CN111347941A - Auxiliary power supply system for railway vehicle and control method thereof - Google Patents

Auxiliary power supply system for railway vehicle and control method thereof Download PDF

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Publication number
CN111347941A
CN111347941A CN201811563525.0A CN201811563525A CN111347941A CN 111347941 A CN111347941 A CN 111347941A CN 201811563525 A CN201811563525 A CN 201811563525A CN 111347941 A CN111347941 A CN 111347941A
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China
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voltage converter
power
current
voltage
rail vehicle
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CN201811563525.0A
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CN111347941B (en
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杨丽丽
路琴
王英
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BYD Co Ltd
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BYD Co Ltd
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Priority to CN201811563525.0A priority Critical patent/CN111347941B/en
Priority to BR112021012257-5A priority patent/BR112021012257A2/en
Priority to PCT/CN2019/126571 priority patent/WO2020125711A1/en
Publication of CN111347941A publication Critical patent/CN111347941A/en
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60MPOWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M3/00Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00Electric propulsion with power supply external to the vehicle

Abstract

The application discloses supplementary power supply system of rail vehicle and control method thereof, wherein supplementary power supply system of rail vehicle includes: the first voltage converter, the second voltage converter and the power battery are electrically connected in sequence; the first voltage converter is used for converting the power grid voltage into a first-level direct-current voltage and supplying power to a traction system of the railway vehicle; the second voltage converter is used for converting the first-level direct-current voltage into a second-level direct-current voltage and charging the power battery; the method comprises the following steps: detecting whether the current power supply voltage of the power grid side is abnormal or not; and if so, controlling the output voltage of the power battery to supply power for the traction system of the railway vehicle. This application has realized through increasing power battery to when the electric wire netting is unusual, utilize power battery to continue to provide energy to traction system, make going to the nearest platform of distance that rail vehicle can be safe, thereby reduce the risk of operation and passenger, guaranteed passenger's personal safety, reduce the maintenance degree of difficulty of vehicle simultaneously.

Description

Auxiliary power supply system for railway vehicle and control method thereof
Technical Field
The application relates to the technical field of vehicle power supply, in particular to an auxiliary power supply system for a railway vehicle and a control method of the auxiliary power supply system.
Background
At present, a traction system of a railway vehicle usually takes electricity from a power grid side directly, and when the power grid side is abnormal, the railway vehicle which runs on a track and does not enter a platform stops, so that the risk of operation and passengers is increased, and the maintenance difficulty is increased.
Disclosure of Invention
The application provides a rail vehicle auxiliary power supply system and a control method thereof, which are used for solving the problems that in the related art, when a traction system of a rail vehicle takes power from a power grid side, if the power grid side is abnormal, the rail vehicle is stopped, so that the risk of operation and passengers is increased, and the maintenance difficulty is increased.
An embodiment of one aspect of the application provides a control method for a rail vehicle auxiliary power supply system, and the method includes: the first voltage converter, the second voltage converter and the power battery are electrically connected in sequence; the first voltage converter is used for converting the power grid voltage into a first-level direct-current voltage and supplying power to a traction system of the railway vehicle; the second voltage converter is used for converting the first-level direct-current voltage into a second-level direct-current voltage and charging the power battery;
the control method of the auxiliary power supply system of the railway vehicle comprises the following steps:
detecting whether the current power supply voltage of the power grid side is abnormal or not;
and if so, controlling the output voltage of the power battery to supply power for a traction system of the rail vehicle. .
Another embodiment of the present application provides a controller, including: the control method comprises the following steps of storing a program, a processor and a computer program which is stored on the memory and can run on the processor, wherein the processor executes the program to realize the control method of the auxiliary power supply system of the railway vehicle.
In another aspect, an embodiment of the present application provides a rail vehicle auxiliary power supply system, which includes: the controller comprises a first voltage converter, a second voltage converter, a power battery and the controller according to the embodiment of the second aspect, wherein the first voltage converter, the second voltage converter, the power battery and the controller are electrically connected in sequence;
the first voltage converter is used for converting the power grid voltage into a first-level direct-current voltage and supplying power to a traction system of the railway vehicle;
the second voltage converter is used for converting the first-level direct-current voltage into a second-level direct-current voltage and charging a power battery;
and the controller is used for controlling the power battery to supply power to the traction system when the power grid is abnormal.
