Electric control system of diesel power pack for motor train unit

Abstract

The application discloses a kind of electric control systems for diesel power pack of motor train unit, including diesel power pack control unit, fan control unit and the first control branch being connected with diesel power pack control unit by CAN communication loop;The parameter data of diesel power pack is collected by remote node control unit, and based on the control instruction of execution component control of diesel power pack control unit, the operation of execution component is realized according to control instruction by train control unit;The real-time running temperature of each position of diesel engine is obtained by temperature acquisition unit;Real-time running temperature is transmitted to fan control unit by diesel power pack control unit, and temperature control and early warning in the process of train operation are realized based on the constructed heat dissipation protection control strategy and early warning protection mechanism.The application solves the problems of the existing diesel power pack control system, such as insufficient cooling system control, power distribution, automatic detection and protection, and inability to effectively control the system stability and efficient operation of diesel power pack.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, in particular to an electric control system for a diesel power pack of a motor train unit. BACKGROUND

[0002] The diesel power pack is a power output device using diesel as a power source, which drives the generator to operate through the diesel engine burning diesel, provides AC power output for the rear-end device, and converts the chemical energy of diesel into electric energy through mechanical transmission. The high-speed motor train unit is an electric traction type motor train, which uses a pantograph as an energy receiving device to receive the power from the catenary system to power the whole train. The catenary power is converted into controllable three-phase AC power through a transformer and a converter, which is input into the wheel motor to drive the motor to rotate, and the electric energy is converted into wheel energy to drive the vehicle to run.

[0003] The current power pack is usually applied to low-speed diesel rail vehicles, which is usually open and hoisted at the bottom of the vehicle. If it is installed at the bottom of the motor train unit with a closed equipment compartment, the system can only rely on the temperature detection of the partial sensors of the diesel engine. In the cooling system, the constant speed and frequency control of the cooling system cannot be unified with the power supply form of the motor train unit, and long-term work in the constant frequency and speed condition will cause power waste of the cooling system. The above conditions lead to the deficiencies of the existing diesel power pack control system in cooling system control, power distribution, and automatic detection and protection, which cannot effectively control the stable and efficient operation of the diesel power pack. SUMMARY

[0004] The present application provides a diesel power pack electric control system for a motor train unit to overcome the above technical problems.

[0005] In order to achieve the above purpose, the technical scheme of the present application is:

[0006] A diesel power pack electric control system for a motor train unit, comprising a diesel power pack control unit, a fan control unit, and a first control branch connected to the diesel power pack control unit through a CAN communication loop;

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

[0008] The remote node control unit is used to acquire parameter data of the diesel power pack, and based on the diesel power pack control unit, to obtain control instructions for controlling the execution components according to the parameter data, and to send them to the train control unit, which is used to realize the operation control of the execution components according to the control instructions;

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

[0010] The temperature acquisition unit is configured to acquire real-time operating temperatures of the diesel engine at different positions according to temperature sensors inside the internal combustion power pack during the operation of the execution component controlled based on the control instruction;

[0011] The real-time operating temperatures at least include coolant temperature and supercharged air temperature;

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

[0013] And based on the heat dissipation protection control strategy, the heat dissipation protection control instructions are sent to the fan control unit to realize temperature control during the operation of the train by the fan control unit controlling the set high-low speed operating fan combination;

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

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

[0016] Further, a second control branch connected to the internal combustion power pack control unit through a CAN communication loop is further included;

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

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

[0020] The diesel engine exhaust control unit is configured to control the operation of a diesel engine aftertreatment system, and to control injection pressure of the diesel engine aftertreatment system according to the diesel engine operating parameters to realize the aftertreatment of diesel engine exhaust.

[0021] Further, the heat dissipation protection control strategy is constructed, and specifically

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

[0023] And the coolant temperature T c11The temperature of the pressurized air T t is sent to the fan control unit.

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

[0025] and includes a cooling temperature threshold and a pressurized air temperature threshold.

[0026] Wherein the high-low speed fan combination includes three identical fans, and is arranged side by side in the heat dissipation device, which is connected with the internal combustion engine power pack through the cooling medium pipeline.

[0027] The cooling temperature threshold includes a first coolant temperature threshold T c11 , T c12 .

[0028] The second coolant temperature threshold T c21 , T c22 .

[0029] The third coolant temperature threshold T c31 , T c32 .

[0030] The pressurized air temperature threshold includes a first pressurized air temperature threshold T t11 , T t12 .

[0031] The second pressurized air temperature threshold T t21 , T t22 .

