CN110667650A - Control method and control system for passing neutral section of train - Google Patents
Control method and control system for passing neutral section of train Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
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- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
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Abstract
The invention provides a control method for a train passing a neutral section, which comprises the steps that a neutral section control device acquires a train position signal, when the train is determined to advance to an early warning point based on the train position signal, a force unloading forenotice signal is sent to a vehicle-mounted control device, the vehicle-mounted control device controls the traction force to be reduced from a first traction force to a second traction force before the train advances to a phase change point, and when the train advances to the phase change point, the traction force is kept at the second traction force by using the electric energy of a direct current capacitor in the middle of a converter until the phase change is completed. Based on the control method provided by the invention, before the train moves to the phase change point, the traction force is reduced from the first traction force to the second traction force, and the traction force is kept to pass through the phase change point by using the electric energy of the direct current capacitor in the middle of the converter, so that the train impulse can be obviously relieved, and the train can safely and stably pass through the phase separation area.
Description
Technical Field
The invention relates to the technical field of train safety control, in particular to a control method and a control system for a train passing through a neutral section.
Background
The traction power supply contact network of the electrified railway is a special single-phase power supply network. In order to prevent out-of-phase short circuit between two power supply arms and ensure that the voltage at the tail end of a contact network is not lower than the lowest working voltage of a train, split-phase and segmented power supply is adopted, an electric split-phase device is generally required to be arranged at intervals of dozens of kilometers in domestic alternating current electrified railways, and the electric split-phase device is generally arranged at the boundary of a railway bureau, a substation, the junction of the two power supply arms and the like. The method mainly comprises two modes of power-off passing neutral section and charged passing neutral section according to whether a main circuit breaker of the train is disconnected when the train passes through the neutral section.
The power-off passing-neutral phase mode is long in power-off time, so that the train is easy to drop and pull, the speed loss is large, the train is quickly unloaded when passing the neutral phase, obvious train impulse is generated, the driving comfort of a driver is influenced, and the hidden danger of safe operation exists. The electrified passing phase separation mainly comprises two modes of column passing phase separation and ground automatic passing phase separation, wherein the former has no wide application due to the problems of complex structure, incapability of using an anchor section structure, easiness in forming hard spots and the like; in the latter, the power supply between two power supply arms is alternately switched to the phase separation region for power supply when the train passes through the phase separation region, so that the train keeps traction force passing through the phase separation region, but the train still can instantaneously unload force due to certain power-off time in the switching process, and larger impact is caused.
Disclosure of Invention
In view of the above, the present invention provides a control method and a control system for a train passing through a phase-change area, so as to alleviate the impact caused by the instant force unloading due to power loss when the train reaches a phase-change point, so that the train can safely and stably pass through the phase-change area.
In order to achieve the above purpose, the embodiments of the present invention provide the following technical solutions:
in one aspect, the invention provides a control method for a train passing through a neutral section, which is applied to a neutral section passing control device, and the control method comprises the following steps:
acquiring a train position signal;
when the train is determined to travel to an early warning point according to the train position signal, a force unloading forenotice signal is sent to a vehicle-mounted control device of the train, so that the vehicle-mounted control device reduces the traction force of the train from a first traction force to a second traction force before the train travels to a phase change point, and when the train travels to the phase change point, the traction force is kept at the second traction force by using the electric energy of a direct current capacitor in the middle of a current transformer until the phase change is completed, wherein the early warning point is located at a preset distance in front of the phase change point.
Optionally, in the control method, the sending a power unloading advance notice signal to a vehicle-mounted control device of the train includes:
sending a force unloading forecast signal to the vehicle-mounted control device through a signal transmission device; the signal transmission device is located in a preset range of the phase conversion point.
Optionally, in the control method, the acquiring a train position signal includes:
and receiving a train position signal sent by a train position detection device, wherein the train position detection device is arranged at the early warning point.
