CN116945917A - Power supply system for rail transit engineering vehicle - Google Patents
Power supply system for rail transit engineering vehicle Download PDFInfo
- Publication number
- CN116945917A CN116945917A CN202311104746.2A CN202311104746A CN116945917A CN 116945917 A CN116945917 A CN 116945917A CN 202311104746 A CN202311104746 A CN 202311104746A CN 116945917 A CN116945917 A CN 116945917A
- Authority
- CN
- China
- Prior art keywords
- power supply
- contactor
- inverter
- voltage
- traction motor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000005284 excitation Effects 0.000 claims description 17
- 108010089351 KM 8 Proteins 0.000 claims description 3
- 238000010248 power generation Methods 0.000 claims 4
- 230000010354 integration Effects 0.000 abstract description 4
- 230000005540 biological transmission Effects 0.000 abstract description 3
- 239000003990 capacitor Substances 0.000 description 5
- 230000009466 transformation Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000003137 locomotive effect Effects 0.000 description 3
- 230000007547 defect Effects 0.000 description 2
- 239000000779 smoke Substances 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000002955 isolation Methods 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
- 238000006467 substitution reaction Methods 0.000 description 1
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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
-
- 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
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
-
- 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
- B60L9/00—Electric propulsion with power supply external to the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C3/00—Electric locomotives or railcars
-
- 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
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
Landscapes
- 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 a power supply system of an engineering vehicle, in particular to a power supply system for a rail transit engineering vehicle. The traction power system comprises a converter cabinet, auxiliary equipment, operation equipment, living equipment, a high-voltage box, a diesel generating set, a first brake resistor, a second brake resistor, a high-voltage box, a first traction motor, a second traction motor, a third traction motor, a fourth traction motor and other equipment which are connected with the converter cabinet, wherein the whole structure adopts a traction transmission system with an AC1150V diesel generating set and a DC1500V pantograph as power sources, and the system structure is simple and reliable. The core content of the integrated multi-source auxiliary power supply output system is that the power supply of the main traction system is changed, the auxiliary power of 4 different power supply systems is output, the main power supply and auxiliary power supply system output integration is realized, the power consumption requirement of the vehicle without auxiliary equipment and operation equipment is met, and meanwhile, the power can be provided for other operation vehicles through a high-power supply socket on the vehicle.
Description
Technical Field
The invention relates to a power supply system, in particular to a power supply system for a rail transit engineering vehicle.
Background
The industrial diesel generator set diesel locomotive with AC690V is mostly adopted as a power source for the subway track operation engineering vehicle, and the locomotive runs in the tunnel to generate a large amount of dense smoke, so that a fire alarm in the subway tunnel starts to give an alarm, and great influence is brought to subway operation and maintenance operation. Meanwhile, the interior chamber of the subway engineering vehicle section is not provided with a contact net, and the contact net cannot be used for power supply. In order to solve the problem, a double-source track engineering operation vehicle with a diesel generator set and a contact net at the same time is developed. In this way, when the engineering vehicle section without the contact net is in a working vehicle section, the diesel generator set is used for power supply operation and operation, and when the engineering vehicle section with the contact net is in a contact net section, the pantograph is used for power supply operation and operation. Because the overhead line system voltage in subway industry is 1500V, and traditional diesel generating set output voltage is AC690V, a set of traction system needs to give consideration to two voltage operations, needs intermediate step-up or step-down link, can bring the complexity and the reduction of efficiency of system, and in order to make the main circuit simple, reliable and efficient, if need adopt step-up or step-down device, will make the system work in a low efficiency interval, these problems need to be solved urgently.
Disclosure of Invention
The invention aims to solve the defects and provides a power supply system for a rail transit engineering vehicle.
In order to overcome the defects in the background art, the technical scheme adopted by the invention for solving the technical problems is as follows: the power supply system for the rail transit engineering vehicle comprises a converter cabinet, auxiliary equipment, working equipment, living equipment, a high-voltage tank, a diesel generating set, a first brake resistor, a second brake resistor, a high-voltage tank, a first traction motor, a second traction motor, a third traction motor and other equipment, wherein the converter cabinet comprises a first inverter, a second inverter, a rectifier, an auxiliary inverter, a transformer and an AD/DC, the first inverter is connected with the second inverter, the second inverter is connected with the rectifier and the auxiliary inverter, the rectifier is connected with the auxiliary inverter, the transformer is connected with the AD/DC, the first brake resistor is connected with the second brake resistor, the first brake resistor and the second brake resistor are connected to the first inverter, the second inverter, the high-voltage tank, the rectifier and the auxiliary inverter in the converter cabinet, the first traction motor and the second traction motor are connected to the first inverter, the second inverter, the rectifier and the auxiliary inverter in the converter cabinet, the third traction motor and the fourth traction motor are connected with the rectifier and the AD/DC in the converter cabinet, the power generating set is connected with the high-voltage converter, and the power generating set is connected with the auxiliary equipment in the converter cabinet.
