU, and outputs corresponding high and low level signals to control the action of the execution components; the diesel engine exhaust control unit DCM is used to control the operation of the diesel engine after-treatment system, and controls the internal injection pressure of the exhaust treatment device through the acquired operating parameters to perform catalytic reduction reaction; the data recording unit DRU obtains the real-time operation data of the internal combustion power pack system in a local communication mode by setting the configuration table, and records all operating parameters and instructions in a time-triggered manner, and can obtain data records through remote reading or local reading. The configuration table includes communication ID, communication rate, number of communication bytes, whether it is an extended frame, data refresh time and record data name, that is, the above configuration is written into the DRU in table form for storage; the heat dissipation protection control strategy constructed in this embodiment can regulate the operation of the heat dissipation system according to the current operating temperature parameters to ensure that the system operates in a thermal equilibrium state, and at the same time provide a fault operation mode to reduce power output in a fault state to ensure that the vehicle function is not completely lost; the train is equipped with real-time self-protection function through the early warning protection mechanism, and determines whether the start conditions are met before starting, and sends relevant signal communications to the train control unit to provide display prompts for the driver; and can provide real-time early warning protection during train operation, display early warning prompts according to the fault situation and control the train to reduce power operation, so as to realize temperature control and early warning during the train operation, and can effectively control the system stability and efficient operation of the internal combustion power pack.

[0093] In a specific embodiment, Figure 3 As shown, in the normal operating mode of the train, a heat dissipation protection control strategy for heat dissipation of the train is constructed, and the constructed heat dissipation protection control strategy is specifically as follows:

[0094] S001: The internal combustion power pack control unit obtains the real-time coolant temperature T of the diesel engine through the CAN communication circuit c and the charge air temperature T t ;

[0095] The coolant temperature T c and the charge air temperature T t Sent to the fan control unit;

[0096] S002: Set the multi-level balance temperature threshold of the high and low speed fan combination;

[0097] and includes a cooling temperature threshold and a charge air temperature threshold;

[0098] The high-speed and low-speed fan combination includes three identical fans, for example, the fans are coded as fan 1, fan 2 and fan 3, and are arranged side by side in a heat sink, and the heat sink is connected to the internal combustion engine power pack through a cooling medium pipeline;

[0099] The cooling temperature threshold includes a first-level coolant temperature threshold T c11 , T c12 ;

[0100] Secondary coolant temperature threshold T c21 , T c22 ;

[0101] Level 3 coolant temperature threshold T c31 , T c32 ;

[0102] The boost air temperature threshold comprises a first level boost air temperature threshold T t11 , T t12 ;

[0103] Secondary charge air temperature threshold T t21 , T t22 ;

[0104] Level 3 charge air temperature threshold T t31 , T t32 ;

[0105] S003: Confirm the real-time coolant temperature T c / Charge air temperature T t Which correspondence relationship of the multi-level balance temperature thresholds is satisfied, so as to realize the comprehensive thermal balance control of the high-speed and low-speed fan combination through the fan control unit according to the confirmed correspondence relationship;

[0106] And the corresponding relationship includes:

[0107] If confirmed T c ≥T c11 or T t ≥T t11 ;

[0108] The fan control unit randomly controls any one fan in the high-speed and low-speed fan combination to switch to high-speed operation, and controls the remaining fans to switch to low-speed operation. For example, the fan control unit controls fan 2 to switch to high-speed operation, and fans 1 and 3 to switch to low-speed operation.

[0109] If T c <T c12 And T t <T t12 ;

[0110] The fan control unit controls all fans (fan 1, fan 2 and fan 3) in the high-speed and low-speed fan combination to switch to low-speed operation;

[0111] If T c ≥T c21 or T t ≥T t21 ;

[0112] The fan control unit randomly controls any one fan in the high-speed and low-speed fan combination to switch to low-speed operation, and controls the remaining fans to switch to high-speed operation; for example: the fan control unit controls fans 1 and 3 to switch to high-speed operation, and fans 2 to switch to low-speed operation;

[0113] If T c <T c22 And T t <T t22 ;

