A three-phase active short-circuit protection system and method

Abstract

The application provides a three-phase active short-circuit protection system and method. In the system, a corresponding TCU module is configured for each traction motor in the train. The TCU module analyzes the execution condition of the three-phase active short-circuit protection task in combination with the train and motor operation data. When the corresponding execution condition analysis result is that the execution condition is met, the TCU module executes the three-phase active short-circuit protection task and sends a first speed limiting protection signal to the CCU module. The CCU module implements speed limiting processing according to the first speed limiting protection signal or the life signal of the TCU module, realizes the cooperative control of the protection action and the speed limiting protection, and guarantees the train operation safety.

Description

Technical Field

[0001] This application relates to the field of train control technology, and in particular to a three-phase active short-circuit protection system and method. Background Technology

[0002] For the permanent magnet synchronous traction motors currently installed in trains, as the core traction component, their safety protection after a failure is particularly critical. Currently, a three-phase active short circuit method is commonly used to protect the permanent magnet synchronous traction motor in a faulty state, thereby ensuring train operation safety. However, this protection method has operational loopholes in practical applications, leading to certain safety hazards. The core reason is that the implementation and maintenance of three-phase active short circuit protection has many uncontrolled scenarios. On the one hand, if the controller executing the protection fails to power during the protection process, it will directly cause the three-phase active short circuit protection action to be interrupted, causing the traction motor to directly exit the safe operating state and lose its protective constraints. On the other hand, after the traction motor fails, various problems such as module failure and abnormal contactor closure may prevent the entry conditions for a three-phase active short circuit from being met, making it impossible for the protection action to start from the beginning, and the faulty motor will never enter a safe operating state. Summary of the Invention

[0003] In view of the above problems, in order to improve the safety of permanent magnet synchronous traction motors when motor failure occurs, this application provides a three-phase active short circuit protection system and method.

[0004] The embodiments of this application disclose the following technical solutions: In a first aspect, embodiments of this application provide a three-phase active short-circuit protection system for use in trains; the three-phase active short-circuit protection system includes a CCU module and multiple TCU modules, and each TCU module corresponds to a separate associated traction motor; The TCU module is used to analyze the execution conditions of the three-phase active short circuit protection task based on the train's operating data and the motor operating data of the associated traction motor corresponding to the TCU module when a fault occurs, and to obtain the execution condition analysis results. The TCU module is also used to perform a three-phase active short-circuit protection task on the corresponding associated traction motor when the execution condition analysis result is determined to be met, and to send a first speed limit protection signal to the CCU module when the execution condition analysis result is determined to be unmet. The CCU module is used to acquire the life signal of the TCU module, and to perform speed limiting processing on the train when the life signal does not meet the preset conditions or when the first speed limit protection signal is received.

[0005] In one possible implementation, the TCU module is further specifically used for: During the execution of the three-phase active short circuit protection task, the task execution status of the three-phase active short circuit protection task is monitored in real time; If the task execution status is detected as abnormal, a second speed limit protection signal is generated and sent to the CCU module; the second speed limit protection signal is triggered when the three-phase active short circuit protection task execution is abnormal. The CCU module is used to perform speed limiting on the train upon receiving a second speed limit protection signal.

[0006] In one possible implementation, the CCU module is specifically used for: In response to the second speed limit protection signal, it is determined whether the first TCU module corresponding to the second speed limit protection signal has triggered the three-phase active short circuit protection task; the first TCU module is used to characterize the TCU module that triggered the second speed limit protection signal; If it is determined that the first TCU module has triggered the three-phase active short-circuit protection task, the train is subjected to speed limiting processing according to the second speed limiting protection signal.

[0007] In one possible implementation, the CCU is further specifically used for: In response to the second speed limit protection signal from the first TCU module, the TCU module that can obtain the life signal and whose corresponding associated traction motor has not failed is identified as the second TCU module, and a speed limit drive signal is generated for the second TCU module. The speed limiting drive signal is output to the second TCU module so that the second TCU module performs electric braking on its corresponding associated traction motor according to the speed limiting drive signal, thereby completing the speed limiting process for the train.

[0008] In one possible implementation, the TCU module is further configured to: Based on the preset execution condition analysis rules, according to the train's operating data and the motor operating data of the associated traction motor corresponding to the TCU module, it is determined whether the task execution conditions of the three-phase active short circuit protection task are met, and the execution condition analysis results are obtained.

[0009] In one possible implementation, the CCU module is further specifically used for: In response to the TCU life signal output by the TCU module when performing the three-phase active short circuit protection task, the communication status of each TCU module is detected based on a preset life signal monitoring cycle; If no TCU life signal is received from the TCU module within the preset life signal monitoring period, it is determined that the corresponding TCU module has a communication failure, and the train is subject to speed limiting.

[0010] In one possible implementation, the system further includes: an HMI module, wherein the HMI is a human-machine interface unit; the HMI module includes: a speed limit status display unit and a fault status display unit; The speed limit status display unit is used to display that the train is in a speed limit state when the train performs speed limit processing; The fault status display unit is used to display that the train is in a latching fault state when the CCU module receives the second speed limit protection signal.

[0011] In one possible implementation, the CCU module is further used for; In response to a speed limit state release signal from the HMI module, the speed limit state of the train is released; In response to a fault state reset signal from the HMI module, the latch fault state of the train is reset.