According to another embodiment of the present invention, the high-voltage box further includes a voltage sensor VH1, a disconnecting switch QS and a contactor QF, wherein one end of the voltage sensor VH1 is connected to the pantograph, the other end is connected to the shaft end grounding device, one end of the current sensor LH2 is connected to the shaft end grounding device, the other end is connected to the negative end of the intermediate dc busbar, one end of the disconnecting switch QS is connected to the pantograph, the other end is connected to one end of the contactor QF, the other end of the contactor QF is connected to one end of the current sensor LH1 in the converter cabinet, the other end of the current sensor LH1 is connected to the pre-charging contactor KM1, one end of the charging contactor KM2, the other end of the pre-charging contactor KM1 is connected to one end of the resistor R1, the other end of the resistor R1 is connected to the other end of the charging contactor KM2, the anode of the diode V1, the cathode of the diode V1 is connected to one end of the inductor L1, and the other end of the inductor L1 is connected to the intermediate dc busbar.
According to another embodiment of the present invention, the inductor L1 is connected to one end of the current sensor LH3, one end of the inverter one, one end of the inverter two, or the rectifier through any of the positive ends of the intermediate dc bus.
According to another embodiment of the present invention, a voltage sensor VH5, a voltage sensor VH6 and a contactor KM8 are disposed on a line of the diesel generator set connected to the rectifier in the converter cabinet, two ends of the voltage sensor VH5 are connected to a U-phase and a V-phase of the line of the diesel generator set connected to the contactor KM8, and two ends of the voltage sensor VH6 are connected to a V-phase and a W-phase of the line of the diesel generator set connected to the contactor KM 8.
According to another embodiment of the invention, the diesel generator set further comprises a generator set with 3AC1150V output.
According to another embodiment of the invention, the diesel generator set excitation control system further comprises an excitation control module used for adjusting the excitation current of the diesel generator set, and the excitation control module is connected with a contactor KM9.
According to another embodiment of the invention, the output of the transformer is connected with working equipment through a contactor KM10 and a breaker Q8.
According to another embodiment of the present invention, the output of the transformer is further connected to the one-end power supply socket and the two-end power supply socket through the contactor KM4 and the circuit breaker Q1, and is connected to the three-end power supply socket and the four-end power supply socket through the contactor KM5 and the circuit breaker Q2.
According to another embodiment of the present invention, the output of the transformer is connected to the first air conditioner of the driver through a contactor KM6 and a circuit breaker Q3, and is connected to the second air conditioner of the driver through a contactor KM6 and a circuit breaker Q4.
According to another embodiment of the present invention, the output of the transformer is connected to the air compressor through a contactor KM6 and a circuit breaker Q5, and is connected to the first brake resistor fan through the circuit breaker Q6, and is connected to the second brake resistor fan through the circuit breaker Q7.
The beneficial effects of the invention are as follows:
1. the diesel generator set is used for supplying power in the area without the contact net, the contact net is used for supplying power in the area with the contact net, and false alarm of a fire alarm system caused by thick smoke of the diesel engine in a subway tunnel is avoided;
2. an industrial diesel generator set of an AC1150V high-voltage platform which is equivalent to the voltage of a contact net is adopted, the middle step-up or step-down link is omitted, the main circuits of two power source power supply systems are simplified, and the reliability and the efficiency of the system are improved;
3. the whole vehicle excitation module is adopted to excite the industrial diesel generator set, and the centralized control of a whole vehicle control system is provided;
4. the integration of a main transmission system and an auxiliary system and the integration output of multiple power supply systems of electricity are realized, 4 different power supply systems on the vehicle are ensured to be powered, and the multifunction of the equipment is realized;
5. the power supply system is designed through a high-power supply socket, so that power is supplied to the operation equipment of the vehicle, and meanwhile, the power supply system can also provide power requirements for other operation vehicles, so that the multifunction of the equipment is realized;
6. the whole vehicle control system realizes seamless switching of power supply to the contact network or the diesel generator set through automatic judgment of the input voltage.
