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 PDF

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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
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train
traction
power supply
bow
controller
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PCT/CN2021/124574
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English (en)
French (fr)
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聂文斌
井宇航
尚江傲
赵小军
司尚卓
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中车株洲电力机车有限公司
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Publication of WO2022156279A1 publication Critical patent/WO2022156279A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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

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  • 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

一种单弓故障时列车的供电控制方法、***、控制器及列车，其中单弓故障时列车的供电控制方法包括：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，否则控制高压接触器（KM1）维持在断开状态。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。

Description

单弓故障时列车的供电控制方法、***、控制器及列车 技术领域
本发明属于轨道交通车辆高压电路控制技术领域，特别涉及一种单弓故障时列车的供电控制方法、***、控制器及列车。
背景技术
如图1所示为现有的受电弓受流制式列车供电***结构示意图。现有的列车供电***包括两套独立的牵引单元(第一牵引单元1、第二牵引单元2)、两个辅助逆变器(第一辅助逆变器4、第二辅助逆变器5)、两个防反二极管(第一二极管D1、第二二极管D2)。其中：
第一牵引单元1包括第一受电弓101、第一高速断路器102、第一牵引逆变器103、第一牵引电机104、第二高速断路器105、第二牵引逆变器106、第二牵引电机107；
第一受电弓101的输出侧依次通过第一高速断路器102、第一牵引逆变器103与第一牵引电机104的电源端电连接；
第一受电弓101的输出侧依次通过第二高速断路器105、第二牵引逆变器106与第二牵引电机107的电源端电连接。
第二牵引单元2包括第二受电弓201、第三高速断路器202、第三牵引逆变器203、第三牵引电机204、第四高速断路器205、第四牵引逆变器206、第四牵引电机207；
第二受电弓201的输出侧依次通过第三高速断路器202、第三牵引逆变器203与第三牵引电机204的电源端电连接；
第二受电弓201的输出侧依次通过第四高速断路器205、第四牵引逆变器206与第四牵引电机207的电源端电连接。
第一受电弓101的输出侧与第一二极管D1的阳极电连接。
第二受电弓201的输出侧与第二二极管D2的阳极电连接。
第一二极管D1的阴极与第二二极管D2的阴极电连接。
第一辅助逆变器4和第二辅助逆变器5的电源端、第一二极管D1的阴极、第二二极管D2的阴极相互电连接。
第一受电弓101和第二受电弓201均可升弓并从高压接触网3受流。高压接触网3经过两套牵引单元1、2的受电弓受流，流过对应的高速断路器、牵引逆变器，最终驱动对应的牵引电机实现车辆牵引。
由图1可知，由于两套牵引单元1、2相互独立，当两个受电弓均正常工作时，列车满动力运行；当某一个受电弓发生故障时，故障受电弓所对应的牵引单元无法获得高压，列车损失一半的牵引力，需要降级降速运行。若为了避免列车在单弓故障时降级降速运行而直接将两受电弓的母线贯穿，当两个受电弓均正常工作时，会导致车辆在通过不同供电段时将不同供电段电路直接短路，造成危害，无法通过工程化施工解决该问题。
发明内容