On the other hand, the invention provides a control method for a train passing through a neutral section, which is applied to a vehicle-mounted control device and comprises the following steps:
receiving a force unloading forenotice signal, wherein the force unloading forenotice signal is generated by a phase separation control device when the train is determined to travel to an early warning point, and the early warning point is located at a preset distance in front of a phase inversion point;
controlling the train to reduce the tractive effort from the first tractive effort to a second tractive effort prior to traveling to the commutation point in response to the unloading forecast signal;
and when the train travels to the phase change point, the traction force is kept at the second traction force by using the electric energy of the intermediate direct current capacitor of the converter until the phase change is completed.
Optionally, in the above control method, the controlling the train to reduce the tractive effort from the first tractive effort to the second tractive effort before traveling to the phase change point includes:
and controlling the train to gradually reduce the traction force from the first traction force to the second traction force within a preset time before the train travels to the phase change point.
Optionally, in the above control method, the gradually decreasing the tractive force from the first tractive force to the second tractive force within the preset time includes:
and reducing the traction force from the first traction force to the second traction force at a constant speed according to a preset change rate within a preset time.
Optionally, in the above control method, the controlling the train to reduce the tractive effort from the first tractive effort to the second tractive effort before traveling to the phase change point includes:
and controlling the train to instantaneously reduce the tractive force from the first tractive force to the second tractive force before the train travels to the phase change point.
Optionally, in the control method, the receiving a unloading forecast signal includes:
and receiving a force unloading forecast signal forwarded by a signal transmission device, wherein the signal transmission device is positioned in a preset range of the phase change point.
In another aspect, the invention provides a control system for a train passing through a neutral section, which comprises a neutral section passing control device and a vehicle-mounted control device;
the phase separation control device is used for acquiring a train position signal and sending a force unloading forenotice signal to a vehicle-mounted control device of the train when the train is determined to advance to an early warning point according to the train position signal, wherein the early warning point is positioned at a preset distance in front of the phase change point;
the vehicle-mounted control device is installed on a train, responds to the unloading force forenotice signal, controls the train to reduce the traction force from the first traction force to the second traction force before the train travels to the phase change point, and keeps the traction force at the second traction force by using the electric energy of the intermediate direct current capacitor of the converter when the train travels to the phase change point until the phase change is completed.
Optionally, on the basis of the control system, the control system further comprises a signal transmission device;
the signal transmission device is located in a preset range of the phase change point and is used for receiving the unloading forecasting signal sent by the phase separation control device and sending the unloading forecasting signal to the vehicle-mounted control device.
According to the control method for the train passing through the neutral section area, provided by the embodiment of the invention, when the neutral section control device determines that the train is going to travel to the phase change point according to the acquired train position signal, the neutral section control device sends a force unloading advance notice signal to the vehicle-mounted control device of the train, the vehicle-mounted control device receives the force unloading advance notice signal and then reduces the traction force of the train from the first traction force to the second traction force before the train travels to the phase change point, and in the phase change and power loss process of the train, the electric energy of the direct current capacitor in the middle of the converter is utilized to keep the traction force at the second traction force until the phase change is completed. Based on the control method provided by the invention, the force is discharged in advance before the train moves to the phase change point, and a continuous traction force is kept to pass through the phase change point, compared with the situation that the instantaneous force is reduced to zero from the first traction force due to power loss when the train reaches the phase change point, the impact on the train is obviously reduced, therefore, the train impulse is obviously relieved, and the train can safely and stably pass through the phase separation area.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
FIG. 1 is a flow chart of a control method for a train passing through a phase separation area, which is disclosed by the invention;
FIG. 2 is a flow chart illustrating another method for controlling a passing phase zone of a train according to the present disclosure;
FIG. 3 is a schematic view of a control system for a train passing through a neutral section according to the present invention;
FIG. 4-1 is a schematic view of another train passing through a control system of a split-phase area according to the present disclosure;
4-2 is a schematic view of another train passing through the control system of the phase separation zone according to the present disclosure;
FIG. 5 is a schematic diagram illustrating a train passing neutral zone control method according to the present invention;
6-1 to 6-4 are schematic views of a train passing through a phase separation area according to the present disclosure;
fig. 6-5 are timing diagrams illustrating the control of the train passing through the phase separation area according to the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the present invention, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
As known in the background art, when a train passes through a phase separation region, a power supply between two power supply arms is alternately switched into the phase separation region for supplying power, so that the train keeps traction force to pass through the phase separation region, but a certain power-off time exists in the switching process, the train can lose power and instantaneously unload power, the train is greatly impacted, the train impulse is caused, the driving comfort of a driver is influenced, and even safety accidents are serious. Train impulse means: the train is disturbed by external force to generate transverse or longitudinal impact feeling.