7. The diode in the power supply loop of the contact net is connected in series, so that counter potential during braking is prevented or the voltage of the generator set is input to the contactor in a reverse mode.
Drawings
The invention will be further described with reference to the drawings and examples.
FIG. 1 is a schematic diagram of a power schematic block diagram of the present invention;
fig. 2 is a schematic diagram of the power supply electrical principle of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions in the embodiments of the present invention will be clearly and completely described in the following in conjunction with the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments. Embodiments of the invention are described herein in terms of various specific embodiments, including those that are apparent to those of ordinary skill in the art and all that come within the scope of the invention.
The whole structure adopts an industrial diesel generator set with an AC1150V high-voltage platform and a traction transmission system with a DC1500V pantograph as power sources, and the system structure is simple and reliable. The core content of the integrated multi-source auxiliary power supply output system is that the power supply of the main traction system is changed, the auxiliary power of 4 different power supply systems is output, the main power supply and auxiliary power supply system output integration is realized, the power consumption requirement of the vehicle without auxiliary equipment and operation equipment is met, and meanwhile, the power can be provided for other operation vehicles through a high-power supply socket on the vehicle.
As shown in fig. 1 and 2, the power converter comprises a power converter cabinet, auxiliary equipment, operation equipment, living equipment, a high-voltage tank, a diesel generating set, a first braking resistor, a second braking resistor, a high-voltage tank, a first traction motor, a second traction motor, a third traction motor, a fourth traction motor and other equipment, wherein the power converter cabinet comprises a first inverter, a second inverter, a rectifier, an auxiliary inverter, a transformer and an AD/DC (analog to digital), the first inverter is connected with the second inverter, the second inverter is connected with the rectifier and the auxiliary inverter, the rectifier is connected with the auxiliary inverter, the auxiliary inverter is connected with the transformer, the transformer is connected with the AD/DC, the first braking resistor is connected with the first braking resistor, the second braking resistor, the high-voltage tank is connected with the second inverter, the rectifier and the auxiliary inverter, the high-voltage tank is connected with the first inverter, the second inverter, the rectifier and the auxiliary inverter in the power converter cabinet, the first traction motor and the second traction motor are connected with the inverter in the power converter cabinet, the fourth traction motor is connected with the rectifier and the power converter in the power converter cabinet, the power converter is connected with the other equipment in the power converter cabinet, and the power converter is connected with the power converter. The pantograph matched with the subway voltage class 1500V is adopted to obtain electric energy from the contact network, a change-over switch, a pre-charging circuit and a diode Guan Heping wave reactor in a high-voltage box are used for providing stable and smooth DC1500V voltage for a middle direct-current link, power supply for a converter module in a converter cabinet is achieved, and the converter module is converted into a power supply with adjustable voltage and frequency through a traction inversion module to supply power for a traction motor. The other mode is to adopt a diesel generator set with equivalent voltage class of the overhead contact system to supply power, output AC1150V three-phase alternating current, pass through a finishing module in a converter cabinet, integrate DC1500V direct current to supply middle direct current link, then supply power to a traction inversion module by the middle direct current link, and convert the power into a power source with adjustable voltage and frequency to supply power to a traction motor for operation. Meanwhile, the middle direct current link is powered through auxiliary equipment on the auxiliary converter module box car, so that main and auxiliary integrated power supply is realized.
The load is powered through the middle direct current link, when the load is close to a power-grid-free area, the control system needs to start the diesel engine generator set in advance, when the output voltage of the diesel-electric system is higher than the voltage of the contact net, the switch of the power grid loop is opened, the switch of the generator set loop is closed, the whole system is powered by the diesel-electric system, and the continuity of power supply of the load is ensured; when the voltage of the network in the existing network area is recovered, the Chai Dianji system automatically reduces the voltage, and when the voltage is lower than the voltage of the contact network, the Chai Dianji system breaking switch is opened to automatically withdraw from power supply, and the power grid loop switch is closed to be powered by the contact network. The whole switching is automatic switching.
