CN111071056B - Magnetic suspension train and traction control method thereof - Google Patents
Magnetic suspension train and traction control method thereof Download PDFInfo
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- CN111071056B CN111071056B CN201811221312.XA CN201811221312A CN111071056B CN 111071056 B CN111071056 B CN 111071056B CN 201811221312 A CN201811221312 A CN 201811221312A CN 111071056 B CN111071056 B CN 111071056B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
- B60L13/04—Magnetic suspension or levitation for vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Electric Propulsion And Braking For Vehicles (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
The embodiment of the application provides a magnetic suspension train and a traction control method thereof. A magnetic levitation train comprising: a suspension system and a traction system; the two external power supply control switches are respectively arranged in the two end vehicles of the train, wherein the external power supply control switches are used for controlling whether an external power supply is connected to the traction system for supplying power; the storage battery pack is used as a power supply of the suspension system and a standby power supply of the traction system; and the standby power supply change-over switch is used for controlling whether the storage battery pack is connected to the traction system for supplying power. The traction control method comprises the following steps: and when the preset power supply condition of the standby power supply is reached, the two external power supply control switches are controlled to be switched off, and the standby power supply change-over switch is switched on. The embodiment of the application solves the technical problem that the existing magnetic suspension train cannot run under the condition that power supply cannot be obtained from the third rail and the return rail.
Description
Technical Field
The application relates to the technical field of electric locomotives, in particular to a magnetic levitation train and a traction control method thereof.
Background
The magnetic suspension train is a modern high-tech rail vehicle, realizes non-contact suspension and guide between the train and the rail through electromagnetic force, and then utilizes the electromagnetic force generated by a linear motor to draw the train to run. When the magnetic suspension train normally operates, the magnetic suspension train is powered by the third rail and the return rail, and the power supply voltage is 1500V direct current or 750V direct current. However, when the magnetic levitation vehicle cannot receive power from the third rail and the return rail, the magnetic levitation vehicle cannot be operated due to the loss of power. In addition, in order to realize the operation of the magnetic suspension train in the garage, a third rail and a return rail need to be erected in the garage, so that the garage of the magnetic suspension train is relatively complex, and the construction cost of the garage is very high.
Therefore, how to overcome the technical problem that the magnetic suspension train cannot run under the condition that the power supply of the existing magnetic suspension train cannot be obtained from the third rail and the return rail is urgently needed to be solved by the technical personnel in the field.
The above information disclosed in the background section is only for enhancement of understanding of the background of the present application and therefore it may contain information that does not form the prior art that is known to those of ordinary skill in the art.
Disclosure of Invention
The embodiment of the application provides a magnetic suspension train and a traction control method thereof, which aim to solve the technical problem that the magnetic suspension train cannot run under the condition that the existing magnetic suspension train cannot obtain power supply from a third rail and a return rail.
The embodiment of the application provides a magnetic suspension train, includes:
a suspension system and a traction system;
the two external power supply control switches are respectively arranged in the two end vehicles of the train, wherein the external power supply control switches are used for controlling whether an external power supply is connected to the traction system for supplying power;
the storage battery pack is used as a power supply of the suspension system and a standby power supply of the traction system;
and the standby power supply change-over switch is used for controlling whether the storage battery pack is connected to the traction system for supplying power.
The embodiment of the application also provides the following technical scheme:
the traction control method of the magnetic suspension train comprises the following steps:
and when the preset power supply condition of the standby power supply is reached, the two external power supply control switches are controlled to be switched off, and the standby power supply change-over switch is switched on.
Due to the adoption of the technical scheme, the embodiment of the application has the following technical effects:
by controlling the two external power supply control switches to be switched off and the standby power supply change-over switch to be switched on, the power supply of the external power supply can be switched to the power supply of the storage battery pack, so that the magnetic suspension train can run by the power supply of the storage battery pack. Meanwhile, the storage battery pack is not only used as a power supply of the suspension system, but also used as a standby power supply of the traction system, so that additional equipment is not required to be added for the standby power supply of the traction system, and the utilization rate of the storage battery pack is improved. The magnetic suspension train provided by the embodiment of the application can provide the traction of the storage battery pack for the magnetic suspension train only by adding two external power supply control switches and the standby power supply change-over switch, and the magnetic suspension train is light in weight and low in cost; meanwhile, the maglev train needs to run in the garage and can be pulled by the storage battery pack, so that the third rail and the return rail do not need to be erected in the garage, the garage of the maglev train is simple, and the construction cost of the garage is low.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
fig. 1 is a schematic circuit diagram of a magnetic levitation vehicle according to an exemplary embodiment of the present disclosure;
fig. 2 is a schematic electrical diagram of the M cars of the magnetic levitation vehicle shown in fig. 1.
