CN117922308A - Rail vehicle traction power supply system and rail vehicle - Google Patents

Abstract

The invention belongs to the technical field of rail vehicles, and provides a rail vehicle traction power supply system and a rail vehicle, wherein the rail vehicle comprises 4 grouping units, and a head vehicle is provided with a single four-quadrant traction converter, a traction transformer and two traction motors; the intermediate vehicle adopts a fully redundant dual four-quadrant traction and auxiliary charging integrated converter, and a storage battery and four traction motors are arranged at the same time; the whole train of the marshalling unit has the advantages of uniform weight distribution, small axle weight difference, more reasonable design, high power redundancy, complete universality of the adopted pantograph, high-voltage box, traction transformer, intermediate train traction converter and the like, and strong adaptability of flexible marshalling of the vehicles.

Description

Rail vehicle traction power supply system and rail vehicle

Technical Field

The application relates to the technical field of railway vehicles, in particular to a traction power supply system of a railway vehicle and the railway vehicle.

Background

How to reasonably arrange various devices of the rail vehicle, such as traction transformers, traction converters, traction motors and the like on the train relates to the stability, reliability and safety of the operation of the rail train. Various equipment is arranged and arranged unreasonably, so that the load bearing and gravity center positions of the vehicle are different, vibration in high-speed running of the train is caused, wiring of electrical equipment is difficult, and piping of sanitary equipment is difficult. Therefore, the scientific and reasonable arrangement and setting scheme of the internal equipment of the rail train is provided for the research so as to ensure safe and stable running of the rail train.

At present, the traction equipment of the railway vehicle is heavy in weight, and in order to realize axle weight balance, the traction transformer, the main traction converter and the traction motor cannot be distributed in the same carriage. The traction transformer and the traction converter are generally arranged on the motor car and the trailer respectively, for example, four carriages are generally arranged into a marshalling unit, the marshalling unit comprises two motor car carriages and two unpowered trailer carriages, wherein two adjacent motor car carriages are separated by one trailer carriage, three continuous carriages in the marshalling unit jointly carry one set of power supply device, the other unpowered trailer carriages T are not provided with the power supply device, the system power redundancy is poor due to the mode, high-voltage components, the traction transformer and the traction converter cannot be commonly used, flexible marshalling of the vehicle is not facilitated, and meanwhile, the problem of unbalanced axle weight of the rail vehicle still occurs because the weight of the traction transformer is generally much lighter than the total weight of the traction converter and the traction motor.

Disclosure of Invention

In view of the above, the present application aims to provide a traction power supply system for a railway vehicle and a railway vehicle.

In a first aspect, an embodiment of the present application provides a traction power supply system for a railway vehicle, including a first pantograph, a second pantograph, a first high-voltage tank, a second high-voltage tank, a first traction transformer, a second traction transformer, a first main traction converter, a second main traction converter, a first traction auxiliary converter, a second traction auxiliary converter, and a traction motor, where the first traction transformer, the first traction auxiliary converter, and the two traction motors are located in a first carriage; the first pantograph, the first high-voltage box, the first main traction converter and the four traction motors are positioned in the second carriage; the second pantograph, the second high-voltage box, the second main traction converter and the four traction motors are positioned in a third carriage; the second traction transformer, the second traction auxiliary converter and the two traction motors are positioned in a fourth carriage; the first compartment, the second compartment, the third compartment and the fourth compartment are adjacent in sequence.

In some embodiments, the first high voltage tank includes a first high voltage first input, a first high voltage first output, and a first high voltage second connection; the first high-voltage first input end is connected to the first pantograph, the first high-voltage first output end is connected with the input end of the first traction transformer, the output end of the first traction transformer is respectively connected with the input end of the first main traction converter and the input end of the first traction auxiliary converter, the output end of the first main traction converter is connected with four traction motors, and the output end of the first traction auxiliary converter is connected with two traction motors; the second high-voltage box comprises a second high-voltage first input end, a second high-voltage first output end and a second high-voltage second connecting end; the second high-voltage first input end is connected to the second pantograph, the second high-voltage first output end is connected to the input end of the second traction transformer, the output end of the second traction transformer is respectively connected with the input end of the second main traction converter and the input end of the second traction auxiliary converter, the output end of the second main traction converter is connected with four traction motors, and the output end of the second traction auxiliary converter is connected with two traction motors; the first high voltage second connection is connected to the second high voltage second connection by an isolator.

