CN114633640B - Power switching system and method of railway vehicle and railway vehicle - Google Patents
Power switching system and method of railway vehicle and railway vehicle Download PDFInfo
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- CN114633640B CN114633640B CN202210050621.5A CN202210050621A CN114633640B CN 114633640 B CN114633640 B CN 114633640B CN 202210050621 A CN202210050621 A CN 202210050621A CN 114633640 B CN114633640 B CN 114633640B
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- 238000000034 method Methods 0.000 title claims abstract description 28
- 238000001514 detection method Methods 0.000 claims abstract description 76
- 229910000831 Steel Inorganic materials 0.000 claims abstract description 5
- 239000010959 steel Substances 0.000 claims abstract description 5
- 230000002159 abnormal effect Effects 0.000 claims description 5
- 230000005856 abnormality Effects 0.000 claims description 3
- 238000002955 isolation Methods 0.000 claims description 3
- 238000010586 diagram Methods 0.000 description 5
- 238000002485 combustion reaction Methods 0.000 description 4
- 230000005611 electricity Effects 0.000 description 2
- 230000003213 activating effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
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Classifications
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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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/53—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
-
- 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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
-
- 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
- B60L5/22—Supporting means for the contact bow
- B60L5/28—Devices for lifting and resetting the collector
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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
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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- 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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to the technical field of railway vehicles, and provides a power switching system and method of a railway vehicle and the railway vehicle. The power switching system of the railway vehicle includes: a current transformer; the three-phase uncontrolled rectifying module comprises a common anode and a common cathode, wherein the common anode is respectively connected with the converter and the steel rail, and the common cathode is connected with the converter; the power pack is electrically connected with the three-phase uncontrolled rectifying module; the first end of the pantograph is used for being connected with a power grid, and the second end of the pantograph is connected with the common cathode; the first end of the first voltage detection device is connected with the pantograph, and the second end of the first voltage detection device is connected with the common anode; the first end of the second voltage detection device is connected with the common cathode, and the second end of the second voltage detection device is connected with the common anode. The power switching system of the railway vehicle can select a power pack power supply mode and a power grid power supply mode, and can complete switching of the power supply modes. And whether the power supply mode can be switched or not can be determined by detecting the corresponding voltage value, so that the simultaneous operation of the two power supply modes can be avoided, and the occurrence of safety accidents is avoided.
Description
Technical Field
The invention relates to the technical field of railway vehicles, in particular to a power switching system and method of a railway vehicle and the railway vehicle.
Background
The double-power motor train unit taking the power pack and the power grid as power sources can be applied to electrified railway sections and non-electric railway sections. Based on this, it is a technical problem that a person skilled in the art needs to solve to provide a power switching system of a railway vehicle capable of switching a power source.
Disclosure of Invention
The invention provides a power switching system and method of a railway vehicle and the railway vehicle, which are used for switching power sources.
An embodiment of an aspect of the present invention provides a power switching system for a railway vehicle, including:
a current transformer;
the three-phase uncontrolled rectifying module comprises a common anode and a common cathode, wherein the common anode is respectively connected with the converter and the steel rail, and the common cathode is connected with the converter;
the power pack is electrically connected with the three-phase uncontrolled rectifying module;
the pantograph is connected with the power grid at the first end and connected with the common cathode at the second end;
the first voltage detection device is connected with the pantograph at a first end and connected with the common anode at a second end;
the first end of the second voltage detection device is connected with the common cathode, and the second end of the second voltage detection device is connected with the common anode;
when the power pack is selected to supply power, the power pack is used for supplying power to the converter under the condition that the first voltage detection device does not detect the voltage value and the voltage value detected by the second voltage detection device is in an allowable range;
when the power grid is selected to supply power, the converter is supplied with power through the power grid under the condition that the voltage value detected by the first voltage detection device is in an allowable range and the voltage value is not detected by the second voltage detection device.
According to one embodiment of the present invention, the circuit contactor, the precharge contactor, and the precharge resistor are further included;
the circuit contactor is arranged between the common cathode and the converter, the pre-charging contactor is connected with the pre-charging resistor in series, and the pre-charging contactor and the pre-charging resistor are connected with the circuit contactor in parallel after being connected in series.
