Dual-energy electric locomotive emergency traction mode control method

Abstract

The application discloses a kind of dual-energy electric power engineering vehicle emergency traction mode control method, it includes the following steps: step S1, engineering vehicle in network control unit failure leads to unable to run, mode conversion instruction unit receives the activation signal input by driver, then activation signal is sent to network control unit, auxiliary inverter control unit and traction inverter control unit, start emergency traction mode, then parallelly execute step S2, step S3 and step S4.The application provides a kind of dual-energy electric power engineering vehicle emergency traction mode control method, realizes emergency traction function under the condition that only one layer network topology architecture is configured and additional network controller hardware and software are not increased, simple structure, good economy.

Description

Technical Field

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

[0002] Currently, dual-energy electric engineering vehicles for subways can obtain traction power through the overhead contact line and onboard batteries for traction and operation of subway trains. Existing network control systems and emergency traction mode control methods for dual-energy electric engineering vehicles employ two-layer network topologies, such as ensuring that communication between the vehicle-level and traction-level two-layer networks does not interfere with each other, allowing the traction-level network to operate independently in case of vehicle-level network failure; others add an independent network controller. Both methods increase hardware and maintenance costs, resulting in complex network systems with numerous redundant devices. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to overcome the shortcomings of the prior art and provide an emergency traction mode control method for dual-energy electric engineering vehicles. This method achieves emergency traction function by configuring only one layer of network topology architecture without adding additional network controller hardware and software. It has a simple structure and good economy.

[0004] To solve the above-mentioned technical problems, the technical solution of the present invention is as follows:

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

[0006] Step S1: When the engineering vehicle cannot run due to a malfunction in the network control unit, the mode switching command 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 executes steps S2, S3 and S4 in parallel.

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

[0008] Step S3: After receiving the activation signal, the auxiliary inverter control unit, acting as the second network controller, determines whether the network control unit is faulty. If the network control unit is faulty, it disconnects the network control unit and the auxiliary inverter control unit takes over network control. Then, it 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 is not faulty, it sends a confirmation signal to the network control unit.

[0009] Step S4: After receiving the activation signal, if the traction inverter control unit receives any confirmation signal from 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] Furthermore, in step S2, the condition for the network control unit to enter the emergency traction mode is as follows:

[0011] 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 from the auxiliary inverter control unit and the traction inverter control unit.

[0012] Furthermore, in step S3, the auxiliary inverter determines whether the network control unit has malfunctioned, specifically including the following steps:

[0013] If the auxiliary inverter control unit does not receive a confirmation signal from the network control unit within a set time after receiving the activation signal, it determines that the network control unit has malfunctioned.

[0014] Furthermore, in step S3, the auxiliary inverter takes over network control, specifically including the following steps:

[0015] The network control unit is disconnected by the disconnection unit in the mode conversion instruction unit;

[0016] Under safe conditions, the auxiliary inverter control unit is restarted, the pre-stored port configuration file of the network control unit is read, the network communication is re-established as a bus manager, and an emergency traction mode confirmation signal is sent to the traction inverter control unit. After receiving the feedback signal, the auxiliary inverter control unit enters the emergency traction mode.

[0017] Furthermore, in step S4, the traction inverter control unit enters the emergency traction mode and executes the emergency traction function, specifically including the following steps:

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

[0019] By adopting the above technical solution, the dual-energy electric engineering vehicle network control system and emergency traction mode control method provided by this invention, in the event of a failure in the network control unit, send an activation signal to multiple control units through a mode conversion command unit. Unlike existing methods, it eliminates the need for a second-layer network control interface and additional redundant network controller hardware. It only requires adding a mode conversion command unit and disconnect relay hardware, adding a confirmation program to each controller unit, and adding control software to the second network controller to achieve emergency traction mode control. This results in a simple structure and good economic efficiency. Attached Figure Description

[0020] Figure 1 A flowchart of the emergency traction mode control method for dual-energy electric engineering vehicles of the present invention;

[0021] Figure 2 This is a schematic diagram of the emergency traction mode bus confirmation signal control principle between the network control unit, auxiliary inverter control unit, and traction inverter control unit of the present invention.

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

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

[0024] To make the content of this invention easier to understand, the invention will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0025] Example 1

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

[0027] Step S1: When the engineering vehicle fails to operate due to a malfunction in the network control unit, the driver turns the emergency traction mode knob on the mode conversion command unit on the driver's cab console to the emergency traction position. Then, the driver sends an activation signal to the network control unit, the auxiliary inverter control unit, and the traction inverter control unit via a hard wire to activate the emergency traction mode. Then, steps S2, S3, and S4 are executed in parallel.

[0028] Step S2: After receiving the activation signal, the network control unit determines whether it meets the conditions for entering the emergency traction mode. If the conditions are met, the network control unit, acting as the first network controller, enters the emergency traction mode and continues to execute network control functions. The control principle of the emergency traction mode bus confirmation signal between the network control unit (VCU), the auxiliary inverter control unit (TCUA), and the traction inverter control units (TCUM1 and TCUM2) is as follows: Figure 2 As shown.

[0029] The conditions under which the network control unit enters emergency traction mode are as follows:

[0030] After receiving the activation signal, the network control unit sends an acknowledgment signal to the auxiliary inverter control unit and the traction inverter control unit. The network control unit receives at least one emergency traction acknowledgment signal from the auxiliary inverter control unit and the traction inverter control unit.