[0032] The third pressurized air temperature threshold T t31 , T t32 .

[0033] S003: Confirm the corresponding relationship of the real-time coolant temperature T c / pressurized air temperature T t that meets the multi-level balance temperature threshold, to realize the comprehensive thermal balance control of the high-low speed fan combination through the fan control unit according to the confirmed corresponding relationship.

[0034] And the corresponding relationship includes:

[0035] If T c ≥ T c11 or T t ≥ T t11 .

[0036] Then the fan control unit randomly controls any one fan in the high-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] then the fan control unit controls all the fans in the high-low speed running fan combination to switch to low speed running;

[0039] if T c ≥ T c21 or T t ≥ T t21 ;

[0040] then the fan control unit randomly controls any one of the fans in the high-low speed running fan combination to switch to low speed running, and controls the rest of the fans to switch to high speed running;

[0041] if T c <T c22 and T t <T t22 ;

[0042] then the fan control unit controls all the fans in the high-low speed running fan combination to switch to low speed running;

[0043] if T c ≥ T c31 or T t ≥ T t31 ;

[0044] then the fan control unit controls all the fans in the high-low speed running fan combination to switch to high speed running;

[0045] if T c <T c32 and T t <T t32 ;

[0046] then the fan control unit randomly controls any one of the fans in the high-low speed running fan combination to switch to low speed running, and controls the rest of the fans to switch to high speed running.

[0047] Further, 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 adopt the TRDP and MVB dual-channel communication mode.

[0049] Further, the heat dissipation protection control strategy

[0050] also includes a heat dissipation protection control mechanism in a fault mode;

[0051] and the heat dissipation protection control mechanism specifically

[0052] In the case of confirming the communication fault between the train control unit and the diesel power pack control unit, the first control signal is sent to the fan control unit through the diesel power pack control unit;

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

[0054] The fan control unit is also provided with a fan running state monitoring module;

[0055] The fan running state monitoring module monitors and obtains the running state of each fan in real time;

[0056] If it is confirmed that any fan in the high-low speed running fan combination is switched to low speed running and its running fault is monitored, the fan control unit is used to switch the fan to high speed running state;

[0057] If it is confirmed that any fan in the high-low speed running fan combination is running at high speed and its running fault is monitored, the fan control unit is used to switch the fan to low speed running state.

[0058] Further, the diesel power pack is provided with multiple temperature sensors for collecting the temperature of the diesel engine, and the temperature data collected by the temperature sensors is transmitted to the temperature collection unit;

[0059] The temperature collection unit transmits the temperature data to the diesel power pack control unit by CAN communication method;

[0060] The temperature data collected by the diesel engine temperature collection unit at least includes the coolant temperature and the boost air temperature;

[0061] The temperature data collected by the diesel engine temperature collection unit at least includes the coolant temperature and the boost air temperature; and the coolant temperature includes two paths of diesel engine air filter inlet temperature, two paths of coolant inlet temperature and two paths of coolant outlet temperature;

[0062] The boost air temperature includes two paths of pre-intercooler boost air temperature, two paths of post-intercooler boost air temperature and two paths of diesel engine exhaust temperature;

[0063] The diesel power pack control unit is used to give a warning prompt according to the received temperature data according to the constructed early warning protection mechanism.

[0064] Further, the constructed early warning protection mechanism specifically includes

[0065] The diesel engine air filter inlet temperature threshold ΔTa, the post-intercooler boost air temperature threshold ΔTti, the pre-intercooler boost air temperature threshold ΔTto, the coolant inlet temperature threshold ΔTci, the coolant outlet temperature threshold ΔTco and the exhaust temperature threshold Te are set;

[0066] Obtain the temperature difference A of the two-way diesel engine air filter inlet temperature, and when the temperature difference A is greater than the diesel engine air filter inlet temperature ΔTa, send the air filter temperature early warning prompt to the train control unit through the internal combustion power pack control unit;

[0067] Obtain the temperature difference B of the two-way cooling liquid inlet temperature, and when the temperature difference B is greater than the cooling liquid inlet temperature threshold ΔTci, send the cooling liquid inlet temperature early warning prompt to the train control unit through the internal combustion power pack control unit;

[0068] Obtain the temperature difference C of the two-way cooling liquid outlet temperature, and when the temperature difference C is greater than the cooling liquid outlet temperature threshold ΔTco, send the cooling liquid inlet temperature early warning prompt to the train control unit through the internal combustion power pack control unit;

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

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

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

[0072] And when the train control unit receives any kind of early warning prompt, combine the current atmospheric pressure value collected by the pre-set train external air pressure sensor to obtain the current power reduction coefficient based on the pre-set altitude and diesel engine power reduction curve according to the altitude of the internal combustion power pack;

[0073] According to the current power reduction coefficient, the current traction power of the whole vehicle is obtained to realize the control of the train.