According to one embodiment of the invention, the high-speed circuit breaker is further comprised, and the second end of the pantograph is connected with the common cathode through the high-speed circuit breaker;
the first end of the high-speed circuit breaker is connected with the second end of the pantograph, and the second end of the high-speed circuit breaker is connected with the common cathode.
According to one embodiment of the invention, the first isolating switch is further included;
the first isolating switch is arranged between the pantograph and the high-speed circuit breaker.
According to one embodiment of the invention, the circuit further comprises a ground wire and a second isolating switch;
the second end of the pantograph and the common cathode are connected with the grounding wire through the second isolating switch.
According to one embodiment of the invention, the lightning arrester is further comprised;
the first end of the lightning arrester is connected with the second end of the pantograph, and the second end of the lightning arrester is grounded.
According to one embodiment of the present invention, the fuse further comprises a fuse;
the fuse is disposed between the first voltage detection device and the first end of the high-speed circuit breaker.
In another aspect, the embodiment of the present invention further provides a power switching method implemented based on the power switching system of a rail vehicle according to any one of the preceding claims, when a power pack is selected to supply power, the method includes:
lowering the pantograph;
starting the power pack;
closing the pre-charge contactor when it is determined that the voltage value is not detected by the first voltage detection device and the voltage value detected by the second voltage detection device is within an allowable range;
when selecting the power grid to supply power, the method comprises the following steps:
stopping the power pack;
raising the pantograph;
and closing the high-speed circuit breaker and the pre-charging contactor when the voltage value detected by the first voltage detection device is determined to be in an allowable range and the voltage value is not detected by the second voltage detection device.
According to one embodiment of the present invention, when selecting the power pack to supply power, the method further comprises:
transmitting a simultaneous power supply alarm when it is determined that the first voltage detection device detects a voltage;
and/or sending a power pack power supply abnormality alarm when the voltage value detected by the second voltage detection device is not in the allowable range.
According to one embodiment of the present invention, when selecting the grid power supply, further comprising:
when the voltage value detected by the first voltage detection device is not in the allowable range, detecting the closing states of the high-speed circuit breaker, the pre-charging contactor and the line contactor, and opening all the three in the closing states;
and/or sending an abnormal power supply alarm of the power pack when the second voltage detection device detects the voltage.
According to one embodiment of the present invention, after the power pack is started, the method further comprises:
detecting the opening and closing states of the high-speed circuit breaker, the pre-charging contactor and the line contactor, and opening all the three in the closing state.
In another aspect, the embodiment of the invention further provides a power switching system of a railway vehicle, or a power switching method of the railway vehicle when performing power switching.
According to the power switching system of the railway vehicle, when the power pack is selected for power supply, the pantograph can be lowered to disconnect from the power grid, then the power pack is started, and when the first voltage detection device does not detect the voltage value and the voltage value detected by the second voltage detection device is in the allowable range, the power pack is used for supplying power to the converter. When the power grid is selected for power supply, the power pack can be stopped, then the pantograph is lifted, and when the voltage value detected by the first voltage detection device is determined to be in an allowable range and the voltage value is not detected by the second voltage detection device, the power is supplied to the converter through the power grid.
By means of the arrangement, the power switching system of the railway vehicle can select a power pack power supply mode and a power grid power supply mode, and can finish switching of the power supply modes. And whether the power supply mode can be switched or not can be determined by detecting the corresponding voltage value, so that the simultaneous operation of the two power supply modes can be avoided, and the occurrence of safety accidents is avoided.
According to the power switching method provided by the embodiment of the invention, in the power supply mode switching process, whether the power supply mode can be switched or not is determined by detecting the corresponding voltage value, so that the simultaneous operation of the two power supply modes can be avoided, and the occurrence of safety accidents is avoided.
Further, the rail vehicle provided by the invention has all the advantages as described above, because the power switching system of the rail vehicle is provided or the power switching method of the rail vehicle is adopted.
