CN110789544B - Energy storage type vehicle non-contact power supply system and method - Google Patents
Energy storage type vehicle non-contact power supply system and method Download PDFInfo
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- CN110789544B CN110789544B CN201810876546.1A CN201810876546A CN110789544B CN 110789544 B CN110789544 B CN 110789544B CN 201810876546 A CN201810876546 A CN 201810876546A CN 110789544 B CN110789544 B CN 110789544B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C3/00—Electric locomotives or railcars
- B61C3/02—Electric locomotives or railcars with electric accumulators
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
- H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
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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
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
The invention provides an energy storage type vehicle non-contact power supply system and a method, wherein a track where a vehicle runs is divided into a charging area and a non-power area which are alternately arranged, and the system comprises: the track launching device is arranged in the charging area, and the vehicle-mounted pickup device is arranged on the vehicle and comprises an energy storage unit. When the vehicle drives into the charging area, the electric energy transmission and the charging of the energy storage unit are completed through the electromagnetic coupling between the track launching device and the vehicle-mounted pickup device, and the vehicle can continuously drive out of the non-electricity area by the electric power of the energy storage unit and then enter the next charging area. By applying the invention, the technical problems of the traditional non-contact power supply system such as full-line laying of the track launching device, high construction, operation and maintenance costs and the like can be solved, and the track launching device can be reasonably arranged according to special terrains.
Description
Technical Field
The invention relates to the technical field of wireless transmission power supply, in particular to a non-contact power supply system and a non-contact power supply method applied to energy storage type (rail transit) vehicles.
Background
The traditional power supply line of the rail transit contact system has the disadvantages of complicated connection, poor environmental adaptability, potential safety hazards such as ice hanging, waving, wire abrasion and leakage, electric sparks, electric shock and the like, and the service life of the traditional power supply line is prolonged. Meanwhile, the traditional pantograph current collection mode brings limit problems and a large amount of maintenance work. And the non-contact power supply system is adopted to supply power to the rail transit vehicle, so that the complete electrical isolation between the vehicle and a power grid can be realized, and the existing technical problems can be effectively avoided.
In the prior art, the following technical solutions are mainly related to the present invention.
Scheme 1 is applied by Harbin Industrial university in 09/06/2015, and published in 23/12/2015, and the Chinese patent application with publication number CN105186707A discloses a hollow T-shaped power supply rail applied to wireless power supply of electric vehicles and a rail device containing the power supply rail. The invention provides a hollow T-shaped power supply rail applied to wireless power supply of an electric automobile and rail equipment comprising the power supply rail. The bottoms of all the magnetic poles are fixed on the magnetic core, all the magnetic poles are sequentially arranged along the length direction of the magnetic core, and the distances between every two adjacent magnetic poles are equal. The width of the bottom of the pole is equal to the width of the core. The power supply cable is divided into a left side cable and a right side cable, the left side cable is wound on all the magnetic poles in a sine wave mode, the right side cable and the left side cable are wound on all the magnetic poles in a mirror symmetry mode, and the left side cable and the right side cable are connected at one end of the track. According to the technical scheme, the coupling coefficient between the power supply cable and the receiving coil is improved, so that the performance of the wireless charging system of the electric automobile is improved. However, the scheme has the technical defects of full track laying of system equipment, high system cost and the like.
Disclosure of Invention
In view of the above, the present invention provides an energy storage type vehicle non-contact power supply system and method, so as to solve the technical problem of high construction, operation and maintenance costs of a full-line track laying generation device in a conventional non-contact power supply system.
In order to achieve the above object, the present invention specifically provides a technical implementation scheme of a non-contact power supply system for an energy storage type vehicle, in which a track on which the vehicle runs is divided into a charging area and a non-charging area which are alternately arranged, and the system includes: the system comprises a track launching device arranged in a charging area and an on-board pickup device arranged on a vehicle, wherein the on-board pickup device comprises an energy storage unit. When a vehicle drives into the charging area, electric energy transmission and charging of the energy storage unit are completed through electromagnetic coupling between the track launching device and the vehicle-mounted pickup device, and the vehicle can continuously drive out of the non-electricity area by means of the electric power of the energy storage unit and then enter the next charging area.
Further, the vehicle can be statically charged when in a charging area, or dynamically charged at a constant speed.
Further, in the charging area, the arrangement number of the rail launching devices is arranged according to the requirement of the energy storage unit.
Further, a first ground transponder for detecting the real-time position of the vehicle is arranged in the non-electric region.
Furthermore, first ground transponders are arranged at the head and the tail of the electroless region along the running direction of the vehicle.
Further, an on-board interrogator is arranged on the vehicle at a position corresponding to the first ground transponder, and when the vehicle runs through the first ground transponder and the on-board interrogator is aligned with the first ground transponder, the on-board interrogator and the first ground transponder complete data interaction including the position and the speed of the vehicle.
Further, the track transmitting device comprises a transmitting winding, a rectifying unit, a first direct current conversion unit, a high-frequency inversion unit, a first resonance compensation unit, a change-over switch, a ground controller and a second ground transponder. The high-frequency square wave traction system comprises a rectification unit, a first direct current conversion unit, a high-frequency inversion unit and a high-frequency control unit, wherein the rectification unit converts alternating current from a traction power grid into direct current, the first direct current conversion unit performs voltage grade adjustment on the direct current output by the rectification unit, and the high-frequency inversion unit converts direct current voltage output by the first direct current conversion unit into high-frequency square wave voltage. And the input end of the first resonance compensation unit is connected with the high-frequency inversion unit and is used for reducing the reactive power and capacity requirements. The output end of the first resonance compensation unit is connected with a transmitting winding and a change-over switch, the transmitting winding generates a high-frequency alternating magnetic field, and the change-over switch is used for switching on or off the track transmitting device. And the ground controller interactively acquires the position information of the vehicle with the vehicle-mounted querier through a second ground transponder. The ground controller completes the switch tube control and fault protection of the rectifying unit, the first direct current conversion unit and the high-frequency inversion unit, and the on-off control of the change-over switch.
Preferably, two track transmitting devices adjacent to each other share the same high-frequency inversion unit.
Further, when it is detected that the nearest charging area distance in the vehicle traveling direction is lb＝V*TbAt this time, the change-over switches of all the rail launchers in the charging area are closed. Wherein, TbThe time taken for the steady magnetic field to build up from the switch closure to the track launching device, V is the speed of travel of the vehicle.