[0074] Beneficial effects: the application provides an electric control system for a diesel power pack of a motor train unit, which can regulate the operation of a heat dissipation system according to current operating temperature parameters through a constructed heat dissipation protection control strategy, guarantee the system to operate in a heat balance state, and provide a fault operation mode to reduce power output and guarantee that the vehicle function is not completely lost in a fault state; the train has a real-time self-protection function through a pre-warning protection mechanism, judges whether the starting condition is met before starting, and sends relevant signal communication to the train control unit to provide a display prompt for the driver; and the train can provide real-time pre-warning protection during operation, display a pre-warning prompt according to the fault condition and control the train to operate at a reduced power, so as to realize temperature control and pre-warning during train operation, and effectively control the stable and efficient operation of the diesel power pack system. BRIEF DESCRIPTION OF DRAWINGS

[0075] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0076] Figure 1 The figure is a communication schematic diagram of the electric control system for the diesel power pack of the motor train unit of the present application.

[0077] Figure 2 The figure is a schematic diagram of the electric system for the diesel power pack of the motor train unit in the present embodiment.

[0078] Figure 3 The figure is a flowchart of the heat dissipation protection control strategy in the present embodiment.

[0079] Figure 4 The figure is a self-checking operation control flowchart of the electric control system for the diesel power pack of the motor train unit in the present embodiment. DETAILED DESCRIPTION

[0080] In order to make the purpose, technical solutions and advantages of the embodiments of the present application more clear, the following will combine the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are some embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the protection scope of the present application.

[0081] The present embodiment provides an electric control system for a diesel power pack of a motor train unit, as shown in Figures 1 to 2As shown, the first control branch comprises a remote node control unit, a temperature acquisition unit and a data recording unit;

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

[0083] The remote node control unit is configured to acquire parameter data of the internal combustion power package, and obtain control instructions for controlling the execution components based on the internal combustion power package control unit according to the parameter data, and send the control instructions to the train control unit, so that the train control unit controls the operation of the execution components according to the control instructions;

[0084] The parameter data at least comprises generator parameters and liquid level parameters;

[0085] The temperature acquisition unit is configured to acquire real-time operation temperatures of each position of the diesel engine according to temperature sensors inside the internal combustion power package during the control of the execution components according to the control instructions;

[0086] The real-time operation temperatures at least comprise coolant temperature and supercharged air temperature;

[0087] The internal combustion power package control unit is configured to obtain early warning protection control instructions and heat dissipation protection control instructions according to the real-time operation temperatures, and implement temperature early warning during the operation of the train according to the early warning protection control instructions based on an early warning protection mechanism;

[0088] And implement temperature control during the operation of the train by sending the heat dissipation protection control instructions to the fan control unit to control the high and low speed operation fan combination set by the fan control unit based on a heat dissipation protection control strategy;

[0089] The data recording unit is configured 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 package control unit;

[0090] Specifically, the second control branch comprises a diesel engine injection control unit and a diesel engine exhaust control unit, and the second control branch is connected to the internal combustion power package control unit through a CAN communication loop (CAN2).