In some embodiments, the first traction transformer comprises a first transformed first input, a first transformed first output, a first transformed second output, a first transformed third output, a first transformed fourth output, a first transformed fifth output, and a first transformed sixth output; the first main traction converter comprises a first main transformer first input end, a first main transformer second input end, a first main transformer third input end, a first main transformer fourth input end, a first main transformer first output end, a first main transformer second output end, a first main transformer third output end and a first main transformer fourth output end; the first traction auxiliary converter comprises a first auxiliary transformer first input end, a first auxiliary transformer second input end, a first auxiliary transformer first output end and a first auxiliary transformer second output end; the first voltage transformation first input end is connected with the first high-voltage first output end, the first voltage transformation first output end is connected with the first main transformer first input end, the first voltage transformation second output end is connected with the first main transformer second input end, the first voltage transformation third output end is connected with the first main transformer third input end, and the first voltage transformation fourth output end is connected with the first main transformer fourth input end; the first variable-voltage fifth output end is connected with the first auxiliary-variable first input end, and the first variable-voltage sixth output end is connected with the first auxiliary-variable second input end; the first main transformer first output end, the first main transformer second output end, the first main transformer third output end, the first main transformer fourth output end, the first auxiliary transformer first output end and the first auxiliary transformer second output end are respectively connected with a traction motor.

In some embodiments, the second traction transformer comprises a second transformed first input, a second transformed first output, a second transformed second output, a second transformed third output, a second transformed fourth output, a second transformed fifth output, and a second transformed sixth output; the second main traction converter comprises a second main transformer first input end, a second main transformer second input end, a second main transformer third input end, a second main transformer fourth input end, a second main transformer first output end, a second main transformer second output end, a second main transformer third output end and a second main transformer fourth output end; the second traction auxiliary converter comprises a second auxiliary first input end, a second auxiliary second input end, a second auxiliary first output end and a second auxiliary second output end; the second variable-voltage first input end is connected with the second high-voltage first output end, the second variable-voltage first output end is connected with the second main transformer first input end, the second variable-voltage second output end is connected with the second main transformer second input end, the second variable-voltage third output end is connected with the second main transformer third input end, and the second variable-voltage fourth output end is connected with the second main transformer fourth input end; the second variable-voltage fifth output end is connected with the second auxiliary-variable first input end, and the second variable-voltage sixth output end is connected with the second auxiliary-variable second input end; the first output end of the second main transformer, the second output end of the second main transformer, the third output end of the second main transformer, the fourth output end of the second main transformer, the first output end of the second auxiliary transformer and the second output end of the second auxiliary transformer are respectively connected with a traction motor.

In some embodiments, the vehicle-end junction box is further used for supplying power to an alternating current 380V load of a carriage where the vehicle-end junction box is located; the first carriage, the second carriage, the third carriage and the fourth carriage all comprise a carriage end junction box, the first traction auxiliary converter further comprises a first auxiliary transformer third output end, and the second traction auxiliary converter further comprises a second auxiliary transformer third output end; the first auxiliary third output end is connected with the input end of the vehicle end junction box of the first carriage; the vehicle end junction box of the first carriage, the vehicle end junction box of the second carriage, the vehicle end junction box of the third carriage and the vehicle end junction box of the fourth carriage are connected in sequence; and the second auxiliary transformer third output end is connected with the input end of the vehicle end junction box of the fourth carriage.

In some embodiments, a battery is disposed in each of the second compartment and the third compartment; the first main traction converter comprises a first main transformer fifth output end, and the second main traction converter comprises a second main transformer fifth output end; the fifth output end of the first main transformer is connected with a storage battery in the second carriage; and the fifth output end of the second main transformer is connected with the storage battery in the third carriage.

In some embodiments, the first main traction converter and the second main traction converter are each a dual four-quadrant converter; the first traction auxiliary converter and the second traction auxiliary converter are both single-weight four-quadrant converters.

In some embodiments, the first high pressure tank and the second high pressure tank each comprise a first input, a first output, and a second connection; the device comprises a current transformer, a voltage transformer, a first vacuum circuit breaker, a first grounding switch, a second vacuum circuit breaker and a second grounding switch, wherein the first input end is connected with the input end of the current transformer, the output end of the current transformer is connected with the input end of the first vacuum circuit breaker, the output end of the first vacuum circuit breaker is connected with the first connecting end and the input end of the second vacuum circuit breaker, the output end of the second vacuum circuit breaker is connected with one end of the first output end and one end of the second grounding switch, and the other end of the second grounding switch is grounded; the output end of the current transformer is connected with one end of a primary coil of the voltage transformer, and the other end of the primary coil is grounded; the first grounding switch is a bipolar grounding switch, the input end and the output end of the first vacuum circuit breaker are respectively connected with one ends of two poles of the first grounding switch, and the other ends of the two poles of the first grounding switch are grounded.

In some embodiments, a first lightning arrester is further arranged between the output end of the current transformer and the ground; a second lightning arrester is arranged between the first output end and the ground.

In a second aspect, an embodiment of the present application further provides a rail vehicle, including a rail vehicle traction power supply system according to any one of the embodiments above.

The application has the beneficial effects.

The application provides a traction power supply system of a railway vehicle and the railway vehicle, which comprises a 4-group grouping unit, wherein a head vehicle is provided with a single four-quadrant traction converter, a traction transformer and two traction motors; the intermediate vehicle adopts a fully redundant dual four-quadrant traction and auxiliary charging integrated converter, and a storage battery and four traction motors are arranged at the same time; the whole train of the marshalling unit has the advantages of uniform weight distribution, small axle weight difference, more reasonable design, high power redundancy, complete universality of the adopted pantograph, high-voltage box, traction transformer, intermediate train traction converter and the like, and strong adaptability of flexible marshalling of the vehicles.