The invention provides a control method for a train passing through a neutral section, which is applied to a neutral section passing control device and comprises the following steps of:
s101: a train position signal is acquired.
S102: and when the train is determined to advance to the early warning point based on the train position signal, sending a force unloading early warning signal to a vehicle-mounted control device of the train. Wherein, the early warning point is located the predetermined distance department in the place ahead of the commutation point.
The phase separation control device acquires a train position signal, when the train is determined to travel to the early warning point (namely the train is about to reach the phase change point) based on the signal, a force unloading forenotice signal is sent to the vehicle-mounted control device of the train, so that the vehicle-mounted control device reduces the traction force of the train from the first traction force to the second traction force before the train travels to the phase change point, and when the train travels to the phase change point, the traction force is kept at the second traction force by using the electric energy of the intermediate direct current capacitor of the converter until the phase change is completed, namely, the train keeps the traction force at the second traction force by using the electric energy of the intermediate direct current capacitor of the converter during the phase change power loss process. Compared with the situation that the instantaneous force is reduced to zero from the first traction force due to power loss when the train reaches the phase change point, the impact on the train is obviously reduced, and the train impulse can be obviously relieved.
The invention provides another control method for a train passing through a neutral section, which is applied to a vehicle-mounted control device and comprises the following steps of:
s201: receiving a stress relief forecast signal.
The in-vehicle control device receives a discharge force prediction signal generated by the passing phase control device when it is determined that the train has traveled to the early warning point. The early warning point is located at a preset distance in front of the phase transformation point.
S202: and controlling the train to reduce the tractive effort from the first tractive effort to the second tractive effort before the train travels to the commutation point in response to the unloading forecast signal. Wherein the second tractive effort is positive.
S203: and when the train moves to a phase change point, the traction force is kept at a second traction force by using the electric energy of the intermediate direct current capacitor of the converter until the phase change is completed.
The on-board control device responds to the unloading force forenotice signal sent by the phase separation control device, reduces the traction force from the first traction force to the second traction force before the train travels to the phase change point, namely, controls the train to unload force in advance before the train travels to the phase change point. In addition, when the train travels to a phase change point, the traction force is kept at the second traction force by using the electric energy of the intermediate direct current capacitor of the converter until the phase change is completed, namely, the traction force is kept at the second traction force by using the electric energy of the intermediate direct current capacitor of the converter during the phase change and power loss process of the train. The train keeps a continuous traction force passing through the phase change point, and compared with the situation that the instantaneous force is reduced to zero from the first traction force due to power loss when the train reaches the phase change point, the impact on the train is obviously reduced, so that the train impulse is obviously relieved.
The control method for the train passing neutral section provided by the invention is specifically described below.
As shown in fig. 3, it should be noted that point K is a critical point of a phase separation region, point M is a phase inversion point, and point L is a distance between point K and point M, two power supply arms in the phase separation region are respectively referred to as a power supply arm a and a power supply arm B, a switch connected to the power supply arm a is referred to as a mechanical switch or an electronic switch 1, and a switch connected to the power supply arm B is referred to as a mechanical switch or an electronic switch 2.
For convenience of understanding, the K point is selected as an early warning point for explanation. Of course, the choice of the early warning point may also be located before or after the K point, but must be located before the phase inversion point M. That is, the early warning point is located a preset distance ahead of the commutation point. The choice of the early warning points should ensure that: the time required by the train to travel from the early warning point to the phase change point M is not less than the time required by the vehicle-mounted control device to reduce the traction of the train from the first traction to the second traction after the phase separation control device generates the force unloading forenotice signal.