[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 aftertreatment system, and control the injection pressure of the diesel engine aftertreatment system according to the diesel engine operating parameters to realize the aftertreatment of the diesel engine exhaust, wherein the diesel engine aftertreatment system in the embodiment is the existing known technology content, which will not be described in detail here, and the embodiment only uses the injection liquid solution, such as urea solution, to eliminate harmful gases in the exhaust gas, and the liquid solvent 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 the embodiment, the electric control system of the diesel power pack for the motor train unit is provided with a diesel power pack control unit PPCU and subsystems controlled by the diesel power pack control unit PPCU, the subsystems including a remote node control unit RIOM, a temperature collection 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; the diesel power pack control unit PPCU is used to control the coordinated operation of each execution component in the subsystems, receive the operation data of each subsystem, realize system state monitoring and self-protection, receive the instructions of the motor train unit control system, start or stop the system operation according to the system instructions, and send the real-time operation data of the diesel power pack to the motor train unit controller; the remote node control unit RIOM collects the parameters of the diesel power pack generator and the liquid level parameters, and sends the data to the diesel power pack control unit PPCU, while receiving the control instructions of the diesel power pack control unit PPCU and outputting corresponding high and low level signals to control the execution components; the diesel engine exhaust control unit DCM is used to control the operation of the diesel engine aftertreatment system, control the internal injection pressure of the exhaust treatment device to perform catalytic reduction reaction through the obtained operation parameters; the data recording unit DRU obtains the real-time operation data of the diesel power pack system in a local communication mode through the form of a configuration table, records all operation parameters and instructions in a time trigger mode, and can obtain the data record in a remote reading or local reading mode. The configuration table includes communication ID, communication rate, communication byte number, whether it is an extended frame, data refresh time, and record data name, i.e. the above configurations are written into the DRU in the form of a table for storage; the cooling protection control strategy constructed in the embodiment can regulate and control the operation of the cooling system according to the current operation temperature parameters, ensure that the system operates in a thermal equilibrium state, and at the same time provide a fault operation mode to reduce the power output in the fault state and protect the vehicle function from being completely lost; the train has a real-time self-protection function through the early warning protection mechanism, judges whether the starting conditions are met before starting, and communicates the related signals to the train control unit to provide display prompts for the driver; and the early warning protection can be provided in real time during the train operation, the train is controlled to operate at a reduced power according to the fault condition to display a warning prompt, so as to realize the temperature control and warning during the train operation, and effectively control the stable and efficient operation of the diesel power pack system.

[0093] In specific embodiments, as shown in FIG. Figure 3 The cooling protection control strategy for cooling the train is constructed in the normal operation mode of the train, and the constructed cooling protection control strategy is specifically

[0094] S001: The diesel power pack control unit obtains the real-time cooling liquid temperature T c and the boost air temperature T t of the diesel engine through the CAN communication loop.

[0095] And the coolant temperature T c And the boost air temperature T t Is sent to the fan control unit.

[0096] S002: Set the multi-level balanced temperature threshold of the high-low speed fan combination.

[0097] And includes the cooling temperature threshold and the boost air temperature threshold.

[0098] Wherein the high-low speed fan combination includes three identical fans, such as fan 1, fan 2 and fan 3, which are arranged side by side in the heat dissipation device connected with the internal combustion engine power package through the cooling medium pipeline.

[0099] The cooling temperature threshold includes the first coolant temperature threshold T c11 , T c12 .

[0100] The second coolant temperature threshold T c21 , T c22 .

[0101] The third coolant temperature threshold T c31 , T c32 .

[0102] The boost air temperature threshold includes the first boost air temperature threshold T t11 , T t12 .

[0103] The second boost air temperature threshold T t21 , T t22 .

[0104] The third boost air temperature threshold T t31 , T t32 .

[0105] S003: Confirm the corresponding relationship of the real-time coolant temperature T c / boost air temperature T t to meet the multi-level balanced temperature threshold, so as to realize the comprehensive thermal balance control of the high-low speed fan combination through the fan control unit according to the confirmed corresponding relationship.

[0106] And the corresponding relationship includes:

[0107] If T c ≥ T c11 or T t ≥ T t11 .

[0108] If T

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

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

[0111] If T c ≥ T c21 or T t ≥ T t21 ;

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

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

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

[0115] If T c ≥ T c31 or T t ≥ T t31 ;

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

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

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

[0119] In this embodiment, the internal combustion power pack control unit PPCU acquires the real-time coolant temperature T c and the turbocharged air temperature T t , and sends them to the fan control unit FCU in a TRDP and MVB dual-channel communication mode. The fan control unit FCU controls the three groups of high and low speed fan combinations to operate according to the real-time temperature and the set coolant temperature three-level balance temperatures Tc11, Tc12, Tc21, Tc22, Tc31, Tc32 and the turbocharged air three-level balance temperatures Tt11, Tt12, Tt21, Tt22, Tt31, Tt32, so as to achieve the system comprehensive thermal balance, that is, according to the current operating temperature parameters, the train cooling system is regulated and controlled to operate in a thermal balance state.

[0120] In specific embodiments, 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] are both TRDP and MVB dual-channel communication modes.

[0122] In specific embodiments, the heat dissipation protection control strategy further includes a heat dissipation protection control mechanism in a fault mode, and the heat dissipation protection control mechanism specifically includes

[0123] confirming that the train control unit and the internal combustion power pack control unit have a communication fault, sending a first control signal from the internal combustion power pack control unit to the fan control unit;

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

[0125] The fan control unit is also provided with a fan running state monitoring module.

