CN109849674B - Power supply protection system of straddle type monorail train - Google Patents
Power supply protection system of straddle type monorail train Download PDFInfo
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- CN109849674B CN109849674B CN201910213008.9A CN201910213008A CN109849674B CN 109849674 B CN109849674 B CN 109849674B CN 201910213008 A CN201910213008 A CN 201910213008A CN 109849674 B CN109849674 B CN 109849674B
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Abstract
The invention relates to a power supply protection system of a straddle type monorail train, which comprises a power supply rail, a return current rail, a workshop power supply, a high-voltage distribution unit connected to the power supply rail, a traction inversion unit and an auxiliary inversion unit connected with the high-voltage distribution unit, wherein the traction inversion unit and the auxiliary inversion unit are connected to the return current rail; the high-voltage switching module comprises a current receiving station, a workshop station and an intermediate station; the grounding module comprises a grounding station for grounding and a disconnecting station for disconnecting grounding. By using the high-voltage distribution module, a high-voltage loop of the train can be isolated from a power supply rail, the safety of vehicles and personnel is improved, and the construction and maintenance cost is reduced.
Description
Technical Field
The invention relates to the technical field of rail train circuit design, in particular to a power supply protection system of a straddle type monorail train.
Background
The straddle type monorail belongs to one of medium-traffic rail transit systems, has the advantages of low investment, short period, intelligence, environmental protection, strong applicability, small occupied area and the like, and compared with the subway, the straddle type monorail has the advantages that the construction period is only half of that of the subway, and the manufacturing cost is only one third of that of the subway. The straddle type monorail can be flexibly marshalled according to the passenger capacity requirement, generally, the monorail is in a 2-8-section random marshalling structure and is of a full-moving vehicle structure. The straddle type single rail generally adopts a direct current power supply mode, and at present, two main power supply voltages are available at home: DC1500V and DC 750V. The third rail power supply technology is low in construction cost, the power supply rail and the walking rail are parallel, urban landscape is not affected, and the risk of electric shock of people is high. Meanwhile, the third rail is low in power supply maintenance cost, strong in extreme weather resistance and small in section of the tunnel required by the underground line. Therefore, at present, partial domestic cities try to adopt the power supply mode, and the power supply mode well solves the landscape problem of the line above the ground, the extreme weather, the construction and maintenance cost and the like.
In the prior art, a straddle-type monorail sets three working positions for a high-voltage circuit: the device comprises a current collector, a workshop power supply and a grounding position, and is also provided with a manual high-voltage selector switch for switching three working positions, and power is supplied through a third rail and flows back through a fourth rail. However, the above techniques have the following disadvantages: 1. the vehicle high-voltage loop is in contact with the power supply rail through the collector shoe to receive current, and when the vehicle does not receive current from the power supply rail, the passive current collector cannot be separated from the power supply rail, so that potential safety hazards are brought. 2. When the high-voltage change-over switch and the grounding switch are operated respectively, the two switches need to be interlocked, so that the risk of high-voltage electric shock is prevented. 3. When the workshop power supply supplies power, the traction of the vehicle is forbidden. 4. The body is directly connected to the ground return rail, which may cause some current to flow through the body. 5. The state of each high voltage switch and controller needs to be monitored.
Disclosure of Invention
Aiming at the technical problems in the prior art, the invention provides an efficient, safe, simple and convenient power supply protection system for a straddle type monorail train.
The technical scheme adopted by the invention for solving the technical problem is as follows: a power supply protection system of a straddle type monorail train comprises a power supply rail, a return current rail, a workshop power supply, a high-voltage distribution unit connected to the power supply rail, a traction inversion unit and an auxiliary inversion unit connected with the high-voltage distribution unit, wherein the traction inversion unit and the auxiliary inversion unit are connected to the return current rail, the high-voltage distribution unit is communicated with a train network control unit, and the high-voltage distribution unit comprises a high-voltage switching module used for distributing voltage provided by the power supply rail, a grounding module used for leading out redundant voltage and a control module used for controlling a high-speed train circuit breaker; the high-voltage switching module comprises a current receiving station, a workshop station and an intermediate station; the grounding module comprises a grounding station for grounding and a disconnecting station for disconnecting grounding.