[0012] Secondly, embodiments of this application provide a three-phase active short-circuit protection method applied to a train, wherein the train includes a CCU module and multiple TCU modules, and each TCU module corresponds to a separate associated traction motor; the method includes: If any of the TCU modules detects a fault in the associated traction motor, based on the TCU module and the train operation data and the motor operation data of the associated traction motor, an execution condition analysis is performed on the three-phase active short circuit protection task to obtain the execution condition analysis result. The TCU module performs a three-phase active short-circuit protection task on the corresponding associated traction motor when the execution condition analysis result indicates that the execution condition is met. When the execution condition analysis result indicates that the execution condition is not met, a first speed limit protection signal is sent to the CCU module. The CCU module obtains the life signal of the TCU module, and performs speed limiting on the train if the life signal does not meet the preset conditions or if the first speed limit protection signal is received.

[0013] In one possible implementation, the TCU module is further specifically used for: During the execution of the three-phase active short circuit protection task, the task execution status of the three-phase active short circuit protection task is monitored in real time; If the task execution status is detected as abnormal, a second speed limit protection signal is generated and sent to the CCU module; the second speed limit protection signal is triggered when the three-phase active short circuit protection task execution is abnormal. The CCU module is used to perform speed limiting on the train upon receiving a second speed limit protection signal.

[0014] Compared to existing technologies, this application offers the following advantages: This application provides a three-phase active short-circuit protection system and method. In this system, a corresponding TCU module is configured for each traction motor in the train. The TCU module analyzes the execution conditions of the three-phase active short-circuit protection task by combining train and motor operating data. When the analysis result indicates that the execution conditions are met, the TCU module executes the three-phase active short-circuit protection task and sends a first speed-limiting protection signal to the CCU module. The CCU module implements speed-limiting processing based on the first speed-limiting protection signal or a life-saving signal from the TCU module, achieving coordinated control of protection actions and speed-limiting protection. This avoids the problem of the traction motor losing its protective constraints after protection is interrupted due to controller power failure or other situations. Furthermore, the collaborative working mode of the TCU module and the CCU module covers the loss-of-control scenarios before protection execution and during protection maintenance, effectively improving the safety protection capability of the permanent magnet synchronous traction motor after a motor failure, ensuring train operation safety, and enhancing the reliability and comprehensiveness of traction motor fault protection. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 A schematic diagram of a three-phase active short-circuit protection system provided in this application embodiment; Figure 2 A schematic diagram illustrating the interaction between a CCU module and a TCU module provided in an embodiment of this application; Figure 3 This is a flowchart illustrating a three-phase active short-circuit protection method provided in an embodiment of this application. Detailed Implementation

[0017] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0018] As described earlier, the permanent magnet synchronous traction motors currently installed in trains are crucial for safety protection after a failure, as they are the core traction component. Currently, a three-phase active short circuit is commonly used to protect the permanent magnet synchronous traction motor in a faulty state, ensuring train safety. However, this protection method has operational loopholes in practical applications, leading to certain safety hazards. The core reason is that the implementation and maintenance of three-phase active short circuit protection can result in numerous uncontrolled scenarios. On one hand, if the controller executing the protection fails to power during the protection process, it will directly interrupt the three-phase active short circuit protection action, causing the traction motor to exit a safe operating state and lose its protective constraints. On the other hand, after a traction motor failure, various problems such as module failures and abnormal contactor closure may prevent the entry conditions for a three-phase active short circuit from being met, making it impossible for the protection action to start from the beginning, and the faulty motor will never enter a safe operating state.

[0019] Based on this, this application provides a three-phase active short-circuit protection system and method. In this system, a corresponding TCU module is configured for each traction motor in the train. The TCU module analyzes the execution conditions of the three-phase active short-circuit protection task by combining train and motor operating data. When the corresponding execution condition analysis result indicates that the execution conditions are met, the TCU module executes the three-phase active short-circuit protection task and sends a first speed-limiting protection signal to the CCU module. The CCU module implements speed-limiting processing based on the first speed-limiting protection signal or life-saving signal from the TCU module, realizing coordinated control of protection action and speed-limiting protection, avoiding the runaway problem of traction motors losing protection constraints after protection interruption due to controller power failure or other situations. In addition, the coordinated working mode of the TCU module and the CCU module covers runaway scenarios before protection execution and during protection maintenance, effectively improving the safety protection capability of permanent magnet synchronous traction motors after motor failure, ensuring train operation safety, and improving the reliability and comprehensiveness of traction motor fault protection.

[0020] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0021] See Figure 1 This figure is a schematic diagram of a three-phase active short-circuit protection system provided in an embodiment of this application. This system is applied inside a train. As shown in the figure, this system includes at least one CCU (Central Control Unit) module 100 and multiple TCU (Traction Control Unit) modules 200. Each carriage is equipped with a separate corresponding TCU module, and each TCU module is associated with a separate associated traction motor. The associated traction motor is the motor that is traction-controlled by each TCU. It should be noted that the associated traction motor in this embodiment is not limited to the permanent magnet synchronous traction motor mentioned above. The three-phase active short-circuit protection system provided in this example can be applied to any type of traction motor. This embodiment does not limit the type of traction motor.

[0022] The TCU module 200 is used to analyze the execution conditions of the three-phase active short circuit protection task based on the train's operating data and the motor operating data of the associated traction motor corresponding to the TCU module when a fault occurs, and to obtain the execution condition analysis results. If the execution condition analysis result indicates that the execution condition is met, a three-phase active short-circuit protection task is performed on the associated traction motor. If the execution condition analysis result indicates that the execution condition is not met, a first speed limit protection signal is sent to the CCU module.