The high-voltage box comprises a voltage sensor VH1, a disconnecting switch QS and a contactor QF, wherein one end of the voltage sensor VH1 is connected to a pantograph, the other end of the voltage sensor VH1 is connected to a shaft end grounding device, one end of a current sensor LH2 is connected to the shaft end grounding device, the other end of the current sensor LH is connected to the negative end of an intermediate direct current busbar, one end of the disconnecting switch QS is connected with one end of the contactor QF, the other end of the contactor QF is connected with one end of a current sensor LH1 in the converter cabinet, the other end of the current sensor LH1 is connected with one end of a pre-charging contactor KM1 and one end of a charging contactor KM2, the other end of the pre-charging contactor KM1 is connected with one end of a resistor R1, the other end of the resistor R1 is connected with the other end of the charging contactor KM2 and the anode of a diode V1, the other end of the inductor L1 is connected with one end of the intermediate direct current busbar positive end, one end of the inverter I, one end of the inverter II and a rectifier are connected with the intermediate direct current busbar positive end. A diode is connected to the power supply circuit of the power grid, so that when the voltage of the generator set is high, the current of the generator set is prevented from transmitting power to the contact network, and the stability of the power grid is protected.
In the converter cabinet, a voltage sensor VH5, a voltage sensor VH6 and a contactor KM8 are arranged on a diesel generator set line connected with a rectifier, two ends of the voltage sensor VH5 are connected to a U phase and a V phase of the diesel generator set line connected with the contactor KM8, and two ends of the voltage sensor VH6 are connected to a V phase and a W phase of the diesel generator set line connected with the contactor KM 8.
The diesel generator set is a 3AC1150V output generator set. The AC690V generator set for other engineering vehicles has the advantages that expensive lifting and lowering equipment from the generator set to an intermediate direct current link can be saved, and the AC690V generator set can be realized by only needing a simple rectifying circuit, so that the circuit is simplified, the use efficiency is improved, and the development cost and the application cost are saved. This is also the first diesel generator set to use industrial AC1150V output in the rail transit industry.
An excitation control module for adjusting the excitation current of the diesel generator set is further arranged in the converter cabinet, and the excitation control module is connected with a contactor KM9. The excitation of the diesel generator set is controlled by an external excitation module of the whole vehicle. The excitation control of the general industrial diesel generator set is controlled by the set, and in order to complete the automatic seamless switching of the contact net and the generator set, a force excitation module in a converter cabinet is adopted for adjusting and controlling, so that the concentration of microcomputer control of the whole vehicle is improved.
The output of transformer passes through contactor KM10, circuit breaker Q8 connects operation equipment, connects one end power supply socket and two ends power supply socket through contactor KM4, circuit breaker Q1, connects three terminal power supply socket and four terminal power supply socket through contactor KM5, circuit breaker Q2, connects driver air conditioner one through contactor KM6, circuit breaker Q3, connects driver air conditioner two through contactor KM6, circuit breaker Q4, connects the air compressor machine through contactor KM6, circuit breaker Q5, connects brake resistance fan one through circuit breaker Q6, connects brake resistance fan two through circuit breaker Q7. The auxiliary system obtains electric energy of a middle direct current link through an auxiliary inversion module in the converter cabinet, and then the electric energy is converted into voltage output of different voltages through the isolation transformer and the rectifier, so that four power supply modes of 3AC380V, AC220V, DC110V and DC24V can be output, and the electric energy can be used for supplying power to parts such as auxiliary equipment, operation equipment, living equipment and control appliances on the vehicle. The vehicle is provided with a power traction system and an operating system, so that the vehicle can not only run by itself, but also drag other operation engineering vehicles to run, and simultaneously can also run and use the operating system to maintain. 2 high-power supply sockets are respectively arranged at the end parts of the locomotive, and can provide 3AC380V power for front and rear working vehicles. The vehicle is provided with two braking resistor devices, and when diesel engine is used for power supply, the braking resistor devices can be used for speed regulation and braking to consume energy.
The whole structure adopts traction current transformation system equipment and auxiliary current transformation equipment to be arranged in a concentrated mode, and the traction current transformation system equipment and the auxiliary current transformation equipment are integrated into a cabinet body to carry out modularized design, so that the installation is convenient.
Working principle: as shown in fig. 2, the traction electric drive system main circuit adopts a two-level voltage type direct-alternating current inverter circuit.