In order to make the above objects, features and advantages of the present application more comprehensible, preferred embodiments accompanied with figures are described in detail below.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram of the layout of the various components of a traction power supply system for a rail vehicle in accordance with the present application;

Fig. 2 shows a schematic diagram of the power supply principle of a traction power supply system for a rail vehicle according to the application;

Fig. 3 shows a schematic circuit diagram of the high voltage tank of a rail vehicle traction power supply system according to the application.

Wherein: 1-first carriage, 2-second carriage, 3-third carriage, 4-fourth carriage, 5-first pantograph, 6-second pantograph, 7-first high voltage tank, 8-second high voltage tank, 9-first traction transformer, 10-second traction transformer, 11-first main traction converter, 12-second main traction converter, 13-first traction auxiliary converter, 14-second traction auxiliary converter, 15-traction motor, 16-air compressor, 17-storage battery, 18-vehicle end junction box, 19-host vehicle AC380V load, 20-high voltage isolation switch, 21-first high voltage first input end, 22-first high voltage first output end, 23-first high voltage second connection end, 24-second high voltage first input end 25-second high voltage first output terminal, 26-second high voltage second connection terminal, 27-first voltage transformation first input terminal, 28-first voltage transformation first output terminal, 29-first voltage transformation second output terminal, 30-first voltage transformation third output terminal, 31-first voltage transformation fourth output terminal, 32-first voltage transformation fifth output terminal, 33-first voltage transformation sixth output terminal, 34-first main transformation first input terminal, 35-first main transformation second input terminal, 36-first main transformation third input terminal, 37-first main transformation fourth input terminal, 38-first main transformation first output terminal, 39-first main transformation second output terminal, 40-first main transformation third output terminal, 41-first main transformation fourth output terminal, 42-first main transformation fifth output terminal, 43-first auxiliary variable, 45-first auxiliary variable, 47-first auxiliary variable, 48-second auxiliary variable, 49-second variable, 51-second variable, fourth variable, 53-second variable, sixth variable, 55-second main variable, third variable, 57-second main variable, fourth variable, 59-second main variable 60-second main transformer second output end, 61-second main transformer third output end, 62-second main transformer fourth output end, 63-second main transformer fifth output end, 64-second auxiliary transformer first input end, 65-second auxiliary transformer second input end, 66-second auxiliary transformer first output end, 67-second auxiliary transformer second output end, 68-second auxiliary transformer third output end, 69-first input end, 70-first output end, 71-second connection end, 72-current transformer, 73-voltage transformer, 74-first vacuum circuit breaker, 75-first grounding switch, 76-second vacuum circuit breaker, 77-second grounding switch, 78-first lightning arrester and 79-second lightning arrester.

Detailed Description

The term "comprising" in the description of the application and in the claims and in the drawings is synonymous with "including", "containing" or "characterized by", and is inclusive or open-ended and does not exclude additional unrecited elements or method steps. "comprising" is a technical term used in claim language to mean that the recited element is present, but other elements may be added and still form a construct or method within the scope of the recited claims.

It should be noted that: like reference numerals and letters in the following figures denote like items, and thus once an item is defined in one figure, no further definition or explanation of it is required in the following figures, and furthermore, the terms "first," "second," "third," etc. are used merely to distinguish one description from another and are not to be construed as indicating or implying relative importance. The term "about" in the present application is meant to encompass minor variations (up to +/-10%) from the stated values.

At present, the traction equipment of the railway vehicle is heavy in weight, and in order to realize axle weight balance, a traction transformer, a traction converter, a traction motor and a gear box cannot be distributed in the same carriage. How the various equipment is reasonably arranged on the rail train relates to the stability, reliability and safety of the operation of the rail train, the arrangement and arrangement layout is unreasonable, the bearing load and the gravity center position of the train are different, vibration in the high-speed operation of the train is caused, wiring of the electrical equipment is difficult, and piping of sanitary equipment is difficult.

The embodiment of the application provides a traction power supply system of a railway vehicle, which comprises a first pantograph, a second pantograph, a first high-voltage box, a second high-voltage box, a first traction transformer, a second traction transformer, a first main traction converter, a second main traction converter, a first traction auxiliary converter, a second traction auxiliary converter and traction motors, wherein the first traction transformer, the first traction auxiliary converter and the two traction motors are positioned in a first carriage; the first pantograph, the first high-voltage box, the first main traction converter and the four traction motors are positioned in the second carriage; the second pantograph, the second high-voltage box, the second main traction converter and the four traction motors are positioned in a third carriage; the second traction transformer, the second traction auxiliary converter and the two traction motors are positioned in a fourth carriage; the first compartment, the second compartment, the third compartment and the fourth compartment are adjacent in sequence.

