WO2022156279A1 - 单弓故障时列车的供电控制方法、***、控制器及列车 - Google Patents
单弓故障时列车的供电控制方法、***、控制器及列车 Download PDFInfo
- Publication number
- WO2022156279A1 WO2022156279A1 PCT/CN2021/124574 CN2021124574W WO2022156279A1 WO 2022156279 A1 WO2022156279 A1 WO 2022156279A1 CN 2021124574 W CN2021124574 W CN 2021124574W WO 2022156279 A1 WO2022156279 A1 WO 2022156279A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- train
- traction
- power supply
- bow
- controller
- Prior art date
Links
- 238000000034 method Methods 0.000 title claims abstract description 20
- 238000001514 detection method Methods 0.000 claims abstract description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000007812 deficiency Effects 0.000 description 1
- 230000000593 degrading effect Effects 0.000 description 1
- 238000013024 troubleshooting Methods 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
- B60L5/18—Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
- B60L5/20—Details of contact bow
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the invention belongs to the technical field of high-voltage circuit control of rail transit vehicles, and particularly relates to a power supply control method, system, controller and train for a train when a single bow fails.
- FIG. 1 is a schematic diagram of the structure of the existing pantograph current-receiving standard train power supply system.
- the existing train power supply system includes two sets of independent traction units (first traction unit 1, second traction unit 2), and two auxiliary inverters (first auxiliary inverter 4, second auxiliary inverter 5) , Two anti-reverse diodes (first diode D1, second diode D2). in:
- the first traction unit 1 includes a first pantograph 101, a first high-speed circuit breaker 102, a first traction inverter 103, a first traction motor 104, a second high-speed circuit breaker 105, a second traction inverter 106, a Two traction motors 107;
- the output side of the first pantograph 101 is electrically connected to the power supply terminal of the first traction motor 104 through the first high-speed circuit breaker 102 and the first traction inverter 103 in sequence;
- the output side of the first pantograph 101 is electrically connected to the power supply terminal of the second traction motor 107 through the second high-speed circuit breaker 105 and the second traction inverter 106 in sequence.
- the second traction unit 2 includes a second pantograph 201, a third high-speed circuit breaker 202, a third traction inverter 203, a third traction motor 204, a fourth high-speed circuit breaker 205, a fourth traction inverter 206, Four traction motors 207;
- the output side of the second pantograph 201 is electrically connected to the power supply terminal of the third traction motor 204 through the third high-speed circuit breaker 202 and the third traction inverter 203 in sequence;
- the output side of the second pantograph 201 is electrically connected to the power supply terminal of the fourth traction motor 207 through the fourth high-speed circuit breaker 205 and the fourth traction inverter 206 in sequence.
- the output side of the first pantograph 101 is electrically connected to the anode of the first diode D1.
- the output side of the second pantograph 201 is electrically connected to the anode of the second diode D2.
- the cathode of the first diode D1 is electrically connected to the cathode of the second diode D2.
- the power supply terminals of the first auxiliary inverter 4 and the second auxiliary inverter 5, the cathode of the first diode D1, and the cathode of the second diode D2 are electrically connected to each other.
- Both the first pantograph 101 and the second pantograph 201 can be lifted and received current from the high-voltage catenary 3 .
- the high-voltage catenary 3 receives current through the pantographs of the two sets of traction units 1 and 2, flows through the corresponding high-speed circuit breaker and traction inverter, and finally drives the corresponding traction motor to realize vehicle traction.
- the purpose of the present invention is to provide a power supply control method, system, controller and train for a train in the event of a single-bow failure in the prior art, in view of the deficiencies in the prior art that the train needs to run at a reduced speed when a single-bow failure occurs.
- the two pantographs are not faulty, if the vehicle passes through different power supply sections, the circuits of different power supply sections will not be directly short-circuited, ensuring the safe operation of the vehicle.