[0023] In this embodiment, each traction motor configured in the train has a dedicated TCU module. These TCU modules are dedicated control units for their respective associated traction motors, and their function is to monitor the operating status of the associated traction motors in real time. Once a motor fault is detected in an associated traction motor, the three-phase active short-circuit protection task is immediately triggered. In practical applications, due to limitations imposed by the specific operating conditions of the traction motors or the train, sometimes the special operating conditions of the traction motors and the train may prevent the three-phase active short-circuit protection task from being executed, thus posing a safety hazard.

[0024] Therefore, to prevent such situations from occurring, when the TCU module detects a motor failure in the associated traction motor, it needs to analyze the execution conditions of the three-phase active short circuit protection task based on the train operation data and the motor operation data of the associated traction motor. This will determine whether the current state of the train and the traction motor meets the execution conditions of the three-phase active short circuit protection task, thereby improving the train's driving safety.

[0025] During the analysis, the TCU module simultaneously retrieves motor operation data from the associated traction motors and train operation data as the basis for judgment. Train operation data includes key information such as the train's current speed, operating conditions, power supply system status, and overall traction / braking commands. This data reflects the overall operating environment of the train, providing a condition-level basis for the execution of protection actions. On the other hand, the motor operation data from the associated traction motors includes operating parameters of the motor itself and its components, such as real-time speed, phase current and voltage, winding temperature, contactor on / off status, and the operating status of the motor drive module. This type of data is the core basis for determining whether the motor itself is capable of receiving three-phase active short-circuit protection. The TCU module simultaneously collects and analyzes both types of data in real time, conducting a comprehensive analysis from the dimensions of operating condition adaptability and hardware feasibility, ultimately forming a clear analysis result of the execution conditions, providing a foundation for the execution of subsequent protection tasks.

[0026] In this embodiment, the TCU module mainly determines whether the task execution conditions of the three-phase active short-circuit protection task are met through its internal execution condition analysis unit and preset execution condition analysis rules. Specifically, this is achieved through the following step: Step 1: Based on the preset execution condition analysis rules, determine whether the execution conditions of the three-phase active short circuit protection task are met according to the train's operating data and the motor's operating data, and obtain the execution condition analysis results.

[0027] The verification logic of the preset execution condition analysis rules includes: assessing whether the hardware conditions on the motor side are complete, such as whether the contactor responsible for short-circuit protection can reliably close, whether the power module has a fault and can respond normally to drive commands, and whether the electrical parameters of the motor (such as back EMF amplitude and current zero-crossing conditions) are within the technical range that allows for safe implementation of three-phase active short circuits. Secondly, it combines train operation data to predict the potential impact of protection actions, and judges whether implementing a three-phase active short circuit under the current train speed and operating conditions will cause secondary risks such as wheel-rail slippage, excessive inrush current, or decreased train stability. Only when all verification items meet the thresholds and logical requirements set by the rules will the execution condition analysis result be determined as "execution condition satisfied," and only then will the TCU module actually trigger the three-phase active short-circuit protection task; otherwise, if there is any situation where the conditions are not met, such as abnormal contactor closure, module failure, motor speed exceeding the safe short-circuit range, or the risk of loss of control due to a short circuit under high-speed train operation, the analysis result will be determined as "execution condition not satisfied," and the TCU module will immediately switch to generating the first speed limit protection signal and hand it over to the CCU module to perform speed limit protection.

[0028] Furthermore, the second speed limit protection signal is generated by the TCU module when an abnormality occurs during the execution of the three-phase active short-circuit protection task. This signal needs to be generated by the TCU module and sent to the CCU module, which then drives the train to execute the speed limit based on the second speed limit protection signal. Next, the second speed limit protection signal and the first speed limit protection signal output by the TCU module will be described in detail: First, we will introduce how the second speed limit protection signal is determined: Step 1: During the execution of the three-phase active short-circuit protection task, the task execution status of the three-phase active short-circuit protection task is monitored in real time.

[0029] After the TCU module initiates the three-phase active short-circuit protection task (i.e., when the execution condition analysis results are met), the first speed limit signal generation unit immediately begins real-time monitoring of the protection task's execution status. This monitoring covers the core aspects and key indicators of the protection task's execution, including the on / off status of the contactor responsible for short-circuit protection, the operating status of the power module, changes in electrical parameters such as phase current and phase voltage of the permanent magnet synchronous traction motor during the short-circuit protection process, and the continuous maintenance status of the protection action itself. Because the three-phase active short-circuit protection is prone to out-of-control situations such as protection interruptions due to module failures, sudden hardware component anomalies, or power supply fluctuations, the real-time monitoring of the first speed limit signal generation unit can continuously capture the operational details of the protection task and identify any abnormal signs deviating from the preset normal execution logic.

[0030] Step 2: If the task execution status is detected as abnormal, generate the second rate limit protection signal and send the second rate limit protection signal to the CCU module.