Drawings
In order to more clearly illustrate the invention or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of a power switching system of a rail vehicle in some embodiments provided by the present invention;
FIG. 2 is a schematic diagram of an operational flow for selecting a power pack power mode in some embodiments provided herein;
FIG. 3 is a schematic diagram of an action flow for selecting a grid power mode in some embodiments provided by the present invention;
FIG. 4 is a flow chart of a power switching method in some embodiments provided by the present invention;
FIG. 5 is a schematic diagram of a selective power pack power flow in some embodiments provided by the present invention;
FIG. 6 is a schematic flow diagram of selecting grid power in some embodiments provided by the present invention;
reference numerals:
1. a three-phase uncontrolled rectifying module; 2. a common anode; 3. a common cathode; 4. a steel rail; 5. a line contactor; 6. pre-charging the contactor; 7. pre-charging a resistor; 8. a power pack; 9. a pantograph; 10. a high-speed circuit breaker; 11. a first voltage detection device; 12. a second voltage detection device; 13. a first isolation switch; 14. a second isolation switch; 15. a fuse; 16. a lightning arrester; 17. a high voltage electrical box.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
With reference to fig. 1-6, a power switching system for a rail vehicle in an embodiment provided by the present invention is described.
Specifically, the power switching system of the railway vehicle comprises a converter, a three-phase uncontrolled rectifying module 1, a power pack 8, a pantograph 9, a first voltage detection device 11 and a second voltage detection device 12.
The related content of the three-phase uncontrolled rectifying module 1 belongs to the prior art, and the principle and structure thereof are not described in detail. The three-phase uncontrolled rectifying module 1 comprises a power input end, a common anode 2 and a common cathode 3. The common anode 2 and the common cathode 3 are both electrically connected to the current transformer, for example by means of wires. The common anode 2 is also electrically connected to rail 4, i.e. rail 4 acts as a zero potential point.
The converter can be a main-auxiliary integrated traction converter.
The power pack 8 is electrically connected with the power input end of the three-phase uncontrolled rectifying module. The power pack 8 typically includes an electric generator and an internal combustion engine. The internal combustion engine is in transmission connection with the generator so as to drive the generator to generate electricity. The power output end of the generator is electrically connected with the power input end of the three-phase uncontrolled rectifying module 1.
The first end of the pantograph 9 is used for being connected with a power grid, and the second end of the pantograph 9 is connected with a common anode.
A first end of the first voltage detection device 11 is connected to the pantograph 9, and a second end of the first voltage detection device 11 is connected to the common anode 2. As shown in fig. 1, when the pantograph 9 is connected to the power grid, the first voltage detection device 11 can detect the voltage value of the power grid.
The first end of the second voltage detection device 12 is connected to the common cathode 3, and the second end of the second voltage detection device 12 is connected to the common anode 2. When the power pack 8 works normally, the second voltage detection device 12 can detect the voltage value output by the three-phase uncontrolled rectifying module 1.
Alternatively, both the first voltage detection means 11 and the second voltage detection means 12 may be voltage sensors.
According to the power switching system of the railway vehicle, when the power pack is selected to supply power, the pantograph 9 can be lowered to disconnect from a power grid, then the power pack 8 is started, and when the first voltage detection device 11 does not detect a voltage value and the voltage value detected by the second voltage detection device 12 is in an allowable range, the power pack 8 is used for supplying power to the converter. When the power grid is selected for power supply, the power pack 8 can be stopped, then the pantograph 9 is lifted, and when the voltage value detected by the first voltage detection device 11 is determined to be in the allowable range and the voltage value is not detected by the second voltage detection device 12, the power grid is used for power supply to the converter.
By means of the arrangement, the power switching system of the railway vehicle can select a power pack power supply mode and a power grid power supply mode, and can finish switching of the power supply modes. And whether the power supply mode can be switched or not can be determined by detecting the corresponding voltage value, so that the simultaneous operation of the two power supply modes can be avoided, and the occurrence of safety accidents is avoided.
In some embodiments provided by the present invention, the power switching system of the rail vehicle further comprises a line contactor 5, a pre-charge contactor 6 and a pre-charge resistor 7.
