Emergency traction mode control method for dual-energy electric engineering vehicle

Abstract

The invention discloses an emergency traction mode control method for a dual-energy electric engineering vehicle, which comprises the following steps: S1, when a network control unit of the engineering vehicle fails and cannot run, a mode conversion instruction unit receives an activation signal input by a driver, and S4, activating the active signal, then sending the active signal to a network control unit, an auxiliary inverter control unit and a traction inverter control unit, starting an emergency traction mode, and then executing the step S2, the step S3 and the step S4 in parallel. According to the emergency traction mode control method for the dual-energy electric engineering vehicle, the emergency traction function is achieved under the condition that only one layer of network topology architecture is configured and network controller hardware and software are not additionally added, the structure is simple, and economical efficiency is good.

Description

Technical Field

[0001] The present invention relates to a control method for the emergency traction mode of a dual - energy electric engineering vehicle, belonging to the technical field of rail transit. Background Art

[0002] At present, the dual - energy electric engineering vehicle of the subway can obtain traction power through the catenary and the on - vehicle battery, and is used for the traction and operation of subway trains, etc. For the existing network control system of the dual - energy electric engineering vehicle and the control method for the emergency traction mode of the dual - energy electric engineering vehicle, some adopt a two - layer network topology structure. For example, the communication between the vehicle - level network and the traction - level network does not interfere with each other. When the vehicle - level network fails, the traction - level network can be controlled to operate independently; some add an independent network controller. These two methods increase the hardware cost and maintenance cost, and the network system is complex and there are many redundant devices. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to overcome the deficiencies of the prior art and provide a control method for the emergency traction mode of a dual - energy electric engineering vehicle, which can realize the emergency traction function under the condition of only configuring a one - layer network topology structure and without additionally increasing the network controller hardware and software, and has a simple structure and good economy.

[0004] In order to solve the above - mentioned technical problem, the technical solution of the present invention is as follows:

[0005] A control method for the emergency traction mode of a dual - energy electric engineering vehicle, which comprises the following steps:

[0006] Step S1: When the engineering vehicle cannot run due to a failure of the network control unit, the mode conversion instruction unit receives the activation signal input by the driver, and then sends the activation signal to the network control unit, the auxiliary inverter control unit and the traction inverter control unit to start the emergency traction mode, and then steps S2, S3 and S4 are executed in parallel;

[0007] Step S2: After receiving the activation signal, the network control unit determines whether the network control unit meets the conditions for entering the emergency traction mode. If the conditions for entering the emergency traction mode are met, the network control unit enters the emergency traction mode as the first network controller, and then the network control unit continues to execute the network control function;

[0008] Step S3: After the auxiliary inverter control unit, acting as the second network controller, receives the activation signal, it determines whether the network control unit has a fault. If the network control unit is in a fault state, the network control unit is removed, and the auxiliary inverter control unit takes over the network control. Then, it sends a confirmation signal to the traction inverter control unit. After the auxiliary inverter control unit receives the feedback signal from the traction inverter control unit, it enters the emergency traction mode and executes the bus manager control function. If the network control unit does not have a fault, it sends a confirmation signal to the network control unit.

[0009] Step S4: After the traction inverter control unit receives the activation signal, if the traction inverter control unit receives any one of the confirmation signals fed back by the network control unit and the auxiliary inverter control unit, the traction inverter control unit enters the emergency traction mode, executes the emergency traction function, and sends a confirmation signal to the bus port.

[0010] Further, in step S2, the condition for the network control unit to enter the emergency traction mode is:

[0011] After the network control unit receives the activation signal, it sends a confirmation signal to the auxiliary inverter control unit and the traction inverter control unit, and the network control unit receives at least one emergency traction confirmation signal fed back by the auxiliary inverter control unit and the traction inverter control unit.

[0012] Further, in step S3, when the auxiliary inverter determines whether the network control unit has a fault, it specifically includes the following steps:

[0013] After the auxiliary inverter control unit receives the activation signal, if it does not receive the confirmation signal from the network control unit within the set time, it determines that the network control unit has a fault.

[0014] Further, in step S3, when the auxiliary inverter takes over the network control, it specifically includes the following steps:

[0015] The network control unit is removed by the removal unit in the mode conversion instruction unit;

[0016] The auxiliary inverter control unit is restarted under the condition of ensuring safety, the pre-stored port configuration file of the network control unit is read, the network communication is re-established as the bus manager, and an emergency traction mode confirmation signal is sent to the traction inverter control unit. After the auxiliary inverter control unit receives the feedback signal, it enters the emergency traction mode.

[0017] Further, in step S4, when the traction inverter control unit enters the emergency traction mode and executes the emergency traction function, it specifically includes the following steps:

[0018] The traction inverter control unit ignores the traction level position signal from the bus and performs locomotive traction and braking based on the traction, braking, forward, and reverse commands.