[0031] Based on real-time monitoring, when the execution status of the three-phase active short-circuit protection task is detected as abnormal (i.e., the three-phase active short-circuit protection task is interrupted), a second speed-limiting protection signal is immediately generated and sent to the CCU module via the train Ethernet. The abnormal execution status encompasses various uncontrolled scenarios, such as abnormal exit of protection actions due to module failure during protection, hardware component failure causing protection to be unable to be maintained continuously, and electrical parameters exceeding the safe range of protection execution. The second speed-limiting protection signal, as a clear secondary protection instruction transmitted to the CCU module, enables the CCU module to detect the failure of the protection task immediately and promptly initiate the speed-limiting process for the train. In this way, the TCU module achieves autonomous judgment of the main protection execution abnormality and cross-unit linkage, effectively filling the gap in traditional protection methods where there is no immediate protection response after the main protection action fails. This prevents the faulty motor from losing back electromotive force control due to the loss of short-circuit protection constraints, thus avoiding safety issues such as train fires and equipment damage, and ensuring train operation safety.

[0032] On the other hand, the first speed limit protection signal is triggered through the following steps: Step 1: If the execution condition analysis result indicates that the execution condition is not met, generate the first speed limit protection signal and send the first speed limit protection signal to the CCU module.

[0033] The first speed limit protection signal generation unit complements the second speed limit protection signal, jointly covering all types of operating conditions where the main protection fails. The execution logic of this unit revolves around the analysis results of the protection execution conditions. After the TCU module combines train operation data and motor operation data to complete the analysis of the execution conditions for the three-phase active short-circuit protection task, if the analysis result indicates that the execution conditions are not met, the workflow is directly triggered without additional monitoring. A standardized first speed limit protection signal is immediately generated according to the train's preset communication protocol and sent to the CCU module via the train's Ethernet. Situations where the execution conditions are not met mainly include module failures, contactor failure to close, and other scenarios where the three-phase active short-circuit protection cannot be initiated. These scenarios are loopholes in traditional protection methods, easily leading to the faulty motor losing its protective constraints. The immediate generation of the first speed limit protection signal can transmit protection instructions to the CCU module as soon as the infeasibility of initiating the main protection is determined at the source, allowing the CCU module to promptly initiate speed limit processing. This achieves seamless connection from protection condition determination to secondary protection triggering, ensuring that the faulty motor is always under protection and control, thus guaranteeing train operation safety.

[0034] The CCU module 100 is used to acquire the life signal of the TCU module, and to perform speed limiting processing on the train when the life signal does not meet the preset conditions or when the first speed limit protection signal is received.

[0035] As the central control core of the train, the CCU module is the execution unit responsible for implementing speed limiting. As described above, even when the execution conditions for the three-phase active short-circuit protection task are met, if an abnormal situation occurs during the execution of the protection task, such as module failure, contactor malfunction, or protection action exiting without warning, a second speed limiting protection signal will be immediately generated and transmitted to the CCU module via the train's Ethernet. Upon receiving the second speed limiting protection signal, the CCU module will directly respond to the instruction and initiate the train's speed limiting control process. This compensates for the protection gap after the failure of the three-phase active short-circuit protection and prevents the faulty motor from experiencing back EMF runaway due to the loss of short-circuit protection constraints.

[0036] Furthermore, during the execution of the three-phase active short-circuit protection task, the CCU module also needs to monitor whether there is a communication fault between the CCU module and the TCU module based on the TCU life signal of the TCU module. The CCU module will continuously receive and monitor the life signal sent by the TCU module in real time, and judge the signal status according to the train's preset monitoring rules. If the CCU module does not receive the life signal from the TCU module within the preset monitoring period, or if the life signal remains unchanged for a long time and exceeds the set duration, it will determine that the corresponding TCU module has a communication fault or its own abnormal operation, such as the loss of the TCU life signal or the disconnection of the power supply circuit breaker. At this time, even if the three-phase active short-circuit protection task has been started, it will not be able to maintain the protection status normally due to the abnormality of the TCU module. The CCU module will directly perform speed limiting processing on the train accordingly. In this way, it can effectively make up for the singleness of relying on the second speed limiting protection signal for protection, realize the effective identification of various hidden faults during the maintenance of three-phase active short-circuit protection, and make the triggering of speed limiting processing more in line with the actual fault conditions of the train, thus ensuring driving safety.

[0037] Specifically, in this embodiment, the signal response to the second speed limit protection signal from the TCU module is mainly performed by the speed limit signal response unit within the CCU module. This speed limit signal response unit completes the response to the second speed limit protection signal through the following three steps: Step 1: In response to the second speed limit protection signal, determine whether the first TCU module corresponding to the second speed limit protection signal has triggered the three-phase active short circuit protection task first TCU module; the first TCU module is used to characterize the TCU module that triggered the second speed limit protection signal.

[0038] When the speed limit signal response unit receives the second speed limit protection signal transmitted by the TCU module, it first performs source tracing based on the second speed limit protection signal to determine its corresponding first TCU module, i.e., the TCU module that triggered the second speed limit protection signal. Then, it checks whether this first TCU module has triggered the three-phase active short-circuit protection task. This step, determining whether the protection task has been triggered, is fundamental to the entire speed limit signal response process. Because the second speed limit protection signal is a secondary protection command in addition to the train's main protection, its triggering prerequisite should be related to the execution status of the three-phase active short-circuit protection task. Only by first clarifying the activation status of the main protection can it be determined whether the subsequent speed limit operation has practical significance, thereby avoiding unnecessary speed limit operations caused by signal mistransmission or mistriggering, and ensuring the rationality and relevance of the speed limit triggering.

[0039] Step 2: If it is determined that the first TCU module has triggered the three-phase active short-circuit protection task, the train is subjected to speed limiting processing according to the second speed limiting protection signal.