Further, when the vehicle is detected to be positioned close to the charging area but not above the charging area, the switches of all the rail launchers in the charging area are closed. When the vehicle enters the charging area, the output current of the high-frequency inverter unit in the track transmitting device positioned in the area below the vehicle is increased from the lowest value, and the change-over switches of the track transmitting devices, from which the vehicle leaves, are turned off one by one. When the output current increases to the maximum value and begins to decrease, it is indicative that the vehicle is moving away from the charging area. When the current drops to a minimum value, which is characteristic of the vehicle having completely moved out of the charging area, the switches of all track-emitting devices are switched off.
Further, a pickup winding of the vehicle-mounted pickup device is arranged at the bottom of a carriage of the vehicle, when the carriage drives into the upper part of a certain track transmitting device, the output current of a high-frequency inverter unit of the track transmitting device is increased from a lowest value until the carriage directly faces the track transmitting device, the output current of the high-frequency inverter unit reaches a maximum value, the output power reaches a maximum value, and a change-over switch of the track transmitting device keeps a closed state in a time period when the output current of the high-frequency inverter unit is increased from the lowest value to the maximum value.
Further, when the carriage starts to drive away from the upper part of a certain track launching device, the output current of the high-frequency inverter unit of the track launching device is reduced from the maximum value until the carriage completely drives away from the track launching device, and the change-over switch of the track launching device is switched off.
Preferably, the length of the carriage is identical to the length of the rail launching device.
Further, the vehicle-mounted pickup device further comprises a second resonance compensation unit, a high-frequency rectification unit, a second direct current conversion unit, a battery management unit, a vehicle-mounted controller and a frequency converter. The pick-up winding receives the magnetic field energy transmitted by the transmitting winding, and the input end of the second resonance compensation unit is connected with the pick-up winding and used for reducing the reactive power and capacity requirements. The output end of the second resonance compensation unit is connected with the high-frequency rectification unit, and the high-frequency rectification unit converts the high-frequency alternating voltage received by the pickup winding into direct-current voltage. And the second direct current conversion unit is used for regulating the voltage level of the direct current output by the high-frequency rectification unit. One path of direct current voltage output by the second direct current conversion unit is provided for the motor through the frequency converter, and the other path of direct current voltage is used for charging the energy storage unit through the battery management unit. And the vehicle-mounted controller completes the switching tube control and fault protection of the high-frequency rectifying unit and the second direct current conversion unit.
Further, two pickup windings are arranged in front of and behind the bottom of the vehicle compartment in the traveling direction of the vehicle.
Further, the number of rail launchers to be arranged in the charging area is
Wherein V is the running speed of the vehicle, TcWhen the energy storage unit of the vehicle-mounted pickup device is required to be fully charged, the energy storage unit is launched for the trackThe length of the device.
Further, the length of the charging area is lcN × l, where n is the number of track launching devices in the charging region and l is the length of the track launching device. The length of the electroless region is ln＝V*TconWherein V is the running speed of the vehicle, TconThe endurance time of the energy storage unit.
The invention also provides a technical implementation scheme of the energy storage type vehicle non-contact power supply method, and the energy storage type vehicle non-contact power supply method comprises the following steps:
A) dividing a track on which a vehicle runs into a charging area and a non-charging area which are alternately arranged, arranging a track launching device in the charging area, and arranging a vehicle-mounted pickup device on the vehicle;
B) when the vehicle drives into the charging area, the electric energy transmission and the charging of the energy storage unit are completed through the electromagnetic coupling between the track launching device and the vehicle-mounted pickup device;
C) when the vehicle drives away from the charging area, the vehicle can continuously drive out of the non-electricity area by means of the electric power of the energy storage unit and then enter the next charging area.
Further, the step a) includes:
a first ground transponder for detecting the real-time position of the vehicle is arranged in the non-electric range.
Further, the step a) includes:
an on-board interrogator is disposed on the vehicle at a location corresponding to the first ground transponder. When the vehicle runs through the first ground transponder, and when the vehicle-mounted interrogator is aligned with the first ground transponder, the vehicle-mounted interrogator and the first ground transponder complete data interaction including the position and the speed of the vehicle.
Further, the first ground-based transponder is disposed at a head and a tail of the neutral region in a vehicle traveling direction.
Further, the step B) further comprises an orbit launching process, which further comprises the following steps:
the rail transmitting device converts alternating current from a traction power grid into direct current, performs voltage grade adjustment on the converted direct current, inverts the grade-adjusted direct current voltage into high-frequency square wave voltage, and transmits the high-frequency square wave voltage in a high-frequency alternating magnetic field mode. Each track transmitting device comprises a second ground transponder, the position information of the vehicle is obtained through the interaction of the second ground transponder and the vehicle-mounted inquiry device, and the switch is controlled to switch on or off the transmission of the high-frequency alternating magnetic field according to the position information of the vehicle.
Further, the number of rail launchers to be arranged in the charging area is
Wherein V is the running speed of the vehicle, TcWhen the energy storage unit of the vehicle-mounted pickup device is required to be fully charged, l is the length of the track launching device.
Further, the length of the charging area is lcN × l, where n is the number of track launching devices in the charging region and l is the length of the track launching device. The length of the electroless region is ln＝V*TconWherein V is the running speed of the vehicle, TconThe endurance time of the energy storage unit.
Further, when the vehicle is detected to be positioned close to, but not above, the charging area, the switches of all the rail launchers in the charging area are closed. When the vehicle enters the charging area, the high-frequency inversion output current of the track transmitting device positioned in the area below the vehicle is increased from the lowest value, and the change-over switches of the track transmitting devices, from which the vehicle leaves, are turned off one by one. When the high-frequency inversion output current increases to the maximum value and begins to decrease, the vehicle is represented to be driving away from the charging area. When the high-frequency inversion output current is reduced to the minimum value, the vehicle is represented to completely drive away from the charging area, and at the moment, the change-over switches of all the track launching devices are switched off.
Further, the step B) further comprises an on-board picking process, which further comprises the following steps:
the vehicle-mounted pickup device receives magnetic field energy emitted by the track emitting device, converts the received high-frequency alternating-current voltage into direct-current voltage, adjusts the voltage grade of the direct-current voltage, one path of the adjusted direct-current voltage is subjected to frequency conversion and then is supplied to a motor for use, and the other path of the adjusted direct-current voltage is used for charging the energy storage unit.