Description of reference numerals:
a switch controlled by an external power supply of KM01,
a KM02 backup power transfer switch,
the K1 power supply selection switch,
1QF1 high-speed circuit breaker,
110 a standby power supply changeover switch box,
a 111-type fuse, which is a fuse,
120 of the high-voltage branch box,
121 a current sensor for measuring the current of the battery,
130 of a high-voltage electric appliance box,
140 traction motors.
Detailed Description
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
Example one
Fig. 1 is a schematic circuit diagram of a magnetic levitation vehicle according to an embodiment of the present application. As shown in fig. 1, a magnetic levitation train according to an embodiment of the present application includes:
a traction system and a suspension system;
two external power control switches KM01, respectively disposed in two end vehicles (denoted by MC1 vehicle and MC2 vehicle in fig. 1) of the train, wherein the external power control switches KM01 are used for controlling whether an external power source is connected to the traction system for supplying power;
the storage battery pack is used as a power supply of the suspension system and a standby power supply of the traction system;
and the standby power supply changeover switch KM02 is used for controlling whether the storage battery pack is connected to the traction system for supplying power.
The magnetic suspension train comprises a suspension system, a traction system, two external power supply control switches, a storage battery pack and a standby power supply change-over switch; by controlling the two external power supply control switches to be switched off and the standby power supply change-over switch to be switched on, the power supply of the external power supply can be switched to the power supply of the storage battery pack, so that the magnetic suspension train can run by the power supply of the storage battery pack. Meanwhile, the storage battery pack is not only used as a power supply of the suspension system, but also used as a standby power supply of the traction system, so that additional equipment is not required to be added for the standby power supply of the traction system, and the utilization rate of the storage battery pack is improved. The magnetic suspension train provided by the embodiment of the application can provide the traction of the storage battery pack for the magnetic suspension train only by adding two external power supply control switches and the standby power supply change-over switch, and the magnetic suspension train is light in weight and low in cost; meanwhile, the maglev train needs to run in the garage and can be pulled by the storage battery pack, so that the third rail and the return rail do not need to be erected in the garage, the garage of the maglev train is simple, and the construction cost of the garage is low.
In implementation, in order to realize automatic control over the two external power control switches and the standby power transfer switch, the power supply control device further includes:
and the control system is used for controlling the two external power supply control switches KM01 to be switched off and the standby power supply changeover switch KM02 to be switched on when a preset standby power supply condition is reached so as to switch from the external power supply to the storage battery pack for supplying power, namely when the storage battery pack supplies power, the two external power supply control switches are switched off to realize high-voltage interlocking during the storage battery pack supplying power.
When the preset power supply condition of the standby power supply is achieved, the control system can conveniently control the two external power supply control switches to be switched off and the standby power supply change-over switch to be switched on so as to switch the power supply from the external power supply to the storage battery.
In practice, as shown in fig. 1, one of the intermediate vehicles of the train is provided with a standby power supply changeover switch box 110, and the standby power supply changeover switch KM02 is provided in the standby power supply changeover switch box 110. Fig. 1 shows a case where the maglev train of the embodiment of the present application has three vehicles and the backup power supply changeover switch box 110 is provided in the intermediate vehicle. The standby power supply changeover switch KM02 is arranged in the standby power supply changeover switch box 110, and plays a role in protecting the standby power supply changeover switch KM 02.
In an implementation, as shown in fig. 1, a fuse 111 connected in series with the standby power transfer switch is further disposed in the standby power transfer switch box. The fuse acts as a short circuit and overcurrent protector.
In practice, as shown in fig. 1, two external power control switches KM01 are respectively located in the high-voltage distribution boxes 120 of the two end vehicles.
The external power supply control switch is arranged in the high-voltage distribution box, so that the external power supply control switch is protected, and meanwhile, the space in the high-voltage distribution box is fully utilized.
In practice, as shown in fig. 1, a multi-position power supply selection switch K1 is further disposed in each high-voltage distribution box 120, and the power supply selection switch K1 is disposed between the external power control switch KM01 and the access terminal of the high-voltage distribution box for accessing the external power supply;
the positions of the power supply selection switch K1 include: the operation position of the third rail for power supply, the warehouse position of the warehouse socket for power supply and the grounding position for safe maintenance; wherein the power supply selection switch is positioned to select the third rail, the library socket and the ground switch to be connected to the traction system, the third rail is a positive power line in one of the external power sources, and the library socket is another external power source.