- the technical scheme adopted in the present invention is:
- a power supply control method for a train when a single bow fails which is characterized by including:
- the method for judging whether a single-bow failure occurs in a train includes:
- the present invention also provides a power supply control system for a train when a single bow fails, which is characterized by comprising a controller and a high-voltage contactor connected between the output sides of the two pantographs, wherein:
- Controller It is used to judge whether a single-bow failure occurs in the train, and control the high-voltage contactor to close when the single-bow failure occurs on the train, and control the high-voltage contactor to maintain the open state when the single-bow failure of the train does not occur.
- the logic of the controller judging whether a single-bow failure occurs in the train includes:
- the present invention also provides a controller, which is characterized in that the controller is configured to execute the power supply control method.
- the present invention also provides a train, which is characterized in that it adopts the power supply control system.
- the present invention has the following beneficial effects: when the single bow of the train fails, the high-voltage contactor is closed, and both sets of traction units obtain traction power supply through the fault-free pantograph, so as to realize the performance without losing any traction performance. At the same time, when the two pantographs are fault-free, the high-voltage contactor is disconnected, and the circuits of different power supply sections will not be directly short-circuited when the vehicle passes through different power supply sections, ensuring the safe operation of the vehicle.
- FIG. 1 is a schematic structural diagram of an existing pantograph current-receiving standard train power supply system.
- FIG. 2 is a schematic structural diagram of an embodiment of a power supply control system according to the present invention.
- FIG. 3 is a flowchart of an embodiment of a power supply control method according to the present invention.
- 1 is the first traction unit
- 101 is the first pantograph
- 102 is the first high-speed circuit breaker
- 103 is the first traction inverter
- 104 is the first traction motor
- 105 is the second high-speed circuit breaker
- 106 is the second traction inverter
- 107 is the second traction motor
- 2 is the second traction unit
- 201 is the second pantograph
- 202 is the third high-speed circuit breaker
- 203 is the third traction inverter
- 204 is the third Three traction motors
- 205 is the fourth high-speed circuit breaker
- 206 is the fourth traction inverter
- 207 is the fourth traction motor
- 3 is the high-voltage catenary
- 4 is the first auxiliary inverter
- 5 is the second auxiliary inverter device
- D1 is the first diode
- D2 is the second diode
- KM1 is the high-voltage contactor.
- the train is equipped with two sets of independent traction units (first traction unit 1, second traction unit 2), two auxiliary inverters (first auxiliary inverter 4, second auxiliary inverter 5), two anti-reverse diodes (first diode D1, second diode D2).
- first traction unit 1, second traction unit 2 the train is equipped with two sets of independent traction units (first traction unit 1, second traction unit 2), two auxiliary inverters (first auxiliary inverter 4, second auxiliary inverter 5), two anti-reverse diodes (first diode D1, second diode D2).
- the first traction unit 1 includes a first pantograph 101, a first high-speed circuit breaker 102, a first traction inverter 103, a first traction motor 104, a second high-speed circuit breaker 105, a second traction inverter 106, a Two traction motors 107;
- the output side of the first pantograph 101 is electrically connected to the power supply terminal of the first traction motor 104 through the first high-speed circuit breaker 102 and the first traction inverter 103 in sequence;
- the output side of the first pantograph 101 is electrically connected to the power supply terminal of the second traction motor 107 through the second high-speed circuit breaker 105 and the second traction inverter 106 in sequence.
- the second traction unit 2 includes a second pantograph 201, a third high-speed circuit breaker 202, a third traction inverter 203, a third traction motor 204, a fourth high-speed circuit breaker 205, a fourth traction inverter 206, Four traction motors 207;
- the output side of the second pantograph 201 is electrically connected to the power supply terminal of the third traction motor 204 through the third high-speed circuit breaker 202 and the third traction inverter 203 in sequence;
- the output side of the second pantograph 201 is electrically connected to the power supply terminal of the fourth traction motor 207 through the fourth high-speed circuit breaker 205 and the fourth traction inverter 206 in sequence.
- the output side of the first pantograph 101 is electrically connected to the anode of the first diode D1.
- the output side of the second pantograph 201 is electrically connected to the anode of the second diode D2.
- the cathode of the first diode D1 is electrically connected to the cathode of the second diode D2.