Preferably, the vehicle-mounted pickup device receives magnetic field energy emitted by the track emitting device through a pickup winding, and the step a) further includes:
two pickup windings are arranged in the front and rear direction of the vehicle in the traveling direction of the vehicle at the bottom of the vehicle compartment.
Further, when the carriage drives above the track launching device, the high-frequency inversion output current of the track launching device is increased from the lowest value until the carriage directly faces the track launching device, the high-frequency inversion output current reaches the maximum value, the output power reaches the maximum value, and the change-over switch of the track launching device keeps a closed state in the time period that the high-frequency inversion output current is increased from the lowest value to the maximum value.
Further, when the carriage starts to drive away from the upper part of the track launching device, the high-frequency inversion output current of the track launching device is reduced from the maximum value until the carriage completely drives away from the track launching device, and the change-over switch of the track launching device is switched off.
Further, when it is detected that the nearest charging area distance in the vehicle traveling direction is lb＝V*TbAt this time, the change-over switches of all the rail launchers in the charging area are closed. Wherein V is the running speed of the vehicle, TbThe time it takes to establish a steady magnetic field from the switch closure to the rail launch.
By implementing the technical scheme of the energy storage type vehicle non-contact power supply system and the method provided by the invention, the following beneficial effects are achieved:
(1) based on the design of an energy storage type vehicle, the rail transmitting devices are intensively arranged in a charging area, and only a ground responder is placed in a non-electricity area, so that the technical problems of high construction, operation and maintenance costs and the like of the whole-line laying of the rail transmitting devices in the traditional non-contact power supply system can be solved, the rail transmitting devices can be reasonably arranged according to special terrain, and special road sections with high difficulty in laying of non-contact power supply transmitting ends (mainly referring to special road sections with high construction difficulty, high power supply access difficulty, high track complexity and the like) can be effectively avoided;
(2) the static (parking) and dynamic (running) charging requirements of the energy storage type vehicle can be met in the charging area, and when the vehicle is in an emergency braking, waiting for the vehicle or in a fault maintenance state, the static (parking) charging can be completed in the charging area;
(3) when the energy storage type vehicle is in a normal running state, the dynamic (running) charging can be completed through the charging area at a constant speed, the vehicle can run out of the non-electricity area by using the electric power of the energy storage unit and then enter the next charging area, and the energy saving is realized to the maximum extent.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. It is obvious that the drawings in the following description are only some embodiments of the invention, from which other embodiments can be derived by a person skilled in the art without inventive effort.
FIG. 1 is a block diagram of a non-contact power supply system for a vehicle according to an embodiment of the present invention;
FIG. 2 is a block diagram of a system of another embodiment of the energy-storage vehicle contactless power supply system of the present invention;
FIG. 3 is a schematic diagram of the track parameters of the charging area in an embodiment of the system for supplying power to a vehicle in a non-contact manner;
FIG. 4 is a schematic diagram illustrating distance detection when a charging area is switched on and off in an embodiment of the energy storage type vehicle non-contact power supply system of the present invention;
FIG. 5 is a schematic diagram of a track launching device at a time of maximum power output in an embodiment of the energy storage vehicle non-contact power supply system of the invention;
FIG. 6 is a schematic diagram illustrating the turn-off time of the switch of the track launching device in an embodiment of the non-contact power supply system of the energy storage type vehicle according to the invention;
in the figure: 1-vehicle, 2-vehicle interrogator, 3-track transmitter, 4-vehicle pickup device, 5-first ground transponder, 6-motor, 7-traction network, 8-transformer, 9-ground master controller, 10-vehicle, 20-motor train, 31-transmitting winding, 32-rectifier unit, 33-first DC converter unit, 34-high frequency inverter unit, 35-first resonance compensation unit, 36-switch, 37-ground controller, 38-second ground transponder, 41-pickup winding, 42-second resonance compensation unit, 43-high frequency rectifier unit, 44-second DC converter unit, 45-battery management unit, 46-energy storage unit, 47-vehicle controller, and 48-frequency converter.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. It is to be understood that the described embodiments are merely a few embodiments of the invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1 to fig. 6, a non-contact power supply system and a non-contact power supply method for an energy storage vehicle according to an embodiment of the present invention are shown, and the present invention will be further described with reference to the drawings and the embodiment.
Example 1
As shown in fig. 1, an embodiment of a non-contact power supply system for an energy storage type vehicle, a track on which the vehicle 1 travels is divided into a charging area and a non-charging area which are alternately arranged, and the system specifically includes: a track launching device 3 arranged in the charging area, and an onboard pick-up device 4 arranged on the vehicle 1, the onboard pick-up device 4 comprising an energy storage unit 46. When the vehicle 1 enters the charging area, the electric energy transmission and the charging of the energy storage unit 46 are completed through the electromagnetic coupling between the track launching device 3 and the vehicle-mounted pickup device 4, and the energy transmission between the track launching device 3 and the vehicle-mounted pickup device 4 is completed through the electromagnetic coupling, specifically including the adoption of the modes of inductive coupling, resonant coupling and the like. The vehicle 1 travels out of the no-power region by the power of the energy storage unit 46 and then enters the next charging region. When in the charging area, the vehicle 1 can be statically charged or dynamically charged in a constant speed state.
In the charging area, the number of the rail launchers 3 arranged is arranged according to the requirements of the energy storage unit 46. In the non-live region, a first ground transponder 5 is arranged for detecting the real-time position of the vehicle 1. As a preferred embodiment of the present invention, a first ground transponder 5 is disposed at both the head and tail of the neutral area in the traveling direction of the vehicle 1.
An on-board interrogator 2 is arranged on the vehicle 1 in a position corresponding to the first ground transponder 5, the first ground transponder 5 being arranged generally in the centre of the track or outside one of the rails. When the vehicle 1 runs through the first ground transponder 5 and the vehicle-mounted interrogator 2 is aligned with the first ground transponder 5, the vehicle-mounted interrogator 2 and the first ground transponder 5 complete data interaction including vehicle position and speed based on the principle of electromagnetic induction.