Specifically, as shown in fig. 1, the power supply selection switch K1 is a three-position power supply selection switch, the "1" position is a library position for supplying power to the library socket, the positive power line of the library socket is connected to the traction system, and the negative power line of the library socket is grounded; the '2' position is an operation position of power supply of the third rail, the third rail is connected to a traction system, the return rail is grounded, and the magnetic suspension train is powered by the third rail with 1500-volt direct current and the return rail at the moment; the "3" position is grounded and the ground is connected to the traction system.
Through the power supply selection switch, power can be selectively supplied to the traction system, for example, the power can be supplied to the third rail and the return rail, the power can be supplied to a socket for a warehouse, and the power can also be supplied to the ground without power supply.
In order to sense the current generated by the third rail supplying power to the traction system, as shown in fig. 1, a current sensor 121 is further required to be disposed in the high voltage distribution box 120, and the current sensor 121 is disposed between the operation position of the power supply selection switch and the access end of the high voltage distribution box for accessing the third rail, and is used to sense the current generated by the third rail and the return rail supplying power to the traction system. That is, the current sensor senses current only when the third rail and the return rail supply current to the traction system, and does not sense current when the warehouse socket supplies power. The presence of the current sensor provides a condition for determining whether the third rail and return rail are supplying current to the traction system. Specifically, the current value sensed by the current sensor is fed back to the control system and displayed on a driver display screen.
In implementation, when a control system reaches a preset standby power supply condition, the control system controls the two external power supply control switches to be switched off and the standby power supply changeover switch to be switched on, so that in the process of switching from the external power supply to the storage battery pack, the control system is specifically configured to:
when the current sensor 121 does not detect the current, prompting a driver to press an emergency traction mode button to send an enabling signal of emergency traction, wherein the emergency traction mode button is arranged on a driver platform of the train;
judging whether the enabling signal of the emergency traction is effective or not, and sending a control signal of the emergency traction when the enabling signal of the emergency traction is effective;
and judging whether the control signal of the emergency traction is effective or not, and controlling the external power supply control switch to be switched off and the standby power supply change-over switch to be switched on when the control signal of the emergency traction is effective.
The power supply condition of the preset standby power supply is limited, the current sensor cannot detect current (namely the third rail and the return rail do not supply power to the traction system), the enabling signal of emergency traction is effective, the control signal of the emergency traction is effective, and when the conditions of the three levels are sequentially met, the control system controls the external power supply control switch to be switched off and the standby power supply change-over switch to be switched on.
In the implementation, the step of judging whether the enable signal of the emergency traction is valid specifically comprises the following steps:
whether the following conditions are all satisfied is judged:
(1) the train is in a non-train automatic driving mode;
(2) the main control handle of the driver controller of the train is positioned at a non-traction position, wherein the position of the main control handle comprises a traction position, a brake position and a zero position;
(3) the train is stationary;
(4) the voltage of the storage battery pack is higher than a preset traction limit value, wherein the traction limit value is a low limit value of the power supply requirement of the train;
(5) the output bus of the storage battery pack is normally grounded;
if all the signals are met, enabling signals of the emergency traction are valid; otherwise, the enable signal of the emergency traction is invalid.
(1) The (2) (3) condition is that the train needs battery traction, and the (4) (5) condition is that the storage battery pack can supply power, therefore, the enabling signal of the emergency traction is effective, and the meaning of the train needing the battery traction and the storage battery pack being capable of supplying power is provided.
In the implementation, the step of judging whether the control signal of the emergency traction is effective specifically comprises the following steps:
whether the following conditions are all satisfied is judged:
(1) the main control handle of the driver controller of the train is positioned at a non-traction position, wherein the position of the main control handle comprises a traction position, a brake position and a zero position;
(2) the direction handle of the driver controller of the train is not in a zero position, wherein the position of the direction handle comprises a forward position, a zero position and a backward position;
(3) the high-speed circuit breaker of the high-voltage electric appliance cabinet of the train is in an open state, wherein the high-speed circuit breaker is used for controlling the opening and closing of an electric line in the voltage electric appliance cabinet, namely the electric line in the high-voltage electric appliance cabinet of the train is opened, and equipment in the high-voltage electric appliance cabinet is protected when being in the closed state;
(4) the two power supply selection switches are positioned at a running position;
if all the signals are met, the control signal of the emergency traction is valid; otherwise, the control signal of the emergency traction is invalid.