The line contactor 5 is disposed between the common cathode 3 and the current transformer, and is used for switching on and off the common cathode 3 and the current transformer. The pre-charge contactor 6 is connected in series with the pre-charge resistor 7, and the pre-charge contactor and the pre-charge resistor are connected in parallel with the line contactor 5 after being connected in series.
In some embodiments provided herein, the power switching system of the rail vehicle further comprises a high speed circuit breaker.
The second end of the pantograph is connected with the common cathode through a high-speed circuit breaker.
The first end of the high-speed circuit breaker is connected with the second end of the pantograph, and the second end of the high-speed circuit breaker is connected with the common cathode.
Specifically, when the power pack is selected to supply power, the pantograph 9 may be lowered to disconnect from the power grid, then the power pack 8 is started, and when it is determined that the voltage value is not detected by the first voltage detecting device 11 and the voltage value detected by the second voltage detecting device 12 is in the allowable range, the pre-charging contactor may be closed, so that the power pack is conducted with the current transformer, so that the power pack 8 supplies power to the current transformer.
When the power grid is selected to supply power, the power pack 8 can be stopped, then the pantograph 9 is lifted, and when the voltage value detected by the first voltage detection device 11 is determined to be in the allowable range and the voltage value is not detected by the second voltage detection device 12, the high-speed circuit breaker and the pre-charging contactor can be closed, so that the power grid is conducted with the converter, and the power grid supplies power to the converter.
At the moment when the power supply end, such as the power grid or the power pack 8, is connected with the current transformer, the current in the circuit is large, and if the line contactor 5 is directly closed, electrical components may be burned. Therefore, the precharge contactor 6 can be closed first, and at this time, since the precharge resistor 7 is in the loop, the voltage in the circuit can be shared, the current in the loop can be reduced, and the burning of the element due to the excessive current can be avoided. After a certain time, the line contactor 5 is then closed again.
In some embodiments provided by the present invention, the power switching system of the rail vehicle further comprises a first disconnector 13.
The first disconnecting switch 13 is provided between the pantograph 9 and the high-speed circuit breaker 10. When the power pack is selected to supply power, after the high-speed circuit breaker 10 is opened, the first isolating switch 13 can be opened, so that the first voltage detection device 11 cannot detect a voltage value, and the power pack 8 can be started normally. In this way, even if the pantograph 9 is electrified due to incomplete disconnection from the power grid or other reasons, the problem of double-power simultaneous power supply is not caused, the power supply safety is improved, and the power switching efficiency is improved.
In some embodiments provided by the present invention, the power switching system of the rail vehicle further comprises a ground line and a second disconnector 14.
The second end of the pantograph 9 and the common cathode 3 are both connected with a ground wire through a second isolating switch 14. So set up, in the in-process of overhauling or maintaining, can open second isolator 14, make equipment ground connection to guarantee constructor's personal safety.
In some embodiments provided by the present invention, the power switching system of the rail vehicle further includes a fuse 15.
The fuse 15 is disposed between the first voltage detection device 11 and the first end of the high-speed circuit breaker 10. The safety of the first voltage detection device 11 can be ensured by arranging the fuse 15, and the first voltage detection device 11 is prevented from being burnt.
In some embodiments provided by the present invention, the power switching system of the rail vehicle further comprises a high voltage electrical tank 17.
Three-phase uncontrolled rectifier module 1, high-speed circuit breaker 10, first isolator 13, second isolator 14 and fuse 15 all can set up in high-voltage electric box 17, through setting up high-voltage electric box 17 in order to reduce the setting quantity of mount pad and reduce the degree of difficulty of wire wiring in the automobile body, and can improve the maneuverability of equipment maintenance.
In some embodiments provided by the present invention, the power switching system of the rail vehicle further comprises an arrester 16.
The first end of the lightning arrester 16 is connected to the second end of the pantograph 9, and the second end of the lightning arrester 16 is grounded. By providing the lightning arrester 16, the problem of the vehicle being struck by lightning can be avoided.
Of course, the respective portions of the respective embodiments described above may be combined.