According to the traction power supply system for the railway vehicle, the layout of the traction transformer, the traction converter, the auxiliary converter, the storage battery and the traction motor is designed, meanwhile, all trains are motor cars, the head car is a half motor car, the middle car is a full motor car, the power redundancy is high, the problems that the weight distribution of the whole railway vehicle is uneven and the redundancy of the traction system is poor in the prior art are solved, the weight balance is achieved, and the redundancy of the traction system and the flexibility of marshalling are improved.

The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearances of such phrases in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Those of skill in the art will explicitly and implicitly appreciate that the embodiments described herein may be combined with other embodiments.

Example 1

At present, the traction equipment of a railway vehicle has heavier weight, for example, the traction transformer generally has a weight of 1000kg-5000kg, the main traction transformer has a weight of about 1900kg, the auxiliary transformer has a weight of about 800kg, the storage batteries each have a weight of about 100kg, the traction motors each have a weight of about 650kg, various traction equipment are distributed and arranged on the railway train in an unreasonable way, the load bearing and the gravity center position of the vehicle are different, vibration in the high-speed running of the train is caused, wiring of the electrical equipment is difficult, and piping of the sanitary equipment is difficult.

The application provides a vehicle traction power supply system, which is used for designing the layout of a traction transformer, a traction converter, an auxiliary converter, a storage battery and a traction motor, solving the problems of uneven weight distribution of the whole railway vehicle and poor redundancy of the traction system in the prior art, realizing weight balance of arrangement and improving redundancy of the traction system and flexibility of marshalling.

The layout structure schematic diagram of a vehicle traction power supply system shown in fig. 1 comprises a first compartment 1, a second compartment 2, a third compartment 3 and a fourth compartment 4 which are sequentially adjacent, wherein the compartments are connected through a coupler, and the 4 compartments are grouped. The application relates to a traction power supply system of a railway vehicle, which comprises a first pantograph 5, a second pantograph 6, a first high-voltage box 7, a second high-voltage box 8, a first traction transformer 9, a second traction transformer 10, a first main traction converter 11, a second main traction converter 12, a first traction auxiliary converter 13, a second traction auxiliary converter 14 and a plurality of traction motors 15 distributed in each carriage. As shown in fig. 1, the first compartment 1 and the fourth compartment 4 are semi-powered compartments, comprising two traction motors. The second car 2 and the third car 3 are full-power cars, comprising four traction motors. The first traction transformer 9, the first traction auxiliary current transformer 13 and the two traction motors 15 are located in the first car 1. The first pantograph 5, the first high-voltage tank 7, the first main traction converter 11 and the four traction motors 15 are located in the second car. The second pantograph 6, the second high-voltage tank 8, the second main traction converter 12 and the four traction motors 15 are located in the third compartment. The second traction transformer 10, the second traction auxiliary converter 14 and the two traction motors 15 are located in the fourth car.

The traction power supply system of the railway vehicle adopts a frame control mode, wherein two head carriages of a first carriage 1 and a fourth carriage are provided with traction auxiliary converters and traction transformers, namely, the first carriage 1 is provided with a first traction transformer 9 and a first traction auxiliary converter 13, and the fourth carriage 4 is provided with a second traction transformer 10 and a second traction auxiliary converter 14. Wherein the traction auxiliary current transformer is a single traction current transformer. In connection with fig. 1, it is also visible that an air compressor 16 and two traction motors 15 are arranged in the first compartment 1 and in the fourth compartment. The two intermediate cars of the second car 2 and the third car 3 are provided with primary traction converters, for example a first primary traction converter 11 is provided in the second car 2 and a second primary traction converter 12 is provided in the third car 3. The main traction converter adopts a fully redundant dual four-quadrant traction and auxiliary charging integrated converter. In connection with fig. 1, it is visible that the intermediate vehicle, i.e. the second cabin 2 and the third cabin 3, are provided with a battery 17, an air compressor 16 and four traction motors 15 at the same time. The traction power supply system has the advantages that the weight distribution of the whole vehicle is uniform, the axle weight difference is small, and the design is more reasonable.

The high-voltage alternating current of the AC25kV of the power grid is input into the high-voltage box through the pantograph and the cable in the traction power supply system of the railway vehicle. The high-voltage box, namely the high-voltage electric box, is a front-stage component part of an electric traction system circuit of the train vehicle, and realizes the on-off and protection functions of the circuit of the traction system. The traction transformer is connected with the high-voltage box, the traction transformer reduces the high-voltage alternating current of the AC25KV into alternating current of the AC1500V, the alternating current power is transformed by the traction transformer and then is output to the main traction converter and the traction auxiliary converter to supply power, the main traction converter and the traction auxiliary converter convert the alternating current of the AC1500V into direct current through an internal AC-DC module, and then the direct current is converted into three-phase alternating current with controllable voltage and frequency through an internal inversion module, and the three-phase alternating current is transmitted to the alternating current traction motor (namely a three-phase asynchronous motor) to pull the whole train through the rotation of the motor.