An embodiment of another aspect of the present application provides a rail vehicle, including: the rail vehicle auxiliary power supply system according to the third aspect embodiment.
The technical scheme disclosed in the application has the following beneficial effects:
the method comprises the steps that the grid voltage is converted into first-level direct-current voltage through a first voltage converter to supply power for a traction system of the rail vehicle, the first-level direct-current voltage is converted into second-level direct-current voltage through a second voltage converter to charge a power battery, and then when the current power supply voltage on the grid side is detected to be abnormal, the power battery is controlled to output voltage to supply power for the traction system of the rail vehicle. From this, realized through increasing power battery in rail vehicle auxiliary power supply system to when the electric wire netting is unusual, utilize power battery to continue to provide energy to traction system, make that rail vehicle can be safe travel to the nearest platform of distance, thereby reduce operation and passenger's risk, guaranteed passenger's personal safety, reduced the maintenance degree of difficulty of vehicle simultaneously.
Additional aspects and advantages of the present application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the present application.
Drawings
The above and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which,
FIG. 1 is a schematic flow chart diagram illustrating a method for controlling a rail vehicle auxiliary power supply system according to one embodiment of the present application;
FIG. 2 is a schematic flow chart diagram illustrating a method for controlling a rail vehicle auxiliary power supply system according to another embodiment of the present application;
FIG. 3 is a schematic flow diagram illustrating a process for determining a target voltage converter according to one embodiment of the present application;
FIG. 4 is a schematic flow chart diagram illustrating a method of controlling a rail vehicle auxiliary power supply system according to yet another embodiment of the present application;
FIG. 5 is a schematic flow diagram illustrating adjusting an output current of a target voltage converter according to one embodiment of the present application;
FIG. 6 is a schematic diagram illustrating a configuration of a controller according to one embodiment of the present application;
FIG. 7 is a schematic structural diagram illustrating a rail vehicle auxiliary power supply system according to one embodiment of the present application;
FIG. 8 is a schematic structural diagram of a rail vehicle auxiliary power supply system according to another embodiment of the present application;
FIG. 9 is a schematic structural diagram illustrating a rail vehicle auxiliary power supply system according to yet another embodiment of the present application;
FIG. 10 is a schematic structural diagram illustrating a rail vehicle auxiliary power supply system according to yet another embodiment of the present application;
FIG. 11 is a schematic structural diagram illustrating a rail vehicle auxiliary power supply system according to yet another embodiment of the present application;
FIG. 12 is a schematic diagram illustrating the configuration of a rail vehicle auxiliary power supply system according to one embodiment of the present application;
FIG. 13 is a schematic diagram of a rail vehicle configuration according to one embodiment of the present application.
Description of reference numerals:
a rail vehicle auxiliary power supply system 100; a first voltage converter 11; a second voltage converter 12; a power battery 13; a plurality of third voltage converters 14; a controller 15; a first pass component 16; a second pass component 17; a resistor 18; an air conditioning system 19; a power grid 20; a traction system 21; precharge circuit 22, filtering device 23, memory 152, processor 154.
Detailed Description
Reference will now be made in detail to embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application and should not be construed as limiting the present application.
Each embodiment of the application provides a control method of a rail vehicle auxiliary power supply system aiming at the problems that in the related art, when a traction system of a rail vehicle takes power from a power grid side, if the power grid side is abnormal, the rail vehicle is stopped, so that the risks of operation and passengers are increased, and the maintenance difficulty is increased.
According to the power supply control method and device, the power grid voltage is converted into the first-level direct-current voltage through the first voltage converter to supply power for the traction system of the railway vehicle, the first-level direct-current voltage is converted into the second-level direct-current voltage through the second voltage converter to charge the power battery, and then when the current power supply voltage on the power grid side is detected to be abnormal, the power battery is controlled to output voltage, and power supply is provided for the traction system of the railway vehicle. From this, realized through increasing power battery in rail vehicle auxiliary power supply system to when the electric wire netting is unusual, utilize power battery to continue to provide energy to traction system, make that rail vehicle can be safe travel to the nearest platform of distance, thereby reduce operation and passenger's risk, guaranteed passenger's personal safety, reduced the maintenance degree of difficulty of vehicle simultaneously.