More specifically, the high-voltage switching module is a high-voltage switch, the high-voltage switch is provided with a current receiving station, a workshop station and an intermediate station, and the current receiving station is used for communicating a power supply rail with the traction inversion unit and the auxiliary inversion unit; the workshop station is used for communicating a workshop power supply with the auxiliary inversion unit; the intermediate station is an idle station for disconnecting the power supply and communicating with the traction inversion unit and the auxiliary inversion unit; the grounding module is a grounding switch, and the grounding switch is provided with a grounding station and a disconnection station.
More specifically, an arrester is arranged in the high-voltage distribution unit and is arranged between the power supply rail and the return rail.
The control module comprises a current-receiving relay, a first contactor, a second contactor, a high-speed circuit breaker, a time relay, a working resistor and a control power supply for supplying voltage to the control module, wherein the control power supply is divided into two paths from a positive electrode, the first path is connected to a negative electrode after sequentially passing through a current-receiving station auxiliary contact and a current-receiving relay, the second path is connected to the negative electrode after sequentially passing through a current-receiving relay auxiliary contact, a first contactor normally closed contact, a second contactor main contact and a high-speed circuit breaker coil, and the working resistor and the first auxiliary contact of the high-speed circuit breaker are connected in parallel at two ends of the second contactor main contact; the first contactor is communicated with the train network control unit and is connected to the negative electrode of the control power supply; the second contactor is communicated with the train network control unit through a normally closed contact of the time relay and is connected to the negative electrode of the control power supply; the time relay is connected in parallel to the second contactor; the first contactor is used for receiving a high-speed circuit breaker disconnection signal sent by a train network control unit; and the second contactor is used for receiving a closing signal of the high-speed circuit breaker sent by the train network control unit.
Further specifically, the shells of the traction inverter unit and the auxiliary inverter unit are connected with a train body of the train, and the train body of the train is connected with the return rail through a ground resistor.
Further specifically, the train body of the train is in contact with a station grounding plate through a grounding brush.
Further specifically, the high-voltage change-over switch and the grounding switch are interlocked through an interlocking device, the interlocking device comprises a first key switch arranged on the high-voltage change-over switch, a second key switch arranged on the grounding switch and a third key switch, and the first key switch and the second key switch use the same key.
More specifically, each train carriage is provided with a traction inverter unit and an auxiliary inverter unit, and 2, 3 or 4 train carriages share the same high-voltage distribution unit.
More specifically, the high-voltage switching module is connected to a power supply rail through a fuse and a positive current collector; the traction inversion unit and the auxiliary inversion unit are connected to the return rail through a negative pole current collector.
The invention has the beneficial effects that: 1. by using the high-voltage distribution module, a high-voltage loop of the train can be isolated from a power supply rail; 2. the grounding switch and the high-voltage change-over switch are in a mechanical interlocking relationship, so that the electricity utilization safety is ensured; 3. the power supply is interlocked with the high-speed circuit breaker, so that traction power supply is cut off during workshop maintenance; 4. the addition of the grounding resistor has obvious improvement effect on reducing the reflux current flowing through the vehicle body; 5. the added grounding brush keeps the train and the platform at the same potential, and prevents passengers from being damaged or uncomfortable due to voltage difference.
Drawings
FIG. 1 is a schematic diagram of a power protection system of the present invention;
FIG. 2 is a circuit schematic of the high voltage switching module of the present invention;
FIG. 3 is a circuit schematic of the control module of the present invention;
FIG. 4 is a schematic diagram of the interlock of the high voltage diverter switch and the grounding switch of the present invention;
fig. 5 is a schematic view of the system being monitored by the train network control unit of the present invention.
In the figure: 1. a power supply rail; 2. a return track; 3. a fuse; 4. a positive current collector; 5. a high-pressure distribution unit; 6. a workshop power supply; 7. a traction inversion unit; 8. an auxiliary inversion unit; 9. a control module; 11. a grounding brush; 12. a train network control unit; 13. a negative current collector; 3a, a first fuse; 3b, a second fuse; 3c, a third fuse; 4a, a first positive current collector; 4b, a second positive current collector; 4c, a third positive current collector; 51. a lightning arrester; 52. a grounding switch; 53. a high voltage diverter switch; 54. a high-speed circuit breaker; 521. a ground switch handle; 522. a grounding station; 523. disconnecting the station; 524. a second key switch; 525. a third key switch; 522a, a grounding station main contact; 522b, contact station auxiliary contacts; 523a, disconnecting the station contact; 531. a high voltage diverter switch handle; 532. a workshop station; 533. an intermediate station; 534. a receiving station; 535. a first key switch; 532a, a workshop station main contact; 532b, auxiliary contacts of workshop stations; 533a, intermediate station contacts; 534a, a current receiving station main contact; 534b, auxiliary contact of current receiving station; 541. a high speed circuit breaker coil; 542. a high speed circuit breaker main contact; 543. a first auxiliary contact of the high-speed circuit breaker; 544. a second auxiliary contact of the high-speed circuit breaker; 93. a ground resistor; 96. a working resistor; 93a, a first grounding resistor; 93b, a second grounding resistor; 93c, a third grounding resistor; 11a, a first grounding brush; 11b, a second grounding brush; 11c, a third grounding brush; 911. a current receiving relay; 912. auxiliary contacts of the current receiving relay; 921. a first contactor; 922. a first contactor normally closed contact; 941. a second contactor; 942. a second contactor main contact; 943. a second contactor auxiliary contact; 951. a time relay; 952. a time relay normally closed contact; 101. a high speed circuit breaker close signal; 102. high speed circuit breaker open signal.