For example, in some embodiments provided by the present invention, a power switching system for a rail vehicle includes: the three-phase uncontrolled rectifying module 1, a pre-charging device, a power pack 8, a pantograph 9, a high-speed circuit breaker 10, a first voltage detection device 11, a second voltage detection device 12, a first isolating switch 13, a grounding wire, a second isolating switch 14, a lightning arrester 16 and a fuse 15.
The three-phase uncontrolled rectifying module 1 comprises a power input end, a common anode 2 and a common cathode 3, wherein the common anode 2 and the common cathode 3 are both connected with a converter, and the common anode 2 is connected with a steel rail 4. The pre-charging device comprises a line contactor 5, a pre-charging contactor 6 and a pre-charging resistor 7, wherein the line contactor 5 is arranged between the common cathode 3 and the current transformer, the pre-charging contactor 6 is connected with the pre-charging resistor 7 in series, and the pre-charging contactor 6 and the pre-charging resistor 7 are connected with the line contactor 5 in parallel after being connected in series. The power pack 8 is electrically connected with the power input end. The pantograph 9 has a first end for connection to the power grid and a second end connected to a first end of the high-speed circuit breaker 10, and a second end of the high-speed circuit breaker 10 is connected to the common cathode 3.
The first voltage detection device 11 has a first end connected to the first end of the high-speed circuit breaker 10 and a second end connected to the common anode 2. The second voltage detection device 12 has a first end connected to the common cathode 3 and a second end connected to the common anode 2. The first disconnecting switch 13 is provided between the pantograph 9 and the high-speed circuit breaker 10. The second end of the pantograph 9 and the common cathode 3 are both connected with a ground wire through a second isolating switch 14. The first end of the lightning arrester 16 is connected to the second end of the pantograph 9, and the second end of the lightning arrester 16 is grounded. The fuse 15 is disposed between the first voltage detection device 11 and the first end of the high-speed circuit breaker 10.
Referring to fig. 2-6, the embodiment of the invention further provides a power switching method.
Specifically, the power switching method is implemented based on the power switching system of the rail vehicle of any one of the above. The power switching method includes step S100 and step S200. It should be noted that, the reference numerals of the step S100 and the step S200 are for convenience of description, and the execution sequence of the two steps is not limited in any way.
In step S100, power pack is selected for power supply. When the vehicle is traveling to a non-electric railway section, the operator, such as a driver, may activate the corresponding button or knob to effect selective power pack supply.
The power pack selection comprises the steps of S101, S102 and S103.
Step S101, lowering the pantograph 9.
As shown with reference to fig. 2, further, lowering the pantograph 9 may include: and sending a bow lowering signal to the pantograph 9, detecting whether the pantograph 9 is in place or not after sending the bow lowering signal for a period of time, and sending a bow lowering alarm for prompting an operator if the pantograph 9 is detected to be not in place, and sending the bow lowering signal again. If it is detected that the pantograph 9 has fallen into position, step S102 is performed.
In this way, by detecting the descending state of the pantograph 9 and taking the descending state of the pantograph 9 as the condition of whether to run next, the problem that the power pack 8 supplies power while the pantograph 9 is connected with the power grid can be effectively avoided.
Step S102, starting the power pack 8. That is, the internal combustion engine is started, and the internal combustion engine drives the generator to generate electricity.
Further, after the power pack 8 is started, when the converter end does not detect the power pack load permission instruction, the method further comprises the following steps:
the open and close states of the high-speed circuit breaker 10, the pre-charging contactor 6 and the line contactor 5 are detected, and all of the three in the closed state are opened.
By detecting the open/close state of the high-speed breaker 10 and opening the high-speed breaker 10 when the high-speed breaker 10 is closed, it is possible to avoid communication with the common cathode 3 when the pantograph 9 is lowered to detect an abnormality. The pre-charging contactor 6 and the line contactor 5 are disconnected, so that the current transformer can be prevented from being conducted when the engine runs unstably.
Step S103, when it is determined that the voltage value is not detected by the first voltage detection means 11, and the voltage value detected by the second voltage detection means 12 is within the allowable range, the precharge contactor 6 is closed.