[0040] After completing the preliminary judgment and confirming that the first TCU module corresponding to the second speed limit protection signal has triggered the three-phase active short-circuit protection task, the speed limit signal response unit performs speed limit processing on the train according to the received second speed limit protection signal. Conversely, if the speed limit signal response unit determines that the first TCU module corresponding to the second speed limit protection signal has not triggered the three-phase active short-circuit protection task, it will prohibit any speed limit processing on the train. The purpose of this setting is to consider the dual needs of train safety protection and operational efficiency. When the first TCU module does not trigger the main protection, it means that the motor fault may not have reached the level that requires the activation of three-phase active short-circuit protection, or the second speed limit protection signal is a false alarm. If the train is speed-limited in this case, it will not only affect the normal train operation rhythm, but may also cause train delays and increase the scheduling costs of railway operations. Prohibiting speed limits can effectively avoid this over-protection situation, allowing the train to maintain normal operation when there is no actual protection requirement.

[0041] On the other hand, the actual speed-limiting process executed by the CCU module is completed by its internal speed-limiting execution unit. Specifically, this speed-limiting execution unit implements the speed-limiting process for the train through the following two steps: Step 1: In response to the second speed limit protection signal from the first TCU module, determine the TCU module that can obtain the life signal and whose corresponding associated traction motor has not failed as the second TCU module, and generate a speed limit drive signal for the second TCU module.

[0042] When the speed limiting execution unit receives the second speed limiting protection signal from the first TCU module, it performs status identification on all TCU modules in the train based on the overall control architecture, distinguishing between the first and second TCU modules. The second TCU modules are those whose associated traction motors are not faulty and whose life signals are sending normally, enabling them to execute traction and braking commands correctly. Identifying the second TCU module is fundamental to the subsequent speed limiting action, preventing invalid operations or secondary malfunctions caused by sending commands to faulty modules. After identifying the second TCU module, the unit generates a corresponding speed limiting drive signal based on the train's safe operation requirements and the operating parameters of the non-faulty traction motors. This signal is specifically designed to drive the traction motors to perform electric braking, and its parameters are adapted to the braking characteristics of the non-faulty traction motors, ensuring that subsequent electric braking actions effectively reduce speed and providing a feasible basis for the speed limiting command.

[0043] Step 2: Output the speed limiting drive signal to the second TCU module, so that the second TCU module performs electric braking on its corresponding associated traction motor according to the speed limiting drive signal, thereby completing the speed limiting process for the train.

[0044] After the second TCU module is determined and the speed-limiting drive signal is generated, the speed-limiting processing execution unit enters the second core operation: outputting the speed-limiting drive signal to the second TCU module and completing the speed limit on the train through electric braking. During this process, the speed-limiting drive signal is stably transmitted to each second TCU module via the train's Ethernet, ensuring real-time command transmission. Upon receiving the speed-limiting drive signal, the second TCU module drives its corresponding associated traction motor according to the command, switching the motor from normal traction mode to electric braking mode. Utilizing the electric braking characteristics of the traction motor, it generates reverse braking force, thereby gradually reducing the train's speed. The entire electric braking process is completed using the train's normal traction and braking system without additional hardware intervention. The braking force is rationally adjusted according to the speed-limiting requirements, ensuring smooth train deceleration and avoiding problems such as vehicle swaying and passenger discomfort caused by sudden braking. Ultimately, the train speed is stably controlled within the preset safe range, completing the actual speed-limiting processing action.

[0045] In this way, selecting the traction motor corresponding to the second TCU module to perform electric braking can completely eliminate the influence of the faulty module on the speed limiting action, avoid the speed limiting failure caused by the abnormality of the first TCU or motor, and ensure the effectiveness of the secondary protection measures.

[0046] On the other hand, the function of detecting communication faults in the TCU module within the CCU module is implemented by the communication monitoring unit within the CCU module. Specifically, the communication monitoring unit mainly achieves communication monitoring between the CCU module and the TCU module through the following two steps: Step 1: In response to the TCU life signal output by the TCU module when performing the three-phase active short circuit protection task, perform communication status detection on each TCU module based on a preset life signal monitoring cycle.

[0047] The TCU life signal is a status indicator signal continuously sent by the first TCU module to the CCU module during the execution of three-phase active short-circuit protection. It also serves as the basis for the CCU to determine whether the TCU is working properly and whether the communication link between the two is unobstructed. In practical applications, the communication monitoring unit remains in a state of constant awareness, responding comprehensively to all life signals sent by all TCU modules performing protection tasks. Based on the response signals, the communication monitoring unit periodically checks the communication status of each TCU module according to the pre-set life signal monitoring cycle of the train system. This pre-set cycle is designed based on the safety requirements of train operation and the characteristics of communication transmission, such as a 1.5-minute monitoring duration. Within each cycle, the unit confirms whether the life signal of each TCU module is continuous and updated on time. The entire detection process is carried out throughout the execution phase of the three-phase active short-circuit protection task, achieving continuous control over the communication status between the TCU and CCU.

[0048] Step 2: If no TCU life signal is received from the TCU module within the preset life signal monitoring period, it is determined that the corresponding TCU module has a communication failure, and a speed limit is applied to the train.