When the grid-region direct current power supply exists, a disconnecting switch QS and a contactor DF in the high-voltage box are closed, DC1500V direct current input by current receiving of a pantograph on a contact grid enters the converter cabinet, a pre-charging contactor KM1 is closed, a contactor KM3 is closed, supporting capacitors in 3 inversion modules are charged through an R1 pre-charging resistor, until the voltage is almost equal to that of a grid point, a short-circuit charging contactor KM2 is closed, and pre-charging is completed. The direct current of the middle direct current link which is normally input is converted into three-phase alternating current with adjustable frequency and voltage by the traction inversion modules 1 and 2, and is used for supplying power to the asynchronous traction motor, and meanwhile, the three-phase alternating current is converted by the auxiliary inversion module and is used for auxiliary loads after being converted by the transformer T1, and meanwhile, the negative end of the power supply is connected with the ground through a shaft grounding device on the vehicle.
When the diesel generator set supplies power, the contactor KM8 is closed, 3AC1150V which is slowly risen is rectified into DC1500V by the rectifier, the normally inputted direct current of the middle direct current link is converted into three-phase alternating current with adjustable frequency and voltage by the traction inversion modules 1 and 2, the three-phase alternating current supplies power to the asynchronous traction motor, and meanwhile, the three-phase alternating current is converted by the auxiliary inversion module and is used for auxiliary loads after being converted by the transformer T1.
The voltage sensor VH1 in the high-voltage box collects the network voltage of the contact network, the voltage sensors VH5 and VH6 collect the output voltage of the generator set, when two modes are needed to be switched, the two modes are compared, and when the switching conditions are met, the automatic switching of the two modes is realized by controlling the on-off of the contactor.
The traction inverter consists of two inversion module units, adopts a control mode that one inverter module drives 2 traction motors, and the chopping unit and the inversion module units are integrated together.
During braking of the vehicle, the generated braking energy is transmitted to the braking resistor devices 1 and 2 through the chopper devices in the inverter module to generate heat and consume the heat.
The converter consists of a high-voltage electric appliance unit, a capacitor charging and discharging unit, a filtering unit, a chopping and overvoltage suppressing unit, an IGBT inverter unit, a detecting unit and the like. Wherein the current sensors LH1 and LH2 are current sensors when the pantograph is powered, and perform grounding detection by utilizing the difference value, LH9 and LH10 are chopper current sensors,
the line reactor and the supporting capacitor in the inversion module form a filter circuit. The line reactor and the supporting capacitor keep the voltage of the capacitor at the direct current side of the main circuit stable and limit the voltage fluctuation within an allowable range, absorb the harmonic voltage of the direct current input end, inhibit the interference of the inverter on the input power supply network, inhibit the short circuit current when the inverter is in short circuit, meet the requirements of inverter switching element commutation and the like.
A diode is connected to the power supply circuit of the power grid, so that when the voltage of the generator set is high, the current of the generator set is prevented from transmitting power to the contact network, and the stability of the power grid is protected.
Because the system adopts the diesel generator set output by the AC1140, the system has the advantages of saving expensive lifting and pressing equipment from the generator set to the middle direct current link with the AC690V generator set for other engineering vehicles, simplifying the circuit, improving the use efficiency and saving the development cost and the application cost by only needing a simple rectifying circuit. This is also the first diesel generator set to use industrial AC1140V output in the rail transportation industry.
The excitation control box module is used for adjusting the excitation current of the main generator, so that the output voltage of the main generator is adjusted. And the on-vehicle control system controls the closing of the KM9 contactor according to the requirement, and simultaneously gives out an adjusting instruction to adjust.
The foregoing is only a preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art, who is within the scope of the present invention, should make equivalent substitutions or modifications according to the technical scheme of the present invention and the inventive concept thereof, and should be covered by the scope of the present invention.
