Locomotive traction test system

Abstract

The utility model relates to a locomotive traction test system, comprising a traction power supply system connected with a main test converter and an auxiliary test converter; the main test converter is connected with the main test motor; the main test motor is connected with the high-speed flywheel group; the accompanying converter is connected with an accompanying motor, and the accompanying motor is connected with a universal coupling; the main test control system and the accompanying test control system are connected through a network; a torquemeter is installed between the high-speed flywheel set and the universal coupling, and the accompanying test control system sends a fault signal when a fault occurs; the main test control system receives the signal or controls the main test converter to quickly brake the main test motor when communication is disconnected, and the accompanying test control system controls the rotating speed of the accompanying test motor to a safe range or starts the accompanying test motor and controls the rotating speed of the accompanying test motor when a fault occurs under the condition that the rotating speed of the motor is high. According to the utility model, the problems that the main test control system and the accompanying test control system lack a communication response mechanism and cannot timely and accurately control the test state according to the operation state of equipment in the traction test of the rail train are solved.

Description

Technical Field

[0001] The utility model belongs to the technical field of rail transportation, and in particular relates to a locomotive traction test system. Background Art

[0002] In rail transit traction test benches, establishing a complete system fault protection mechanism is crucial to ensure the safety and efficiency of product testing. At present, the fault protection system of most traction test benches in the industry adopts the method of monitoring the main test control system and the accompanying test control system by the control terminal. In this way, the main test control system and the accompanying test control system do not monitor each other, but rely on the control terminal for safety protection. When an accident occurs at one end, the control terminal sends the protection command to the other end, which has the following main problems:

[0003] Slow protection response: When a fault occurs at one end, the control terminal must be relied upon to transmit instructions to the other end. This process is delayed, resulting in a slow protection response.

[0004] Low communication reliability: The communication of the control terminal may be lost or interrupted. Once there is a problem with the communication, the entire system may be out of control and fault protection cannot be performed in time.

[0005] High system complexity: Since a control terminal is required for centralized monitoring and command sending, the system architecture is complex, which increases the difficulty of system design and maintenance.

[0006] In order to improve the fault protection capability of the traction test bench, a more efficient and reliable protection mechanism is urgently needed so that the system can respond quickly when a fault occurs, reduce reliance on centralized control of the control terminal, and ensure the safety and stability of the test. Utility Model Content

[0007] In view of the deficiencies existing in the relevant technologies, the utility model provides a locomotive traction test system, which solves the problem that in the traction test of rail trains, the main test and accompanying test control systems lack a communication response mechanism and cannot timely and accurately control the test status according to the equipment operating status. The three-layer protection logic is used to ensure the safe and reliable operation of the traction test bench.

[0008] In a possible implementation, a locomotive traction test system is provided, comprising: a traction power supply system, the traction power supply system is connected to a main test converter and a companion test converter; the main test converter is connected to a main test motor, and the main test motor is connected to a high-speed flywheel group; the companion test converter is connected to the companion test motor, and the companion test motor is connected to a universal coupling; the main test converter is connected to a main test control system through a network; the companion test converter is connected to a companion test control system through a network; the main test control system is connected to the companion test control system through a network; a torque meter is installed between the high-speed flywheel group and the universal coupling; wherein the companion test control system is configured to: send a fault signal when a fault occurs; the main test control The system is configured to: receive a fault signal sent by the accompanying test control system, or after detecting that the communication with the accompanying test control system is disconnected, control the main test inverter to quickly brake the main test motor with maximum braking force; the accompanying test control system is also configured to, when a fault occurs when the motor is at a high speed, perform one of the following operations: when the accompanying test motor has been started and can be stopped quickly, the accompanying test control system controls the speed of the accompanying test motor to below the safe speed; or, if the accompanying test motor has not been started and the rapid stop conditions are met, control the accompanying test motor to start automatically and control the motor speed to below the safe speed; or, if the accompanying test system has not been started and the rapid stop conditions are not met, the accompanying test motor will not be started.

[0009] In a possible implementation, the test control system is further configured to send a fault signal to trigger an audible and visual alarm outside the operating room when a fault occurs at a low motor speed.

[0010] In a possible implementation manner, the main test converter is connected to the main test control system via MVB Ethernet; the companion test converter is connected to the companion test control system via EnterCAT.