(1) The conditions (2) are that the train can be towed by the battery pack power supply, (3) are that the status of the equipment within the train is suitable for re-powering, (4) are that the train's traction system is connected to an external power source but no power from the external power source needs to be towed by the battery pack power supply.
In the case of the battery pack power supply, there is also a problem associated with the resetting of the backup power supply, i.e. switching from the battery pack power supply to the external power supply. The control system is also used for controlling the external power supply control switch to be switched on and the standby power supply changeover switch to be switched off when the storage battery pack supplies power and a preset standby power supply reset condition is reached so as to switch to the external power supply for supplying power.
Specifically, reaching the preset standby power reset condition means that any one of the following conditions is satisfied:
(1) the train is in an automatic driving mode;
(2) the voltage of the storage battery pack is lower than a preset traction limit value, wherein the traction limit value is a low limit value of the power supply requirement of the train;
(3) the traction bus of the storage battery pack is grounded to detect short circuit;
(4) and after judging that the received control signal of the emergency traction is valid for n seconds, the train keeps braking and is not released, wherein n is a positive integer greater than or equal to 1.
Therefore, the maglev train can be switched from the external power supply to the storage battery pack for power supply when the preset standby power supply condition is reached; and when the storage battery pack supplies power and reaches a preset standby power supply reset condition, the storage battery pack supplies power and is switched to the external power supply to supply power. In the process, the driver is required to operate only by pressing the emergency traction mode button under the prompt of the control system, and the rest is completed by the control system, so that the operation is simpler.
The control system is capable of controlling the switching of the supply of the storage battery pack, and is also capable of selecting a vehicle for towing the train:
the control system is also used for controlling at least one of the vehicles with traction motors of the train to pull the train under the condition of power supply of the storage battery pack;
or the m vehicles with the traction motors of the train are classified into a first priority vehicle, a second priority vehicle, … and an m-th priority vehicle, wherein m is a positive integer greater than or equal to 3;
the control system is also used for controlling the first priority vehicle to pull the train under the condition that the storage battery pack supplies power; controlling the second priority vehicle to pull the train when the first priority vehicle cannot pull the train; …, respectively; and controlling the mth priority vehicle to pull the train under the condition that the first to the m-1 th priority vehicles cannot pull the train. Specifically, as shown in fig. 1, the middle vehicle M is the first priority vehicle, the left end vehicle MC1 is the second priority vehicle, and the right end vehicle MC2 is the third priority vehicle.
Fig. 2 is a schematic electrical diagram of the M cars of the magnetic levitation vehicle shown in fig. 1. As shown in fig. 2, when a preset standby power supply condition is reached, the control system controls two external power control switches KM01 to be opened and the standby power changeover switch KM02 to be closed, and the train is switched from the third rail and the return rail to the storage battery pack; the VVVF traction inverters of the M vehicle, the MC1 vehicle and the MC2 vehicle judge respective states and feed back the states to a control system, when the M vehicle traction inverter is normal, direct current 330V (volt) electricity of a storage battery enters a high-voltage electric appliance box of the M vehicle through a standby power supply changeover switch KM02, a high-speed circuit breaker 1QF1 of the high-voltage electric appliance box 130 of the M vehicle is closed, the direct current enters the VVVVF traction inverter of the M vehicle through a pre-charging and short-circuit, and the power is supplied to 10 traction motors 140 of the M vehicle after rectification inversion. Disconnecting the high-speed circuit breakers of the MC1 vehicle and the MC2 vehicle, and cutting off the traction of the two vehicles; wherein, VVVF is the abbreviation of Variable Voltage and Variable Frequency, and is a Variable Frequency speed control system.
In an implementation, the individual batteries of the battery pack are distributed over the individual vehicles of the train. Fig. 1 shows that a battery pack in a magnetic levitation train according to an exemplary embodiment of the present disclosure includes three batteries connected in parallel, and the three batteries are distributed over three vehicles.
In an implementation, the control system is further configured to control the external power control switch in the other high-voltage distribution box to be turned off when any one of the power supply selection switches in the two high-voltage distribution boxes is located at the station for storage, that is, the station for storage is interlocked. When a power supply test of the magnetic suspension train needs to be carried out in the garage, the power supply selection switch in the high-voltage distribution box at any end is turned to the position for the garage, and the control system detects a signal of the position for the garage, and then the external power supply control switch in the high-voltage distribution box at the other end is disconnected, so that the danger caused by the fact that the high-voltage power supply of the socket for the garage is connected with the current collector and the current collection cabinet of the magnetic suspension train in series is avoided.
In implementation, the external power control switch adopts an electric contactor, the standby power conversion switch adopts an electric contactor, and the power supply selection switch adopts a manual contactor.