Detailed Description
The present invention will be described in detail below with reference to the accompanying drawings.
As shown in fig. 1, a power supply protection system for a straddle type monorail train comprises a power supply rail 1, a return current rail 2, a workshop power supply 6, a high-voltage distribution unit 5 connected to the power supply rail 1, a traction inverter unit 7 and an auxiliary inverter unit 8 connected to the high-voltage distribution unit 5, wherein the traction inverter unit 7 and the auxiliary inverter unit 8 are connected to the return current rail 2, and the high-voltage distribution unit 5 is in communication with a train network control unit 12; 2, 3 or 4 train carriages are in a group, and the carriages in the same group share the same high-voltage distribution unit 5; the technical scheme is explained by taking 3 carriages as an example, wherein the 3 carriages comprise two carriages at two end parts, namely a first carriage MC1 and a second carriage MC2 and a middle carriage M1, the 3 carriages all run by rubber wheels, the 3 carriages are respectively contacted with a power supply rail 1 through 3 positive current collectors 4, the positive current collector 4 corresponding to the first carriage MC1 is a first positive current collector 4a, the positive current collector 4 corresponding to the carriage M1 is a second positive current collector 4b, and the positive current collector 4 corresponding to the second carriage MC2 is a third positive current collector 4 c; a fuse 3 is arranged in each of the 3 carriages and is a first fuse 3a, a second fuse 3b and a third fuse 3 c; the first anode current collector 4a is connected to the high-voltage distribution unit 5 through the first fuse 3a, the second anode current collector 4b is connected to the high-voltage distribution unit 5 through the second fuse 3b, and the third anode current collector 4c is connected to the high-voltage distribution unit 5 through the third fuse 3 c; the traction inverter unit 7 and the auxiliary inverter unit 8 are arranged in the 3 carriages, the traction inverter unit 7 and the auxiliary inverter unit 8 of each corresponding carriage are in contact with the return current rail 2 through the negative current collector 13, the negative current collector 13 corresponding to the first locomotive MC1 is a first negative current collector 13a, the negative current collector 13 corresponding to the carriage M1 is a second negative current collector 13b, and the negative current collector 13 corresponding to the second locomotive MC2 is a third negative current collector 13 c.
The high voltage distribution unit 5 as shown in fig. 2 comprises a high voltage switching module for distributing the voltage provided by the power supply rail 1, a grounding module for deriving the excess voltage, and a control module 9 for controlling the high speed circuit breaker 54 of the train; the high-voltage switching module comprises a current receiving station 534, a workshop station 532 and an intermediate station 533; the grounding module includes a grounding station 522 for grounding and a disconnecting station 523 for disconnecting the grounding. The high-voltage switching module adopts a high-voltage switch 53, three stations, namely a current receiving station 534, a workshop station 532 and a middle station 533, are arranged corresponding to the high-voltage switch 53, the current receiving station 534 communicates the power supply rail 1 with the traction inverter unit 7 and the auxiliary inverter unit 8, and the stations directly supply power from the outside to ensure the normal operation of the train; the workshop station 532 communicates the workshop power supply 6 with the auxiliary inverter unit 8, and the workshop power supply 6 is directly used for supplying power to the load in the train to ensure the normal operation of the load in the train; the middle station 533 is an idle station for disconnecting the power supply rail 2 and the workshop power supply 6, and is communicated with the traction inverter unit 7 and the auxiliary inverter unit 8, and the power supply is disconnected at the station to make the train still so as to facilitate maintenance of the train; the grounding module adopts a grounding switch 52, the grounding switch 52 has two stations, namely a grounding station 522 and a disconnecting station 523, the grounding station 522 is connected with the return rail 2, so that the residual electric quantity of the high-voltage switching module and the internal load of the train is released through the station, the disconnecting station 523 is disconnected from the ground, and the station is not connected with the return rail 2 any more; a surge arrester 51 is arranged in said high voltage distribution unit 5, said surge arrester 51 being arranged between the supply rail 1 and the return rail 2.