The traction converter is one of key components of a train and generally comprises a pulse rectifier power unit, an inversion power unit, a filtering unit and a cooling unit, single-phase alternating current from the traction transformer is rectified into direct current, then the direct current is inverted into three-phase alternating current capable of changing frequency, and the starting, braking and speed regulation control of an alternating current traction motor are realized through voltage regulation and frequency modulation control. When the train is in a traction working condition, the traction converter converts single-phase alternating current on the secondary winding of the traction transformer into variable-voltage variable-frequency three-phase power required by driving the traction motor; when the braking working condition is met, the traction motor is in the power generation working condition, and the traction converter feeds back the electric energy generated by the motor to the power grid. The traction auxiliary converter is conventional existing equipment, and mainly converts the AC1500V alternating current at the secondary side of the traction transformer into three-phase alternating current with adjustable voltage and frequency and a 400VAC power supply and a 50Hz power supply to supply power to a traction motor and a train auxiliary system. The traction auxiliary converter adopts a single traction converter and comprises 2 four-quadrant modules, an intermediate direct-current circuit, a brake chopper, 2 traction inversion modules and 1 auxiliary module, wherein the auxiliary modules provide power for auxiliary systems of a train group, such as three-phase AC380V. The main traction converter adopts a fully redundant dual four-quadrant traction and auxiliary charging integrated converter, and comprises 2 dual four-quadrant rectifier modules, 2 dual main inversion modules, 1 auxiliary module and 1 charging module, wherein the charging module charges a storage battery and provides DC110V.

As shown in fig. 2, the first high-voltage tank 7 includes a first high-voltage first input terminal 21, a first high-voltage first output terminal 22, and a first high-voltage second connection terminal 23. The first high-voltage first input end 21 is connected to the first pantograph 5 through a cable, the first high-voltage first output end 22 is connected to the input end of the first traction transformer 9, the output end of the first traction transformer 9 is respectively connected to the input end of the first main traction converter 11 and the input end of the first auxiliary traction converter 13, the output end of the first main traction converter 11 is connected to four traction motors 15, and the output end of the first auxiliary traction converter 13 is connected to two traction motors 15. The second high-pressure tank 8 comprises a second high-pressure first input 24, a second high-pressure first output 25 and a second high-pressure second connection 26. The first high-voltage input end 24 is connected to the second pantograph 6 through a cable, the first high-voltage output end 25 is connected to the input end of the second traction transformer 10, the output end of the second traction transformer 10 is respectively connected to the input end of the second main traction converter 12 and the input end of the second auxiliary traction converter 14, the output end of the second main traction converter 12 is connected to four traction motors 15, and the output end of the second auxiliary traction converter 14 is connected to two traction motors 15. The first high voltage second connection 23 is connected to the second high voltage second connection 26 via a high voltage isolating switch 20.

The first traction transformer 9 includes a first transformed first input 27, a first transformed first output 28, a first transformed second output 29, a first transformed third output 30, a first transformed fourth output 31, a first transformed fifth output 32, and a first transformed sixth output 33. The first main traction converter 11 includes a first main transformer first input terminal 34, a first main transformer second input terminal 35, a first main transformer third input terminal 36, a first main transformer fourth input terminal 37, a first main transformer first output terminal 38, a first main transformer second output terminal 39, a first main transformer third output terminal 40, and a first main transformer fourth output terminal 41. The first auxiliary traction converter 13 includes a first auxiliary first input 43, a first auxiliary second input 44, a first auxiliary first output 45, and a first auxiliary second output 46. The first voltage-transformation first input end 27 is connected with the first high-voltage first output end 22, the first voltage-transformation first output end 28 is connected with the first main transformer first input end 34, the first voltage-transformation second output end 29 is connected with the first main transformer second input end 35, the first voltage-transformation third output end 30 is connected with the first main transformer third input end 36, and the first voltage-transformation fourth output end 31 is connected with the first main transformer fourth input end 37. The first transformer fifth output terminal 32 is connected to the first auxiliary transformer first input terminal 43, and the first transformer sixth output terminal 33 is connected to the first auxiliary transformer second input terminal 44. The first main transformer first output end 38, the first main transformer second output end 39, the first main transformer third output end 40, the first main transformer fourth output end 41, the first auxiliary transformer first output end 45 and the first auxiliary transformer second output end 46 are respectively connected with one traction motor 15.