Specifically, the full capacity of each battery in parallel connection of the battery packs is 40A.H (ampere-hour), and taking the example that the battery packs are connected with three batteries in parallel, the total capacity of the battery packs is 120A.H (ampere-hour).
The technical parameters of the storage battery are as follows: 330V (volt) lithium titanate battery pack parameter
Example two
The method for controlling the traction of the magnetic suspension train in the embodiment of the application is a method for controlling the traction of a specific magnetic suspension train. This suspension train includes:
a suspension system and a traction system;
the two external power supply control switches are respectively arranged in the two end vehicles of the train, wherein the external power supply control switches are used for controlling whether an external power supply is connected to the traction system for supplying power;
the storage battery pack is used as a power supply of the suspension system and a standby power supply of the traction system;
and the standby power supply change-over switch is used for controlling whether the storage battery pack is connected to the traction system for supplying power.
The traction control method of the magnetic suspension train in the embodiment of the application comprises the following steps:
and when the preset power supply condition of the standby power supply is reached, the two external power supply control switches are controlled to be switched off, and the standby power supply change-over switch is switched on.
Therefore, when the preset standby power supply condition is reached, the external power supply is switched to the storage battery pack for supplying power.
In implementation, when a preset power supply condition of the standby power supply is reached, the step of controlling the two external power supply control switches to be switched off and the standby power supply changeover switch to be switched on specifically comprises the following steps:
when the current sensor cannot detect current, sending an enabling signal of emergency traction, wherein the current sensor is used for sensing the current generated by the third rail supplying power to the traction system;
judging whether the enabling signal of the emergency traction is effective or not, and sending a control signal of the emergency traction when the enabling signal of the emergency traction is effective;
and judging whether the control signal of the emergency traction is effective or not, and controlling the external power supply control switch to be switched off and the standby power supply change-over switch to be switched on when the control signal of the emergency traction is effective.
The power supply condition of the preset standby power supply is limited, the current sensor cannot detect current (namely the third rail and the return rail do not supply power to the traction system), the enabling signal of emergency traction is effective, the control signal of the emergency traction is effective, and when the conditions of the three levels are sequentially met, the control system controls the external power supply control switch to be switched off and the standby power supply change-over switch to be switched on.
In the implementation, the step of judging whether the enable signal of the emergency traction is valid specifically comprises the following steps:
whether the following conditions are all satisfied is judged:
(1) the train is in a non-train automatic driving mode;
(2) the main control handle of the driver controller of the train is positioned at a non-traction position, wherein the position of the main control handle comprises a traction position, a brake position and a zero position;
(3) the train is stationary;
(4) the voltage of the storage battery pack is higher than a preset traction limit value, wherein the traction limit value is a low limit value of the power supply requirement of the train;
(5) the output bus of the storage battery pack is normally grounded;
if all the signals are met, enabling signals of the emergency traction are valid; otherwise, the enable signal of the emergency traction is invalid.
(1) The (2) (3) condition is that the train needs battery traction, and the (4) (5) condition is that the storage battery pack can supply power, therefore, the enabling signal of the emergency traction is effective, and the meaning of the train needing the battery traction and the storage battery pack being capable of supplying power is provided.
In the implementation, the step of judging whether the control signal of the emergency traction is effective specifically comprises the following steps:
whether the following conditions are all satisfied is judged:
(1) the main control handle of the driver controller of the train is positioned at a non-traction position, wherein the position of the main control handle comprises a traction position, a brake position and a zero position;
(2) the direction handle of the driver controller of the train is not in a zero position, wherein the position of the direction handle comprises a forward position, a zero position and a backward position;
(3) the high-speed circuit breaker of the high-voltage electric appliance cabinet of the train is in an open state, wherein the high-speed circuit breaker is used for controlling the opening and closing of an electric line in the voltage electric appliance cabinet;
(4) the two power supply selection switches are positioned at a grounding position;
if all the signals are met, the control signal of the emergency traction is valid; otherwise, the control signal of the emergency traction is invalid.
(1) The conditions are (2) that the train can be towed by the battery pack power supply, (3) that the status of the equipment in the train is suitable for powering up again, and (4) that the traction system of the train does not have access to an external power supply and needs to be towed by the battery pack power supply.
In the case of the battery pack power supply, there is also a problem associated with the resetting of the backup power supply, i.e. switching from the battery pack power supply to the external power supply. The traction control method further comprises the following steps:
and when the storage battery pack supplies power and a preset standby power supply reset condition is reached, controlling the external power supply control switch to be switched on and the standby power supply changeover switch to be switched off so as to switch the power supply of the storage battery pack to the power supply of the external power supply. Thus, a standby power reset is achieved.