The rail vehicle auxiliary power supply system and the control method thereof provided by the embodiment of the application are described in detail below with reference to the accompanying drawings.
Fig. 1 is a schematic flow chart illustrating a control method of a rail vehicle auxiliary power supply system according to an embodiment of the present application.
It should be noted that, in this embodiment, the control method of the auxiliary power supply system for the rail vehicle is applied to the auxiliary power supply system for the rail vehicle to control the operation of the rail vehicle. The rail vehicle can be a monorail vehicle, a light rail, a magnetic levitation train, a subway and the like.
Specifically, the auxiliary power supply system for a railway vehicle in the embodiment includes: the power battery comprises a first voltage converter, a second voltage converter and a power battery which are electrically connected in sequence.
The first voltage converter is used for converting the power grid voltage into a first-level direct-current voltage and supplying power to a traction system of the rail vehicle;
the second voltage converter is used for converting the first-level direct-current voltage into a second-level direct-current voltage and charging the power battery;
that is to say, during the in-service use, rail vehicle accessible is connected with the electric wire netting and obtains the power supply to convert electric wire netting voltage into first grade direct current voltage through first voltage transformation, for rail vehicle's traction system power supply, make traction system normal work, and then guarantee that rail vehicle normally travels.
Furthermore, anomalies in the grid may occur, which may cause the rail vehicle to stop in non-platform areas, not only increasing the operational and passenger safety risks, but also increasing the maintenance difficulty. Therefore, in the embodiment, after the grid voltage is converted into the first-level direct-current voltage through the first voltage converter, the first-level direct-current voltage can be converted into the second-level direct-current voltage through the second voltage converter to charge the power battery, so that when the grid is abnormal, the power battery can continuously supply power to the traction system of the railway vehicle, the railway vehicle can safely run to a nearest platform, the risks of vehicle operation and passengers are reduced, and the maintenance difficulty of the vehicle is also reduced.
By the above description of the basic architecture of the auxiliary power supply system for the rail vehicle, the following description will be made in detail of the control method of the auxiliary power supply system for the rail vehicle.
As shown in fig. 1, the rail vehicle auxiliary power supply system control method may include the steps of:
step 101, detecting whether the current power supply voltage on the power grid side is abnormal, if so, executing step 102, otherwise, executing step 103.
And 102, if so, controlling the output voltage of the power battery to supply power for the traction system of the railway vehicle.
And step 103, ending.
The control method of the auxiliary power supply system for the railway vehicle provided by the embodiment can be executed by the railway vehicle provided by the application. The rail vehicle is provided with a controller to control the auxiliary power supply system of the rail vehicle.
Optionally, in this embodiment, the controller in the rail vehicle may detect the power grid side in real time to determine whether the current power supply voltage of the power grid is abnormal. When the current power supply voltage of a power grid is abnormal, a control signal is sent to a power battery in an auxiliary power supply system through a controller to control the output voltage of the power battery in the auxiliary power supply system so as to supply power to a traction system of the rail vehicle, so that the rail vehicle can safely run to a nearest platform, the vehicle operation and passenger risks are reduced, the personal safety of passengers is guaranteed, and the maintenance difficulty is reduced.
It can be understood that, this application is through increasing power battery in rail vehicle's supplementary power supply system, and when rail vehicle can't normally acquire supply voltage from the electric wire netting side, usable reserve power battery continues to supply power to rail vehicle's traction system to make rail vehicle can not stop in the place of non-platform because of getting the electricity failure, with the operation reliability of reinforcing rail vehicle.
According to the analysis, the power supply is provided for the traction system of the railway vehicle by outputting the voltage through the power battery when the power supply voltage on the power grid side is abnormal.
In practical use, the air conditioning system in the rail vehicle can provide comfortable passenger environment for passengers, and when the air conditioning system is started and normally operates, the required power is different, so that in order to ensure that the air conditioning system can be stably started, the output current of the voltage converter can be adjusted by the embodiment, so that the voltage converter limits the power to operate, the power provided for the air conditioning system meets the requirement, and the air conditioning system can be stably started. The following describes a control method of the auxiliary power supply system for a railway vehicle according to an embodiment of the present application with reference to fig. 2.