[0114] The fan control unit controls all fans (fan 1, fan 2 and fan 3) in the high-speed and low-speed fan combination to switch to low-speed operation;

[0115] If T c ≥T c31 or T t ≥T t31 ;

[0116] The fan control unit controls all fans (fan 1, fan 2 and fan 3) in the high-speed and low-speed fan combination to switch to high-speed operation;

[0117] If T c <T c32 And T t <T t32 ;

[0118] The fan control unit randomly controls any one fan in the high-speed and low-speed fan combination to switch to low-speed operation, and controls the remaining fans to switch to high-speed operation; for example: the fan control unit controls fans 1 and 3 to switch to high-speed operation, and fan 2 to switch to low-speed operation.

[0119] In this embodiment, the internal combustion power pack control unit PPCU obtains the real-time coolant temperature T c and the charge air temperature T t , and is sent to the fan control unit FCU in the form of TRDP and MVB dual-channel communication. The fan control unit FCU controls the combined operation of three groups of high- and low-speed fans according to the real-time temperature and the set coolant temperature three-level balance temperature Tc11, Tc12, Tc21, Tc22, Tc31, Tc32 and the charge air three-level balance temperature Tt11, Tt12, Tt21, Tt22, Tt31, Tt32 to achieve the comprehensive thermal balance of the system, that is, according to the current operating temperature parameters, the operation of the train cooling system is regulated to ensure that the train system operates in a thermal balance state.

[0120] In a specific embodiment, the communication mode between the internal combustion power pack control unit and the train control unit, and the communication mode between the internal combustion power pack control unit and the fan control unit,

[0121] Both use TRDP and MVB dual-channel communication.

[0122] In a specific embodiment, the heat dissipation protection control strategy further includes a heat dissipation protection control mechanism under a fault mode, and the heat dissipation protection control mechanism is specifically:

[0123] After confirming that the train control unit and the internal combustion power pack control unit have a communication failure, a first control signal is sent to the fan control unit through the internal combustion power pack control unit;

[0124] The fan control unit controls all fans in the high-speed and low-speed fan combination to run at high speed according to the first control signal;

[0125] The fan control unit is also provided with a fan operation status monitoring module;

[0126] The fan operation status monitoring module is used to monitor and obtain the operation status of each fan in real time;

[0127] If it is confirmed that any fan in the high-speed and low-speed fan combination is switched to low-speed operation and its operation fault is detected, the fan control unit switches the fan to high-speed operation state;

[0128] If it is confirmed that any fan in the high-speed and low-speed fan combination fails to run at high speed, the fan control unit will switch the fan control to the low-speed running state. This embodiment also provides a fault operation mode, so that the train can reduce the power output when in a fault state, thereby ensuring that the vehicle function is not completely lost. Table 1 shows the power reduction coefficient table of the train that can reduce the power output when in a fault state:

[0129] Table 1. Power reduction factors for reducing power output under fault conditions

[0130]

[0131] In a specific embodiment, the internal combustion power pack is provided with multiple temperature sensors for diesel engine temperature collection, and the temperature data collected by the temperature sensors are transmitted to the temperature collection unit; and the temperature sensor is a PT100 temperature sensor;

[0132] The temperature acquisition unit sends the temperature to the internal combustion power pack control unit by CAN communication method;

[0133] And the temperature data collected by the diesel engine temperature includes at least the coolant temperature and the charge air temperature;

[0134] The temperature data collected by the diesel engine temperature at least includes the coolant temperature and the charge air temperature; and the coolant temperature includes the two-way diesel engine air filter intake temperature, the two-way coolant inlet temperature and the two-way coolant outlet temperature;

[0135] The boost air temperature includes the boost air temperature before the two-way intercooler, the boost air temperature after the two-way intercooler, and the two-way diesel engine exhaust temperature;

[0136] The internal combustion power pack control unit is used to perform protection judgment according to the received temperature data according to the constructed early warning protection mechanism to provide early warning prompts; specifically, the constructed early warning protection mechanism is