[0126] The fan running state monitoring module monitors and acquires the running state of each fan in real time.

[0127] If it is confirmed that any fan in the high and low speed running fan combination is switched to low speed running and its running fault is monitored, the fan control unit is used to switch the fan to high speed running state;

[0128] If it is confirmed that any fan in the high and low speed running fan combination is running at high speed and has a fault, the fan control unit is used to switch the fan to low speed running state. In this embodiment, a fault running mode is also provided, so that the train can run at a reduced power output in a fault state, thereby ensuring that the vehicle function is not completely lost. As shown in Table 1, a power reduction coefficient table for reducing the power output of the train in a fault state is provided.

[0129] Table 1. Power reduction coefficient for reducing power output in fault state

[0130]

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

[0132] The temperature collection unit transmits the temperature data to an internal combustion power pack control unit by CAN communication method;

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

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

[0135] The supercharged air temperature includes two-way pre-intercooled supercharged air temperature, two-way post-intercooled supercharged air temperature, and two-way diesel engine exhaust temperature;

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

[0137] Setting the diesel engine air filter inlet temperature ΔTa, the post-intercooled supercharged air temperature threshold ΔTti, the pre-intercooled supercharged air temperature threshold ΔTto, the coolant inlet temperature threshold ΔTci, the coolant outlet temperature threshold ΔTco, and the exhaust temperature threshold Te;

[0138] Obtaining the temperature difference A of the two-way diesel engine air filter inlet temperature, and when the temperature difference A is greater than the diesel engine air filter inlet temperature ΔTa, sending an air filter temperature early warning prompt to the train control unit through the internal combustion power pack control unit;

[0139] Obtaining the temperature difference B of the two-way coolant inlet temperature, and when the temperature difference B is greater than the coolant inlet temperature threshold ΔTci, sending a coolant inlet temperature early warning prompt to the train control unit through the internal combustion power pack control unit;

[0140] Obtaining the temperature difference C of the two-way coolant outlet temperature, and when the temperature difference C is greater than the coolant outlet temperature threshold ΔTco, sending a coolant inlet temperature early warning prompt to the train control unit through the internal combustion power pack control unit;

[0141] Obtain the temperature difference D of the two paths of pre-intercooling supercharged air temperature, and when the temperature difference D is greater than the pre-intercooling supercharged air temperature threshold ΔTto, send a pre-intercooling 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 paths of post-intercooling supercharged air temperature, and when the temperature difference E is greater than the post-intercooling supercharged air temperature threshold ΔTti, send a post-intercooling supercharged air temperature warning prompt to the train control unit through the internal combustion power pack control unit;

[0143] Obtain the temperature difference E of the two paths of post-intercooling supercharged air temperature, and when the temperature difference E is greater than the post-intercooling supercharged air temperature threshold ΔTti, send a post-intercooling supercharged air temperature warning prompt to the train control unit through the internal combustion power pack control unit;

[0144] And when the train control unit receives any kind of warning prompt, combine the current atmospheric pressure value collected by the pre-set train external air pressure sensor to obtain the current power reduction coefficient based on the pre-set altitude and diesel engine power reduction curve according to the altitude of the internal combustion power pack;

[0145] According to the current power reduction coefficient, the current traction power of the whole vehicle is obtained to realize the control of the train.

[0146] The electric control system of the internal combustion power pack for the motor train unit in this embodiment obtains the altitude of the internal combustion power pack by the altitude detection function inside the built-in controller combined with the atmospheric pressure value collected by the external sensor, and obtains the reduced output power of the internal combustion power pack according to the current altitude and the diesel engine power reduction curve. The specific implementation is as follows:

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

[0148] ② 0.78 standard atmospheric pressure < atmospheric pressure < 0.84 standard atmospheric pressure, altitude 2000m, power reduction coefficient 0.1;

[0149] ③ 0.74 standard atmospheric pressure < atmospheric pressure < 0.78 standard atmospheric pressure, altitude 2500m, power reduction coefficient 0.15;

[0150] ④ 0.7 standard atmospheric pressure < atmospheric pressure < 0.74 standard atmospheric pressure, altitude 3000m, power reduction coefficient 0.2;

[0151] ⑤ 0.66 standard atmospheric pressure < atmospheric pressure < 0.7 standard atmospheric pressure, altitude 3500m, power reduction coefficient 0.25;

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

[0153] wherein the expression of reducing the external output power of the internal combustion power pack is