As shown in fig. 4, the high-voltage switch 53 and the ground switch 52 are interlocked by an interlock device, the interlock device includes a first key switch 535 disposed on the high-voltage switch 53, a second key switch 524 disposed on the ground switch 52, and a third key switch 525, the first key switch 535 and the second key switch 524 use the same key, the first key switch 535 controls the operation of the high-voltage switch handle 531, and the second key switch 524 and the third key switch 525 control the operation of the ground switch handle 521. The interlocking operation process comprises the steps that the key A of the first key switch 535 can be pulled out only when the high-voltage change-over switch handle 531 rotates to the middle station 533, the high-voltage change-over switch handle 531 is locked and cannot rotate after the key A is pulled out, then the key A is inserted into the second key switch 524 of the grounding switch 52, the grounding switch handle 521 is unlocked, the grounding switch handle 521 rotates to the grounding station 522, the key A cannot be pulled out at the moment, the key B of the third key switch 525 can be pulled out, and the grounding switch handle 521 is locked and cannot rotate after the key B is pulled out. Conversely, the key B is inserted into the third key switch 525, the ground switch handle 521 is unlocked, the ground switch handle 521 is rotated to the disconnection station 523, the key a is pulled out, the key a is inserted into the first key switch 535, the high-voltage switch handle 531 is unlocked, and the high-voltage switch handle can be rotated to the current-receiving station 534 or the workshop station 532.
As shown in fig. 3, the control module includes a current-receiving relay 911, a first contactor 921, a second contactor 941, a high-speed circuit breaker 54, a time relay 951, a working resistor 96 and a control power supply for supplying voltage to the control module, the control power supply is divided into two paths from a positive electrode, the first path is connected to a negative electrode after passing through a current-receiving station auxiliary contact 534b and the current-receiving relay 911 in sequence, the second path is connected to the negative electrode after passing through a current-receiving relay auxiliary contact 912, a first contactor normally-closed contact 922, a second contactor main contact 942 and a high-speed circuit breaker coil 541 in sequence, and the working resistor 96 and the high-speed circuit breaker first auxiliary contact 543 are connected in parallel at two ends of the second contactor main; the first contactor 921 communicates with the train network control unit 12 and is connected to the negative electrode of the control power supply; the second contactor 941 communicates with the train network control unit 12 through the time relay normally closed contact 952 and is connected to the negative electrode of the control power supply; the time relay 951 is connected in parallel with the second contactor 941; the first contactor 921 is configured to receive a high-speed circuit breaker opening signal 102 sent by the train network control unit 12; the second contactor 941 is configured to receive a high-speed circuit breaker closing signal 101 sent by the train network control unit 12; the high-voltage switch handle 531 rotates to the current receiving station 534, the current receiving station auxiliary contact 534b is closed, the current receiving relay 911 is powered on, and the current receiving relay auxiliary contact 912 is closed. When the train network control unit 12 sends a high-speed circuit breaker closing signal 101 to the control module 9 and there is no high-speed circuit breaker opening signal 102 currently, the first contactor 921 loses power, the first contactor normally-closed contact 922 is closed, meanwhile, the second contactor 941 is powered on, and the second contactor main contact 942 is closed, so that the high-speed circuit breaker coil 541 obtains large-current excitation, thereby closing the high-speed circuit breaker main contact 542 and the high-speed circuit breaker first auxiliary contact 543; meanwhile, the time relay 951 is powered on, the normally closed contact 952 of the time relay is disconnected after delaying for 1s, so that the second contactor 941 is powered off, the main contact 942 of the second contactor is disconnected, and the high-speed circuit breaker coil 541 is kept powered on through the working resistor 93; when the train network control unit 12 sends a high-speed circuit breaker open signal 102 to the control module 9 and there is no high-speed circuit breaker close signal 101 currently, the first contactor 921 is energized, and the first contactor normally closed contact 922 is opened, so that the high-speed circuit breaker coil 541 is de-energized, thereby disconnecting the high-speed circuit breaker main contact 542 and realizing circuit breaking.