When the first voltage detection device 11 does not detect the voltage value, it indicates that no current is led into the converter by the power grid, and the problem of double-power simultaneous power supply does not exist. And when the voltage value detected by the second voltage detection device 12 is in the allowable range, the operation of the power pack 8 is stable, the power pack 8 allows the load to be connected in, the pre-charging contactor 6 is closed, the three-phase uncontrolled rectifying module 1 is conducted with the converter, and after a certain time interval, the line contactor 5 can be closed. The current transformer can output according to a battery pack power supply mode.
In some embodiments provided by the present invention, selecting the power pack to supply further comprises: upon determining that the first voltage detecting means 11 detects a voltage value, a simultaneous power supply alarm is sent. When the first voltage detection device 11 detects a voltage value, it is indicated that the power grid can be conducted with the converter, and the state of the pantograph 9 and the state of the high-speed circuit breaker 10 need to be checked.
And/or, when it is determined that the voltage value detected by the second voltage detection device 12 is not within the allowable range, sending an abnormal power supply alarm to the power pack 8. The second voltage detecting device 12 detects that the voltage value is not within the allowable range, and prompts the operator to detect the state of the power pack 8 in time.
And step 200, selecting a power grid to supply power. When the vehicle is traveling to the electrified railway section, an operator, such as a driver, may select the grid power mode by activating a corresponding button or knob.
Referring to fig. 6, selecting the grid power supply includes step S201, step S202, and step S203.
Step S201, the power pack 8 is stopped.
Referring to fig. 3, further, shutting down the power pack 8 includes: and sending a shutdown command to the power pack 8, and detecting whether the power pack 8 is shutdown or not after sending the shutdown command. If the power pack 8 is not stopped, sending a power pack 8 stopping alarm to prompt an operator that the power pack is not stopped normally, and sending a power pack 8 stopping instruction again. If the power pack 8 has been shut down, step S202 is performed.
In this way, by detecting the running state of the power pack and taking the running state of the power pack as the condition of whether the power pack runs next, the problem that the power pack 8 and the power grid supply power simultaneously can be effectively avoided.
Step S202, raising the pantograph 9. That is, the pantograph 9 is driven to rise against the power grid, thereby conducting with the power grid.
Step S203, when it is determined that the voltage value detected by the first voltage detection device 11 is within the allowable range, and the voltage value is not detected by the second voltage detection device 12, closes the high-speed circuit breaker 10 and the precharge contactor 6.
When the voltage value detected by the first voltage detection device 11 is within the allowable range, the pantograph 9 is normally connected and conducted with the power grid, and power supply can be performed. The second voltage detecting device 12 does not detect the voltage value, which means that the power pack 8 does not output current, so that the problem of double-power simultaneous power supply does not exist. The high-speed circuit breaker 10 and the pre-charging contactor 6 are closed, the power grid and the converter are conducted, and after a certain time interval, the line contactor 5 can be closed. The converter outputs according to the power supply mode of the power grid.
In some embodiments provided by the present invention, selecting a grid to supply power further comprises:
when it is determined that the voltage value detected by the first voltage detecting means 11 is not within the allowable range, the open/close states of the high-speed circuit breaker 10, the pre-charging contactor 6 and the line contactor 5 are detected, and all of the three in the closed state are opened. When the voltage value detected by the first voltage detecting means 11 is not in the allowable range, it is indicated that the condition for conducting the power grid with the converter is not satisfied, and the high-speed circuit breaker 10, the pre-charging contactor 6 and the line contactor 5 should be prevented from being closed, so that the power grid is prevented from conducting with the converter.
And/or upon determining that the second voltage detection device 12 detects a voltage, an abnormal power supply alarm of the power pack 8 is sent. When the second voltage detecting device 12 detects the voltage value, it indicates that the power pack 8 can also supply power, and at this time, an abnormal power supply alarm of the power pack 8 is sent to prompt an operator to detect the running state of the power pack 8.
The embodiment of the invention also provides a railway vehicle.
In particular, a rail vehicle comprises a power switching system of a rail vehicle according to any of the above. Or a power switching method of a railway vehicle according to any one of the above is employed when performing power switching.