[0011] In a possible implementation, the test control system is further configured such that, when a fault occurs when the motor is at high speed, when the test motor has been started and can be stopped quickly, the test control system controls the speed of the test motor to below the safe speed; wherein, when the speed of the test motor fails to drop to the safe speed within the first set time, a fault signal is sent to trigger an audible and visual alarm outside the operating room to remind the test personnel to intervene manually.

[0012] In one possible implementation, within the second set time after the sound and light alarm is triggered, the speed of the companion test motor detected by the companion test control system does not drop below the safe speed, and the main test control system is configured to: cut off the power supply of the main test control system, and the companion test control system is configured to: turn on the UPS power supply and the oil pump of the companion test motor, and control the companion test motor to shut down.

[0013] In a possible implementation manner, the first set time is 40 seconds, and the second set time is 40 seconds.

[0014] In a possible implementation, the main test control system and the accompanying test control system are connected via Ethernet.

[0015] Based on the above technical scheme, in the locomotive traction test system of the utility model, when a fault occurs, the accompanying test control system sends a fault signal, and after receiving the signal, the main test control system controls the main test inverter to quickly brake the main test motor with maximum braking force, or automatically executes protection measures when the communication is disconnected, thereby solving the safety problem under high motor speed conditions. Through the connection between the main test control system and the accompanying test control system, the operating status of the two corresponding subsystems in the monitoring system are monitored, and coordinated actions are taken according to their operating status, thereby improving the reliability and safety of the traction test. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0017] Figure 1 It is a structural schematic diagram of a locomotive traction test system according to one embodiment of the utility model;

[0018] Figure 2 The present invention is a protection logic diagram of a locomotive traction test system according to one embodiment of the present invention. DETAILED DESCRIPTION

[0019] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0020] In the description of the present invention, it should be understood that the terms "center", "lateral", "longitudinal", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0021] The terms "first", "second", and "third" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Thus, a feature defined as "first", "second", and "third" may explicitly or implicitly include one or more of the features.

[0022] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0023] In order to solve the problem in the prior art that in the rail train traction test, the main test and accompanying test control systems lack a communication response mechanism and cannot timely and accurately control the test status according to the equipment operating status, the present application provides a locomotive traction test system.

[0024] See also Figure 1 In a possible implementation, a locomotive traction test system includes: a traction power supply system, the traction power supply system is connected to a main test converter and a companion test converter; the main test converter is connected to a main test motor, and the main test motor is connected to a high-speed flywheel group; the companion test converter is connected to the companion test motor, and the companion test motor is connected to a universal coupling; the main test converter is connected to a main test control system through a network; the companion test converter is connected to a companion test control system through a network; the main test control system is connected to the companion test control system through a network; a torque meter is installed between the high-speed flywheel group and the universal coupling; wherein the companion test control system is configured to: send a fault signal when a fault occurs; the main test control system It is configured to: receive a fault signal sent by the accompanying test control system, or after detecting that the communication with the accompanying test control system is disconnected, control the main test inverter to quickly brake the main test motor with maximum braking force; the accompanying test control system is also configured to, when a fault occurs when the motor is at a high speed, perform one of the following operations: when the accompanying test motor has been started and can achieve rapid stopping, the accompanying test control system controls the speed of the accompanying test motor to below the safe speed; or, the accompanying test motor has not been started and the rapid stopping conditions are met, control the accompanying test motor to start automatically and control the motor speed to below the safe speed; or, the accompanying test system has not been started and the rapid stopping conditions are not met, and the accompanying test motor does not start.

[0025] In the above scheme, the system ensures that corresponding measures can be taken in time to protect the safety of equipment and personnel through real-time monitoring and rapid response mechanism when a fault occurs. The main test converter and the accompanying test converter are connected to the main test control system and the accompanying test control system respectively through the network to realize real-time data transmission and the transmission of control instructions; the main test control system receives the fault signal sent by the accompanying test control system, or immediately controls the main test converter to quickly brake the main test motor after detecting the communication disconnection; the torque meter between the high-speed flywheel group and the universal coupling is used to monitor the operating status of the system and provide necessary feedback data.