As shown in fig. 5, the current-receiving station auxiliary contact 534b, the workshop station auxiliary contact 532b, the grounding station auxiliary contact 522b, the high-speed circuit breaker second auxiliary contact 544 and the first contactor auxiliary contact 943 are all in communication with the train network control unit 12, and these contacts are mainly used for visually observing the working states of corresponding electrical components, and can be displayed and recorded in a centralized manner in the train cab.
The shells of the traction inversion unit 7 and the auxiliary inversion unit 8 in the 3 sections of carriages are connected with the carriage body, the bottom of the 3 sections of carriages are connected with a station grounding plate through a grounding brush 11, each section of carriage is provided with one grounding brush 11, the grounding brushes of the 3 sections of carriages are respectively a first grounding brush 11a arranged on a first vehicle head MC1, a second grounding brush 11b arranged on a carriage M1 and a third grounding brush 11c arranged on a second vehicle head MC2, so that electric shock danger caused by voltage difference between a train and a platform is prevented for passengers, the protection grounding is realized, the protection grounding adopts dispersion grounding, the dispersion grounding is realized by directly connecting the shells of the traction inversion unit 7 and the auxiliary inversion unit 8 to the carriage body through the grounding brush 11 connected with the carriage body and then connecting the shells to the station grounding plate, and grounding loops of different carriages are mutually independent, the method is characterized by easy realization of engineering and reduction of excessive connection; meanwhile, the train body is connected with a return rail 2 through a ground resistor 93, each carriage is provided with one ground resistor 93, the corresponding ground resistors 93 of 3 carriages are respectively a first ground resistor 93a arranged on a first locomotive MC1, a second ground resistor 93b arranged on a carriage M1 and a third ground resistor 93c arranged on a second locomotive MC2, the return grounding is realized, the return grounding is centralized grounding, the centralized grounding is realized by centralizing the traction inverter unit 7, the auxiliary inverter unit 8 and the train body passing through the ground resistor 93 to a certain position, and then the centralized grounding is connected with a negative current collector 13 of the train through the position; when the high-voltage switch handle 531 rotates to the middle station 533, the traction inverter unit 7, the auxiliary inverter unit 8, and the high-voltage distribution unit 5 quickly discharge the voltage remaining in the equipment through the grounding station 522 of the grounding switch 52.
In conclusion, the high-voltage circuit of the train can be isolated from the power supply rail through the high-voltage change-over switch 53, and the grounding switch 52 and the high-voltage change-over switch 53 are in a mechanical interlocking relationship, so that the power utilization safety is ensured; the power supply is interlocked with the high-speed circuit breaker, so that traction power supply is cut off during maintenance; through the grounding resistor 93, the method of optimizing a backflow path, reducing the vehicle potential, increasing high-voltage power supply interlocking and the like can improve the safety of vehicles and personnel and reduce the construction and maintenance cost; the ground brush 11 makes the train and the platform keep the same potential, prevents the passenger from harming or discomforting because of the voltage difference.
It is to be emphasized that: the above embodiments are only preferred embodiments of the present invention, and are not intended to limit the present invention in any way, and all simple modifications, equivalent changes and modifications made to the above embodiments according to the technical spirit of the present invention are within the scope of the technical solution of the present invention.
Claims (8)
1. A power supply protection system of a straddle type monorail train comprises a power supply rail (1), a return rail (2), a workshop power supply (6), a high-voltage distribution unit (5) connected to the power supply rail (1), a traction inversion unit (7) and an auxiliary inversion unit (8) connected with the high-voltage distribution unit (5), wherein the traction inversion unit (7) and the auxiliary inversion unit (8) are connected to the return rail (2), and the high-voltage distribution unit (5) is communicated with a train network control unit (12), and is characterized in that the high-voltage distribution unit (5) comprises a high-voltage switching module for distributing voltage provided by the power supply rail (1), a grounding module for leading out redundant voltage and a control module for controlling a train high-speed circuit breaker (54); the high-voltage switching module comprises a current receiving station (534), a workshop station (532) and an intermediate station (533); the grounding module comprises a grounding station (522) for grounding and a disconnecting station (523) for disconnecting the grounding; the control module comprises a current-receiving relay (911), a first contactor (921), a second contactor (941), a high-speed circuit breaker (54), a time relay (951), a working resistor (96) and a control power supply for providing voltage for the control module, wherein the control power supply is divided into two paths from a positive electrode, the first path is connected to a negative electrode after sequentially passing through a current-receiving station auxiliary contact (534b) and a current-receiving relay (911), the second path is connected to the negative electrode after sequentially passing through a current-receiving relay auxiliary contact (912), a first contactor normally-closed contact (922), a second contactor main contact (942) and a high-speed circuit breaker coil (541), and the working resistor (96) and the high-speed circuit breaker first auxiliary contact (543) are connected in parallel at two ends of a second contactor main contact (942); the first contactor (921) is communicated with the train network control unit (12) and is connected to the negative electrode of the control power supply; the second contactor (941) is communicated with the train network control unit (12) through a time relay normally closed contact (952) and is connected to the negative electrode of a control power supply; the time relay (951) is connected to the second contactor (941) in parallel; the first contactor (921) is used for receiving a high-speed circuit breaker opening signal (102) sent by a train network control unit (12); and the second contactor (941) is used for receiving a high-speed circuit breaker closing signal (101) sent by the train network control unit (12).