[0049] If the unit fails to receive a life signal from any TCU module within the monitoring period, it will directly determine that the corresponding TCU module has a communication failure and immediately implement speed limiting on the train. The lack of a life signal indicates an interruption in the communication link between the TCU module and the CCU module. This could be due to various reasons, such as lost TCU life signal or a disconnected TCU power supply circuit breaker. At this time, the TCU is in the process of executing three-phase active short-circuit protection. A communication failure will prevent the CCU from monitoring its protection status, and may even cause the TCU's protection action to abnormally exit due to the loss of communication support, leaving the faulty motor without protection. Upon determining a communication failure, the communication monitoring unit will quickly trigger the train's secondary protection mechanism to implement speed limiting. This speed limiting action is automatic and requires no manual intervention, reducing the train's operating risk immediately and preventing safety accidents such as train fires and equipment damage caused by back electromotive force loss of control in the faulty motor. This ensures that the train remains under safe speed control even under the special condition of a communication failure.

[0050] On another front, the system in this embodiment is also equipped with an HMI (Human Machine Interface) module. This HMI module, through its built-in speed limit status display unit and fault status display unit, displays the train's speed limit execution status and fault status on the human-machine interface display screen in the train control room, thereby transmitting the train's real-time status to the staff. Specifically, the execution content of the speed limit status display unit and the fault status display unit is as follows: The speed limit status display unit is used to display that the train is in a speed limit state when the train is subject to speed limit processing.

[0051] In the three-phase active short-circuit protection system of this embodiment, the speed limit status display unit is responsible for providing real-time feedback on the train's speed limit execution status. Its execution is triggered when the train is subjected to speed limiting by the CCU module. At this time, the unit immediately and clearly displays the train's speed-limited status on the human-machine interface display screen in the train's main control room, conveying clear speed control information to the driver and other staff. The train's speed limiting is always driven by secondary protection requirements following a traction motor failure. Whether it's an anomaly generated by the TCU module during three-phase active short-circuit protection, or a communication failure between the TCU and CCU, the speed limit status display unit will respond instantly and display the status on the screen without delay whenever the CCU module performs a speed-limiting task.

[0052] The fault status display unit is used to display that the train is in a latching fault state when the CCU module receives the second speed limit protection signal.

[0053] After receiving the second speed limit protection signal from the TCU module, the fault status display unit needs to determine whether there is a real fault in the traction motor based on whether the TCU module has executed a three-phase active short circuit task. If a real fault in the traction motor is determined, the train is displayed as being in a latching fault state on the same human-machine interface display screen. After the CCU module receives the second speed limit protection signal from the TCU module and determines that the TCU module has executed a three-phase active short circuit task, it displays a latching fault state. This latching fault state display matches the latching fault characteristics in the system, indicating to staff that the fault cannot be eliminated by a simple power-off reset and requires a dedicated reset operation by the HMI. This display function allows staff to quickly distinguish between latching faults and ordinary faults, clarify the fault handling method, and avoid ineffective operational attempts. Simultaneously, this unit works in conjunction with the speed limit status display unit to synchronously display the train's speed limit and latching fault states on the display screen, allowing staff to clearly grasp the real-time operating status of the train, forming a complete status information feedback, ensuring train operation safety and efficient fault handling under fault conditions.

[0054] Based on the configuration of the HMI module in this embodiment, the CCU module in this embodiment is also equipped with a speed limit state cancellation unit and a fault state reset unit. These two units correspond to the speed limit state display unit and fault state display unit within the HMI module, respectively used to cancel the speed limit state and latched fault state displayed on the human-machine interface screen of the HMI module. The execution content of the speed limit state cancellation unit and the fault state reset unit is as follows: The speed limit state release unit is used to release the speed limit state of the train in response to a speed limit state release signal from the HMI module.

[0055] The speed limit status basic unit is always aware of the HMI module's signals. When the driver, on the human-machine interface display screen in the train's main control room, determines that the speed limit is a false alarm through the HMI's speed limit cancellation interface and performs a manual cancellation operation, the HMI module immediately sends a speed limit status cancellation signal to the CCU module. Upon receiving this signal, the speed limit status cancellation unit responds instantly, quickly canceling the speed limit control on the train and restoring the train to its normal operating speed. This execution process is synchronized with the speed limit display status on the HMI in real time. Simultaneously, the speed limit status prompt on the HMI display screen disappears, allowing the driver to clearly see the operation result. This unit's design enables the train to quickly resume normal operation in speed limit scenarios caused by false alarms, effectively reducing unnecessary train delays and ensuring both operational safety and railway efficiency.

[0056] The fault state reset unit is used to reset the latch fault state of the train in response to the fault state reset signal from the HMI module.

[0057] The fault status reset unit corresponds to the fault status display unit of the HMI module. It is specifically designed to reset the train's latching fault status. Its execution logic is to respond to the fault status reset signal from the HMI module and formally reset the train's latching fault status. In this embodiment, the fault causing the train to execute speed-limiting operations is defined as a latching fault, which cannot be eliminated by a simple power-off reset. The driver must perform a specific latching fault reset operation on the HMI. When the driver issues a latching fault reset command on the human-machine interface display, the HMI module sends a fault status reset signal to the CCU module. Upon receiving this signal, the fault status reset unit initiates the reset process, thoroughly resetting the train's latching fault status. After the reset is complete, the train's latching fault is moved from the current fault list to the historical fault list on the HMI display, and the latching fault status prompt on the display is also removed, ensuring that the displayed fault status is consistent with the actual fault handling result. This unit's design specifically addresses the need for latching fault reset, avoids ineffective power-off operations by the driver, and improves the overall ease of operation of the protection system.