[0019] With the above technical solution, for the dual - energy electric engineering vehicle network control system and the emergency traction mode control method of the dual - energy electric engineering vehicle provided by the present invention, when faults occur in the network control unit, etc., the mode conversion instruction unit sends an activation signal to multiple control units. Different from the existing method, there is no need to set up a second - layer network control interface and additional redundant network controller hardware. Only by adding a mode conversion instruction unit and a cut - off relay hardware, adding a confirmation program in each controller unit and adding control software in the second network controller, the emergency traction mode control can be realized, with a simple structure and good economy. Description of the Drawings

[0020] Figure 1 It is a flowchart of the emergency traction mode control method for the dual - energy electric engineering vehicle of the present invention;

[0021] Figure 2 It is a schematic diagram of the emergency traction mode bus confirmation signal control among the network control unit, the auxiliary inverter control unit, and the traction inverter control unit of the present invention;

[0022] Figure 3 It is a schematic diagram of the emergency traction mode bus confirmation signal control between the auxiliary inverter control unit and the traction inverter control unit of the present invention;

[0023] Figure 4 It is a schematic block diagram of the dual - energy electric engineering vehicle network control system of the present invention. Detailed Embodiments

[0024] In order to make the content of the present invention easier to be clearly understood, the present invention will be further described in detail below according to specific embodiments and in conjunction with the drawings.

[0025] Embodiment 1

[0026] As Figure 1 shown, this embodiment provides an emergency traction mode control method for a dual - energy electric engineering vehicle, which includes the following steps:

[0027] Step S1: When the engineering vehicle cannot run due to a fault in the network control unit, the driver turns the emergency traction mode knob of the mode conversion instruction unit on the driver's console to the emergency traction position, and then sends an activation signal to the network control unit, the auxiliary inverter control unit, and the traction inverter control unit through a hard - wire to start the emergency traction mode, and then steps S2, S3, and S4 are executed in parallel.

[0028] Step S2: After the network control unit receives the activation signal, it determines whether the network control unit meets the conditions for entering the emergency traction mode. If the conditions for entering the emergency traction mode are met, the network control unit enters the emergency traction mode as the first network controller, and then the network control unit continues to perform the network control function. The control principle of the emergency traction mode bus confirmation signal among the network control unit VCU, the auxiliary inverter control unit TCUA, and the traction inverter control units TCUM1 and TCUM2 is as Figure 2 shown.

[0029] Among them, the conditions for the network control unit to enter the emergency traction mode are:

[0030] After the network control unit receives the activation signal, it sends a confirmation signal to the auxiliary inverter control unit and the traction inverter control unit, and the network control unit receives at least one emergency traction confirmation signal fed back by the auxiliary inverter control unit and the traction inverter control unit.

[0031] Step S3: After the auxiliary inverter control unit receives the activation signal as the second network controller, it determines whether the network control unit fails; if the network control unit is in a failure state, the network control unit is removed, and the auxiliary inverter control unit takes over the network control, and then sends a confirmation signal to the traction inverter control unit. After the auxiliary inverter control unit receives the feedback signal from the traction inverter control unit, it enters the emergency traction mode and performs the bus manager control function; if the network control unit does not fail, it sends a confirmation signal to the network control unit.

[0032] Among them, the specific steps for the auxiliary inverter to determine whether the network control unit fails are as follows:

[0033] After the auxiliary inverter control unit receives the activation signal, if it does not receive the confirmation signal from the network control unit within the set time T1 (T1 is 3 seconds in this embodiment), it is determined that the network control unit fails, otherwise it does not fail.

[0034] Among them, the specific steps for the auxiliary inverter to take over the network control are as follows:

[0035] The network control unit is removed by the removal unit in the mode conversion instruction unit to avoid conflicts in network management control authority;

[0036] Restart the auxiliary inverter control unit while ensuring safety, read the pre-stored port configuration file of the network control unit, re-establish network communication as the bus manager, send an emergency traction mode confirmation signal to the traction inverter control unit, and the auxiliary inverter control unit enters the emergency traction mode after receiving the feedback signal. The control principle of the emergency traction mode bus confirmation signal between the auxiliary inverter control unit TCUA and the traction inverter control units TCUM1 and TCUM2 is as Figure 3 shown. The time for the auxiliary inverter control unit to complete restart and reconfiguration of bus management is 20 to 30 seconds, and the process is safe and reliable.

[0037] When the auxiliary inverter control unit executes the bus manager control function as the second network controller, it receives the input / output unit signal and executes controls such as high-voltage enabling.

[0038] At the same time, an existing control unit can also be used as the second network controller without additional redundant hardware and software. In addition to the auxiliary inverter control unit selected in this embodiment, any control unit with bus management function in the vehicle bus can also be selected, such as the traction inverter control unit. The control logic and protection method of the bus manager control function executed by the auxiliary inverter control unit are consistent with the corresponding functions of the network control unit, ensuring the consistency of vehicle operations before and after the emergency traction mode switch.