It should be noted that, the power switching system of the rail vehicle includes all the advantages of the rail vehicle, and will not be described herein. Meanwhile, if the rail vehicle adopts the power switching method of the rail vehicle, all advantages of the rail vehicle are included, and the description is omitted here.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (10)
1. A power switching system for a rail vehicle, comprising:
a current transformer;
the three-phase uncontrolled rectifying module comprises a common anode and a common cathode, wherein the common anode is respectively connected with the converter and the steel rail, and the common cathode is connected with the converter;
the power pack is electrically connected with the three-phase uncontrolled rectifying module;
the pantograph is connected with the power grid at the first end and connected with the common cathode at the second end;
the first voltage detection device is connected with the pantograph at a first end and connected with the common anode at a second end;
the first end of the second voltage detection device is connected with the common cathode, and the second end of the second voltage detection device is connected with the common anode;
when the power pack is selected to supply power, the power pack is used for supplying power to the converter under the condition that the first voltage detection device does not detect the voltage value and the voltage value detected by the second voltage detection device is in an allowable range;
when the power grid is selected to supply power, the converter is supplied with power through the power grid under the condition that the voltage value detected by the first voltage detection device is in an allowable range and the voltage value is not detected by the second voltage detection device.
2. The power switching system of a rail vehicle of claim 1, further comprising a line contactor, a precharge contactor, and a precharge resistor;
the circuit contactor is arranged between the common cathode and the converter, the pre-charging contactor is connected with the pre-charging resistor in series, and the pre-charging contactor and the pre-charging resistor are connected with the circuit contactor in parallel after being connected in series.
3. The power switching system of a rail vehicle of claim 2, further comprising a high speed circuit breaker through which the second end of the pantograph is connected to the common cathode;
the first end of the high-speed circuit breaker is connected with the second end of the pantograph, and the second end of the high-speed circuit breaker is connected with the common cathode.
4. The power switching system of a rail vehicle of claim 3, further comprising a first isolation switch;
the first isolating switch is arranged between the pantograph and the high-speed circuit breaker.
5. A power switching system for a rail vehicle according to any one of claims 3, further comprising a ground line and a second disconnector;
the second end of the pantograph and the common cathode are connected with the grounding wire through the second isolating switch.
6. A power switching method, implemented on the basis of the power switching system of a rail vehicle according to any one of claims 3-5, comprising, when selecting a power pack for power supply:
lowering the pantograph;
starting the power pack;
closing the pre-charge contactor when it is determined that the voltage value is not detected by the first voltage detection device and the voltage value detected by the second voltage detection device is within an allowable range;
when selecting the power grid to supply power, the method comprises the following steps:
stopping the power pack;
raising the pantograph;
and closing the high-speed circuit breaker and the pre-charging contactor when the voltage value detected by the first voltage detection device is determined to be in an allowable range and the voltage value is not detected by the second voltage detection device.
7. The power switching method according to claim 6, further comprising, when selecting the power pack to supply power:
transmitting a simultaneous power supply alarm when it is determined that the first voltage detection device detects a voltage;
and/or sending a power pack power supply abnormality alarm when the voltage value detected by the second voltage detection device is not in the allowable range.
8. The power switching method according to claim 6, further comprising, when selecting grid power:
when the voltage value detected by the first voltage detection device is not in the allowable range, detecting the closing states of the high-speed circuit breaker, the pre-charging contactor and the line contactor, and opening all the three in the closing states;
and/or sending an abnormal power supply alarm of the power pack when the second voltage detection device detects the voltage.
9. The power switching method according to any one of claims 6, further comprising, after the start of the power pack:
detecting the opening and closing states of the high-speed circuit breaker, the pre-charging contactor and the line contactor, and opening all the three in the closing state.
10. A rail vehicle comprising the power switching system of any one of claims 1 to 5, or when performing power switching, employing the power switching method of the rail vehicle of any one of claims 6 to 9.
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| CN202210050621.5A CN114633640B (en) | 2022-01-17 | 2022-01-17 | Power switching system and method of railway vehicle and railway vehicle |
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| CN114633640A (en) | 2022-06-17 |
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