[0031] Step S3: After receiving the activation signal, the auxiliary inverter control unit, acting as the second network controller, determines whether the network control unit is faulty. If the network control unit is faulty, it disconnects the network control unit and the auxiliary inverter control unit takes over network control. Then, it 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 is not faulty, it sends a confirmation signal to the network control unit.

[0032] The auxiliary inverter determines whether the network control unit is faulty by following these steps:

[0033] If the auxiliary inverter control unit does not receive a confirmation signal from the network control unit within a set time T1 (T1 is 3 seconds in this embodiment), it is determined that the network control unit has malfunctioned; otherwise, it has not malfunctioned.

[0034] The auxiliary inverter taking over network control specifically includes the following steps:

[0035] The network control unit is disconnected by the disconnection unit in the mode switching instruction unit to avoid conflicts in network management control permissions;

[0036] Under safe conditions, the auxiliary inverter control unit is restarted, the pre-stored port configuration file of the network control unit is read, and network communication is re-established as the bus manager. An emergency traction mode confirmation signal is sent to the traction inverter control unit. Upon receiving the feedback signal, the auxiliary inverter control unit enters emergency traction mode. 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 follows: Figure 3 As shown, the auxiliary inverter control unit completes the restart and bus management reconfiguration in 20 to 30 seconds, and the process is safe and reliable.

[0037] When the auxiliary inverter control unit acts as the second network controller to perform bus manager control functions, it receives input / output unit signals and performs high-voltage enable and other controls.

[0038] Alternatively, an existing control unit can be used as a second network controller, eliminating the need for additional redundant hardware and software. Besides the auxiliary inverter control unit selected in this embodiment, any control unit with bus management functionality in the vehicle bus, such as the traction inverter control unit, can also be selected. The control logic and protection methods 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 consistency in vehicle operation before and after the emergency traction mode switch.

[0039] Step S4: After receiving the activation signal, if the traction inverter control unit receives any confirmation signal from 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] The traction inverter control unit enters emergency traction mode and executes emergency traction functions, specifically including the following steps:

[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 according to hard-line traction, braking, forward, and reverse commands. After entering emergency traction mode, the traction inverter control unit implements a 25km / h speed limit function according to customer requirements, and cuts off traction force when the speed exceeds 25km / h. The traction and braking levels are fixed at 70%, that is, 70% of the maximum traction force is applied when the driver controller is in the traction zone, and 70% of the maximum electric braking force is applied when the driver controller is in the braking zone.

[0042] Example 2

[0043] like Figure 4As shown, this embodiment provides a network control system for a dual-energy electric engineering vehicle. It utilizes the emergency traction mode control method for dual-energy electric engineering vehicles in Embodiment 1. It includes a mode conversion command unit, a network control unit, an auxiliary inverter control unit, and a traction inverter control unit. The various control units communicate with each other through a network control bus. The network control bus adopts the MVB vehicle bus and only sets up one layer of MVB control interface, without adding redundant network controller hardware and software.

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

[0045] The specific embodiments described above further illustrate the technical problems, technical solutions, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A control method for emergency traction mode of a dual-energy electric engineering vehicle, characterized in that, It includes the following steps: Step S1: When the engineering vehicle cannot run due to a malfunction in the network control unit, the mode switching command 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 executes steps S2, S3 and S4 in parallel. Step S2: After receiving the activation signal, the network control unit determines whether it meets the conditions for entering the emergency traction mode. If it meets the conditions for entering the emergency traction mode, the network control unit enters the emergency traction mode as the first network controller, and then the network control unit continues to perform network control functions. Step S3: After receiving the activation signal, the auxiliary inverter control unit, acting as the second network controller, determines whether the network control unit is faulty. If the network control unit is faulty, it disconnects the network control unit and the auxiliary inverter control unit takes over network control. Then, it 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 is not faulty, it sends a confirmation signal to the network control unit. Step S4: After receiving the activation signal, if the traction inverter control unit receives any confirmation signal from 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 emergency traction mode control method for dual-energy electric engineering vehicles according to claim 1, characterized in that, In step S2, the conditions for the network control unit to enter the emergency traction mode are as follows: 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 from the auxiliary inverter control unit and the traction inverter control unit.

3. The emergency traction mode control method for dual-energy electric engineering vehicles according to claim 1, characterized in that, In step S3, the auxiliary inverter determines whether the network control unit is faulty, specifically including the following steps: If the auxiliary inverter control unit does not receive a confirmation signal from the network control unit within a set time after receiving the activation signal, it determines that the network control unit has malfunctioned.

4. The emergency traction mode control method for dual-energy electric engineering vehicles according to claim 1, characterized in that, In step S3, the auxiliary inverter takes over network control, specifically including the following steps: The network control unit is disconnected by the disconnection unit in the mode conversion instruction unit; Under safe conditions, the auxiliary inverter control unit is restarted, the pre-stored port configuration file of the network control unit is read, the network communication is re-established as a bus manager, and an emergency traction mode confirmation signal is sent to the traction inverter control unit. After receiving the feedback signal, the auxiliary inverter control unit enters the emergency traction mode.

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

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