[0154] Pc*k=Pa

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

[0156] The embodiment also includes an electric control system for the internal combustion power pack of the motor train unit, as shown in Figure 4 After power-on, the system performs self-checking operation, and determines whether to allow starting according to the self-checking condition; wherein the self-checking operation is a prior art means, and the self-checking operation includes: no high-level fault detection, no shutdown instruction detection, no fire signal detection, controller initialization completion detection, controller IO self-checking through point without abnormality, no locking signal, which will not be described in detail; if the train control system receives the whole vehicle starting instruction, it will perform starting action, and according to the real-time fault, it judges the current state, and the control system adjusts the diesel engine speed or reduces the allowable output power, wherein the system artificially divides the real-time fault into 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 fault information to the whole vehicle controller as prompt information, and the driver and attendant check the fault according to the fault information and the vehicle running condition;

[0158] When a medium-level fault occurs, the power pack system reduces part of the allowable output power value to protect the system itself, and sends fault information to the whole vehicle controller as prompt information, and the driver and attendant check the fault according to the fault information and the vehicle running condition;

[0159] When a high-level fault occurs, the power pack system cuts off part or all of the subsystem functions to protect the system, and sends fault information to the whole vehicle controller.

[0160] The electric control system for the internal combustion power pack of the motor train unit provided by the embodiment has the following advantages:

[0161] (1) The electric control system of the diesel power pack for the motor train unit in this embodiment has high integration. The diesel power pack control unit PPCU, the remote node control unit RIOM, the temperature collection 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 are integrated into a unified control system to establish an electric control system of the diesel power pack that can be applied to the CRH300 and CRH380 motor train units. All running information of the subsystems is collected to the PPCU, including the power pack speed, the generator voltage / current / temperature, fault information, the allowed output power, the diesel engine coolant temperature, the supercharged air pressure, and the supercharged air temperature. The data is processed and the control flow is executed by the PPCU and distributed to each subcomponent. Only the PPCU is reserved for the control and communication signal interface of the whole vehicle, and the system electrical arrangement process is greatly optimized. The PPCU controls the system start, speed regulation, and stop according to the signals and instruction information transmitted by the whole vehicle, and simplifies the operation process of the diesel power pack for the motor train unit.

[0162] (2) The system has a real-time self-protection function. Before starting, it determines whether the starting conditions are met and sends the related signal communication to the whole vehicle control system to provide display prompts for the driver. During operation, it is protected in real time. According to the fault condition, it selects only to prompt, to run at reduced power, or to remove the system for processing.

[0163] (3) The system can perform feedback control according to the whole vehicle running requirement value and the current actual speed value. When there is a deviation between the speed requirement and the actual speed and the deviation persists, the system sends alarm information to the whole vehicle controller and reduces the output power.

[0164] (4) The system obtains the altitude of the diesel power pack by combining the atmospheric pressure value collected by the external sensor, and obtains the reduced output power of the diesel power pack according to the current altitude and the diesel engine power reduction curve, thereby protecting the train control system.

[0165] (5) The system judges whether there is an abnormal environment temperature or an abnormal heat dissipation state in the system by collecting multiple temperature values. When an abnormality occurs, the system is protected and controlled.

[0166] (6) The system can regulate the operation of the heat dissipation system according to the current running temperature parameters to ensure that the system operates in a thermal equilibrium state, and provides a fault operation mode to reduce the power output and ensure that the vehicle functions are not completely lost in the fault state.