[0137] Set the diesel engine air filter intake temperature ΔTa, the boost air temperature threshold after intercooling ΔTti, the boost air temperature threshold before intercooling ΔTto, the coolant inlet temperature threshold ΔTci, the coolant outlet temperature threshold ΔTco and the exhaust temperature threshold Te;

[0138] Obtain the temperature difference A between the two diesel engine air filter intake temperatures, and when the temperature difference A is greater than the diesel engine air filter intake temperature ΔTa, send an air filter temperature warning prompt to the train control unit through the internal combustion power pack control unit;

[0139] Obtain the temperature difference B between the two coolant inlet temperatures, and when the temperature difference B is greater than the coolant inlet temperature threshold ΔTci, send a coolant inlet temperature warning prompt to the train control unit through the internal combustion power pack control unit;

[0140] The temperature difference C between the two coolant outlet temperatures is obtained, and when the temperature difference C is greater than the coolant outlet temperature threshold ΔTco, a coolant inlet temperature warning is sent to the train control unit through the internal combustion power pack control unit;

[0141] Obtain the temperature difference D of the two intercooler pre-supercharged air temperatures, and when the temperature difference D is greater than the intercooler pre-supercharged air temperature threshold ΔTto, send an intercooler pre-supercharged air temperature warning prompt to the train control unit through the internal combustion power pack control unit;

[0142] Obtain the temperature difference E of the two intercooled supercharged air temperatures, and when the temperature difference E is greater than the intercooled supercharged air temperature threshold ΔTti, send an intercooled supercharged air temperature warning prompt to the train control unit through the internal combustion power pack control unit;

[0143] Obtain the exhaust temperatures of the two diesel engines, and when the temperature of any one of them is greater than the exhaust temperature threshold Te, send an exhaust temperature warning prompt to the train control unit through the internal combustion power pack control unit;

[0144] When the train control unit receives any warning prompt, it combines the current atmospheric pressure value collected by the preset train external air pressure sensor to obtain the current power reduction coefficient according to the altitude of the internal combustion power pack based on the preset altitude and diesel engine power reduction curve;

[0145] The current traction power of the whole vehicle is obtained according to the current power reduction coefficient to control the train.

[0146] In this embodiment, the internal combustion power pack electrical control system for the EMU uses the altitude detection function inside the built-in controller and combines the atmospheric pressure value collected by the external sensor to obtain the altitude where the internal combustion power pack is located, and reduces the external output power of the internal combustion power pack according to the current altitude and the diesel engine de-power curve. The specific embodiments are as follows:

[0147] ① 0.84 times standard atmospheric pressure < pressure at the pressure sensor < 0.88 times standard atmospheric pressure for 5 seconds, altitude 1500m, power reduction coefficient is 0.05;

[0148] ②0.78 standard atmospheric pressure < atmospheric pressure < 0.84 standard atmospheric pressure, altitude 2000m, power reduction coefficient is 0.1;

[0149] ③0.74 standard atmospheric pressure < atmospheric pressure < 0.78 standard atmospheric pressure, altitude 2500m, power reduction coefficient is 0.15;

[0150] ④0.7 standard atmospheric pressure < atmospheric pressure < 0.74 standard atmospheric pressure, altitude 3000m, power reduction coefficient is 0.2;

[0151] ⑤0.66 standard atmospheric pressure < atmospheric pressure < 0.7 standard atmospheric pressure, altitude 3500m, power reduction coefficient is 0.25;

[0152] ⑥ Atmospheric pressure < 0.66 standard atmospheric pressure, altitude 4000m, power reduction coefficient is 0.3;

[0153] The expression for reducing the external output power of the internal combustion power pack is:

[0154] Pc*k=Pa

[0155] Where: Pc represents the theoretical output power; k represents the power reduction coefficient; Pa represents the actual output power;

[0156] This embodiment also includes an electrical control system for an internal combustion power pack for a train set, such as Figure 4 As shown, after power-on, the system self-check operation is performed, and whether to allow the start is determined based on the self-check situation; wherein the self-check operation is a prior art means, and the self-check operation includes: no high-level fault detection, no shutdown command detection, no fire signal detection, controller initialization completion detection, controller IO self-check passing point no abnormality, no locking signal, which will not be described in detail here; if the train control system will execute the start action after receiving the vehicle start command, and judge the current state based on the real-time fault, the control system adjusts the diesel engine speed or reduces the allowable output power, wherein the system artificially divides the real-time fault into three types: low-level fault, medium-level fault, and high-level fault according to experience;