- the power supply terminals of the first auxiliary inverter 4 and the second auxiliary inverter 5, the cathode of the first diode D1, and the cathode of the second diode D2 are electrically connected to each other.
- Both the first pantograph 101 and the second pantograph 201 can be lifted and received current from the high-voltage catenary 3 .
- the high-voltage catenary 3 receives current through the pantographs of the two traction units, flows through the corresponding high-speed circuit breaker and traction inverter, and finally drives the corresponding traction motor to realize vehicle traction.
- the power supply control system of the train when a single bow fails includes a controller (the controller is not shown in the drawings, but does not affect the understanding and implementation of the present invention by those skilled in the art) and a controller connected to two pantographs (the first receiver The high-voltage contactor KM1 between the output sides of the pantograph 101 and the second pantograph 201), wherein:
- Controller It is used to judge whether a single-bow fault occurs in the train, and control the high-voltage contactor KM1 to close when the single-bow fault occurs on the train, and control the high-voltage contactor KM1 to maintain the open state when the single-bow fault does not occur on the train.
- the logic of the controller for judging whether a single bow fault occurs in the train includes:
- the two auxiliary inverters on the train both obtain auxiliary power supply, and the two sets of traction units on the train (the first traction unit 1 and the second traction unit) 2)
- the corresponding high-speed circuit breakers (the first high-speed circuit breaker 102, the second high-speed circuit breaker 105, the third high-speed circuit breaker 202, and the fourth high-speed circuit breaker 205)
- detect the two sets of traction units on the train (the first Whether traction unit 1, second traction unit 2) obtain traction power supply, when the detection result is that there is and only one set of traction unit (first traction unit 1 or second traction unit 2) obtains traction power supply, it is judged that the train has a single traction unit. Bow failure.
- the power supply control method of the train in the event of a single bow failure includes:
- the methods for judging whether the train has a single bow failure include:
- an implementation process of the power supply control method for a train when a single bow fails is as follows (the initial state of the high-voltage contactor KM1 is the disconnected state):
- the train After the two pantographs 101 and 102 are raised, the train first checks whether the two auxiliary inverters 4 and 5 have obtained auxiliary power supply. Specifically, if a high voltage is detected at the two auxiliary inverters 4 and 5 , it means that the two auxiliary inverters 4 and 5 obtain auxiliary power supply. Since two anti-reverse diodes D1 and D2 are connected between the output sides of the two pantographs 101 and 102, if neither of the two pantographs 101 and 102 fails, or if the two pantographs 101 and 102 are not faulty, In the event of a fault, both auxiliary inverters 4, 5 can obtain auxiliary power supply.
- the second pantograph 201 corresponding to the second traction unit 2 is faulty (such as falling off, etc.), and at this time, control the high voltage
- the contactor KM1 is closed, the fault-free first pantograph 101 supplies power to the first traction unit 1 and the second traction unit 2 at the same time, and the train does not lose any traction performance.
- the second traction unit 2 obtains the traction power supply but the first traction unit 1 does not obtain the traction power supply, it can be determined that the first pantograph 101 corresponding to the first traction unit 1 has a fault (such as falling off, etc.), and at this time, control the high voltage The contactor KM1 is closed, the fault-free second pantograph 201 supplies power to the first traction unit 1 and the second traction unit 2 at the same time, and the train does not lose any traction performance.
- a fault such as falling off, etc.
- both the first traction unit 1 and the second traction unit 2 obtain traction power supply, it can be determined that there is no single-bow failure of the train, and the high-voltage contactor KM1 is controlled to maintain the disconnected state.
- the circuits of different power supply sections will not be directly short-circuited to ensure the safe operation of the vehicle.
- the present invention also provides a controller configured to execute the power supply control method.
- the present invention also provides a train, which adopts the power supply control system.