Specifically, reaching the preset standby power reset condition means that any one of the following conditions is satisfied:
(1) the train is in an automatic driving mode;
(2) the voltage of the storage battery pack is lower than a preset traction limit value, wherein the traction limit value is a low limit value of the power supply requirement of the train;
(3) the traction bus of the storage battery pack is grounded to detect short circuit;
(4) and after judging that the received control signal of the emergency traction is valid for n seconds, the train keeps braking and is not released, wherein n is a positive integer greater than or equal to 1.
Therefore, the maglev train can be switched from the external power supply to the storage battery pack for power supply when the preset standby power supply condition is reached; and when the storage battery pack supplies power and reaches a preset standby power supply reset condition, the storage battery pack supplies power and is switched to the external power supply to supply power.
In the description of the present application and the embodiments thereof, it is to be understood that the terms "top", "bottom", "height", and the like, indicate orientations or positional relationships based on those shown in the drawings, are merely for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present application.
In this application and its embodiments, unless expressly stated or limited otherwise, the terms "disposed," "mounted," "connected," "secured," and the like are to be construed broadly, e.g., as meaning fixedly connected, detachably connected, or integral to; the connection can be mechanical connection, electrical connection or communication; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
In this application and its embodiments, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise the first and second features being in direct contact, or may comprise the first and second features being in contact, not directly, but via another feature in between. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly above and obliquely above the second feature, or simply meaning that the first feature is at a lesser level than the second feature.
The above disclosure provides many different embodiments or examples for implementing different structures of the application. The components and arrangements of specific examples are described above to simplify the present disclosure. Of course, they are merely examples and are not intended to limit the present application. Moreover, the present application may repeat reference numerals and/or letters in the various examples, such repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, examples of various specific processes and materials are provided herein, but one of ordinary skill in the art may recognize applications of other processes and/or use of other materials.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.
Claims (20)
1. A magnetic levitation train comprises a levitation system and a traction system, and is characterized by further comprising:
the two external power supply control switches are respectively arranged in the two end vehicles of the train, wherein the external power supply control switches are used for controlling whether an external power supply is connected to the traction system for supplying power;
the storage battery pack is used as a power supply of the suspension system and a standby power supply of the traction system;
the standby power supply change-over switch is used for controlling whether the storage battery pack is connected to the traction system for supplying power;
a multi-position power supply selection switch provided in a high-voltage distribution box of the end vehicle; the power supply selection switch is arranged between the external power supply control switch and an access end of the high-voltage distribution box, which is used for accessing the external power supply; the position of the power supply selection switch includes: the operation position of the third rail for power supply, the warehouse position of the warehouse socket for power supply and the grounding position for safe maintenance; wherein the power supply selection switch is positioned to select the third rail, the library socket and the ground switch to be connected to the traction system, the third rail is a positive power line in one of the external power sources, and the library socket is another external power source;
a current sensor disposed in a high voltage distribution box of the end vehicle; the current sensor is arranged between the operation position of the power supply selection switch and the access end of the high-voltage distribution box for accessing the third rail and is used for sensing the current generated by the third rail for supplying power to the traction system; wherein the current sensor senses current only when the third rail and the return rail supply current to the traction system.
2. The maglev train of claim 1, further comprising:
and the control system is used for controlling the two external power supply control switches to be switched off and the standby power supply change-over switch to be switched on when a preset standby power supply condition is reached so as to switch the power supply from the external power supply to the storage battery pack.
3. Magnetic levitation train according to claim 2, characterised in that one of the intermediate vehicles of the train is provided with a backup power transfer switch box, which is arranged inside the backup power transfer switch box.
4. A magnetic levitation train as recited in claim 2, wherein the two external power control switches are located in high voltage distribution boxes of the two end vehicles, respectively.
5. Magnetic levitation train according to claim 4, wherein the control system is particularly adapted to:
when the current sensor cannot detect the current, prompting a driver to press an emergency traction mode button to send an emergency traction enabling signal, wherein the emergency traction mode button is arranged on a driver platform of the train;
judging whether the enabling signal of the emergency traction is effective or not, and sending a control signal of the emergency traction when the enabling signal of the emergency traction is effective;
and judging whether the control signal of the emergency traction is effective or not, and controlling the external power supply control switch to be switched off and the standby power supply change-over switch to be switched on when the control signal of the emergency traction is effective.