[0039] Step S4: After the traction inverter control unit receives the activation signal, if the traction inverter control unit receives any one of the confirmation signals fed back by the network control unit and the auxiliary inverter control unit, the traction inverter control unit enters the emergency traction mode, executes the emergency traction function, and sends a confirmation signal to the bus port.

[0040] Among them, when the traction inverter control unit enters the emergency traction mode and executes the emergency traction function, the specific steps are as follows:

[0041] When the traction inverter control unit executes the emergency traction function, it ignores the bus traction level signal and performs locomotive traction and braking based on the hard-wired traction, braking, forward, and reverse instructions. After the traction inverter control unit enters the emergency traction mode, it implements a speed limit function of 25 km / h according to customer requirements, and cuts off the traction force when the speed is higher than 25 km / h. The traction and braking levels are fixed at 70%, that is, when the driver controller is in the traction area, 70% of the maximum traction force is applied, and when it is in the braking area, 70% of the maximum electric braking force is applied.

[0042] Embodiment 2

[0043] As Figure 4As shown in the figure, this embodiment provides a network control system for a dual-energy electric engineering vehicle, which applies the control method for the emergency traction mode of the dual-energy electric engineering vehicle in Embodiment 1. It includes a mode conversion instruction unit, a network control unit, an auxiliary inverter control unit, and a traction inverter control unit. Communication between each control unit is carried out through a network control bus. The network control bus adopts an MVB vehicle bus, with only one layer of MVB control interface set, without adding redundant network controller hardware and software.

[0044] The mode conversion instruction unit includes an emergency traction mode knob and a cut-off unit. The cut-off unit is relay J1, which is driven by a hard-wired signal sent by the auxiliary inverter control unit and is used to cut off the network control unit and feedback its own status.

[0045] In the above specific embodiments, the technical problems solved by the present invention, the technical solutions, and the beneficial effects have been further described in detail. It should be understood that the above are only specific embodiments of the present invention and are not used to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A dual-energy electric engineering vehicle emergency traction mode control method, characterized in that: It includes the following steps: Step S1: When the network control unit of the engineering vehicle fails and cannot operate, the mode conversion command unit receives an activation signal input by the driver, and then sends the activation signal to the network control unit, the auxiliary inverter control unit and the traction inverter control unit to start the emergency traction mode, and then executes steps S2, S3 and S4 in parallel; Step S2: after receiving the activation signal, the network control unit determines whether the network control unit meets the conditions for entering the emergency traction mode. If the conditions for entering the emergency traction mode are met, the network control unit enters the emergency traction mode as the first network controller, and then the network control unit continues to perform the network control function; Step S3: After receiving the activation signal, the auxiliary inverter control unit as the second network controller determines whether the network control unit fails. If the network control unit fails, the network control unit is removed, and the auxiliary inverter control unit takes over the network control, and then sends a confirmation signal to the traction inverter control unit. After receiving the feedback signal from the traction inverter control unit, the auxiliary inverter control unit enters the emergency traction mode and executes the bus manager control function; if the network control unit does not fail, a confirmation signal is sent to the network control unit. Step S4: After the traction inverter control unit receives the activation signal, if the traction inverter control unit receives any confirmation signal fed back by the network control unit and the auxiliary inverter control unit, the traction inverter control unit enters the emergency traction mode, executes the emergency traction function, and sends a confirmation signal to the bus port.

2. The dual-energy electric engineering vehicle emergency traction mode control method according to claim 1 is characterized in that: In step S2, the condition for the network control unit to enter the emergency traction mode is: After receiving the activation signal, the network control unit sends a confirmation signal to the auxiliary inverter control unit and the traction inverter control unit. The network control unit receives at least one emergency traction confirmation signal fed back by the auxiliary inverter control unit and the traction inverter control unit.

3. The emergency traction mode control method of a dual-energy electric engineering vehicle according to claim 1 is characterized in that: In step S3, the auxiliary inverter determines whether a network control unit fails, which specifically includes the following steps: After receiving the activation signal, if the auxiliary inverter control unit does not receive a confirmation signal from the network control unit within a set time, it is determined that the network control unit fails.

4. The dual-energy electric engineering vehicle emergency traction mode control method according to claim 1 is characterized in that: In step S3, the auxiliary inverter takes over the network control, which specifically includes the following steps: The network control unit is cut off by a cutting unit in the mode conversion instruction unit; Restart the auxiliary inverter control unit while ensuring safety, read the pre-stored port configuration file of the network control unit, re-establish network communication as a bus manager, send an emergency traction mode confirmation signal to the traction inverter control unit, and the auxiliary inverter control unit enters the emergency traction mode after receiving the feedback signal.

5. The dual-energy electric engineering vehicle emergency traction mode control method according to claim 1 is characterized in that: In step S4, the traction inverter control unit enters the emergency traction mode and performs the emergency traction function, which specifically includes the following steps: The traction inverter control unit ignores the traction level signal from the bus and performs locomotive traction and braking according to the traction, braking, forward and reverse instructions.

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