Fig. 2 is a schematic flow chart of a control method of a rail vehicle auxiliary power supply system according to another embodiment of the present application.
It should be noted that, because the rail vehicle may include a plurality of different power consumption systems, such as a lighting system, a vehicle control system, a battery charging system, a ventilation system, and the like, and power supply voltages required by the different power consumption systems are different, in order to meet normal operation of each power supply system, the auxiliary power supply system for a rail vehicle in the embodiment of the present application may further include: and the plurality of third voltage converters are used for converting the first-grade direct-current voltage converted by the first voltage conversion into a plurality of power supply voltages of different grades through the plurality of third voltage converters so as to respectively supply power to a plurality of power utilization systems in the railway vehicle.
The first voltage converter included in the auxiliary power supply system for the rail vehicle can also be used for supplying power to an air conditioning system in the rail vehicle.
As shown in fig. 2, a control method of a rail vehicle auxiliary power supply system according to an embodiment of the present application may include the following steps:
step 201, when an air conditioning system starting instruction is obtained, detecting the current operation state of each power utilization system in the railway vehicle.
Step 202, determining a target voltage converter according to the current operation state of each power utilization system, wherein the target voltage converter is at least one of the second voltage converter and the plurality of third voltage converters.
The current operation state of each electric system can be obtained in real time through a controller in the rail vehicle, the obtained current operation state of each electric system is analyzed and processed, the electric system meeting the requirements is determined, and the voltage converter corresponding to the electric system is determined as the target voltage converter.
As an alternative implementation manner, the embodiment of the present application may determine the target voltage converter in the following manner.
As shown in fig. 3, determining the target voltage converter may include the steps of:
step 301, determining a target power utilization system with adjustable current power according to the current operation state of each power utilization system.
Optionally, the rail vehicle may include a plurality of power consumption systems, and each power consumption system may have a difference corresponding to the required power in different operating states. Therefore, in the embodiment, the current operating state of each power utilization system can be acquired through the controller in the rail vehicle, and the current operating state of each power utilization system is analyzed according to the preset processing rule, so as to determine the power utilization system with adjustable power, and determine the power utilization system with adjustable power as the target power utilization system.
In this embodiment, the number of the target power utilization systems may be one or more, and is not particularly limited herein.
For example, the rail vehicle includes n power systems, and if n is 3, the n power systems are respectively a lighting system, a vehicle control system, and a battery charging system, the controller may respectively obtain and analyze current operating states of the 3 power systems, and when it is determined that current powers of the lighting system and the vehicle control system are adjustable, the lighting system and the vehicle control system may be determined as a target power system.
Step 302, determining the voltage converter supplying power to the target power utilization system as a target voltage converter.
After the target power utilization system is determined according to the current operating state of each power utilization system, the controller can determine the voltage converter for supplying power to the target power utilization system as the target voltage converter.
Continuing with the above example, after determining that the lighting system and the vehicle control system are the target power system, the controller may then determine that the voltage converter a1 corresponding to the lighting system and a2 corresponding to the vehicle control system are the target voltage converters, respectively.
And step 203, adjusting the output current of the target voltage converter so as to enable the target voltage converter to operate in a power-limited mode.
Optionally, after the target voltage converter is determined, the controller may adjust the output current of the target voltage converter according to the required power of the air conditioner system during starting, so that the target voltage converter operates in a limited power manner, and thus the power distributed to the air conditioner system meets the starting requirement, and further the air conditioner system can be started stably.
For example, if the total output power in the rail vehicle is 40 kilowatts (kw), the power required for starting the air conditioning system is 30kw, and the power required for normal operation is 20kw, before the air conditioning system is started, the controller first obtains the current operating states of the power systems corresponding to the second voltage converter and the third voltage converters, respectively, and analyzes the obtained current operating states of the power systems, when the power of the power utilization system corresponding to the second voltage converter and the 2 nd third voltage converter is determined to be adjustable, the output currents of the second voltage converter and the 2 nd third voltage converter are adjusted, and the second voltage converter and the 2 nd third voltage converter are operated in a power limiting mode, so that the total power required by all the power utilization systems is less than 10KW, and the air conditioning system is ensured to be started stably.