[0058] Next, in order to further introduce the interaction relationship between the modules in this system and the actual execution flow, the interaction flow and execution flow of the system in this embodiment will be introduced below with reference to the accompanying drawings of the specific process implementation.

[0059] See Figure 2and Figure 3 , Figure 2 This is a schematic diagram illustrating the interaction between a CCU module and a TCU module, provided as an embodiment of this application. Figure 3 This is a flowchart illustrating a three-phase active short-circuit protection method provided in an embodiment of this application.

[0060] like Figure 2 As shown, the faulty vehicle's TCU, as the front-end core of motor protection, has a motor status monitoring module that monitors the traction motor status in real time. Upon detecting a fault, it determines whether the protection conditions are met. If they are met, the motor protection module executes three-phase active short-circuit protection, while the signal output module continuously sends life signals and related status signals to the CCU module. If the protection conditions are not met, the signal output module sends a secondary speed reduction protection protocol bit to the CCU module. After receiving various signals, the CCU module transmits them to the speed limit control module and communication fault judgment module via the signal receiving module. If the communication fault judgment module detects that the TCU life signal has not been updated for 1.5 minutes, it determines that there is a communication fault and sends a power-off command to the IOCU (Input and Output Control Unit) through the command sending module. After receiving the command, the IOCU's command receiving module cuts off the hard-wire circuit of the first TCU through the hard-wire control module. At the same time, the hard-wire monitoring module monitors the TCU power supply circuit breaker status in real time and feeds it back to the CCU through the signal sending module. After the CCU's speed limit control module determines that a speed limit is needed, it will send an electric braking command to the TCU of the non-faulty vehicle, and its traction / electric braking force application module will execute the speed reduction. It will also send a fault signal to the HMI module through the fault transmission module. After the fault receiving module receives the signal, the fault display module will display it. After the driver operates, the HMI's command transmission module will send a speed limit cut-off or fault reset signal back to the CCU.

[0061] like Figure 3 As shown, Figure 3The execution process begins with a motor failure. Upon triggering the failure, the TCU first determines if the three-phase active short-circuit protection conditions are met. If met, the faulty motor immediately enters the three-phase active short-circuit protection state. Subsequently, the CCU module continuously checks the communication with the TCU module. If communication is normal but the faulty motor abnormally exits the three-phase active short-circuit protection, the system directly triggers secondary speed reduction protection. If the TCU module initially determines that the protection conditions are not met, it directly determines that the faulty motor cannot enter the protection state and sends a secondary speed reduction protection protocol bit (i.e., the second speed limit protection signal) to the CCU module, simultaneously initiating secondary speed reduction protection. Regardless of which branch triggers secondary speed reduction protection, a unified speed limit execution phase will follow. The CCU module sends traction / electric braking force commands to the TCU of the non-faulty vehicle, strictly controlling the train speed below 40 km / h. Simultaneously, the main control vehicle CCU sends the fault protocol bit to the HMI module, displaying the fault status in real time on the screen, achieving synchronous execution of fault protection and status feedback.

[0062] This application provides a three-phase active short-circuit protection system. In this system, each traction motor in the train is equipped with a corresponding TCU module. The TCU module analyzes the execution conditions of the three-phase active short-circuit protection task based on train and motor operating data. When the analysis result indicates that the execution conditions are met, the TCU module executes the three-phase active short-circuit protection task and sends a first speed-limiting protection signal to the CCU module. The CCU module implements speed-limiting processing based on the first speed-limiting protection signal or a life-saving signal from the TCU module, achieving coordinated control of protection actions and speed-limiting protection. This avoids the problem of traction motors losing control due to power failure or other situations causing protection interruption. Furthermore, the collaborative working mode of the TCU module and CCU module covers loss-of-control scenarios before and during protection execution, effectively improving the safety protection capability of permanent magnet synchronous traction motors after motor failure, ensuring train operation safety, and enhancing the reliability and comprehensiveness of traction motor fault protection.

[0063] The following describes a three-phase active short-circuit protection method provided by an embodiment of this application. The three-phase active short-circuit protection method described below can be referred to in correspondence with the three-phase active short-circuit protection system described above.

[0064] This application also provides a three-phase active short-circuit protection method, which is applied to a train. The train includes multiple TCU modules and at least one CCU module, and each TCU module corresponds to a separate associated traction motor. The CCU is a central control unit, and the TCU is a traction control unit. The method includes the following three steps: Step 1: In the event that any of the associated traction motors monitored by the TCU module fails, based on the TCU module and the train operation data and the motor operation data of the associated traction motor, an execution condition analysis is performed on the three-phase active short circuit protection task to obtain the execution condition analysis results. Step 2: Through the TCU module, if the execution condition analysis result indicates that the execution condition is met, a three-phase active short-circuit protection task is performed on the corresponding associated traction motor; if the execution condition analysis result indicates that the execution condition is not met, a first speed limit protection signal is sent to the CCU module. Step 3: Obtain the life signal of the TCU module through the CCU module, and perform speed limiting processing on the train if the life signal does not meet the preset conditions or if the first speed limit protection signal is received.