The track transmitting device 3 further includes a transmitting winding 31, a rectifying unit 32, a first dc converting unit 33, a high frequency inverting unit 34, a first resonance compensating unit 35, a changeover switch 36, a ground controller 37, and a second ground transponder 38. The rectifier unit 32 converts the ac power from the traction grid 7 into dc power through the transformer 8, the first dc converter unit 33 (which may be omitted) performs voltage level adjustment on the dc power output from the rectifier unit 32, and the high-frequency inverter unit 34 converts the dc voltage output from the first dc converter unit 33 into a high-frequency square wave voltage. The input of the first resonance compensation unit 35 is connected to the high frequency inverter unit 34 for reducing the reactive and capacity requirements. The output of the first resonance compensation unit 35 is connected to the transmission winding 31 and the switch 36, the transmission winding 31 generates a high frequency alternating magnetic field, and the switch 36 is used to switch on or off the rail transmitting device 3. The ground controller 37 acquires the position information of the vehicle 1 by interacting with the on-vehicle interrogator 2 through the second ground transponder 38. The ground controller 37 collects the output voltage and current signals of the rectifying unit 32 and the first dc-to-ac converting unit 33, and the output voltage and current signals of the high-frequency inverting unit 34, and completes the switching tube control and fault protection of the rectifying unit 32, the first dc-to-ac converting unit 33, and the high-frequency inverting unit 34, and the on-off control of the change-over switch 36. Each track launching device 3 includes a ground controller 37, and each charging area includes a ground master controller 9, which is responsible for maintaining communication and coordination between the track launching devices 3. The ground master controller 9 of each charging area can also communicate with the ground master controllers 9 of other charging areas and the first ground transponder 5 of the non-electric area to acquire the position information of the vehicle 1 more accurately, quickly and in real time. Such as: when the vehicle 1 travels to the non-electricity area, the ground general controller 9 in the next charging area can obtain the information that the vehicle 1 is about to enter the charging area in advance, and the ground general controller 9 in the charging area can send the position information of the vehicle 1 to the ground controller 37 of the corresponding track launching device 3 in advance so as to control the corresponding change-over switch 36 to act.
As shown in fig. 2, in order to reduce the system cost, two adjacent track transmitting devices 3 share the same set of high-frequency inverter unit 34, so that the system structure can be greatly simplified, and the device cost can be effectively saved. In the present embodiment, in order to further simplify the system structure and reduce the system cost, the two vehicle-mounted pickup devices 4 may further share the battery management unit 45 and the frequency converter 48, as shown in fig. 3.
Since the high-frequency current in the transmitting winding 31 causes large losses in the line of the rail transmitting device 3, the transmitting winding 31 is not preferably too long. In order to further reduce the line loss of the track launching device 3 and the influence of the junction of the track launching device 3 on the power transmission of the power supply system, the length of the carriage 10 is set to be the same as that of the track launching device 3, but the actual carriage 10 and the track launching device 3 may be set to be not exactly equal in length as required.
The vehicle-mounted pickup device 4 further includes a pickup winding 41, a second resonance compensation unit 42, a high-frequency rectification unit 43, a second direct-current conversion unit 44, a battery management unit 45, a vehicle-mounted controller 47, and an inverter 48. The pick-up winding 41 receives the magnetic field energy emitted by the transmitting winding 31 through electromagnetic coupling, and the input end of the second resonance compensation unit 42 is connected with the pick-up winding 41, so as to reduce the reactive power and capacity requirements and improve the system efficiency. The output terminal of the second resonance compensation unit 42 is connected to a high-frequency rectification unit 43, and the high-frequency rectification unit 43 converts the high-frequency ac voltage received by the pickup winding 41 into a dc voltage. The second dc conversion unit 44 performs voltage level adjustment on the dc power output from the high-frequency rectification unit 43, and completes circuit protection and output power adjustment. One path of the dc voltage output by the second dc conversion unit 44 is provided to the motor 6 via the frequency converter 48 (responsible for converting the dc voltage into the power voltage required by the motor 6), and the other path charges the energy storage unit 46 via the battery management unit 45 (responsible for charging control and rear-end fault protection of the energy storage unit 46). The onboard controller 47 collects the output voltage and current signals of the high-frequency rectifying unit 43 and the output voltage and current signals of the second dc conversion unit 44, and completes the switching tube control and fault protection of the high-frequency rectifying unit 43 and the second dc conversion unit 44.
As a typical embodiment of the present invention, the length of the charging area is lcN × l in m. Where n is the number of the track launching devices 3 in the charging area, and l is the length of the track launching devices 3, and the unit is m. The length of the non-electric region is ln＝V*TconIn the unit m. Wherein V is the running speed of the vehicle 1 in m/s; t isconThe duration of the energy storage unit 46 is in units of s.
When the vehicle-mounted pickup device 4 passes through the boundary region of the track transmitting device 3, the coupling parameter fluctuation between the track transmitting device 3 as the energy transmitting end and the vehicle-mounted pickup device 4 as the energy pickup end is large, so that the transmission efficiency of the power supply system is influenced, and therefore the number of the track transmitting devices 3 in the charging region is not suitable to be too large. As a preferred embodiment of the present invention,it can be further found by calculation that the number of rail launchers 3 to be arranged in the charging area is as follows
Wherein V is the running speed of the vehicle 1 in m/s; t iscWhen the energy storage unit 46 of the vehicle-mounted pickup device 4 is required to be fully charged, the unit is s; l is the length of the rail launcher 3 in m.
As shown in fig. 4, when it is detected that the charging area distance closest in the traveling direction of the vehicle 1 is lb＝V*TbThe change-over switches 36 of all track-bound launchers 3 in this charging area are closed. Wherein V is the running speed of the vehicle 1 in m/s; t isbThe time taken for the establishment of a steady magnetic field from the closing of the changeover switch 36 to the rail emitting device 3 is given in units of s; lbThe unit is m.
When it is detected that the vehicle 1 is positioned close to the charging area but does not enter above the charging area, the changeover switches 36 of all the rail launchers 3 in the charging area are closed. When the vehicle 1 enters the charging area, the output current of the high-frequency inverter unit 34 in the track transmitting device 3 located in the area below the vehicle 1 increases from the lowest value (e.g., zero), and the change-over switches 36 of the track transmitting devices 3, from which the vehicle 1 is driven, are turned off one by one. When the output current increases to the maximum value and starts to decrease, it indicates that the vehicle 1 is driving out of the charging area. When the current drops to a minimum value (e.g. zero), indicating that the vehicle 1 has completely moved out of the charging area, the switches 36 of all track launching devices 3 are opened.