2. The power supply protection system for the straddle monorail train as claimed in claim 1, wherein the high-voltage switching module is a high-voltage switch (53), the high-voltage switch (53) is provided with a current receiving station (534), a workshop station (532) and an intermediate station (533), and the current receiving station (534) is used for communicating the power supply rail (1) with the traction inverter unit (7) and the auxiliary inverter unit (8); the workshop station (532) is used for communicating the workshop power supply (6) with the auxiliary inverter unit (8); the middle station (533) is an idle station which is communicated with the traction inversion unit (7) and the auxiliary inversion unit (8) when a power supply is cut off; the grounding module is a grounding switch (52), and the grounding switch (52) is provided with a grounding station (522) and a disconnecting station (523).
3. The power supply protection system for straddle monorail trains as defined in claim 1, wherein a lightning arrester (51) is arranged in said high voltage distribution unit (5), said lightning arrester (51) being arranged between the power supply rail (1) and the return rail (2).
4. The power supply protection system for the straddle monorail train as claimed in claim 1, wherein the shells of the traction inverter unit (7) and the auxiliary inverter unit (8) are connected with the train body, and the train body is connected with the return rail (2) through a ground resistor (93).
5. The straddle monorail train power supply protection system according to claim 4, wherein the train body is in contact with a station ground plate through a ground brush (11).
6. The power supply protection system for the straddle-type monorail train as claimed in claim 2, wherein the high-voltage switch (53) and the grounding switch (52) are interlocked by an interlocking device, the interlocking device comprises a first key switch (535) arranged on the high-voltage switch (53), a second key switch (524) arranged on the grounding switch (52) and a third key switch (525), and the first key switch (535) and the second key switch (524) use the same key.
7. The power supply protection system for the straddle type monorail train as claimed in claim 1, wherein the straddle type monorail train comprises a plurality of train carriages, each train carriage is provided with a traction inverter unit (7) and an auxiliary inverter unit (8), and 2, 3 or 4 train carriages share the same high-voltage distribution unit (5).
8. The power supply protection system for the straddle monorail train as claimed in claim 1, wherein the high-voltage switching module is connected with the positive current collector (4) through a fuse (3) to the power supply rail (1); the traction inversion unit (7) and the auxiliary inversion unit (8) are connected to the return rail (2) through a negative current collector (13).
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| CN201910213008.9A CN109849674B (en) | 2019-03-20 | 2019-03-20 | Power supply protection system of straddle type monorail train |
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| CN110395146A (en) * | 2019-08-28 | 2019-11-01 | 中车大连机车车辆有限公司 | A kind of electric vehicle floor power supply device, method, controller and storage medium |
| CN111086390B (en) * | 2020-01-06 | 2023-05-02 | 中车株洲电力机车有限公司 | High-voltage power supply conversion system and method for urban rail vehicle |
| CN112863936B (en) * | 2021-01-12 | 2022-07-08 | 中车青岛四方机车车辆股份有限公司 | Three-position switch high-voltage interlocking device, control method and railway vehicle |
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| CN106505722A (en) * | 2016-11-29 | 2017-03-15 | 中车长春轨道客车股份有限公司 | A kind of external Medium voltage power supply system of EMUs |
| CN206254806U (en) * | 2016-12-14 | 2017-06-16 | 深圳市英威腾交通技术有限公司 | A kind of rail vehicle high-voltage equipment box |
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