The second traction transformer 10 includes a second transformed first input 48, a second transformed first output 49, a second transformed second output 50, a second transformed third output 51, a second transformed fourth output 52, a second transformed fifth output 53, and a second transformed sixth output 54. The second main traction converter 12 includes a second main first input 55, a second main second input 56, a second main third input 57, a second main fourth input 58, a second main first output 59, a second main second output 60, a second main third output 61, and a second main fourth output 62. The second traction auxiliary converter 14 includes a second auxiliary first input 64, a second auxiliary second input 65, a second auxiliary first output 66, and a second auxiliary second output 67. The second voltage-variable first input end 48 is connected to the second high-voltage first output end 25, the second voltage-variable first output end 49 is connected to the second main transformer first input end 55, the second voltage-variable second output end 50 is connected to the second main transformer second input end 56, the second voltage-variable third output end 51 is connected to the second main transformer third input end 57, and the second voltage-variable fourth output end 52 is connected to the second main transformer fourth input end 58. The second variable-voltage fifth output terminal 53 is connected to the second auxiliary-transformer first input terminal 64, and the second variable-voltage sixth output terminal 54 is connected to the second auxiliary-transformer second input terminal 65. The second main transformer first output end 59, the second main transformer second output end 60, the second main transformer third output end 61, the second main transformer fourth output end 62, the second auxiliary transformer first output end 66 and the second auxiliary transformer second output end 67 are respectively connected with one traction motor 15.

As shown in fig. 2, each car also includes a car end junction box 18 for powering a host AC380V load 19 (e.g., air compressor, etc.) of the car in which it is located. The first car 1, the second car 2, the third car 3 and the fourth car 4 each include a head junction box 18. The first auxiliary traction converter 13 further comprises a first auxiliary third output 47, and the second auxiliary traction converter 14 further comprises a second auxiliary third output 68. The first auxiliary third output 47 is connected to the input of the terminal junction box 18 of the first vehicle 1. The vehicle end junction box of the first carriage 1, the vehicle end junction box of the second carriage 2, the vehicle end junction box of the third carriage 3 and the vehicle end junction box of the fourth carriage 4 are sequentially connected. The second auxiliary third output 68 is connected to the input of the terminal junction box 18 of the fourth carriage 4.

As shown in fig. 2, a battery 17 is provided in each of the second cabin 2 and the third cabin 3. The first main traction converter 11 comprises a first main transformer fifth output 42. The second main traction converter 12 comprises a second main transformer fifth output 63. The first main transformer fifth output terminal 42 is connected to the battery 17 in the second compartment 2. The second main transformer fifth output 63 is connected to the battery 17 in the third compartment 3.

As shown in fig. 3, which is a schematic diagram of the high-pressure tank, the first high-pressure tank 7 and the second high-pressure tank 8 each comprise a first input 69, a first output 70 and a second connection 71. The first high voltage tank 7 and the second high voltage tank 8 further comprise a current transformer 72, a voltage transformer 73, a first vacuum circuit breaker 74, a first grounding switch 75, a second vacuum circuit breaker 76, a second grounding switch 77. The first input end 69 is connected with the input end of the current transformer 72, the output end of the current transformer 72 is connected with the input end of the first vacuum circuit breaker 74, the output end of the first vacuum circuit breaker 74 is connected with the second connection end 71 and the input end of the second vacuum circuit breaker 76, the output end of the second vacuum circuit breaker 76 is connected with the first output end 70 and one end of the second grounding switch 77, and the other end of the second grounding switch 77 is grounded. The grounding finger-jointed rail in the application. In addition, an output end of the current transformer 72 is connected to one end of a primary coil of the voltage transformer 73, and the other end of the primary coil is grounded. The first grounding switch 75 is a bipolar grounding switch, and an input end and an output end of the first vacuum circuit breaker 74 are respectively connected with one ends of two poles of the first grounding switch 75, and the other ends of the two poles of the first grounding switch are grounded. The second ground switch 77 is a single pole ground switch. A first lightning arrester 78 is also provided between the output of the current transformer 72 and ground. A second lightning arrester 79 is arranged between the first output 70 and ground.

In the traction power supply system of the rail vehicle in this embodiment, a pantograph access network may be adopted in the process of train operation, for example, the first pantograph 5 is lifted to access the network, the second pantograph 6 is not lifted, the high-voltage isolating switch 20 is closed at this time, the first vacuum circuit breaker 74 in the first high-voltage box 7 is closed, the first vacuum circuit breaker 76 is closed, and the first grounding switch 75 and the second grounding switch 77 are not closed and are not grounded. The high-voltage alternating current of the AC25kV sequentially passes through the first pantograph 5, the cable and the first high-voltage first input end 21 to enter the first high-voltage box, is transmitted to the first traction transformer 9 through the first high-voltage first output end 22, and is transmitted to the second high-voltage second connection end 26 of the second high-voltage box 8 through the first high-voltage second connection end 23 and the high-voltage isolating switch 20. The first vacuum circuit breaker 74 in the second high voltage tank 8 is opened, the second vacuum circuit breaker 76 is closed, and the high voltage of the AC25kV is sequentially outputted to the second traction transformer 10 through the second high voltage second connection terminal 26, the second vacuum circuit breaker 76, and the second high voltage first output terminal 25. Similarly, the first pantograph 5 may not be lifted, and the second pantograph 6 may be lifted to access the network.