[0026] When a fault occurs, the system can respond quickly and take protective measures to avoid equipment damage and personal injury; through the coordinated work of the main test control system and the accompanying test control system, safe parking can be achieved under various operating conditions; especially in the case of high motor speed, the dangers caused by high-speed operation are avoided by quickly controlling the motor speed to a safe range; at the same time, the system can achieve self-protection through built-in logic in the event of a communication failure, thereby improving the reliability and safety of the system.

[0027] In a possible implementation, the test control system is further configured to send a fault signal to trigger an audible and visual alarm outside the operating room when a fault occurs at a low motor speed.

[0028] In the above scheme, when the test motor is running at a low speed, if a fault is detected, the test control system sends a fault signal and triggers the sound and light alarm outside the operation room to alert the staff; the sound and light alarm provides intuitive fault alarms through sound and light to ensure that the staff can respond quickly and take necessary measures.

[0029] This fault alarm mechanism ensures timely detection and response to faults even during low-speed operation, improving the overall safety of the system; the setting of the sound and light alarm enables fault information to be quickly transmitted to the operator, avoiding possible delays and reducing the risk of accidents.

[0030] In a possible implementation manner, the main test converter is connected to the main test control system via MVB Ethernet; the companion test converter is connected to the companion test control system via EnterCAT.

[0031] In the above scheme, the main test converter and the accompanying test converter are connected to their corresponding control systems through MVB Ethernet and EnterCAT network respectively to ensure high-speed and stable data transmission; this connection method supports real-time control and data feedback, meeting the high requirements of the locomotive traction test system.

[0032] The use of MVB Ethernet and EnterCAT network connections improves the communication speed and reliability of the system, ensuring that the system can operate stably and respond to control instructions and feedback data in a timely manner under various complex operating conditions.

[0033] The network connection method can be adjusted according to specific needs; for example, industrial Ethernet standards such as PROFINET and EtherNet / IP can be selected as long as they have the same real-time performance and stability; the choice of different network connection methods should be determined according to the specific application environment and technical requirements of the system.

[0034] In a possible implementation, the test control system is further configured such that, when a fault occurs when the motor is at high speed, when the test motor has been started and can be stopped quickly, the test control system controls the speed of the test motor to below the safe speed; wherein, when the speed of the test motor fails to drop to the safe speed within the first set time, a fault signal is sent to trigger an audible and visual alarm outside the operating room to remind the test personnel to intervene manually.

[0035] In the above scheme, when the motor is running at high speed, if a fault occurs, the test control system will first try to control the test motor to quickly decelerate to below the safe speed; if this goal cannot be achieved within the first set time, the system will immediately send a fault signal and trigger the sound and light alarm outside the operating room to remind the operator to intervene in time; this process ensures that the system can take effective protection measures in high-risk situations.

[0036] This implementation method improves the safety and reliability of the system when it is running at high speed. By setting a time limit, it ensures that the system can take timely measures after a fault occurs to avoid equipment damage or safety accidents caused by long-term high-speed operation. The triggering of the sound and light alarm provides operators with timely fault prompts, further enhancing the safety of the system.

[0037] In one possible implementation, within the second set time after the sound and light alarm is triggered, the speed of the companion test motor detected by the companion test control system does not drop below the safe speed, the main test control system is configured to: cut off the power supply of the main test control system, and the companion test control system is configured to: turn on the UPS power supply and the oil pump of the companion test motor, and control the companion test motor to shut down.

[0038] In the above scheme, after the sound and light alarm is triggered, if the speed of the accompanying test motor has not dropped to the safe speed within the second set time, the main test control system will cut off the power supply and stop the operation of the main test motor; the accompanying test control system will connect the UPS power supply and the oil pump of the accompanying test motor to ensure that the motor can continue to shut down safely in the event of a power outage; this mechanism provides double protection to ensure that the system can shut down safely in an emergency.

[0039] In a possible implementation manner, the first set time is 40 seconds, and the second set time is 40 seconds.

[0040] The first setting time and the second setting time are both 40 seconds. After a fault occurs, the system has 40 seconds to control the speed of the test motor to drop to a safe range; if this fails, the system will take further safety measures within the next 40 seconds.

[0041] In a possible implementation, the main test control system and the accompanying test control system are connected via Ethernet.