[0065] In one possible implementation, the TCU module is further specifically used for: During the execution of the three-phase active short circuit protection task, the task execution status of the three-phase active short circuit protection task is monitored in real time; If the task execution status is detected as abnormal, a second speed limit protection signal is generated and sent to the CCU module; the second speed limit protection signal is triggered when the three-phase active short circuit protection task execution is abnormal. The CCU module is used to perform speed limiting on the train upon receiving a second speed limit protection signal.

[0066] It should be noted that the various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for the system and method embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the description of the method embodiments. The system and method embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components indicated as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of the solution in this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0067] The above description is merely one specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A three-phase active short-circuit protection system, characterized in that, Applied to trains; the three-phase active short-circuit protection system includes a CCU module and multiple TCU modules, and each TCU module corresponds to a separate associated traction motor; The TCU module is used to analyze the execution conditions of the three-phase active short circuit protection task based on the train's operating data and the motor operating data of the associated traction motor corresponding to the TCU module when a fault occurs, and to obtain the execution condition analysis results. The TCU module is also used to perform a three-phase active short-circuit protection task on the corresponding associated traction motor when the execution condition analysis result is determined to be met, and to send a first speed limit protection signal to the CCU module when the execution condition analysis result is determined to be unmet. The CCU module is used to acquire the life signal of the TCU module, and to perform speed limiting processing on the train when the life signal does not meet the preset conditions or when the first speed limit protection signal is received.

2. The system according to claim 1, characterized in that, The TCU module is also specifically used for: During the execution of the three-phase active short circuit protection task, the task execution status of the three-phase active short circuit protection task is monitored in real time; If the task execution status is detected as abnormal, a second speed limit protection signal is generated and sent to the CCU module; the second speed limit protection signal is triggered when the three-phase active short circuit protection task execution is abnormal. The CCU module is used to perform speed limiting on the train upon receiving a second speed limit protection signal.

3. The three-phase active short-circuit protection system according to claim 2, characterized in that, The CCU module is specifically used for: In response to the second speed limit protection signal, it is determined whether the first TCU module corresponding to the second speed limit protection signal has triggered the three-phase active short circuit protection task; the first TCU module is used to characterize the TCU module that triggered the second speed limit protection signal; If it is determined that the first TCU module has triggered the three-phase active short-circuit protection task, the train is subjected to speed limiting processing according to the second speed limiting protection signal.

4. The three-phase active short-circuit protection system according to claim 2, characterized in that, The CCU is also specifically used for: In response to the second speed limit protection signal from the first TCU module, the TCU module that can obtain the life signal and whose corresponding associated traction motor has not failed is identified as the second TCU module, and a speed limit drive signal is generated for the second TCU module. The speed limiting drive signal is output to the second TCU module so that the second TCU module performs electric braking on its corresponding associated traction motor according to the speed limiting drive signal, thereby completing the speed limiting process for the train.

5. The three-phase active short-circuit protection system according to claim 1, characterized in that, The TCU module is also used for: Based on the preset execution condition analysis rules, according to the train's operating data and the motor operating data of the associated traction motor corresponding to the TCU module, it is determined whether the task execution conditions of the three-phase active short circuit protection task are met, and the execution condition analysis results are obtained.

6. The three-phase active short-circuit protection system according to claim 1, characterized in that, The CCU module is also specifically used for: In response to the TCU life signal output by the TCU module when performing the three-phase active short circuit protection task, the communication status of each TCU module is detected based on a preset life signal monitoring cycle; If no TCU life signal is received from the TCU module within the preset life signal monitoring period, it is determined that the corresponding TCU module has a communication failure, and the train is subject to speed limiting.

7. The three-phase active short-circuit protection system according to claim 1, characterized in that, The system further includes: an HMI module, wherein the HMI is a human-machine interface unit; the HMI module includes: a speed limit status display unit and a fault status display unit; The speed limit status display unit is used to display that the train is in a speed limit state when the train performs speed limit processing; The fault status display unit is used to display that the train is in a latching fault state when the CCU module receives the second speed limit protection signal.

8. The three-phase active short-circuit protection system according to claim 7, characterized in that, The CCU module is also used for; In response to a speed limit state release signal from the HMI module, the speed limit state of the train is released; In response to a fault state reset signal from the HMI module, the latch fault state of the train is reset.

9. A three-phase active short-circuit protection method, characterized in that, Applied to a train, the train includes a CCU module and multiple TCU modules, and each TCU module corresponds to a separate associated traction motor; the method includes: If any of the TCU modules detects a fault in the associated traction motor, based on the TCU module and the train operation data and the motor operation data of the associated traction motor, an execution condition analysis is performed on the three-phase active short circuit protection task to obtain the execution condition analysis result. The TCU module performs a three-phase active short-circuit protection task on the corresponding associated traction motor when the execution condition analysis result indicates that the execution condition is met. When the execution condition analysis result indicates that the execution condition is not met, a first speed limit protection signal is sent to the CCU module. The CCU module obtains the life signal of the TCU module, and performs speed limiting on the train when the life signal does not meet the preset conditions, or when the first speed limit protection signal or the second speed limit protection signal is received.

10. The method according to claim 9, characterized in that, The TCU module is also specifically used for: During the execution of the three-phase active short circuit protection task, the task execution status of the three-phase active short circuit protection task is monitored in real time; If the task execution status is detected as abnormal, a second speed limit protection signal is generated and sent to the CCU module; the second speed limit protection signal is triggered when the three-phase active short circuit protection task execution is abnormal. The CCU module is used to perform speed limiting on the train upon receiving a second speed limit protection signal.

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