Claims (10)
1. The utility model provides a power supply system for track traffic engineering vehicle which characterized in that: the power generation system comprises a converter cabinet, auxiliary equipment, operation equipment, living equipment, a high-voltage box, a diesel generating set, a first braking resistor, a second braking resistor, a high-voltage box, a first traction motor, a second traction motor, a third traction motor, a fourth traction motor and other equipment, wherein the converter cabinet comprises a first inverter, a second inverter, a rectifier, an auxiliary inverter, a transformer and AD/DC, the first inverter is connected with the second inverter, the rectifier is connected with the auxiliary inverter, the auxiliary inverter is connected with the transformer, the transformer is connected with the AD/DC, the first braking resistor is connected with the second braking resistor, the first braking resistor and the second braking resistor are connected to the first inverter, the second inverter, the high-voltage box, the rectifier and the auxiliary inverter in the converter cabinet, the first traction motor and the second traction motor are connected to the first inverter in the converter cabinet, the third traction motor and the fourth traction motor are connected with the second inverter in the converter cabinet, the rectifier and the auxiliary inverter are connected with the AD/DC in the converter cabinet, the power generation system is connected with the power generation equipment in the converter cabinet, and the power generation system is connected with the high-voltage converter.
2. The power supply system for a rail transit engineering vehicle as claimed in claim 1, wherein: the high-voltage box comprises a voltage sensor VH1, a disconnecting switch QS and a contactor QF, wherein one end of the voltage sensor VH1 is connected to a pantograph, the other end of the voltage sensor VH1 is connected to a shaft end grounding device, one end of a current sensor LH2 is connected with the shaft end grounding device, the other end of the current sensor LH2 is connected to the negative end of the middle direct current busbar, one end of the disconnecting switch QS is connected to the pantograph, the other end of the disconnecting switch QS is connected with one end of the contactor QF, the other end of the contactor QF is connected with one end of a current sensor LH1 in the converter cabinet, the other end of the current sensor LH1 is connected with one end of a pre-charging contactor KM1 and one end of a charging contactor KM2, the other end of the pre-charging contactor KM1 is connected with one end of a resistor R1, the other end of the resistor R1 is connected with the other end of the charging contactor KM2 and the anode of a diode V1, the cathode of the diode V1 is connected with one end of the middle direct current busbar.
3. The power supply system for a rail transit engineering vehicle as claimed in claim 2, wherein: the inductor L1 is connected with one end of the current sensor LH3, one end of the inverter I, one end of the inverter II or the rectifier at will through the positive end of the middle direct current busbar.
4. The power supply system for a rail transit engineering vehicle as claimed in claim 1, wherein: in the converter cabinet, a voltage sensor VH5, a voltage sensor VH6 and a contactor KM8 are arranged on a diesel generator set line connected with a rectifier, two ends of the voltage sensor VH5 are connected to a U phase and a V phase of the diesel generator set line connected with the contactor KM8, and two ends of the voltage sensor VH6 are connected to a V phase and a W phase of the diesel generator set line connected with the contactor KM 8.
5. The power supply system for a rail transit engineering vehicle as claimed in claim 1, wherein: the diesel generator set is a 3AC1150V output generator set.
6. The power supply system for a rail transit engineering vehicle as claimed in claim 1, wherein: and an excitation control module for adjusting the excitation current of the diesel generator set is further arranged in the converter cabinet, and the excitation control module is connected with a contactor KM9.
7. The power supply system for a rail transit engineering vehicle as claimed in claim 1, wherein: the output of the transformer is connected with the operation equipment through a contactor KM10 and a breaker Q8.
8. The power supply system for a rail transit engineering vehicle as claimed in claim 1, wherein: the output of the transformer is connected with a power supply socket at one end and a power supply socket at two ends through a contactor KM4 and a circuit breaker Q1, and is connected with the power supply socket at three ends and the power supply socket at four ends through a contactor KM5 and a circuit breaker Q2.
9. The power supply system for a rail transit engineering vehicle as claimed in claim 1, wherein: the output of the transformer is connected with a first air conditioner of a driver through a contactor KM6 and a breaker Q3, and is connected with a second air conditioner of the driver through the contactor KM6 and the breaker Q4.