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
Claims (6)
- 一种单弓故障时列车的供电控制方法,其特征在于,包括:判断列车是否发生单弓故障,若是,则控制接在两受电弓(101,201)输出侧之间的高压接触器(KM1)闭合,否则控制两受电弓(101,201)输出侧之间的高压接触器(KM1)维持在断开状态。
- 如权利要求1所述的单弓故障时列车的供电控制方法,其特征在于,判断列车是否发生单弓故障的方法包括:在列车上两个辅助逆变器(4,5)均获得了辅助供电,并且列车上两套牵引单元(1,2)对应的高速断路器(102,105,202,205)均闭合时,检测列车上两套牵引单元(1,2)是否获得牵引供电,当检测结果为有且仅有一套牵引单元获得了牵引供电时,判断列车发生了单弓故障。
- 一种单弓故障时列车的供电控制***,其特征在于,包括控制器和接在两受电弓(101,201)输出侧之间的高压接触器(KM1),其中:控制器:用于判断列车是否发生单弓故障,并在列车发生单弓故障时控制高压接触器(KM1)闭合,在列车未发生单弓故障时控制高压接触器(KM1)维持在断开状态。
- 如权利要求3所述的单弓故障时列车的供电控制***,其特征在于,所述控制器判断列车是否发生单弓故障的逻辑包括:在列车上两个辅助逆变器(4,5)均获得了辅助供电,并且列车上两套牵引单元(1,2)对应的高速断路器(102,105,202,205)均闭合时,检测列车上两套牵引单元(1,2)是否获得牵引供电,当检测结果为有且仅有一套牵引单元获得了牵引供电时,判断列车发生了单弓故障。
- 一种控制器,其特征在于,该控制器被配置为用于执行权利要求1或2所述的供电控制方法。
- 一种列车,其特征在于,其采用权利要求3或4所述的供电控制***。
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CN202110093413.9A CN112829594B (zh) | 2021-01-21 | 2021-01-21 | 单弓故障时列车的供电控制方法、***、控制器及列车 |
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CN201193029Y (zh) * | 2008-08-15 | 2009-02-11 | 铁道部运输局 | 两端驾驶且自带动力的动车组 |
JP2017055500A (ja) * | 2015-09-07 | 2017-03-16 | 東洋電機製造株式会社 | 鉄道車両の制御システム及び制御方法 |
CN206493850U (zh) * | 2017-01-16 | 2017-09-15 | 中车株洲电力机车有限公司 | 一种电力动车组供电电路及该电力动车组 |
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FR2941412B1 (fr) * | 2009-01-26 | 2012-11-16 | Alstom Transport Sa | Procede de detection preventive de defauts de contact et de diagnostic de leur origine entre une ligne d'alimentation electrique et un organe conducteur mobile le long de cette ligne. |
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CN105015537B (zh) * | 2015-08-19 | 2017-08-11 | 永济新时速电机电器有限责任公司 | 高速载人列车牵引控制*** |
CN107878203B (zh) * | 2016-09-29 | 2019-11-12 | 中车株洲电力机车研究所有限公司 | 一种列车受电弓失电检测和保护装置及方法 |
CN110133442A (zh) * | 2019-05-30 | 2019-08-16 | 中车青岛四方机车车辆股份有限公司 | 一种轨道车辆特高压过流故障检测装置及方法 |
CN110525275A (zh) * | 2019-09-09 | 2019-12-03 | 中车株洲电力机车有限公司 | 一种动车组交直流网侧电路及其控制方法 |
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CN201193029Y (zh) * | 2008-08-15 | 2009-02-11 | 铁道部运输局 | 两端驾驶且自带动力的动车组 |
JP2017055500A (ja) * | 2015-09-07 | 2017-03-16 | 東洋電機製造株式会社 | 鉄道車両の制御システム及び制御方法 |
CN206493850U (zh) * | 2017-01-16 | 2017-09-15 | 中车株洲电力机车有限公司 | 一种电力动车组供电电路及该电力动车组 |
CN109703368A (zh) * | 2018-12-10 | 2019-05-03 | 中车大连机车车辆有限公司 | 机车高压***冗余控制方法及*** |
CN112829594A (zh) * | 2021-01-21 | 2021-05-25 | 中车株洲电力机车有限公司 | 单弓故障时列车的供电控制方法、***、控制器及列车 |
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