As shown in fig. 5, the pick-up winding 41 of the on-vehicle pick-up device 4 is disposed at the bottom of the car 10 of the vehicle 1, when the car 10 moves above a certain track launching device 3, the output current of the high-frequency inverter unit 34 of the track launching device 3 increases from the lowest value until the car 10 is opposite to the track launching device 3, the transmission efficiency of the power supply system reaches the maximum value, the output current of the high-frequency inverter unit 34 reaches the maximum value, the output power reaches the maximum value, and the change-over switch 36 of the track launching device 3 keeps the closed state during the period (i.e. the period when the output current of the high-frequency inverter unit 34 increases from the lowest value to the maximum value).
As shown in fig. 6, when the car 10 starts to move away from the upper side of a certain track launching device 3, the output current of the high-frequency inverter unit 34 of the track launching device 3 is reduced from the maximum value until the car 10 completely moves away from the track launching device 3, and the switch 36 of the track launching device 3 is turned off.
In the embodiment shown in fig. 1-6, the vehicle 1 comprises two railcars 20 at the head and tail ends, and a compartment 10 between the two railcars 20, two pick-up windings 41 are arranged further in front and behind the bottom of the compartment 10 in the traveling direction of the vehicle 1, and two on-board pick-up devices 4 respectively supply power to the motors 6 of the railcars 20 at the two ends of the vehicle 1. Two energy storage units 46 and two motors 6 are arranged on the motor cars 20 at two ends of the vehicle 1. The power conversion and energy storage unit located at the top of the cabin 10 includes a power conversion module and an energy storage unit 46, and the power conversion module further includes a first resonance compensation unit 42, a high frequency rectification unit 43, a first dc conversion unit 44, a battery management unit 45, and the like. The on-board interrogator 2 is further arranged at the bottom of the bullet train 20 at both ends of the vehicle 1, while the on-board pick-up end position at the bottom of the compartment 10 is arranged with a pick-up winding 41. However, the above structural arrangements are all special cases, and the specific situations can also be flexibly arranged according to different vehicle types.
Example 2
An embodiment of a non-contact power supply method for an energy storage type vehicle specifically comprises the following steps:
A) dividing a track on which the vehicle 1 runs into a charging area and a non-charging area which are alternately arranged, arranging a track launching device 3 in the charging area, and arranging an on-board pickup device 4 on the vehicle 1;
B) when the vehicle 1 drives into the charging area, the electric energy transmission and the charging of the energy storage unit 46 are completed through the electromagnetic coupling between the track launching device 3 and the vehicle-mounted pickup device 4;
C) when the vehicle 1 is driven out of the charging area, it is driven out of the non-electric area by the power of the energy storage unit 46 and then enters the next charging area.
Step a) further comprises:
a first ground transponder 5 for detecting the real-time position of the vehicle 1 is arranged in the non-live region.
Step a) further comprises:
an on-board interrogator 2 is arranged on the vehicle 1 at a location corresponding to the first ground transponder 5. In the present embodiment, the on-board interrogator 2 is further disposed at the bottom of the bullet train 20 located at both ends of the vehicle 1. When the vehicle 1 runs over the first ground transponder 5 and when the on-board interrogator 2 is aligned with the first ground transponder 5, the on-board interrogator 2 and the first ground transponder 5 complete data interaction including vehicle position, speed. As a preferred embodiment of the present invention, one first ground transponder 5 is disposed at each of the head and tail portions of the neutral area in the traveling direction of the vehicle 1 (i.e., both end portions in the traveling direction V of the vehicle 1).
The on-board pickup device 4 receives the magnetic field energy emitted by the track emitting device 3 through the pickup winding 41, and the step a) further comprises:
two pickup windings 41 are arranged in the front-rear direction in the traveling direction of the vehicle 1 at the bottom of the compartment 10 of the vehicle 1.
Step B) further comprises an orbital launch process, which further comprises the steps of:
the track transmitting device 3 converts alternating current from the traction power grid 7 into direct current, performs voltage level adjustment on the converted direct current, inverts the level-adjusted direct current voltage into high-frequency square wave voltage, and transmits the high-frequency square wave voltage in a high-frequency alternating magnetic field mode. Each track transmitting device 3 comprises a second ground transponder 38, acquires the position information of the vehicle 1 through the interaction of the second ground transponder 38 and the vehicle-mounted interrogator 2, and controls the switch 36 to switch on or off the transmission of the high-frequency alternating magnetic field according to the position information of the vehicle 1.
The number of rail-mounted launching devices 3 to be arranged in the charging area is
Wherein V is the running speed of the vehicle 1 in m/s; t iscWhen required for the energy storage unit 46 of the on-board pickup device 4 to be fully chargedThe unit is s; l is the length of the rail launcher 3 in m.
The length of the charging area is lcN × l in m. Where n is the number of the track launching devices 3 in the charging area, and l is the length of the track launching devices 3, and the unit is m. The length of the non-electric region is ln＝V*TconIn the unit m. Wherein V is the running speed of the vehicle 1 in m/s; t isconThe duration of the energy storage unit 46 is in units of s.
When it is detected that the position of the vehicle 1 is close to the charging area but not above the charging area, the changeover switches 36 of all the rail launchers 3 in the charging area are closed. When the vehicle 1 enters the charging area, the high-frequency inversion output current of the track transmitting device 3 located in the area below the vehicle 1 (i.e., the output current of the high-frequency inversion unit 34) increases from the lowest value (e.g., zero), and the change-over switches 36 of the track transmitting devices 3 from which the vehicle 1 is driven are turned off one by one. When the high frequency inverter output current increases to a maximum value and begins to decrease, it is indicative that the vehicle 1 is driving out of the charging area. When the high frequency inversion output current is reduced to a minimum value (e.g. zero), which indicates that the vehicle 1 has completely driven out of the charging area, the switches 36 of all the track launching devices 3 are turned off.
Step B) also includes an onboard pick-up process, further including the steps of:
the vehicle-mounted pickup device 4 receives magnetic field energy transmitted by the track transmitting device 3, converts the received high-frequency alternating-current voltage into direct-current voltage, performs voltage grade adjustment on the direct-current voltage, one path of the adjusted direct-current voltage is subjected to frequency conversion and then is supplied to the motor 6 for use, and the other path of the adjusted direct-current voltage is used for charging the energy storage unit 46.