Meanwhile, the design of the high-voltage isolating switch 20, the first vacuum circuit breaker 74, the second vacuum circuit breaker 79, the first grounding switch 75 and the second grounding switch 77 in the high-voltage box of the traction power supply system of the railway vehicle improves the safety of the whole train traction power supply system. For example, if a fault occurs in the high-voltage bus grounding, the high-voltage isolating switch 20 is automatically turned off, the bus grounding section is judged, if the current bus grounding section is on the lifting side, the bus replacing operation is started, and if the current bus grounding section is on the non-lifting side, the states of the first grounding switch 75 and the second grounding switch 77 on the non-lifting side are checked, and further fault processing is performed.

The embodiment relates to a traction power supply system of a railway vehicle and the railway vehicle, comprising a 4-group grouping unit, wherein a head vehicle is provided with a single four-quadrant traction converter, a traction transformer and two traction motors; the intermediate vehicle adopts a fully redundant dual four-quadrant traction and auxiliary charging integrated converter, and a storage battery and four traction motors are arranged at the same time; the whole train of the marshalling unit has uniform weight distribution, small axle weight difference and more reasonable design, and meanwhile, all the vehicles are motor cars, so that the power redundancy is high.

Accordingly, in another embodiment of the present application, there is also provided a rail vehicle having one of the rail vehicle traction power supply systems of the previous embodiments. The four-group rail vehicles in the application are all motor cars, wherein the first carriage and the fourth carriage are half motor cars, and the second carriage and the third carriage are all motor cars. The traction system adopts a frame control mode, taking a railway vehicle with two bogies, four axles and eight wheels as an example, in the frame control mode, the minimum controllable power unit is one bogie unit at a time, and the bogie unit comprises two movable axle units, namely two traction motors. The frame control mode is that when one motor on one motor car fails, the control system isolates and cuts off the bogie where the motor is located. The rail vehicle adopting the four-group comprises 6 power bogies, so that the power redundancy is high. In addition, the four-group railway vehicle is adopted by adopting a conventional vehicle wiring process, the high-voltage components (pantograph and high-voltage box), the traction transformer and the intermediate main traction converter can realize complete common use of 4, 6 and 8 groups, the auxiliary converter, the storage battery and other main components are common, the operation under different grouping forms of 4+4, 4+6 reconnection and the like can be conveniently realized, and the flexibility of the grouping of the railway vehicle is improved.

The foregoing has outlined rather broadly the more detailed description of embodiments of the application, wherein the principles and embodiments of the application are explained in detail using specific examples, the above examples being provided solely to facilitate the understanding of the method and core concepts of the application; meanwhile, as those skilled in the art will have variations in the specific embodiments and application scope in accordance with the ideas of the present application, the present description should not be construed as limiting the present application in view of the above.

Claims (10)

1. The traction power supply system of the railway vehicle comprises a first pantograph, a second pantograph, a first high-voltage box, a second high-voltage box, a first traction transformer, a second traction transformer, a first main traction converter, a second main traction converter, a first traction auxiliary converter, a second traction auxiliary converter and a traction motor, and is characterized in that,

The first traction transformer, the first traction auxiliary converter and the two traction motors are positioned in a first carriage; the first pantograph, the first high-voltage box, the first main traction converter and the four traction motors are positioned in the second carriage; the second pantograph, the second high-voltage box, the second main traction converter and the four traction motors are positioned in a third carriage; the second traction transformer, the second traction auxiliary converter and the two traction motors are positioned in a fourth carriage; the first compartment, the second compartment, the third compartment and the fourth compartment are adjacent in sequence.

2. A rail vehicle traction power supply system as claimed in claim 1, wherein said first high voltage tank comprises a first high voltage first input, a first high voltage first output and a first high voltage second connection; the first high-voltage first input end is connected to the first pantograph, the first high-voltage first output end is connected with the input end of the first traction transformer, the output end of the first traction transformer is respectively connected with the input end of the first main traction converter and the input end of the first traction auxiliary converter, the output end of the first main traction converter is connected with four traction motors, and the output end of the first traction auxiliary converter is connected with two traction motors;

The second high-voltage box comprises a second high-voltage first input end, a second high-voltage first output end and a second high-voltage second connecting end; the second high-voltage first input end is connected to the second pantograph, the second high-voltage first output end is connected to the input end of the second traction transformer, the output end of the second traction transformer is respectively connected with the input end of the second main traction converter and the input end of the second traction auxiliary converter, the output end of the second main traction converter is connected with four traction motors, and the output end of the second traction auxiliary converter is connected with two traction motors;

the first high voltage second connection is connected to the second high voltage second connection by an isolator.