When the train moves to a critical point of a phase separation area, namely a warning point K, the phase separation control device acquires a train position signal, determines that the train moves to the warning point based on the position signal, and sends a force unloading warning signal to the vehicle-mounted control device, so that the vehicle-mounted control device controls the traction force of the train to be reduced from a first traction force to a second traction force before the train moves to a phase change point M. And when the train reaches the phase change point M, the train maintains the second traction F through the electric energy provided by the intermediate DC capacitor of the converter2Until the commutation is completed.
Here we use F1、F2The first tractive effort and the second tractive effort of the train are shown separately for convenience in a more clear description that follows.
The train is supposed to keep constant motion before entering the phase separation area, and the train combination external force is zero at the moment, namely the train running resistance is equal to the traction force. In the prior art, when a train reaches a phase change point M, the train is instantaneously unloaded due to certain power failure time, and the traction force is changed from F1Instantaneously reducing to zero and changing the traction force by delta F1Great, the train receives this moment closes the external force variation volume great, and the impact that the train received is more obvious, not only brings the influence for navigating mate driving comfort, still can influence the safety and stability operation of train if serious.
Through the present inventionThe control method is characterized in that when the train reaches the early warning point K, the separation phase control device sends a force unloading forenotice signal to a vehicle-mounted control device of the train; the vehicle-mounted control device receives the unloading force forecast signal and controls the train to reduce the traction force of the train from the first traction force to the second traction force before the train reaches the phase change point M, namely, the traction force of the train is reduced from F1Down to F2. When the train reaches the phase change point M, the train maintains the traction force at a second traction force F through the electric energy provided by the intermediate direct current capacitor of the converter2Until the commutation is completed. As shown in FIG. 5, the tractive effort of the train is maintained at a second tractive effort F between the commutation point M and the commutation completion point2. The instantaneous force unloading caused by power loss when the train reaches the phase change point is realized by the first traction force F1To the point of zero, the train maintains a constant tractive force through the commutation point and the impact on the train is greatly mitigated.
The invention sets the early warning point before the phase change point, and the phase separation control device sends the unloading force forenotice signal to the vehicle-mounted control device of the train when determining that the train advances to the early warning point, so that the train can unload force in advance before reaching the phase change point, and when the train advances to the phase change point, the train keeps a continuous traction force through the second traction force provided by the direct current capacitor in the middle of the converter after the power unloading, so that the train can not be greatly impacted due to the overlarge change of the traction force when advancing to the phase change point, the driving comfort of a driver is ensured, and the potential safety hazard possibly caused by the larger impact on the train is avoided.
The train position signal is obtained, detected by the train position detection device, and sent to the phase separation control device. It should be noted here that the train position detection device is disposed at the early warning point.
The train position detection device can adopt any one of detection technologies such as magnetic steel equipment detection, radio frequency card detection, infrared correlation detection, radar reflection detection and the like.
In one embodiment, the passing phase separation control device sends the unloading forecast signal to the vehicle-mounted control device of the train through a signal transmission device, as shown in fig. 4-1, which is located within a preset range of the phase change point. In practice, the signal transmission device may be located before or after the phase change point M, but the position of the signal transmission device should be within the preset range of the phase change point. That is, if the phase change point is located before the M point, it should be ensured that the signal transmission device is located after the selected early warning point and in the phase separation region, and if the phase change point is located after the M point, it should be ensured that the signal transmission device is located in the phase separation region. In implementation, the signal transmission device may be disposed on the ground and located within a predetermined range of the phase change point.
In another embodiment, the phase separation control device is internally provided with a signal transmission device, and when the phase separation control device determines that the train travels to the early warning point according to the train position signal, a force unloading forenotice signal is sent to the vehicle-mounted control device of the train through the signal transmission device inside the phase separation control device, as shown in figure 4-2.