When the carriage 10 moves above the track launching device 3, the high-frequency inversion output current of the track launching device 3 increases from the lowest value until the carriage 10 is opposite to the track launching device 3, the high-frequency inversion output current reaches the maximum value, the output power reaches the maximum value, and the switch 36 of the track launching device 3 keeps a closed state in the period (namely, the period of time that the output current of the high-frequency inversion unit 34 increases from the lowest value to the maximum value).
When the carriage 10 starts to move away from the upper side of the track launching device 3, the high-frequency inverter output current of the track launching device 3 is reduced from the maximum value until the carriage 10 completely moves away from the track launching device 3, and the switch 36 of the track launching device 3 is turned off.
When it is detected that the nearest charging area distance in the traveling direction of the vehicle 1 is lb＝V*TbThe change-over switches 36 of all track-bound launchers 3 in this charging area are closed. Wherein, TbThe time taken for the establishment of the steady magnetic field from the closing of the changeover switch 36 to the rail emitting device 3 is in m/s; v is the running speed of the vehicle 1 in m/s.
Embodiments 1 and 2 provide a system and a method for centralized regional management of non-contact power supply for energy storage vehicles, particularly energy storage rail transit vehicles, the scheme divides the whole rail into a charging region and a non-charging region, and provides the calculation of regional parameters, the charging region comprises a plurality of rail emitting devices 3, only a first ground transponder 5 is arranged in the non-charging region, and the vehicle 1 can complete static charging of an energy storage unit 46 in the charging region or complete efficient dynamic charging in a constant speed state. In the neutral region, the vehicle 1 continues to run on the power of the energy storage unit 46. In particular, it is also possible for a plurality of track-bound transmitting devices 3 to share a set of inverters (i.e. high-frequency inverter unit 34) in the charging region. Compared with the scheme of laying the power supply equipment in the whole line of the traditional power supply system, the technical scheme described in the embodiments 1 and 2 greatly reduces the laying length, simplifies the system structure, reduces the system cost, is more beneficial to later-stage system maintenance, and effectively reduces the operation and maintenance cost.
By implementing the technical scheme of the energy storage type vehicle non-contact power supply system and the method described in the specific embodiment of the invention, the following technical effects can be achieved:
(1) the energy storage type vehicle non-contact power supply system and the method described in the specific embodiment of the invention are based on energy storage type vehicle design, the track launching devices are intensively arranged in a charging area, and only the ground responder is placed in a non-electricity area, so that the technical problems of high construction, operation and maintenance costs of the whole-line track launching device laying faced by the traditional non-contact power supply system can be solved, the track launching devices can be reasonably arranged according to special terrains, and special road sections with high difficulty in laying non-contact power supply launching ends (mainly referring to special road sections with high construction difficulty, high power access difficulty, high track complexity and the like) can be effectively avoided;
(2) according to the energy storage type vehicle non-contact power supply system and the method, when the energy storage type vehicle is in a charging area, the requirements of static (parking) charging and dynamic (running) charging can be met simultaneously, and when the vehicle is in an emergency braking, waiting for the vehicle or a fault maintenance state, the static (parking) charging can be completed in the charging area;
(3) according to the energy storage type vehicle non-contact power supply system and the energy storage type vehicle non-contact power supply method, when the energy storage type vehicle is in a normal running state, dynamic (running) charging can be completed through the charging area at a constant speed, the energy storage unit is used for continuing running to run out of the non-electricity area and then enter the next charging area, and energy saving is achieved to the maximum extent.
The embodiments are described in a progressive manner in the specification, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
The foregoing is merely a preferred embodiment of the invention and is not intended to limit the invention in any manner. Although the present invention has been described with reference to the preferred embodiments, it is not intended to be limited thereto. Those skilled in the art can make many possible variations and modifications to the disclosed embodiments, or equivalent modifications, without departing from the spirit and scope of the invention, using the methods and techniques disclosed above. Therefore, any simple modification, equivalent replacement, equivalent change and modification made to the above embodiments according to the technical essence of the present invention are still within the protection scope of the technical solution of the present invention.
Claims (22)
1. An energy storage type vehicle non-contact power supply system is characterized in that-the track on which the vehicle (1) travels is divided into alternately arranged charging and non-charging zones, the system comprising: -a rail-mounted launching device (3) arranged in a charging area, and-an on-board pick-up device (4) arranged on a vehicle (1), the on-board pick-up device (4) comprising an energy storage unit (46); when the vehicle (1) enters the charging area, the electric energy transmission and the charging of the energy storage unit (46) are completed through the electromagnetic coupling between the track launching device (3) and the vehicle-mounted pickup device (4), and the vehicle (1) can continuously travel out of the non-electricity area by means of the electric power of the energy storage unit (46) and then enters the next charging area; a first ground transponder (5) for detecting the real-time position of the vehicle (1) is arranged in the non-electric region; an on-board interrogator (2) is arranged on the vehicle (1) at a position corresponding to the first ground transponder (5), and when the vehicle (1) drives through the first ground transponder (5) and the on-board interrogator (2) is aligned with the first ground transponder (5), the on-board interrogator (2) and the first ground transponder (5) complete data interaction including vehicle position and speed; when detecting that the distance of the charging area nearest to the traveling direction of the vehicle (1) is lb＝V*TbWhen the track is charged, the switch (36) of all track launching devices (3) in the charging area is closed; wherein, Tb-time taken for establishing a steady magnetic field from the closing of the switch (36) to the rail emitting device (3), V being the speed of travel of the vehicle (1); when detecting that the position of the vehicle (1) is close to a charging area but does not enter the charging area, closing the switch (36) of all track launching devices (3) in the charging area; when the vehicle (1) enters a charging area, the output current of a high-frequency inverter unit (34) in the track launching device (3) in the area below the vehicle (1) is increased from the lowest value, and the switch (36) of the track launching device (3) where the vehicle (1) leaves is switched off one by one; when the output current increases to the maximum value and begins to decrease, the vehicle (1) is represented to be driving away from the charging area; when the output current drops to a minimum value, which is characteristic of the vehicle (1) having completely moved out of the charging area, the switches (36) of all track-bound launchers (3) are switched off.