3. A rail vehicle traction power supply system as claimed in claim 2, wherein the first traction transformer comprises a first transformed first input, a first transformed first output, a first transformed second output, a first transformed third output, a first transformed fourth output, a first transformed fifth output and a first transformed sixth output;

the first main traction converter comprises a first main transformer first input end, a first main transformer second input end, a first main transformer third input end, a first main transformer fourth input end, a first main transformer first output end, a first main transformer second output end, a first main transformer third output end and a first main transformer fourth output end;

the first traction auxiliary converter comprises a first auxiliary transformer first input end, a first auxiliary transformer second input end, a first auxiliary transformer first output end and a first auxiliary transformer second output end;

The first voltage transformation first input end is connected with the first high-voltage first output end, the first voltage transformation first output end is connected with the first main transformer first input end, the first voltage transformation second output end is connected with the first main transformer second input end, the first voltage transformation third output end is connected with the first main transformer third input end, and the first voltage transformation fourth output end is connected with the first main transformer fourth input end; the first variable-voltage fifth output end is connected with the first auxiliary-variable first input end, and the first variable-voltage sixth output end is connected with the first auxiliary-variable second input end;

the first main transformer first output end, the first main transformer second output end, the first main transformer third output end, the first main transformer fourth output end, the first auxiliary transformer first output end and the first auxiliary transformer second output end are respectively connected with a traction motor.

4. A rail vehicle traction power supply system as claimed in claim 2, wherein the second traction transformer comprises a second transformed first input, a second transformed first output, a second transformed second output, a second transformed third output, a second transformed fourth output, a second transformed fifth output and a second transformed sixth output;

the second main traction converter comprises a second main transformer first input end, a second main transformer second input end, a second main transformer third input end, a second main transformer fourth input end, a second main transformer first output end, a second main transformer second output end, a second main transformer third output end and a second main transformer fourth output end;

the second traction auxiliary converter comprises a second auxiliary first input end, a second auxiliary second input end, a second auxiliary first output end and a second auxiliary second output end;

the second variable-voltage first input end is connected with the second high-voltage first output end, the second variable-voltage first output end is connected with the second main transformer first input end, the second variable-voltage second output end is connected with the second main transformer second input end, the second variable-voltage third output end is connected with the second main transformer third input end, and the second variable-voltage fourth output end is connected with the second main transformer fourth input end; the second variable-voltage fifth output end is connected with the second auxiliary-variable first input end, and the second variable-voltage sixth output end is connected with the second auxiliary-variable second input end;

the first output end of the second main transformer, the second output end of the second main transformer, the third output end of the second main transformer, the fourth output end of the second main transformer, the first output end of the second auxiliary transformer and the second output end of the second auxiliary transformer are respectively connected with a traction motor.

5. A rail vehicle traction power system according to any one of claims 1 to 4, further comprising a terminal distribution box for supplying ac 380V loads to the compartment in which it is located; the first carriage, the second carriage, the third carriage and the fourth carriage all comprise a carriage end junction box, the first traction auxiliary converter further comprises a first auxiliary transformer third output end, and the second traction auxiliary converter further comprises a second auxiliary transformer third output end; the first auxiliary third output end is connected with the input end of the vehicle end junction box of the first carriage; the vehicle end junction box of the first carriage, the vehicle end junction box of the second carriage, the vehicle end junction box of the third carriage and the vehicle end junction box of the fourth carriage are connected in sequence; and the second auxiliary transformer third output end is connected with the input end of the vehicle end junction box of the fourth carriage.

6. A rail vehicle traction power supply system as claimed in claim 5, wherein the second and third cars are each provided with a battery; the first main traction converter comprises a first main transformer fifth output end, and the second main traction converter comprises a second main transformer fifth output end; the fifth output end of the first main transformer is connected with a storage battery in the second carriage; and the fifth output end of the second main transformer is connected with the storage battery in the third carriage.

7. A rail vehicle traction power supply system as claimed in claim 1, wherein the first and second main traction converters are dual four-quadrant converters; the first traction auxiliary converter and the second traction auxiliary converter are both single-weight four-quadrant converters.

8. A rail vehicle traction power supply system as claimed in claim 1, wherein said first high voltage tank and said second high voltage tank each comprise a first input, a first output and a second connection;

The device comprises a current transformer, a voltage transformer, a first vacuum circuit breaker, a first grounding switch, a second vacuum circuit breaker and a second grounding switch, wherein the first input end is connected with the input end of the current transformer, the output end of the current transformer is connected with the input end of the first vacuum circuit breaker, the output end of the first vacuum circuit breaker is connected with the first connecting end and the input end of the second vacuum circuit breaker, the output end of the second vacuum circuit breaker is connected with one end of the first output end and one end of the second grounding switch, and the other end of the second grounding switch is grounded;

The output end of the current transformer is connected with one end of a primary coil of the voltage transformer, and the other end of the primary coil is grounded;

The first grounding switch is a bipolar grounding switch, the input end and the output end of the first vacuum circuit breaker are respectively connected with one ends of two poles of the first grounding switch, and the other ends of the two poles of the first grounding switch are grounded.

9. The traction power supply system of a rail vehicle of claim 8, wherein a first lightning arrester is further disposed between the output of the current transformer and ground; a second lightning arrester is arranged between the first output end and the ground.

10. A rail vehicle characterized by comprising a rail vehicle traction power supply system as claimed in any one of claims 1-9.