6. Magnetic levitation train according to claim 5, characterised in that the step of determining whether the enable signal for emergency traction is active comprises in particular the steps of:
whether the following conditions are all satisfied is judged:
(1) the train is in a non-train automatic driving mode;
(2) the main control handle of the driver controller of the train is positioned at a non-traction position, wherein the position of the main control handle comprises a traction position, a brake position and a zero position;
(3) the train is stationary;
(4) the voltage of the storage battery pack is higher than a preset traction limit value, wherein the traction limit value is a low limit value of the power supply requirement of the train;
(5) the output bus of the storage battery pack is normally grounded;
if all the signals are met, enabling signals of the emergency traction are valid; otherwise, the enable signal of the emergency traction is invalid.
7. The maglev train of claim 5, wherein the step of determining whether the emergency traction control signal is valid comprises the steps of:
whether the following conditions are all satisfied is judged:
(1) the main control handle of the driver controller of the train is positioned at a non-traction position, wherein the position of the main control handle comprises a traction position, a brake position and a zero position;
(2) the direction handle of the driver controller of the train is not in a zero position, wherein the position of the direction handle comprises a forward position, a zero position and a backward position;
(3) the high-speed circuit breaker of the high-voltage electric appliance cabinet of the train is in an open state, wherein the high-speed circuit breaker is used for controlling the opening and closing of an electric line in the high-voltage electric appliance cabinet;
(4) the two power supply selection switches are positioned at a grounding position;
if all the signals are met, the control signal of the emergency traction is valid; otherwise, the control signal of the emergency traction is invalid.
8. The maglev train of claim 5, wherein the control system is further configured to control the external power control switch to close and the backup power transfer switch to open to switch from the battery pack power supply to the external power supply when the battery pack power supply reaches a preset backup power reset condition.
9. The maglev train of claim 8, wherein the predetermined standby power reset condition is satisfied by either:
(1) the train is in an automatic driving mode;
(2) the voltage of the storage battery pack is lower than a preset traction limit value, wherein the traction limit value is a low limit value of the power supply requirement of the train;
(3) the traction bus of the storage battery pack is grounded to detect short circuit;
(4) and after judging that the received control signal of the emergency traction is valid for n seconds, the train keeps braking and is not released, wherein n is a positive integer greater than or equal to 1.
10. The maglev train of claim 2, wherein the control system is further configured to control at least one of the vehicles of the train having traction motors to pull the train if powered by the battery pack.
11. The maglev train according to claim 2, wherein the m vehicles of the train having traction motors are classified as first priority vehicle, second priority vehicle, …, mth priority vehicle, wherein m is a positive integer equal to or greater than 3;
the control system is also used for controlling the first priority vehicle to pull the train under the condition that the storage battery pack supplies power; controlling the second priority vehicle to pull the train when the first priority vehicle cannot pull the train; …, respectively; and controlling the mth priority vehicle to pull the train under the condition that the first to the m-1 th priority vehicles cannot pull the train.
12. Magnetic levitation vehicle according to claim 1, characterised in that the individual batteries of the battery pack are distributed over the individual vehicles of the vehicle.
13. The maglev train of claim 2, wherein the control system is further configured to control the external power control switch in the other of the two high-voltage distribution boxes to be turned off when any one of the power selection switches in the two high-voltage distribution boxes is in the depot position.
14. The maglev train of claim 1, wherein the external power control switch is an electric contactor, the standby power transfer switch is an electric contactor, and the power selection switch is a manual contactor.
15. A method for controlling the traction of a magnetic levitation train as recited in claim 1, comprising the steps of:
and when the preset power supply condition of the standby power supply is reached, the two external power supply control switches are controlled to be switched off, and the standby power supply change-over switch is switched on.
16. The traction control method according to claim 15, wherein the step of controlling the two external power control switches to be open and the standby power transfer switch to be closed when the preset standby power supply condition is reached specifically comprises the steps of:
when the current sensor cannot detect current, sending an enabling signal of emergency traction, wherein the current sensor is used for sensing the current generated by the third rail supplying power to the traction system;
judging whether the enabling signal of the emergency traction is effective or not, and sending a control signal of the emergency traction when the enabling signal of the emergency traction is effective;
and judging whether the control signal of the emergency traction is effective or not, and controlling the external power supply control switch to be switched off and the standby power supply change-over switch to be switched on when the control signal of the emergency traction is effective.