[0157] When a low-level fault occurs, the power pack system sends the fault information to the vehicle controller as a prompt, and the driver and passengers conduct troubleshooting based on the fault information and vehicle operation conditions;

[0158] When a medium-level fault occurs, the power pack system will reduce part of the allowable output power value to protect its own system. At the same time, the fault information is sent to the vehicle controller as a prompt information. The driver and passengers can perform fault troubleshooting based on the fault information and vehicle operation status.

[0159] When a high-level fault occurs, the power pack system will cut off some or all subsystem functions to protect the system, and the fault information will be sent to the vehicle controller.

[0160] The electrical control system for the internal combustion power pack of the EMU provided in this embodiment has the following beneficial effects:

[0161] (1) In this embodiment, the internal combustion power pack electrical control system for EMUs has a high degree of integration. By integrating the internal combustion power pack control unit PPCU, the remote node control unit RIOM, the temperature acquisition unit TCM, the fan control unit FCU, the diesel engine injection control unit ECU, the diesel engine exhaust control unit DCM, and the data recording unit DRU into a unified control system, an internal combustion power pack electrical control system that can be used in EMU models such as CRH300CRH380 is established, and each subsystem aggregates all operating information to the PPCU, and the operating information includes: power pack speed, generator voltage / current / temperature, fault information, allowable output power, diesel engine coolant temperature, boost air pressure, and boost air temperature. The PPCU uniformly processes data and executes the control process and distributes it to each subcomponent. For the whole vehicle, only one control and communication signal interface of the PPCU is retained, which greatly optimizes the system electrical layout process. The PPCU controls the system start, speed regulation and stop according to the signal and command information transmitted by the whole vehicle, simplifying the operation process of the internal combustion power pack for EMUs.

[0162] (2) It has a real-time self-protection function. Before starting, it determines whether the starting conditions are met and sends relevant signal communications to the vehicle control system to provide display prompts for the driver. During operation, it provides real-time protection and chooses to only provide prompts, reduce power operation, or cut off system processing according to the fault situation.

[0163] (3) It can perform feedback control based on the vehicle's operating demand value and the current actual speed value. When there is a deviation between the speed demand and the actual speed and the deviation continues, an alarm message is sent to the vehicle controller and the output power is reduced.

[0164] (4) By combining the atmospheric pressure value collected by the external sensor, the altitude of the internal combustion power pack is obtained. According to the current altitude and the diesel engine power reduction curve, the external output power of the internal combustion power pack is reduced to protect the train control system.

[0165] (5) By collecting multiple temperature values, it is determined whether there is an abnormal ambient temperature or abnormal heat dissipation status inside the system, and the system is protected and controlled when an abnormality occurs.

[0166] (6) It is able to regulate the operation of the cooling system according to the current operating temperature parameters to ensure that the system operates in a thermal equilibrium state. It also provides a fault operation mode to reduce power output in a fault state to ensure that the vehicle function is not completely lost.

[0167] 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. An electrical control system for an internal combustion power pack for a train set, characterized in that: It includes an internal combustion power pack control unit, a fan control unit, and a first control branch connected to the internal combustion power pack control unit via a CAN communication circuit; The first control branch includes a remote node control unit, a temperature acquisition unit and a data recording unit; The remote node control unit is used to collect parameter data of the internal combustion power pack, and based on the internal combustion power pack control unit, obtains a control instruction for controlling the execution component according to the parameter data, and sends it to the train control unit, and the train control unit is used to realize the operation control of the execution component according to the control instruction; And the parameter data at least includes generator parameters and liquid level parameters; The temperature acquisition unit is used to obtain the real-time operating temperature of each position of the diesel engine according to the temperature sensor inside the internal combustion power pack during the operation of the execution component controlled by the control instruction; And the real-time operating temperature includes at least the coolant temperature and the charge air temperature; The internal combustion power pack control unit is used to obtain the early warning protection control instruction and the heat dissipation protection control instruction according to the real-time operating temperature, and based on the early warning protection mechanism, realize the temperature early warning during the operation of the train according to the early warning protection control instruction; Based on the heat dissipation protection control strategy, the heat dissipation protection control instruction is sent to the fan control unit, so that the fan control unit controls the high and low speed fan combination to achieve temperature control during the train operation; The data recording unit is used to record and store the data information acquired by the remote node control unit and the temperature acquisition unit, and the control instruction information sent by the internal combustion power pack control unit.