The traction force of the train is changed from a first traction force F1Down to the second traction force F2We describe in detail below the process of (a).
In one possible implementation mode, the phase separation control device receives a train position signal sent by the train position detection device, and sends a force unloading forenotice signal to the vehicle-mounted control device of the train when the train is determined to travel to the early warning point according to the train position signal, and the vehicle-mounted control device controls the train to move the traction force from the first traction force F to the phase change point M before the train travels to the phase change point1Instantaneously dropping to the second traction force F2。
As shown by a line c in fig. 5, the train moves at a constant speed before entering the phase separation area, and the resultant external force applied to the train is zero, that is, the train traction force is equal to the running resistance.
When the train runs to the early warning point K, the vehicle-mounted control device receives the unloading forenotice signal and changes the traction force of the train from the first traction force F1Instantaneously dropping to the second traction force F2. At this time, the train tractive force is changed into a second tractive force F2The train maintains a second tractive effort F2Advancing, when the train reaches the phase change point MWhen the traction force is in the second traction force, the electric energy of the direct current capacitor in the middle of the converter is utilized to keep the traction force in the second traction force, so that the train keeps a continuous traction force to pass through a phase conversion point, namely the train keeps the second traction force F2Passing through the phase inversion point. Compared with the prior art that the train is driven by the first traction force F when reaching the phase change point M1Traction force variation delta F occurring at instant drop to zero1(as shown by line a in fig. 5), the traction force variation is zero. Compared with the prior art, the change amount of the combined external force borne by the train is reduced, the impact borne by the train is slowed down to some extent relatively, the purpose of relieving the impact borne by the train is achieved, the driving comfort of train drivers is not influenced, and the potential safety hazard caused by the fact that the train is greatly impacted is eliminated.
From a first tractive effort F for train tractive efforts1Down to the second traction force F2Is done instantaneously and the train may have a certain impact, and the present invention is explained herein.
The train is driven by a first traction force F1Instantaneously dropping to the second traction force F2The traction force variation is delta (F)1-F2) From a first tractive effort F compared to the train1Traction force variation delta F occurring at instant drop to zero1The train is still small, and although a certain impact is received by the train, the impact is relatively small.
In another possible implementation manner, the passing phase separation device receives a train position signal sent by the train position detection device, and sends a force unloading forenotice signal to the vehicle-mounted control device of the train when the train is determined to advance to the early warning point according to the train position signal, and the vehicle-mounted control device controls the train to gradually change the traction force from the first traction force F within a preset time before the train advances to the phase change point M1Down to the second traction force F2And the preset time is not more than the time required for the train to travel from the early warning point to the phase change point.
Optionally, the vehicle-mounted control device controls the train to change the traction force from the first traction force F according to a preset change rate within a preset time1Gradually decreases to a second traction force F2。
As shown by line b1 in FIG. 5, the on-board control unit commands the train to move the tractive effort from the first tractive effort F at a gradually decreasing rate of change1Gradually descending, before the train reaches the phase change point M, the train pulls the traction force from the first traction force F1Down to a second traction force F2。
As shown by line b2 in FIG. 5, the on-board control unit commands the train to move the tractive effort from the first tractive effort F at a fixed rate of change1Gradually descending, before the train reaches the phase change point M, the train pulls the traction force from the first traction force F1Down to a second traction force F2. That is, the vehicle-mounted control device controls the train to make the traction force constant from the first traction force F according to the preset change rate within the preset time1Gradually decreases to a second traction force F2。
The control method for the train passing through the phase separation area provided by the invention is described below by combining the whole process of the train passing through the phase separation area.
In FIGS. 6-1 to 6-4, J1 and J4 are critical points of the phase separation region, J3 is a commutation point, and J2 is another marked point. If the traveling direction of the train is from left to right, a critical point J1 of the phase separation zone can be selected as a warning point, and the train keeps moving at a constant speed before traveling to a point J1. In addition, the first breaker QF1 and the second breaker QF2 are on, and the third breaker QF3 and the fourth breaker QF4 are off.
When the train does not drive to the early warning point J1, as shown in figure 6-1, the first switch SCR-V1 and the second switch SCR-V2 are both off, and no power is applied to the phase separation area. The train position detecting device does not detect the train position, and does not transmit a train position signal to the phase separation control device, and the phase separation control device does not transmit a force unloading advance notice signal to the train-mounted control device through the signal transmission device, and the train continues to run.
When the train is driven to the early warning point J1, as shown in fig. 6-2, the train position detecting device detects the train position and sends the train position signal to the passing control device, and the passing control device sends the unloading force early warning signal to the train vehicle control device through the signal transmission device, so that the vehicle control device controls the train to reduce the train traction force from the first traction force to the second traction force before the train travels to the point J3. Meanwhile, the phase separation control device issues a control command to control the conduction of the first switch SCR-V1, so that the train passes through the left power supply arm area of the phase separation area in an electrified mode. At this time, the second switch SCR-V2 of the right power arm region of the phase separation region is still in an off state, and the right power arm region has no power.
The above embodiments are described in detail and will not be further explained herein to reduce the tractive effort of the train from the first tractive effort to the second tractive effort before the train travels to point J3.
When the train moves to the phase change point J3, as shown in fig. 6-3, the phase separation control device issues a control command to control the first switch SCR-V1 to be switched off, and then issues a control command to control the second switch SCR-V2 to be switched on, and as the state switching of the first switch SCR-V1 and the second switch SCR-V2 consumes a certain time, the train has a certain power-off time. When the train travels to a phase change point J3, the traction force is kept at the second traction force by using the electric energy of the intermediate direct current capacitor of the converter until the phase change is completed. After the phase change is finished, the right power supply arm of the phase separation area supplies power to the train, and the traction force of the train is recovered to the rated traction force.
When the train completely drives away from the J4 point, the passing phase control device controls the second switch SCR-V2 to be disconnected, as shown in figures 6-4.
The control sequences for the first switch SCR-V1 and the second switch SCR-V2 throughout the passage of the train through the phase separation zone are shown in FIGS. 6-5.
The invention also provides a control system for the train passing through the neutral section.
The control system comprises a phase separation control device and an on-board control device.
The phase separation control device is used for acquiring a train position signal, and sending a force unloading forenotice signal to a vehicle-mounted control device of the train when the train is determined to advance to an early warning point according to the train position signal, wherein the early warning point is located at a preset distance in front of the phase change point.
And the vehicle-mounted control device is arranged on the train, responds to the unloading force forenotice signal, controls the train to reduce the traction force from the first traction force to the second traction force before the train advances to the phase change point, and keeps the traction force at the second traction force by using the electric energy of the intermediate direct current capacitor of the converter when the train advances to the phase change point until the phase change is completed.
In a possible implementation manner, the control system for the train passing through the neutral section further comprises a signal transmission device, and the signal transmission device is located within a preset range of the phase change point. The signal transmission device is used for: and receiving the unloading forecast signal sent by the phase separation control device and sending the unloading forecast signal to the vehicle-mounted control device of the train.
In one possible implementation mode, the phase separation control device is internally provided with a signal transmission device, and the phase separation control device sends a force unloading forecast signal to an on-board control device of the train through the built-in signal transmission device.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, the system or system embodiments are substantially similar to the method embodiments and therefore are described in a relatively simple manner, and reference may be made to some of the descriptions of the method embodiments for related points. The above-described system and system embodiments are only illustrative, wherein the units described as separate parts may or may not be physically separate, and the parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative components and steps have been described above generally in terms of their functionality in order to clearly illustrate this interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. A control method for a train passing neutral section is characterized in that the control method is applied to a passing neutral control device and comprises the following steps:
acquiring a train position signal;
when the train is determined to travel to an early warning point according to the train position signal, a force unloading forenotice signal is sent to a vehicle-mounted control device of the train, so that the vehicle-mounted control device reduces the traction force of the train from a first traction force to a second traction force before the train travels to a phase change point, and when the train travels to the phase change point, the traction force is kept at the second traction force by using the electric energy of a direct current capacitor in the middle of a current transformer until the phase change is completed, wherein the early warning point is located at a preset distance in front of the phase change point.
2. The control method according to claim 1, wherein the transmitting of the unloading force prediction signal to the on-board control device of the train includes:
sending a force unloading forecast signal to the vehicle-mounted control device through a signal transmission device; the signal transmission device is located in a preset range of the phase conversion point.
3. The control method according to claim 1 or 2, wherein the acquiring a train position signal includes:
and receiving a train position signal sent by a train position detection device, wherein the train position detection device is arranged at the early warning point.
4. A control method for a train passing through a neutral section is characterized by being applied to a vehicle-mounted control device and comprising the following steps:
receiving a force unloading forenotice signal, wherein the force unloading forenotice signal is generated by a phase separation control device when the train is determined to travel to an early warning point, and the early warning point is located at a preset distance in front of a phase inversion point;
controlling the train to reduce the tractive effort from the first tractive effort to a second tractive effort prior to traveling to the commutation point in response to the unloading forecast signal;
and when the train travels to the phase change point, the traction force is kept at the second traction force by using the electric energy of the intermediate direct current capacitor of the converter until the phase change is completed.
5. The method of controlling according to claim 4, wherein said controlling the train to reduce the tractive effort from a first tractive effort to a second tractive effort prior to traveling to the commutation point comprises:
and controlling the train to gradually reduce the traction force from the first traction force to the second traction force within a preset time before the train travels to the phase change point.
6. The control method of claim 5, wherein said gradually decreasing the tractive effort from the first tractive effort to the second tractive effort over a preset time comprises:
and reducing the traction force from the first traction force to the second traction force at a constant speed according to a preset change rate within a preset time.
7. The method of controlling according to claim 4, wherein said controlling the train to reduce the tractive effort from a first tractive effort to a second tractive effort prior to traveling to the commutation point comprises:
and controlling the train to instantaneously reduce the tractive force from the first tractive force to the second tractive force before the train travels to the phase change point.
8. The control method according to any one of claims 4 to 7, wherein the receiving of the unloading force prediction signal includes:
and receiving a force unloading forecast signal forwarded by a signal transmission device, wherein the signal transmission device is positioned in a preset range of the phase change point.
9. A control system of a train passing neutral section is characterized by comprising a passing neutral section control device and a vehicle-mounted control device;
the phase separation control device is used for acquiring a train position signal and sending a force unloading forenotice signal to the vehicle-mounted control device when determining that a train advances to an early warning point according to the train position signal, wherein the early warning point is located at a preset distance in front of a phase change point;
the vehicle-mounted control device is installed on a train, responds to the unloading force forenotice signal, controls the train to reduce the traction force from the first traction force to the second traction force before the train travels to the phase change point, and keeps the traction force at the second traction force by using the electric energy of the intermediate direct current capacitor of the converter when the train travels to the phase change point until the phase change is completed.
10. The control system of claim 9, further comprising a signal transmission device;
the signal transmission device is located in a preset range of the phase change point and is used for receiving the unloading forecasting signal sent by the phase separation control device and sending the unloading forecasting signal to the vehicle-mounted control device.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
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| CN201910998270.9A CN110667650A (en) | 2019-10-17 | 2019-10-17 | Control method and control system for passing neutral section of train |
| PCT/CN2019/121878 WO2021072928A1 (en) | 2019-10-17 | 2019-11-29 | Neutral zone passing control method and control system for train |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201910998270.9A CN110667650A (en) | 2019-10-17 | 2019-10-17 | Control method and control system for passing neutral section of train |
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| CN201910998270.9A Pending CN110667650A (en) | 2019-10-17 | 2019-10-17 | Control method and control system for passing neutral section of train |
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| WO (1) | WO2021072928A1 (en) |
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| WO2021072928A1 (en) | 2021-04-22 |
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