[0167] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, and are not intended to limit the present application; although the present application has been described in detail with reference to the above embodiments, those skilled in the art should understand that the technical solutions recorded in the above embodiments can be modified, or some or all of the technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. An electrical control system for an internal combustion power pack in a high-speed train, characterized in that, 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 configured to acquire parameter data of the internal combustion power package, and obtain a control instruction for controlling an execution component based on the internal combustion power package control unit according to the parameter data, and send the control instruction to a train control unit configured to implement operation control on the execution component according to the control instruction; The parameter data at least includes generator parameters and liquid level parameters; The temperature acquisition unit is configured to acquire real-time operation temperatures of each position of the diesel engine according to temperature sensors inside the internal combustion power package during control of the execution component based on the control instruction; The real-time operation temperatures at least include cooling liquid temperatures and supercharged air temperatures; The internal combustion power package control unit is configured to obtain a pre-warning protection control instruction and a heat dissipation protection control instruction according to the real-time operation temperatures, and implement temperature pre-warning during train operation based on a pre-warning protection mechanism according to the pre-warning protection control instruction; And implement temperature control during train operation based on a heat dissipation protection control strategy by sending the heat dissipation protection control instruction to the fan control unit to control the set high-low speed operation fan combination through the fan control unit; The data recording unit is configured to record and store data information acquired by the remote node control unit and the temperature acquisition unit, and control instruction information sent by the internal combustion power package control unit. The second control branch includes a diesel engine injection control unit and a diesel engine exhaust control unit; 2. The electric control system of the internal combustion power pack for a motor train unit according to claim 1, characterized by, The diesel engine injection control unit is configured to control fuel injection parameters of a high-pressure common rail system of the diesel engine to adjust actual output rotation speed and real-time output torque of the diesel engine, and send diesel engine operation parameters to the internal combustion power package control unit; The diesel engine operation parameters include actual output rotation speed and real-time output torque of the diesel engine; The diesel engine exhaust control unit is configured to control operation of a diesel engine aftertreatment system, and control injection pressure of the diesel engine aftertreatment system according to the diesel engine operation parameters to realize aftertreatment of diesel engine exhaust. The heat dissipation protection control strategy includes S002: setting three-level balanced temperature thresholds of the high-low speed operation fan combination; 3. The electric control system of the internal combustion power pack for a motor train unit according to claim 2, characterized by, The high-low speed operation fan combination includes three identical fans arranged side by side in a heat dissipation device connected to the internal combustion engine power package through a cooling medium pipeline; S001 : The internal combustion power pack control unit acquires the real-time coolant temperature T of the diesel engine through the CAN communication circuit c With the temperature T of the pressurized air t ; and the coolant temperature T c and the charge air temperature T t to the fan control unit; The corresponding relationship includes: If the current temperature is greater than the cooling temperature threshold, the fan control unit controls any one fan in the high-low speed operation fan combination to switch to high speed operation, and controls the remaining fans to switch to low speed operation, and executes S03; Otherwise, execute S02; The cooling temperature threshold includes a primary coolant temperature threshold T c11 , T c12 ; Secondary coolant temperature threshold value T c21 , T c22 ; Third cooling liquid temperature threshold value T c31 , T c32 ; The charge air temperature threshold comprises a first charge air temperature threshold T t11 , T t12 ; Secondary charge air temperature threshold value T t21 , T t22 ; Third stage charge air temperature threshold value T t31 , T t32 ; S003: Confirm real-time coolant temperature T c / boost air temperature T t What kind of correspondence meets the multi-stage balance temperature threshold to achieve integrated thermal balance control of the high-low speed fan combination by the fan control unit according to the confirmed correspondence; S02: the fan control unit controls all fans to switch to low speed operation, and continues to execute S01; S01: judge the coolant temperature T c / boost air temperature T t with T c11 , T t11 magnitude; If T c ≥ T c11 or T t ≥ T t11 ; If the current temperature is greater than the cooling temperature threshold, the fan control unit controls all fans in the high-low speed operation fan combination to switch to low speed operation; ​ ​ S03: judging the coolant temperature T c / boost air temperature T t with T c12 , T t12 , T c21 , T t21 ; S031 : If T c <T c12 and T t <T t12 ; ​ Otherwise, the fan control unit randomly controls any one of the high and low speed running fan combination to switch to high speed running, and controls the remaining fan to switch to low speed running; S032: If T c ≥ T c21 or T t ≥ T t21 ; Otherwise, the fan control unit randomly controls any one of the high and low speed running fan combination to switch to low speed running, and controls the remaining fan to switch to high speed running, and executes S04; Otherwise, repeat execution S01; S04: judging the coolant temperature T c / boost air temperature T t with T c22 , T t22 , T c31 , T t31 ; S05: If T c <T c22 and T t <T t22 ; Otherwise, the fan control unit randomly controls any one of the high and low speed running fan combination to switch to low speed running, and controls the remaining fan to switch to high speed running; Otherwise, the fan control unit randomly controls any one of the high and low speed running fan combination to switch to low speed running, and controls the remaining fan to switch to high speed running; If T c ≥ T c31 or T t ≥ T t31 ; Otherwise, the fan control unit randomly controls any one of the high and low speed running fan combination to switch to low speed running, and controls the remaining fan to switch to high speed running; Otherwise, judge the coolant temperature T c / boost air temperature T t and T c21 , T t21 , and repeat S032; S06: judge the coolant temperature T c / boost air temperature T t with T c32 , T t32 magnitude; If T c <T c32 and T t <T t32 ; Otherwise, the fan control unit randomly controls any one of the high and low speed running fan combination to switch to low speed running, and controls the remaining fan to switch to high speed running; Otherwise, the fan control unit randomly controls any one of the high and low speed running fan combination to switch to low speed running, and controls the remaining fan to switch to high speed running.