10. The power supply system for a rail transit engineering vehicle as claimed in claim 1, wherein: the output of the transformer is connected with an air compressor through a contactor KM6 and a breaker Q5, and is connected with a first braking resistance fan through the breaker Q6 and is connected with a second braking resistance fan through a breaker Q7.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311104746.2A CN116945917A (en) | 2023-08-30 | 2023-08-30 | Power supply system for rail transit engineering vehicle |
| PCT/CN2023/142291 WO2025044004A1 (en) | 2023-08-30 | 2023-12-27 | Power supply system for rail transit engineering vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311104746.2A CN116945917A (en) | 2023-08-30 | 2023-08-30 | Power supply system for rail transit engineering vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN116945917A true CN116945917A (en) | 2023-10-27 |
Family
ID=88444620
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311104746.2A Pending CN116945917A (en) | 2023-08-30 | 2023-08-30 | Power supply system for rail transit engineering vehicle |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN116945917A (en) |
| WO (1) | WO2025044004A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2025044004A1 (en) * | 2023-08-30 | 2025-03-06 | 中车戚墅堰机车有限公司 | Power supply system for rail transit engineering vehicle |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103481787B (en) * | 2013-06-24 | 2015-12-23 | 长春轨道客车股份有限公司 | The motor train unit traction system of contact system, power bag and closed-center system hybrid power supply |
| CN104742918B (en) * | 2015-03-30 | 2017-09-22 | 株洲时代电子技术有限公司 | Dual power source subway electric transmission rail grinding machine and its powershift method |
| GB2549489B (en) * | 2016-04-18 | 2020-10-14 | Vivarail Ltd | Convertible electric rail carriage |
| KR101997725B1 (en) * | 2017-11-03 | 2019-10-01 | 서울교통공사 | power management system for dust collection car with multiple source |
| CN110077240A (en) * | 2019-05-17 | 2019-08-02 | 中车资阳机车有限公司 | A kind of multi power source AC drive locomotive circuit topological structure |
| CN112758111A (en) * | 2021-02-07 | 2021-05-07 | 株洲时代电子技术有限公司 | Rail engineering vehicle transmission system, method and application thereof |
| CN114179624B (en) * | 2021-12-16 | 2024-01-30 | 西安中车永电电气有限公司 | Three-in-one hybrid energy power supply rail car traction power supply system |
| CN116945917A (en) * | 2023-08-30 | 2023-10-27 | 中车戚墅堰机车有限公司 | Power supply system for rail transit engineering vehicle |
-
2023
- 2023-08-30 CN CN202311104746.2A patent/CN116945917A/en active Pending
- 2023-12-27 WO PCT/CN2023/142291 patent/WO2025044004A1/en unknown
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2025044004A1 (en) * | 2023-08-30 | 2025-03-06 | 中车戚墅堰机车有限公司 | Power supply system for rail transit engineering vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2025044004A1 (en) | 2025-03-06 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN103684202B (en) | Integrated driving and the electric machine controller of charging/discharging function | |
| CN204179953U (en) | Traction converter plant and module | |
| CN107299567B (en) | Dual-power steel rail milling and grinding vehicle for electric contact network and storage battery pack | |
| CN110696846A (en) | Multi-power-source railway vehicle and main and auxiliary transmission system and method thereof | |
| CN106452279A (en) | Electric vehicle driving motor controller with charging function and control method thereof | |
| CN107128196A (en) | mining electric locomotive wireless power supply system | |
| CN105281416B (en) | A kind of solar powered method of super conductive magnetic storage energy applied to rail traction power supply | |
| CN111439126A (en) | Auxiliary power supply system for urban rail vehicle, air conditioning unit and urban rail vehicle | |
| CN103723044A (en) | Auxiliary power supply system of urban rail vehicle | |
| CN105751902A (en) | Motor full-electronic regenerative braking energy recycling system | |
| CN106671796A (en) | Locomotive traction system | |
| CN204993077U (en) | Diesel locomotive assists deflector | |
| CN107733055B (en) | Charging system for vehicle-mounted power battery of oil-electricity hybrid power locomotive | |
| CN116945917A (en) | Power supply system for rail transit engineering vehicle | |
| CN205202756U (en) | Locomotive traction system | |
| CN221162253U (en) | Power supply system for rail transit engineering vehicle | |
| CN201685719U (en) | A power supply car for an electrified railway track maintenance vehicle | |
| CN112803504A (en) | Multifunctional integrated converter equipment and control method thereof | |
| CN113734209A (en) | Power supply system and power supply control method of locomotive shunting locomotive | |
| CN111740459A (en) | Power supply device for mobile flash rail welding machine | |
| CN210082957U (en) | Novel locomotive multifunctional power supply device | |
| CN116526532A (en) | Electrical topology structure capable of being used for vehicle micro-grid | |
| CN201390606Y (en) | Vehicle-mounted transfer device for rubber-tyred container gantry crane | |
| CN205468584U (en) | Motor all -electronin regenerative brake energy recuperation system | |
| CN114498606A (en) | Auxiliary power supply system for motor train unit and energy control method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |