RU185070U1 - ELECTRIC TRAIN - Google Patents

Abstract

The utility model relates to railway transport and relates to the construction of electric trains. The electric train of the five-car main structure includes an electric train control system. The electric train control system has a hierarchical structure and is made in the form of an on-board microprocessor control and diagnostic system (MPSUiD), built on a modular basis. MPSUiD blocks are interconnected via CAN 2.0, Ethernet and RS-485 interfaces. Due to the distribution of MPSUiD blocks among electric train cars and the installation of a central control unit in each car of an electric train, it is possible to increase the composition of the electric train to 20 cars. At the same time, the microprocessor control and diagnostics system was implemented taking into account redundancy of blocks according to the “two out of three” majority principle with minimization of intercar connections with the possibility of connecting peripheral systems of third-party equipment via various communication lines. Russian design and manufacturing with high security and data backup parameters, high operational characteristics ISTIC, reliability and operational safety, and to the concept of providing the possibility of forming an electric various components.

Description

The utility model relates to railway transport and relates to the design of electric trains.

Electric trains of the second half of the 20th century, for example, direct-current electric trains ET2, ET2M, ER2T and ED2T of domestic production, are equipped with an analog (relay) control system in which the switching sequence of the devices is determined by mechanical interlocking contacts, normally open or normally closed. The locking contacts of one device, as a rule, are installed in the power supply circuit of the coil of another device, for the functioning of one device from the action of another. In this case, the main role is played by the electric circuit of the electric train control circuits.

Electric trains with an analogue (relay) control system are characterized by rigidity of logic that limits the functionality of controlling the operating modes of traction motors, a low technical level, and the inability to combine control and diagnostics functions, the implementation of modular principles for constructing electric trains, fulfilling a high-precision motion schedule, and choosing rational from the standpoint saving energy and meeting the safety requirements of driving modes and thereby facilitate the work of the driver.

There is a well-known Siemens Desiro Rus electric train (see the Desiro Rus A6Z00033062562 electric train operating manual version C of January 28, 2014 and V. Ziegler, R. Mangler. Desiro RUS is a promising suburban electric train. World Railways - 2012, No. 4).

The configuration of the main train includes five different types of cars:

two head motor cars A and B with control cabins;

two trailed intermediate cars C and E with traction equipment;

one trailed middle wagon D.

The composition of the electric train is formed according to the scheme (A + C + D + E + B). In areas with high passenger traffic, the design of the electric train allows you to connect two electric trains into one train with the ability to control a twin train from one control cabin. Management and control of complex electrical and electronic equipment is carried out by the central control system (CMS), designed to protect and control traction equipment, as well as to ensure interaction and control of all electric train systems. The CSA is based on the SIEMENS SIBAS 32 control system. The basis of the system is the real-time industrial network, which over time has developed into the TCN (Train Communication Network), which is a combination of two industrial networks: MVB (Multifunction Vehicle Bus) - an on-board network of a rolling stock unit - a car, otherwise a car network, and WTB (Wire Train Bus) is a train network integrating MVB parts into a single train control system.

The CSU consists of the following main components: two central control units (CBU), a drive control unit (BUP), a driver controller module, an input / output system, and a repeater.

The exchange of data between the CSB blocks is carried out through the train switching network. The central control unit serves to control the main and auxiliary devices of the electric train, and also, using connected safety systems, collects and analyzes data along sections of the route. The central control unit is based on microprocessors and microcontrollers. One of the two central control units operates in master mode, the other in slave mode. The CBU is switched randomly, forming a cycle for determining the main CBU. Sophisticated electronic and electrical equipment when combined into a network requires an unambiguous addressing of all elements. The components of the central control system are located in the driver's desks, cabinets for low-voltage equipment. The central control unit is made in the form of two identical units located in a sub-car container of a towed intermediate carriage C and E with traction equipment. The PMU is located in the towed average wagon D.

A disadvantage of the known train electric train is that to ensure functional connections between the components of the central control system, an increased number of intercar connections is required, which greatly complicates the design of the train, increases the complexity and cost. In this electric train there is no possibility of an arbitrary configuration of the composition. In other words, the length of the train, the number of seats and traction characteristics are not easily adaptable to the needs of the carrier. Each time when the composition of the electric train changes, it is necessary to reprogram due to the presence of central control units only in trailed intermediate cars C and E with traction equipment and the lack of openness of the system that allows the connection of any peripheral system for peripheral systems and newly connected equipment. A significant drawback is that the CSB is built on imported components.

The technical result, which is achieved by the claimed utility model, is the creation of electric trains with the ability to flexibly configure the composition with high parameters of security and data backup, high performance, reliability, functional safety and the use of components of domestic production in the CSB.

The specified technical result is achieved as follows. The five-car main train electric train includes an electric train control system. The electric train control system has a hierarchical structure and is made in the form of an on-board microprocessor control and diagnostic system (MPSUiD), built on a modular basis. MPSUiD blocks are interconnected via CAN 2.0, Ethernet and RS-485 interfaces. Due to the distribution of MPSUiD blocks among electric train cars and the installation of a central control unit in each car of an electric train, it is possible to increase the composition of the electric train to 20 cars. At the same time, the microprocessor control and diagnostic system is made taking into account the reservation of units according to the majority principle of “two out of three” with minimization of intercar connections with the possibility of connecting peripheral systems of third-party equipment via various communication lines. The essence of the claimed utility model is illustrated by drawings, where: In FIG. 1 shows the placement of the equipment MPSUiD outside the electric train and in the control cabins of the head motor cars;

In FIG. 2 shows the placement of the equipment MPSUiD in the electric train.

Due to the fact that the graphic image of the figures of the claimed utility model is poorly readable with the vertical arrangement of the long sides of the sheets, it was advisable to arrange the sheets horizontally, which allowed to significantly enlarge the drawings.

The electric train 1 of the five-car basic structure consists of two head motor 2.1 and 2.2 with control cabs 3.1 and 3.2, two trailed intermediate ones with traction equipment 4.1 and 4.2 and a middle trailed 5 cars and includes a control system for electric train 6. The control system for electric train 6 has a hierarchical structure and is made in the form of an on-board microprocessor control and diagnostic system MPSUiD 7. MPSUiD 7 is built on a modular principle, the blocks of which are interconnected via CAN 2.0, Ethernet and RS-485 interfaces. MPSUiD 7 is intended for control, regulation, control and diagnostics of all systems of electric train 1 by observing the logical sequence of received commands and signals. MPSUiD 7 blocks are located in each carriage and receive power from the on-board DC network 110 V and 50 V. The blocks are interconnected via interfaces: CAN 2.0, Ethernet and RS-485 (control communication lines LS57 and LS250). MPSUiD 7 consists of the following main units: central control units (CBU) 8.1, 8.2, 8.3, 8.4 and 8.5, communication units (BSP) 9.1 and 9.2 with control panels 10.1 and 10.2 with monitors (HMI) 11.1 and 11.2, contactor control units (BUK) 12.1 and 12.2, input signal blocks (BVS) 13.1, 13.2, 13.3, 13.4 and 13.5, communication blocks with measuring instruments (BS-SI) 14.1, 14.2 and 14.3, communication blocks with pressure sensors (BS-DD) 15.1 and 15.2, line conversion units (BPL) 16.1, 16.2, 16.3, 16.4, 16.5, 16.6 and 16.7, power sources MPSUiD (IP-LE) 17.1, 17.2, 17.3, 17.4 and 17.5, voltage to code converters (PNKV) 18.1, 18.2, 18.3 and 18.4. Blocks MPSUiD 7 are placed in cabinets 19.1, 19.2, 20.1 and 20.2, in ceiling containers 21.1, 21.2 and 22, in sub-container containers 23.1, 23.2, 23.3, 23.4 and 23.5. MPSUiD 7 is made taking into account the reservation of units on the majority principle of “two out of three” with minimization of intercar connections with the possibility of connecting peripheral systems of third-party equipment via various communication lines. MPSUiD 7 by distributing the blocks among the cars of the electric train 1 and installing the central control unit in each car of the electric train 1 provides the possibility of increasing the composition of the electric train to 20 cars. The Ethernet bus train is designed to control individual wagons of a single electric train as well as when connecting two electric trains and provides control of a double train. CBU 8.1, 8.2, 8.3, 8.4 and 8.5 are connected to Ethernet communication lines via train line switches (KPL) 24.1 and 24.2, 24.3 and 24.4, 24.5 and 24.6, 24.7 and 24.8, 24.9 and 24.10, respectively. To provide the possibility of backup reconfiguration of the line in order to bypass the damaged section of the KPL of each car, they are connected by a jumper. The control line of the train is redundant, so that the control of the train is maintained in the presence of one arbitrary malfunction in each of the cars. In the absence of malfunctions of the communication lines, the signal does not pass through the jumper, and both lines operate independently. The control line of the LS-57 car is designed to transfer data from the MPSUiD 7. units. The line is duplicated according to the RS-485 standard. In the absence of communication line malfunctions, data is exchanged on both lines in parallel with a time shift of the data and the effective data exchange rate increases. If one of the lines fails, the data is exchanged along the remaining one. The most critical blocks of the central control unit 8.1, 8.2, 8.3, 8.4 and 8.5, and BSP 9.1 and 9.2 have three independent channels. The LS-250 car control communication line is designed to connect MPSUiD 7 units and newly developed equipment, as well as devices requiring the transfer of a large amount of data (data exchange with the HMI 11.1 and 11.2, control of brake equipment, car doors, air conditioning systems). The line is duplicated. Organization of information exchange in the lines is similar to the LS-57 communication line. The CAN cab’s system-wide communication line is designed to connect the devices needed to operate only in the active control cabin with the electric train control system. Such devices include: a system for ensuring traffic safety, a system for automatically maintaining a train, a system for diagnosing and informing a driver about the technical condition of an electric train, a system for technological digital radio communication. The hierarchical structure of MPSUiD 7 is made three-level.

The lower (1st level) includes subsystems for measuring current, voltage, pressure, insulation resistance of control circuits, insulation resistance of traction motors, temperature, a subsystem for measuring speed, protection against slipping and skidding, a driver’s speech information subsystem, an indication subsystem, a technological subsystem radio communications, subsystem control axle boxes.

Intermediate (2nd level) ensures the interconnection of the control panel with various equipment of all cars, as well as the connection between the upper and lower levels of the system. To exclude emergency situations and loss of controllability of the electric train in the event of malfunctions arising from blocks of this level, the blocks are made with double and triple redundancy. Second level blocks: CBU, BSP, BVS, BEECH, HMI monitors.

The upper (3rd level) includes subsystems - auto-driving, diagnostics, a system for ensuring traffic safety, a system of technological digital radio communication. In the event of malfunctions in the blocks of the upper and lower levels, a complete failure of the electric equipment of the electric train does not occur. There may be only a limitation of functioning. Therefore, these devices do not have redundancy or have, but partially. A single five-car train has a permanent equipment configuration. Reformation of the composition is not provided. When operating in a multi-unit system (CME), Ethernet common trains are connected in the head cars of a train. The implementation and control of control functions in this case is fully ensured.

The MPSUiD 7 system is designed for combining different types. When finalizing the MPSUiD can ensure the operation of the train on the principle of autonomous wagons, which allows you to assemble the train in the desired number of wagons (at the request of the customer), while this train will have only two head wagons.

MPSUiD 7 is powered from IP-LE power supplies via two independent 50 V power lines. At the same time, each MPSUiD 7 unit contains two independent power subsystems that convert the input voltage of 50 V to the voltage necessary for the operation of its own elements. In the event of a power failure in one of the power lines, or failure of the corresponding power subsystem of the units, the units continue to function. A decrease in the functionality of the blocks is allowed, which does not lead to a stop of the train.

The central control unit performs the following main tasks: - control of the main electrical circuit, control of doors at the upper level, control of air conditioners at the upper level, control of train operating modes, control of setpoints for traction units, control of the brake system and execution of train diagnostics.

The CBU has three independent channels. The system works according to the majority principle of “two out of three”, therefore data packets from each of the three channels are sent to each communication line. Each CBU has three fixed addresses. The address contains the type of rolling stock, serial number of the car, line number. On each communication line of the control system are transmitted:

from the head carriage - a block of train control commands, which includes commands for traction, braking, climate control, doors and other equipment;

to the head car from all other cars - a signaling data unit, which includes data on the operating modes of the equipment and the results of the car diagnostics;

data of the electric train information system, in the case of an information, non-reserved communication line.

CBUs are located in each car of an electric train and are a connecting node between all subsystems, providing control and diagnostics. Each central bank individually controls and diagnoses all subsystems and blocks within its wagon. After powering on the batteries, each central computer transmits requests via the Ethernet train communication line, during the exchange process, a dynamic address table is created in each central computer, signs of communication are established. After activating the driver’s cab, the central control unit located in this car receives the status of the “leading” section, i.e. carries out the functions of the master unit and sends commands for control and configuration of the composition to all remaining CBUs. After receiving the status of a “leading” central control unit, initialization (configuration determination) is performed and a serial number equal to one is set. During the initialization of the system, the serial and serial numbers, the number and type of cars, as well as their orientation as part of the electric train, are determined. If there is a signal in the train communication line about setting the status of the “leading” CBU on the head carriage, the status “slave” is assigned to all other CBU cars. Each CBU of a driven car sets its own serial number, which is one more than the number of cars connected to the port at which requests from the leading car are received. The status of the lead carriage is not established or is reset if there is another lead carriage in the exchange. The CBU on the slave cars sets (resets) the sign of the on-switching of the master and slave cars, if the signs of the reverse orientation of the master and slave cars are different (coincide). On the lead car, the sign of on-counting is always reset.

Throughout the train, the CBU provides system time information from the traffic safety system. The system time periodically supplied through the train network is entered by all peripheral systems using code interaction and saved in case of diagnostics. Events of components and systems without a direct connection to the train communication line are connected to the central diagnostic system via the BVS. Diagnostics of the received signals is recorded in the memory of the MPSUiD 7. The central control unit registers all active devices of the train communication line and sends diagnostic messages about the missing devices. The extension of the control system for connecting new devices is possible by adding a UAV.

The control system provides backup performance of all communication lines. Also, all devices of the MPSUiD 7 control system are redundant within themselves. The backup design of the central control unit in the section of the electric train provides mutual control, redundant connection of the service elements (motion / braking switch), necessary for movement and braking, to the control system through the communication unit with the remote control (BSP). The Ethernet communication line connecting the control units of the electric train segment for data transmission has a redundant two-wire line and, accordingly, redundant data transmission channels, and the control system requests data packets on both two-wire lines. Each connection, the device controls the receipt of data on both lines and selects the best transmission channel, respectively, after receiving the checksum for reception. The CBU registers and reports a violation of data transmission on the line.

BSP is intended for processing signals from control bodies. In order to ensure redundancy and reliability of the transmitted data, the BSP has three independent communication lines.

The BVS is designed to receive discrete signals from the control circuits of the electric train, and transmit processed signals to two communication lines via the RS-485 interface. The block consists of a housing in which two identical modules are installed, which ensures its operability in case of failure of one of them.

BUK is designed to control electromagnetic and electro-pneumatic contactors of the electric train in accordance with the control signals received via the communication line. The block consists of two identical channels, which ensures its operability in case of failure of one of the channels.

UAV is an independent unit made in the form of a separate device, consisting of two identical channels. In the event of a failure, power failure of one channel, open circuit, shorting of the corresponding communication lines, the second channel continues to fulfill the function assigned to it. The main task is to receive and transmit data from equipment on the first and second communication lines, their primary processing, as well as sending and receiving information on the LS-250 communication line.

BS-DD is designed to convert the voltage coming from the pressure sensors into a digital code and then transfer it to MPSUiD 7 via two pairs of the RS-485 communication line. BS-DD also serves to measure the insulation resistance of the control circuits relative to the body of the electric train.

BS-SI is designed to process incoming information from measuring equipment (current sensors, voltage sensors, temperature sensors) and further transfer to MPSUiD 7.

PNKV is designed to convert DC voltage to a serial code and transmit the result via the RS-485 communication line.

The electric equipment of the electric train is controlled by the MPSUiD 7 system automatically or during control actions from the controls coming from the operator’s console. After activating the cab and determining the configuration, the controls (buttons, switches, toggle switches) of the driver’s console are unlocked.

As a result, when acting on any of the controls, a control signal is created, which is fed to the BSP unit, where the signal is processed and transmitted to the CBU. Having received a command from the BSP to perform certain actions (turning on the device, electrical equipment), the CBU sends a readiness request to the BVS units, i.e. whether all conditions necessary for the normal operation of the equipment are met (all prohibitions and locks, the absence of malfunctions, etc.) are removed. When all conditions are fulfilled, a “permission” signal is generated and the BVS unit transmits it to the CBU. The CBU receives a signal from the BVS about the equipment’s readiness for operation (“permission” signal), transmits a control signal to the ACU unit. The BUK unit, having received a command from the Central Bank to turn on any electrical equipment, connects its outputs to a common software bus B. As a result, a power circuit for low-voltage equipment is created. After powering the electrical equipment, the BSP, BVS, and BUK units transmit signals to the CBU about the actual state of the electrical equipment. The CBU, having received signals from the blocks, converts them and sends them to the HMI monitor. As a result, visual information about the state of electrical equipment and, if it malfunctions, diagnostic messages are displayed on the HMI monitor. In addition, signals from the other blocks of the MPSUiD 7 are received in the central control unit, which provide control of all parameters and boundary values (current, voltage, temperature, speed) necessary for the operation of the electric train.

The process of configuration of an electric train begins after the battery and control contactors of MPSUiD 7 are launched. During this period, the control system blocks are interrogated, their orientation in the train is determined, and the equipment configuration is determined for each specific car. In total, MPSUiD 7 distinguishes three types of cars in a five-car train.

Each CBU has in the software module a previously configured configuration of the type of wagons that are planned to be operated. In fact, the CBU of the lead car does not differ from the towed CBU, which allows you to flexibly operate the control system. In case of replacement or addition of devices or peripheral systems, it is enough to reprogram the CBU. Checking the configuration data of the electric train is carried out after turning on the battery and starting the contactors of the train control system using the control switch. In this case, the configuration data recorded in the memory are read into the computer.

When checking the configuration data of the electric train, the central car of the head car, where the control was turned on, are compared with the central car of the trailed cars, as well as the state of the rest of the control units of the MPSUiD. Data is recorded on a non-volatile programmable device.

Initialization (configuration definition) ends successfully in the absence of discrepancies in the number of cars to serial numbers and in the absence of errors in the location and orientation of cars. A ban is established on changing serial numbers, the orientation of cars in a coupling.

Upon completion of initialization on all cars (including the leader), the CBU establishes permission to execute all other commands.

The utility model "Electric train" meets the condition of patentability "Industrial applicability", because the claimed electric train has been successfully tested and put into production at LLC Ural Locomotives, Verkhnyaya Pyshma, Sverdlovsk Region.

Claims (1)

An electric train of five-car basic structure, including an electric train control system, characterized in that the electric train control system has a hierarchical structure and is made in the form of an on-board microprocessor control and diagnostic system MPSUiD, built on a modular principle, the blocks of which are interconnected via CAN 2.0, Ethernet and RS -485, with the possibility by increasing the distribution of blocks MPSUiD among the cars of the electric train and installing a central control unit in each car of the electric train Nia Component electric cars to 20, wherein the microprocessor control and diagnostic system is configured with redundancy blocks on majority rule "two of three" with minimization intercar compounds with the ability to connect peripheral systems of third-party equipment via different communication lines.

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