4. The electric control system of the internal combustion power pack for a motor train unit according to claim 3, characterized by, The communication mode between the diesel power pack control unit and the train control unit, and the communication mode between the diesel power pack control unit and the fan control unit, Both adopt TRDP and MVB dual-channel communication mode.

5. The electric control system of the internal combustion power pack for a motor train unit according to claim 4, characterized by, The heat dissipation protection control strategy Still includes a heat dissipation protection control mechanism under failure mode; And the heat dissipation protection control mechanism is specifically After confirming the communication failure between the train control unit and the diesel power pack control unit, the diesel power pack control unit sends a first control signal to the fan control unit; The fan control unit controls all fans in the high and low speed running fan combination to run at high speed according to the first control signal; The fan control unit is also provided with a fan running state monitoring module; The fan running state monitoring module monitors and obtains the running state of each fan in real time; If it is confirmed that any one of the high and low speed running fan combination is switched to low speed running and its running failure is monitored, the fan control unit is switched to high speed running state; If it is confirmed that any one of the high and low speed running fan combination is switched to low speed running and its running failure is monitored, the fan control unit is switched to high speed running state.

6. The electric control system of the internal combustion power pack for a motor train unit according to claim 5, characterized by, The diesel power pack is provided with multiple temperature sensors for collecting diesel engine temperature, and the temperature data collected by the temperature sensors is transmitted to the temperature collection unit; The temperature collection unit transmits the temperature data to the diesel power pack control unit by CAN communication method; And the temperature data collected by the diesel engine includes at least coolant temperature and supercharged air temperature; and the coolant temperature includes two-way diesel engine air filter inlet temperature, two-way coolant inlet temperature and two-way coolant outlet temperature; The supercharged air temperature includes two-way pre-intercooling supercharged air temperature, two-way post-intercooling supercharged air temperature and two-way diesel engine exhaust temperature; The diesel power pack control unit is used for giving early warning according to the received temperature data according to the constructed early warning protection mechanism.

7. The electric control system of the internal combustion power pack for a motor train unit according to claim 6, characterized by, The constructed early warning protection mechanism is specifically Setting diesel engine air filter intake temperature threshold ΔTa, intercooled boost air temperature threshold ΔTti, pre-intercooled boost air temperature threshold ΔTto, cooling liquid inlet temperature threshold ΔTci, cooling liquid outlet temperature threshold ΔTco and exhaust gas temperature threshold Te; Obtaining the temperature difference A of the two-way diesel engine air filter intake temperature, and when the temperature difference A is greater than the diesel engine air filter intake temperature ΔTa, sending the air filter temperature early warning prompt to the train control unit through the internal combustion power pack control unit; Obtaining the temperature difference B of the two-way cooling liquid inlet temperature, and when the temperature difference B is greater than the cooling liquid inlet temperature threshold ΔTci, sending the cooling liquid inlet temperature early warning prompt to the train control unit through the internal combustion power pack control unit; Obtaining the temperature difference C of the two-way cooling liquid outlet temperature, and when the temperature difference C is greater than the cooling liquid outlet temperature threshold ΔTco, sending the cooling liquid outlet temperature early warning prompt to the train control unit through the internal combustion power pack control unit; Obtaining the temperature difference D of the two-way pre-intercooled boost air temperature, and when the temperature difference D is greater than the pre-intercooled boost air temperature threshold ΔTto, sending the pre-intercooled boost air temperature early warning prompt to the train control unit through the internal combustion power pack control unit; Obtaining the temperature difference E of the two-way post-intercooled boost air temperature, and when the temperature difference E is greater than the post-intercooled boost air temperature threshold ΔTti, sending the post-intercooled boost air temperature early warning prompt to the train control unit through the internal combustion power pack control unit; Obtaining the two-way diesel engine exhaust gas temperature, and when the temperature of any one way is greater than the exhaust gas temperature threshold Te, sending the exhaust gas temperature early warning prompt to the train control unit through the internal combustion power pack control unit; When the train control unit receives any kind of early warning prompt, combining the current atmospheric pressure value collected by the pre-set train external air pressure sensor, to obtain the current power reduction coefficient based on the pre-set altitude and diesel engine power reduction curve according to the altitude of the internal combustion power pack; According to the current power reduction coefficient, the current traction power of the whole vehicle is obtained to realize the control of the train.

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