17. The traction control method according to claim 16, wherein the step of determining whether the emergency traction enable signal is valid specifically comprises the steps of:
whether the following conditions are all satisfied is judged:
(1) the train is in a non-train automatic driving mode;
(2) the main control handle of the driver controller of the train is positioned at a non-traction position, wherein the position of the main control handle comprises a traction position, a brake position and a zero position;
(3) the train is stationary;
(4) the voltage of the storage battery pack is higher than a preset traction limit value, wherein the traction limit value is a low limit value of the power supply requirement of the train;
(5) the output bus of the storage battery pack is normally grounded;
if all the signals are met, enabling signals of the emergency traction are valid; otherwise, the enable signal of the emergency traction is invalid.
18. The traction control method according to claim 16, wherein the step of determining whether the emergency traction control signal is valid specifically comprises the steps of:
whether the following conditions are all satisfied is judged:
(1) the main control handle of the driver controller of the train is positioned at a non-traction position, wherein the position of the main control handle comprises a traction position, a brake position and a zero position;
(2) the direction handle of the driver controller of the train is not in a zero position, wherein the position of the direction handle comprises a forward position, a zero position and a backward position;
(3) the high-speed circuit breaker of the high-voltage electric appliance cabinet of the train is in an open state, wherein the high-speed circuit breaker is used for controlling the opening and closing of an electric line in the high-voltage electric appliance cabinet;
(4) the two power supply selection switches are positioned at a grounding position;
if all the signals are met, the control signal of the emergency traction is valid; otherwise, the control signal of the emergency traction is invalid.
19. The traction control method according to claim 16, further comprising the steps of:
and when the storage battery pack supplies power and a preset standby power supply reset condition is reached, controlling the external power supply control switch to be switched on and the standby power supply changeover switch to be switched off so as to switch the power supply of the storage battery pack to the power supply of the external power supply.
20. The traction control method according to claim 19, wherein the reaching of the preset standby power reset condition means that any one of the following conditions is satisfied:
(1) the train is in an automatic driving mode;
(2) the voltage of the storage battery pack is lower than a preset traction limit value, wherein the traction limit value is a low limit value of the power supply requirement of the train;
(3) the traction bus of the storage battery pack is grounded to detect short circuit;
(4) and after judging that the received control signal of the emergency traction is valid for n seconds, the train keeps braking and is not released, wherein n is a positive integer greater than or equal to 1.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811221312.XA CN111071056B (en) | 2018-10-19 | 2018-10-19 | Magnetic suspension train and traction control method thereof |
| PCT/CN2018/113511 WO2020077688A1 (en) | 2018-10-19 | 2018-11-01 | Magnetic levitation train and traction control method therefor |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811221312.XA CN111071056B (en) | 2018-10-19 | 2018-10-19 | Magnetic suspension train and traction control method thereof |
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| CN111071056A CN111071056A (en) | 2020-04-28 |
| CN111071056B true CN111071056B (en) | 2021-04-09 |
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| WO (1) | WO2020077688A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112644521A (en) * | 2020-12-14 | 2021-04-13 | 中车唐山机车车辆有限公司 | Uninterrupted power supply system of vehicle and vehicle system |
| CN114844193B (en) * | 2022-03-16 | 2024-11-05 | 宁波招宝磁业有限公司 | Magnetic suspension motor group |
| CN114559824B (en) * | 2022-03-28 | 2024-08-09 | 中铁磁浮交通投资建设有限公司 | Traction system based on railway vehicle and verification method |
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| CN207631020U (en) * | 2017-09-22 | 2018-07-20 | 湖南磁浮交通发展股份有限公司 | A kind of magnetic-levitation train tractive system and magnetic-levitation train |
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| CN108657015A (en) * | 2018-07-12 | 2018-10-16 | 中铁磁浮科技（成都）有限公司 | One kind being suitable for medium-and low-speed maglev train traction system and magnetic suspension traffic system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN201109373Y (en) * | 2007-12-11 | 2008-09-03 | 株洲南车时代电气股份有限公司 | Auxiliary power unit of slow run magnetic suspension train |
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| CN103042945A (en) * | 2012-12-24 | 2013-04-17 | 唐山轨道客车有限责任公司 | Maglev train power system |
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| CN111071056A (en) | 2020-04-28 |
| WO2020077688A1 (en) | 2020-04-23 |
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Inventor after: Li Yinghua Inventor after: Liu Yuefeng Inventor after: Zhang Li Inventor after: Wang Yonggang Inventor after: Cui Yumeng Inventor after: Gao Ming Inventor after: Ren Baifeng Inventor before: Li Yinghua Inventor before: Liu Yuefeng Inventor before: Zhang Li Inventor before: Wang Yonggang Inventor before: Cui Yumeng Inventor before: Gao Ming Inventor before: Ren Baifeng |