2. The energy storage vehicle contactless power supply system according to claim 1, characterized in that: when in the charging area, the vehicle (1) can be statically charged or dynamically charged in a constant speed state.
3. The energy storage type vehicle non-contact power supply system according to claim 1 or 2, characterized in that: in the charging area, the arrangement number of the rail transmitting devices (3) is arranged according to the requirement of the energy storage unit (46).
4. The energy storage vehicle contactless power supply system of claim 3, characterized in that: first ground transponders (5) are arranged at the head and the tail of the electroless region along the running direction of the vehicle (1).
5. The energy storage type vehicle non-contact power supply system according to claim 1, 2 or 4, characterized in that: the track transmitting device (3) further comprises a transmitting winding (31), a rectifying unit (32), a first direct current conversion unit (33), a high-frequency inversion unit (34), a first resonance compensation unit (35), a ground controller (37) and a second ground transponder (38); the rectification unit (32) converts alternating current from a traction power grid (7) into direct current, the first direct current conversion unit (33) performs voltage level adjustment on the direct current output by the rectification unit (32), and the high-frequency inversion unit (34) converts the direct current voltage output by the first direct current conversion unit (33) into high-frequency square wave voltage; the input end of the first resonance compensation unit (35) is connected with the high-frequency inversion unit (34) and is used for reducing reactive power and capacity requirements; the output end of the first resonance compensation unit (35) is connected with a transmitting winding (31) and a change-over switch (36), the transmitting winding (31) generates a high-frequency alternating magnetic field, and the change-over switch (36) is used for switching on or off the track transmitting device (3); the ground controller (37) interacts with the vehicle-mounted interrogator (2) through the second ground transponder (38) to acquire the position information of the vehicle (1); and the ground controller (37) completes the switch tube control and fault protection of the rectifying unit (32), the first direct current conversion unit (33) and the high-frequency inversion unit (34), and the on-off control of the change-over switch (36).
6. The energy storage vehicle contactless power supply system according to claim 5, characterized in that: two adjacent track transmitting devices (3) share the same high-frequency inversion unit (34).
7. The energy storage vehicle contactless power supply system according to claim 5, characterized in that: the pick-up winding (41) of the vehicle-mounted pick-up device (4) is arranged at the bottom of a carriage (10) of the vehicle (1), when the carriage (10) drives above a certain track launching device (3), the output current of a high-frequency inversion unit (34) of the track launching device (3) is increased from the lowest value until the carriage (10) is opposite to the track launching device (3), the output current of the high-frequency inversion unit (34) reaches the maximum value, the output power reaches the maximum value, and a switch (36) of the track launching device (3) keeps a closed state in the time period when the output current of the high-frequency inversion unit (34) is increased from the lowest value to the maximum value.
8. The energy storage vehicle contactless power supply system of claim 7, characterized in that: when the carriage (10) starts to drive away from the upper part of a certain track launching device (3), the output current of the high-frequency inverter unit (34) of the track launching device (3) is reduced from the maximum value until the carriage (10) completely drives away from the track launching device (3), and the switch (36) of the track launching device (3) is switched off.
9. The energy storage vehicle contactless power supply system of claim 8, characterized in that: the length of the carriage (10) is consistent with that of the track launching device (3).
10. The energy storage type vehicle non-contact power supply system according to claim 7, 8 or 9, characterized in that: the vehicle-mounted pickup device (4) further comprises a second resonance compensation unit (42), a high-frequency rectification unit (43), a second direct-current conversion unit (44), a battery management unit (45), a vehicle-mounted controller (47) and a frequency converter (48); the pick-up winding (41) receives the magnetic field energy transmitted by the transmitting winding (31), and the input end of the second resonance compensation unit (42) is connected with the pick-up winding (41) and used for reducing the reactive power and capacity requirements; the output end of the second resonance compensation unit (42) is connected with the high-frequency rectifying unit (43), and the high-frequency rectifying unit (43) converts the high-frequency alternating voltage received by the pickup winding (41) into direct-current voltage; the second direct current conversion unit (44) adjusts the voltage level of the direct current output by the high-frequency rectification unit (43); one path of the direct current voltage output by the second direct current conversion unit (44) is provided for the motor (6) through a frequency converter (48) for use, and the other path of the direct current voltage is used for charging an energy storage unit (46) through the battery management unit (45); and the vehicle-mounted controller (47) completes the switch tube control and fault protection of the high-frequency rectifying unit (43) and the second direct current conversion unit (44).
11. The energy storage vehicle contactless power supply system according to claim 10, characterized in that: two pick-up windings (41) are arranged in front of and behind the bottom of the car (10) in the direction of travel of the vehicle (1).
12. The energy storage vehicle contactless power supply system according to claim 1, 2, 4, 6, 7, 8, 9, or 11, characterized in that: the number of rail-mounted launching devices (3) to be arranged in the charging area is
Wherein V is the running speed of the vehicle (1) and TcWhen the energy storage unit (46) of the vehicle-mounted pickup device (4) is required to be fully charged, l is the length of the track launching device (3).
13. The energy storage vehicle contactless power supply system of claim 12, characterized in that: the length of the charging area is lcN × l, where n is the number of track emitters (3) in the charging area and l is the length of a track emitter (3); the length of the electroless region is ln＝V*TconWherein V is the running speed of the vehicle (1) and TconFor storing energy singlyThe endurance of the element (46).