[0042] The main test control system and the accompanying test control system are connected and exchange data through Ethernet. Ethernet provides a high-speed and stable communication channel to ensure real-time and accurate data transmission between the two systems.

[0043] In addition to Ethernet, other industrial communication protocols and network technologies can also be selected, such as PROFINET, Ethernet / IP, etc. These alternatives should be selected according to specific system requirements and application environment to ensure the stability and real-time performance of communication.

[0044] The traction test fault protection system of an embodiment of the utility model is described in detail as follows:

[0045] The traction test bench mainly consists of three parts: traction power supply system, main test system and accompanying test system. The main test system includes main test control system, main test converter and main test motor. The accompanying test system includes accompanying test control system, accompanying test converter and accompanying test motor. The main test motor and accompanying test motor are connected by a coupling. The accompanying test system of the test bench is mainly responsible for completing independent tests, load simulation tests and standard tests of related products. Therefore, the protection of the accompanying test system of the traction test bench is very important. Figure 1 The present invention proposes a traction test bench fault protection system, which has three layers of protection logic. When the accompanying test system fails, the main test and accompanying test control systems will perform corresponding actions according to the current state of the test bench to ensure the safe operation of the traction test bench.

[0046] The most important factor affecting the safety of the traction test bench is the motor speed. Therefore, the motor state is first divided into low speed and high speed according to the relationship between the motor speed and the safe speed. A system failure at low motor speed is a low-risk failure. The main test and accompanying test systems will alarm to prompt the test personnel to troubleshoot the failure. A system failure at high motor speed is a high-risk failure. The main test and accompanying test systems will respond quickly according to the three-layer protection logic, issue an alarm and take compulsory measures to minimize the scope of the failure.

[0047] The detailed fault protection logic of the traction test bench is divided into the following three layers:

[0048] The first layer of protection logic: When a fault occurs somewhere in the test system, the upper computer of the main test and the test control system will display the current fault information under the condition of low motor speed, and the alarm outside the operation room will sound and light alarm to remind the test personnel to check the system fault and then re-run the system; when the motor is at high speed, the main test and the test control system will respond to the current system status respectively. The test system status is divided into three situations: one is that the test system has been started and can achieve rapid stop. The test control system can control the motor speed to below the safe speed under fault conditions; the second is that the test system has not been started, but meets the rapid stop conditions. In this case, the test system can start automatically and control the motor speed to below the safe speed; the third is that the test system has not been started and does not meet the rapid stop conditions. The test system has no operation and can only rely on the auxiliary braking function of the main test control system. The main test system has three test modes: independent test, load simulation test and standard test. No matter which test mode it is in, after receiving the fault signal of the system or disconnecting the communication with the test system, the main test control system controls the main test converter to quickly brake the motor speed to below the safe speed with the maximum braking force, and the first layer of protection logic is completed. When the main test converter is not started, neither the main test system nor the accompanying test system can control the motor speed to below the safe speed, thereby triggering the second-level protection logic.

[0049] The second level of protection logic is that when the software protection logic established by the main test and accompanying test control systems fails at high motor speeds, the test personnel are reminded to intervene through the sound and light alarm of the warning light in the operation room. First, the main test converter can be manually restarted through the host computer of the main test control system, and the speed can be controlled to below the safe speed using the main test host computer, or the fast stop button on the accompanying test bench can be pressed after the converter is restarted to control the main test converter to brake quickly. If the motor speed drops below the safe speed within a certain period of time, the second level of protection logic is completed. If the main test converter is not started within the specified time to reduce the motor speed to below the safe speed, the third level of protection logic is triggered.

[0050] The third level of protection logic is that when the first two levels of protection fail, the program determines that the motor speed cannot be reduced to below the safe speed through the main test and accompanying test control systems. Then, after the accompanying test system fails, the accompanying test control system monitors that the motor speed has been above the safe speed for a period of time, and determines that the first two levels of protection logic have failed. The control system cuts off the power supply of the main test control system at the corresponding workstation to ensure that the main test motor no longer outputs torque. Under the UPS power supply equipped in the laboratory to ensure that the oil pump of the accompanying test motor works normally, the motor is allowed to stop freely without causing damage to the equipment.

[0051] The above is the entire process of the three-layer protection logic of the traction test bench system failure. Figure 2For its work flow chart, the protection logic of the traction test bench fault protection system is explained in detail.