2. The electrical control system of an internal combustion power pack for a train set according to claim 1, characterized in that: Also includes a second control branch connected to the internal combustion power pack control unit via a CAN communication circuit; The second control branch includes a diesel engine injection control unit and a diesel engine exhaust control unit; The diesel engine injection control unit is used to control the fuel injection parameters of the diesel engine high pressure common rail system to adjust the actual output speed and real-time output torque of the diesel engine, and send the diesel engine operating parameters to the internal combustion power pack control unit; The diesel engine operating parameters include the actual output speed and real-time output torque of the diesel engine; The diesel engine exhaust control unit is used to control the operation of the diesel engine aftertreatment system and control the injection pressure of the diesel engine aftertreatment system according to the diesel engine operating parameters to achieve aftertreatment of the diesel engine exhaust.

3. The electrical control system of an internal combustion power pack for a train set according to claim 2, characterized in that: The heat dissipation protection control strategy constructed is specifically as follows: S001: The internal combustion power pack control unit obtains the real-time coolant temperature T of the diesel engine through the CAN communication circuit c and the charge air temperature T t ; The coolant temperature T c and the charge air temperature T t Sent to the fan control unit; S002: Set the three-level balance temperature threshold of the high-speed and low-speed fan combination; and includes a cooling temperature threshold and a charge air temperature threshold; The high-speed and low-speed fan combination includes three identical fans arranged side by side in a heat sink, and the heat sink is connected to the internal combustion engine power pack via a cooling medium pipeline; The cooling temperature threshold includes a first-level coolant temperature threshold T c11 , T c12 ; Secondary coolant temperature threshold T c21 , T c22 ; Level 3 coolant temperature threshold T c31 , T c32 ; The boost air temperature threshold comprises a first level boost air temperature threshold T t11 , T t12 ; Secondary charge air temperature threshold T t21 , T t22 ; Level 3 charge air temperature threshold T t31 , T t32 ; S003: Confirm the real-time coolant temperature T c / Charge air temperature T t Which correspondence relationship of the multi-level balance temperature thresholds is satisfied, so as to realize the comprehensive thermal balance control of the high-speed and low-speed fan combination through the fan control unit according to the confirmed correspondence relationship; And the corresponding relationship includes: If confirmed T c ≥T c11 or T t ≥T t11 ; The fan control unit randomly controls any one fan in the high-speed and low-speed fan combination to switch to high-speed operation, and controls the remaining fans to switch to low-speed operation; If T c <T c12 And T t <T t12 ; The fan control unit controls all fans in the high-speed and low-speed fan combination to switch to low-speed operation; If T c ≥T c21 or T t ≥T t21 ; The fan control unit randomly controls any one fan in the high-speed and low-speed fan combination to switch to low-speed operation, and controls the remaining fans to switch to high-speed operation; If T c <T c22 And T t <T t22 ; The fan control unit controls all fans in the high-speed and low-speed fan combination to switch to low-speed operation; If T c ≥T c31 or T t ≥T t31 ; The fan control unit controls all fans in the high-speed and low-speed fan combination to switch to high-speed operation; If T c <T c32 And T t <T t32 ; The fan control unit randomly controls any one fan in the high-speed and low-speed fan combination to switch to low-speed operation, and controls the remaining fans to switch to high-speed operation.

4. The electrical control system of the internal combustion power pack for a train set according to claim 3 is characterized in that: The communication method between the internal combustion power pack control unit and the train control unit, and the communication method between the internal combustion power pack control unit and the fan control unit, Both use TRDP and MVB dual-channel communication.