14. The non-contact power supply method for the energy storage type vehicle is characterized by comprising the following steps of:
A) dividing a track on which a vehicle (1) runs into a charging area and a non-charging area which are alternately arranged, arranging a track launching device (3) in the charging area, and arranging an on-board pickup device (4) on the vehicle (1); arranging a first ground transponder (5) for detecting a real-time position of the vehicle (1) in the non-electricity-supply area, and arranging an on-board interrogator (2) at a position on the vehicle (1) corresponding to the first ground transponder (5); when the vehicle (1) drives over the first ground transponder (5) and the vehicle-mounted interrogator (2) is aligned with the first ground transponder (5), the vehicle-mounted interrogator (2) and the first ground transponder (5) complete data interaction including vehicle position and speed;
B) when detecting that the distance of the charging area nearest to the traveling direction of the vehicle (1) is lb＝V*TbWhen the rail is charged, the switch (36) of all the rail emitting devices (3) in the charging area is closed; wherein V is the running speed of the vehicle (1) and TbThe time taken for establishing a steady magnetic field from the closing of the changeover switch (36) to the rail emitting device (3); when the vehicle (1) drives into the charging area, the electric energy transmission and the charging of the energy storage unit (46) are completed through the electromagnetic coupling between the track launching device (3) and the vehicle-mounted pickup device (4); when the position of the vehicle (1) is detected to be close to a charging area but not to enter the charging area, the switch (36) of all track launching devices (3) in the charging area is closed; when the vehicle (1) enters a charging area, the high-frequency inversion output current of the track launching device (3) positioned in the area below the vehicle (1) is increased from the lowest value, and the switch (36) of the track launching device (3) where the vehicle (1) leaves is switched off one by one; when the high-frequency inversion output current increases to the maximum value and begins to decrease, the vehicle (1) is represented to be driving away from a charging area; when the high-frequency inversion output current is reduced to the minimum value, the vehicle (1) is represented to completely drive away from a charging area, and at the moment, the switch switches (36) of all the track launching devices (3) are switched off;
C) when the vehicle (1) drives away from the charging area, the vehicle can continuously drive out of the non-electricity area by means of the power of the energy storage unit (46) and then enter the next charging area.
15. The energy-storing vehicle contactless power supply method according to claim 14, characterized in that the first ground transponder (5) is arranged at the head and tail of the non-electric area in the traveling direction of the vehicle (1).
16. The energy storage vehicle non-contact power supply method according to claim 14 or 15, wherein the step B) further comprises a track launching process, the process further comprising the steps of:
the track transmitting device (3) converts alternating current from a traction power grid (7) into direct current, performs voltage grade adjustment on the converted direct current, inverts the grade-adjusted direct current voltage into high-frequency square wave voltage, and transmits the high-frequency square wave voltage in a high-frequency alternating magnetic field mode; each track transmitting device (3) comprises a second ground transponder (38), the position information of the vehicle (1) is obtained through the interaction of the second ground transponder (38) and the vehicle-mounted inquiry device (2), and a selector switch (36) is controlled to switch on or off the transmission of the high-frequency alternating magnetic field according to the position information of the vehicle (1).
17. The energy storage type vehicle non-contact power supply method according to claim 16, characterized in that: the number of rail-mounted launching devices (3) to be arranged in the charging area is
Wherein V is the running speed of the vehicle (1) and TcWhen the energy storage unit (46) of the vehicle-mounted pickup device (4) is required to be fully charged, l is the length of the track launching device (3).
18. The energy storage type vehicle non-contact power supply method according to claim 17, characterized in that: the length of the charging area is lcN × l, where n is the number of track emitters (3) in the charging area and l is the length of a track emitter (3); the length of the electroless region is ln＝V*TconWherein V is the running speed of the vehicle (1) and TconIs the endurance time of the energy storage unit (46).
19. The energy storage vehicle non-contact power supply method according to claim 18, wherein the step B) further comprises an on-board pick-up process, the process further comprising the steps of:
the vehicle-mounted pickup device (4) receives magnetic field energy transmitted by the track transmitting device (3), converts the received high-frequency alternating-current voltage into direct-current voltage, performs voltage grade adjustment on the direct-current voltage, one path of the adjusted direct-current voltage is subjected to frequency conversion and then is supplied to the motor (6) for use, and the other path of the adjusted direct-current voltage charges the energy storage unit (46).
20. The energy-storage vehicle contactless power supply method according to claim 17, 18 or 19, characterized in that the vehicle-mounted pick-up device (4) receives magnetic field energy emitted by the track emitting device (3) through a pick-up winding (41), and the step a) further comprises:
two pickup windings (41) are arranged in front and behind each other in the traveling direction of the vehicle (1) at the bottom of a compartment (10) of the vehicle (1).
21. The energy storage type vehicle non-contact power supply method according to claim 20, characterized in that: when the carriage (10) drives above the track transmitting device (3), the high-frequency inversion output current of the track transmitting device (3) is increased from the lowest value until the carriage (10) is over against the track transmitting device (3), the high-frequency inversion output current reaches the maximum value, the output power reaches the maximum value, and the switch (36) of the track transmitting device (3) keeps a closed state in the time period when the high-frequency inversion output current is increased from the lowest value to the maximum value.
22. The energy storage type vehicle non-contact power supply method according to claim 21, characterized in that: when the carriage (10) starts to drive away from the upper part of the track launching device (3), the high-frequency inversion output current of the track launching device (3) is reduced from the maximum value until the carriage (10) completely drives away from the track launching device (3), and the switch (36) of the track launching device (3) is switched off.
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| CN111740502B (en) * | 2020-08-03 | 2020-12-04 | 深圳赫兹创新技术有限公司 | Power supply method and system for electric equipment |
| CN114074565B (en) * | 2020-08-21 | 2023-09-26 | 中车株洲电力机车研究所有限公司 | Guiding control method and application thereof |
| CN112810453B (en) * | 2021-01-08 | 2023-06-23 | 中车青岛四方机车车辆股份有限公司 | Non-contact power supply system and hanging train |
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| FR2965758B1 (en) * | 2010-10-07 | 2014-12-26 | Alstom Transport Sa | GROUND FEEDING SYSTEM FOR TRANSPORT VEHICLE AND ASSOCIATED METHODS. |
| JP2015216705A (en) * | 2012-09-05 | 2015-12-03 | パナソニック株式会社 | Non-contact charger, program thereof and vehicle mounted with a non-contact charger |
| CN103779971B (en) * | 2014-01-29 | 2015-12-09 | 中国科学院电工研究所 | A kind ofly adopt the contactlessly powered system of the movable type of sectional power supply |
| CN104022581B (en) * | 2014-05-22 | 2016-04-20 | 西南交通大学 | A kind of sectional guide rail changing method of locomotive wireless power supply system |
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| CN105048650B (en) * | 2015-08-12 | 2017-05-10 | 中国科学院电工研究所 | Wireless energy transmission device for running charging of electric automobile |
| CN105743226B (en) * | 2016-04-14 | 2018-03-23 | 中车株洲电力机车研究所有限公司 | A kind of contactless power supply system for electric locomotive |
| CN107128196A (en) * | 2017-05-17 | 2017-09-05 | 安徽理工大学 | mining electric locomotive wireless power supply system |
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