[0052] The traction test fault protection system of this embodiment has the following beneficial effects:

[0053] 1. Without adding control terminals, the linkage protection function of the traction test bench is realized by logically coordinating the main test control system and the accompanying test control system, which reduces the complexity of the system;

[0054] 2. When the accompanying test system fails, the actions of the main test and accompanying test control systems are used to ensure the safety of the traction test bench. In extreme cases, when both systems fail, hardware facilities such as UPS power supply can be used to prevent the traction test bench from being damaged, thus improving the safety of the system.

[0055] 3. The three-layer protection mechanism established by the main test control system and the accompanying test control system can perform corresponding protection actions according to the current test status of the traction test bench, thereby intelligently and efficiently responding to various faults of the traction test bench.

[0056] In summary, the fault protection system of the traction test bench, without increasing the complexity of the hardware, utilizes the connection between the main test control system and the accompanying test control system to establish a three-layer protection logic to ensure the safe and reliable operation of the traction test bench.

[0057] The main test control system and the accompanying test control system are used to implement fault protection for the traction test bench. The established three-layer fault protection logic can effectively deal with the failure of the accompanying test system according to the current state of the test bench, reducing the complexity of the system, effectively avoiding the loss of control of the entire system due to the loss of communication with the control terminal, and improving the safety and reliability of the operation process of the traction test bench.

[0058] Finally, it should be noted that: the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0059] The above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention is described in detail with reference to the preferred embodiments, ordinary technicians in the field should understand that the specific implementation methods of the present invention can still be modified or some technical features can be replaced by equivalents without departing from the spirit of the technical solution of the present invention, which should be included in the scope of the technical solution for protection of the present invention.

Claims

1. A locomotive traction test system, characterized in that: include: Traction power supply system, the traction power supply system is connected to the main test converter and the companion test converter; A main test converter is connected to a main test motor, and the main test motor is connected to a high-speed flywheel assembly; A test converter is connected to the test motor, and the test motor is connected to a universal coupling; The main test converter is connected to the main test control system via a network; The accompanying test converter is connected with the accompanying test control system through a network; The main test control system and the accompanying test control system are connected through the network; A torque meter is installed between the high-speed flywheel assembly and the universal coupling; Wherein, the companion test control system is configured to: send a fault signal when a fault occurs; The main test control system is configured to: receive a fault signal sent by the accompanying test control system, or after detecting that the communication with the accompanying test control system is disconnected, control the main test converter to brake the main test motor with a maximum braking force; The test control system is also configured to perform one of the following operations when a fault occurs when the motor is at high speed: when the test motor has been started and can achieve rapid stop, the test control system controls the speed of the test motor to below the safe speed; or, the test motor has not been started and the rapid stop conditions are met, the test motor is controlled to start automatically and the motor speed is controlled to below the safe speed; or, the test system has not been started and the rapid stop conditions are not met, and the test motor is not started.

2. The locomotive traction test system according to claim 1, characterized in that: The test control system is also configured to send a fault signal and trigger an audible and visual alarm outside the operating room when a fault occurs at low motor speed.

3. The locomotive traction test system according to claim 1, characterized in that: The main test converter is connected to the main test control system via MVB Ethernet; The test converter and the test control system are connected via EnterCAT.

4. The locomotive traction test system according to claim 1 or 2, characterized in that: The test control system is also configured so that when a fault occurs at high motor speed, when the test motor has been started and can be stopped quickly, the test control system will control the speed of the test motor to below the safe speed; and when the speed of the test motor fails to drop to the safe speed within the first set time, a fault signal is sent to trigger the sound and light alarm outside the operating room to alert the test personnel.

5. The locomotive traction test system according to claim 4, characterized in that: Within the second set time after the sound and light alarm is triggered, the speed of the companion test motor detected by the companion test control system does not drop below the safe speed, and the main test control system is configured to: cut off the power supply of the main test inverter, and the companion test control system is configured to: connect the UPS power supply and the oil pump of the companion test motor, and control the companion test motor to shut down.

6. The locomotive traction test system according to claim 5, characterized in that: The first setting time is 40S, and the second setting time is 40S.

7. The locomotive traction test system according to claim 6, characterized in that: The main test control system and the accompanying test control system are connected via Ethernet.

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