5. The electrical control system of the internal combustion power pack for a train set according to claim 4, characterized in that: The heat dissipation protection control strategy It also includes a thermal protection control mechanism in fault mode; And the heat dissipation protection control mechanism is specifically: After confirming that the train control unit and the internal combustion power pack control unit have a communication failure, a first control signal is sent to the fan control unit through the internal combustion power pack control unit; The fan control unit controls all fans in the high-speed and low-speed fan combination to run at high speed according to the first control signal; The fan control unit is also provided with a fan operation status monitoring module; The fan operation status monitoring module is used to monitor and obtain the operation status of each fan in real time; If it is confirmed that any fan in the high-speed and low-speed fan combination is switched to low-speed operation and its operation fault is detected, the fan control unit switches the fan to high-speed operation state; If it is confirmed that any fan in the high-speed and low-speed fan combination fails to operate at high speed, the fan control unit will switch the fan control to the low-speed operating state.

6. The electrical control system of the internal combustion power pack for a train set according to claim 5, characterized in that: The internal combustion power pack is provided with multiple temperature sensors for collecting diesel engine temperature, and the temperature data collected by the temperature sensors are transmitted to the temperature collection unit; The temperature acquisition unit sends the temperature to the internal combustion power pack control unit by CAN communication method; The temperature data collected by the diesel engine temperature at least includes the coolant temperature and the charge air temperature; and the coolant temperature includes the two-way diesel engine air filter intake temperature, the two-way coolant inlet temperature and the two-way coolant outlet temperature; The boost air temperature includes the boost air temperature before the two-way intercooler, the boost air temperature after the two-way intercooler, and the two-way diesel engine exhaust temperature; The internal combustion power pack control unit is used to issue an early warning prompt according to the constructed early warning protection mechanism and the received temperature data.

7. The electrical control system of the internal combustion power pack for a train set according to claim 6, characterized in that: The early warning protection mechanism constructed is specifically: Set the diesel engine air filter intake temperature threshold ΔTa, the boost air temperature threshold ΔTti after the intercooler, the boost air temperature threshold ΔTto before the intercooler, the coolant inlet temperature threshold ΔTci, the coolant outlet temperature threshold ΔTco and the exhaust temperature threshold Te; Obtain the temperature difference A between the two diesel engine air filter intake temperatures, and when the temperature difference A is greater than the diesel engine air filter intake temperature ΔTa, send an air filter temperature warning prompt to the train control unit through the internal combustion power pack control unit; Obtain the temperature difference B between the two coolant inlet temperatures, and when the temperature difference B is greater than the coolant inlet temperature threshold ΔTci, send a coolant inlet temperature warning prompt to the train control unit through the internal combustion power pack control unit; The temperature difference C between the two coolant outlet temperatures is obtained, and when the temperature difference C is greater than the coolant outlet temperature threshold ΔTco, a coolant inlet temperature warning is sent to the train control unit through the internal combustion power pack control unit; Obtain the temperature difference D of the two intercooler pre-supercharged air temperatures, and when the temperature difference D is greater than the intercooler pre-supercharged air temperature threshold ΔTto, send an intercooler pre-supercharged air temperature warning prompt to the train control unit through the internal combustion power pack control unit; Obtain the temperature difference E of the two intercooled supercharged air temperatures, and when the temperature difference E is greater than the intercooled supercharged air temperature threshold ΔTti, send an intercooled supercharged air temperature warning prompt to the train control unit through the internal combustion power pack control unit; Obtain the exhaust temperatures of the two diesel engines, and when the temperature of any one of them is greater than the exhaust temperature threshold Te, send an exhaust temperature warning prompt to the train control unit through the internal combustion power pack control unit; When the train control unit receives any warning prompt, it combines the current atmospheric pressure value collected by the preset train external air pressure sensor to obtain the current power reduction coefficient according to the altitude of the internal combustion power pack based on the preset altitude and diesel engine power reduction curve; The current traction power of the whole vehicle is obtained according to the current power reduction coefficient to control the train.

Images