本发明的目的在于，针对现有技术中在单弓故障时列车需要降级降速运行的不足，提供一种单弓故障时列 车的供电控制方法、***、控制器及列车，在列车单弓故障时，能够实现不损失任何牵引性能而正常运行；同时，在两台受电弓均无故障时，若车辆通过不同供电段也不会将不同供电段电路直接短接，保证车辆运行安全。
为解决上述技术问题，本发明所采用的技术方案是：
一种单弓故障时列车的供电控制方法，其特点是包括：
判断列车是否发生单弓故障，若是，则控制接在两受电弓输出侧之间的高压接触器闭合，否则控制两受电弓输出侧之间的高压接触器维持在断开状态。
作为一种优选方式，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均获得了辅助供电，并且列车上两套牵引单元对应的高速断路器均闭合时，检测列车上两套牵引单元是否获得牵引供电，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。
基于同一个发明构思，本发明还提供了一种单弓故障时列车的供电控制***，其特点是包括控制器和接在两受电弓输出侧之间的高压接触器，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闭合，在列车未发生单弓故障时控制高压接触器维持在断开状态。
作为一种优选方式，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均获得了辅助供电，并且列车上两套牵引单元对应的高速断路器均闭合时，检测列车上两套牵引单元是否获得牵引供电，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。
基于同一个发明构思，本发明还提供了一种控制器，其特点是该控制器被配置为用于执行所述的供电控制方法。
基于同一个发明构思，本发明还提供了一种列车，其特点是其采用所述的供电控制***。
与现有技术相比，本发明具有以下有益效果：在列车单弓故障时，高压接触器闭合，两套牵引单元均通过无故障受电弓获得牵引供电，从而能够实现不损失任何牵引性能而正常运行；同时，在两台受电弓均无故障时，高压接触器断开，在车辆通过不同供电段时不会将不同供电段电路直接短接，保证车辆运行安全。
附图说明
图1为现有的受电弓受流制式列车供电***结构示意图。
图2为本发明供电控制***一实施例的结构示意图。
图3为本发明供电控制方法一实施方式流程图。
其中，1为第一牵引单元，101为第一受电弓，102为第一高速断路器，103为第一牵引逆变器，104为第一牵引电机，105为第二高速断路器，106为第二牵引逆变器，107为第二牵引电机，2为第二牵引单元，201为第二受电弓，202为第三高速断路器，203为第三牵引逆变器，204为第三牵引电机，205为第四高速断路器，206为第四牵引逆变器，207为第四牵引电机，3为高压接触网，4为第一辅助逆变器，5为第二辅助逆变器，D1为第一二极管，D2为第二二极管，KM1为高压接触器。
具体实施方式
如图2所示，列车上设有两套独立的牵引单元(第一牵引单元1、第二牵引单元2)、两个辅助逆变器(第一辅助逆变器4、第二辅助逆变器5)、两个防反二极管(第一二极管D1、第二二极管D2)。其中：
第一牵引单元1包括第一受电弓101、第一高速断路器102、第一牵引逆变器103、第一牵引电机104、第二高速断路器105、第二牵引逆变器106、第二牵引电机107；
第一受电弓101的输出侧依次通过第一高速断路器102、第一牵引逆变器103与第一牵引电机104的电源端电连接；
第一受电弓101的输出侧依次通过第二高速断路器105、第二牵引逆变器106与第二牵引电机107的电源端电连接。
第二牵引单元2包括第二受电弓201、第三高速断路器202、第三牵引逆变器203、第三牵引电机204、第四高速断路器205、第四牵引逆变器206、第四牵引电机207；
第二受电弓201的输出侧依次通过第三高速断路器202、第三牵引逆变器203与第三牵引电机204的电源端电连接；
第二受电弓201的输出侧依次通过第四高速断路器205、第四牵引逆变器206与第四牵引电机207的电源端电连接。
第一受电弓101的输出侧与第一二极管D1的阳极电连接。
第二受电弓201的输出侧与第二二极管D2的阳极电连接。
第一二极管D1的阴极与第二二极管D2的阴极电连接。
第一辅助逆变器4和第二辅助逆变器5的电源端、第一二极管D1的阴极、第二二极管D2的阴极相互电连接。
第一受电弓101和第二受电弓201均可升弓并从高压接触网3受流。高压接触网3经过两套牵引单元的受电弓受流，流过对应的高速断路器、牵引逆变器，最终驱动对应的牵引电机实现车辆牵引。
单弓故障时列车的供电控制***包括控制器(控制器在附图中未示出，但并不影响本领域的技术人员对本发明的理解和实现)和接在两受电弓(第一受电弓101、第二受电弓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。
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(第一辅助逆变器4、第二辅助逆变器5)均获得了辅助供电，并且列车上两套牵引单元(第一牵引单元1、第二牵引单元2)对应的高速断路器(第一高速断路器102、第二高速断路器105、第三高速断路器202、第四高速断路器205)均闭合时，检测列车上两套牵引单元(第一牵引单元1、第二牵引单元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(第一牵引单元1或第二牵引单元2)获得了牵引供电时，判断列车发生了单弓故障。
对应地，单弓故障时列车的供电控制方法包括：
判断列车是否发生单弓故障，若是，则控制接在两受电弓输出侧之间的高压接触器闭合，否则控制两受电弓输出侧之间的高压接触器维持在断开状态。
其中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均获得了辅助供电，并且列车上两套牵引单元对应的高速断路器均闭合时，检测列车上两套牵引单元是否获得牵引供电，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。
具体地，如图3所示，单弓故障时列车的供电控制方法一实施方式流程如下(高压接触器KM1初始状态为断开状态)：
当两台受电弓101、102升起后，首先列车检测两个辅助逆变器4、5是否获得了辅助供电。具体方式为，若在两个辅助逆变器4、5处检测到了高压，则说明两个辅助逆变器4、5获得了辅助供电。由于两台受电弓101、102输出侧之间连有两个防反二极管D1、D2，因此，若两台受电弓101、102均未出现故障，或者两台受电弓101、102之一出现了故障，两个辅助逆变器4、5都能获得辅助供电。
当检测到两个辅助逆变器4、5获得了辅助供电之后，检测两套牵引单元1、2对应的各高速断路器102、105、202、205是否闭合，如果高速断路器102、105、202、205未闭合，则牵引单元1、2无法获得牵引电压，因此，需要保证两套牵引单元1、2对应的各高速断路器102、105、202、205均处于闭合状态。
当两个辅助逆变器4、5均获得了辅助供电，并且两套牵引单元1、2对应的各高速断路器102、105、202、205均处于闭合状态时，检测列车上两套牵引单元1、2是否获得了牵引供电：
若第一牵引单元1获得了牵引供电而第二牵引单元2未获得牵引供电，则可判定第二牵引单元2对应的第二受电弓201出现了故障(如脱落等)，此时控制高压接触器KM1闭合，无故障的第一受电弓101同时为第一牵引单元1与第二牵引单元2供电，列车不损失任何牵引性能。
若第二牵引单元2获得了牵引供电而第一牵引单元1未获得牵引供电，则可判定第一牵引单元1对应的第一受电弓101出现了故障(如脱落等)，此时控制高压接触器KM1闭合，无故障的第二受电弓201同时为第一牵引单元1与第二牵引单元2供电，列车不损失任何牵引性能。
若第一牵引单元1和第二牵引单元2均获得了牵引供电，则可判定列车未发生单弓故障，控制高压接触器KM1维持在断开状态。在车辆通过不同供电段时不会将不同供电段电路直接短接，保证车辆运行安全。
若第一牵引单元1和第二牵引单元2均未获得牵引供电，则需要进行故障排查，不在本发明的考虑范围之内。
本发明还提供了一种控制器，该控制器被配置为用于执行所述的供电控制方法。
本发明还提供了一种列车，其采用所述的供电控制***。
上面结合附图对本发明的实施例进行了描述，但是本发明并不局限于上述的具体实施方式，上述的具体实施方式仅仅是示意性的，而不是局限性的，本领域的普通技术人员在本发明的启示下，在不脱离本发明宗旨和权利要求所保护的范围情况下，还可做出很多形式，这些均属于本发明的保护范围之内。

Claims (6)

  1. 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。
  2. 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。
  3. 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。
  4. 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。
  5. 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。
  6. 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***。
PCT/CN2021/124574 2021-01-21 2021-10-19 单弓故障时列车的供电控制方法、***、控制器及列车 WO2022156279A1 (zh)

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