According to the control method for the auxiliary power supply system of the railway vehicle, when the starting instruction of the air conditioning system is obtained, the current running state of each power utilization system in the railway vehicle is detected, the target voltage converter is determined, and then the output current of the target voltage converter is adjusted to enable the target voltage converter to run in a power limiting mode, so that the power distributed by the air conditioning system meets the starting requirement, and the air conditioning system is started stably and normally.
Through the analysis, the target voltage converter is determined by detecting the current operation state of each power utilization system, and the output current of the target voltage converter is adjusted, so that the target voltage converter operates in a power-limiting mode, and the air conditioning system can be started stably.
In a specific implementation, when a plurality of target voltage converters are determined, in order to more accurately adjust the output currents of the plurality of target voltage converters, the present embodiment may further determine the current total power limit of each voltage converter according to the starting power of the air conditioning system, and then determine the current limit corresponding to the target voltage converter according to the current operating state of each electrical system and the current total power limit of each voltage converter. The following describes a control method of the auxiliary power supply system for a railway vehicle according to an embodiment of the present application with reference to fig. 4.
Fig. 4 is a flowchart illustrating a control method of a rail vehicle auxiliary power supply system according to still another embodiment of the present application.
As shown in fig. 4, the control method of the auxiliary power supply system for the rail vehicle according to the embodiment of the present application may include the following steps:
step 401, when an air conditioning system starting instruction is obtained, detecting the current operation state of each power utilization system in the railway vehicle.
Step 402, determining a target voltage converter according to the current operation state of each power utilization system, wherein the target voltage converter is at least one of a second voltage converter and a plurality of third voltage converters.
And 403, determining the current total power limit value of the second voltage converter and the plurality of third voltage converters according to the starting power of the air conditioning system.
For example, if the total output power in the rail vehicle is 40kw and the starting power of the air conditioning system is 30kw, it may be determined that the current total power limit of the second voltage converter and the third voltage converters should be less than 10 kw.
And step 404, determining current limit values corresponding to the target voltage converters according to the current operation state of each power utilization system and the current total power limit values of the second voltage converter and the plurality of third voltage converters.
Step 405, adjusting the output current of the target voltage converter according to the current limit values corresponding to the target voltage converters.
After determining the current total power limit of the second voltage converter and the plurality of third voltage converters, the controller in the rail vehicle may determine, according to the current operating state of each electric system and the current total power limit of the second voltage converter and the plurality of third voltage converters, each current limit currently corresponding to each target voltage converter by using a preset calculation rule. Further, the output current of the target voltage converter is adjusted according to each current limit value.
Further, in the embodiment of the present application, the second voltage converter and the plurality of third voltage converters respectively include a conducting component, so as to be an optional implementation manner of the present application, as shown in fig. 5, when adjusting the output current of the target voltage converter, the present embodiment may further include the following steps:
step 501, detecting whether the current output current of the target voltage converter is larger than a corresponding current limit value, if so, executing step 502, otherwise, executing step 504.
The current limit may be determined according to the supply voltage and the power of the voltage converter, which are defined differently and specifically herein.
In an embodiment, the current limit may be margin set to meet the requirements of a particular situation. For example, if the output current value of the calculation target voltage converter is 90 ampere (a), the current limit may be set to 100A.
Optionally, the current output current of the target voltage converter is detected and compared with the current limit value, so as to adopt a corresponding control strategy according to the comparison result.
And 502, if yes, determining a phase shift angle corresponding to each conducting device in the target voltage converter according to the current output current and the current limit value.
And step 503, controlling the working state of the target voltage converter according to the phase shift angle of each conducting device.
The conducting devices in the target voltage converter may be: a metal oxide semiconductor field effect transistor (MOS transistor for short).
Optionally, in this embodiment, the phase of the driving waveform may be shifted forward or backward by an angle of each conducting device in the target voltage converter through a phase shift control circuit in the controller. For example, the full-bridge phase-shift power control technique uses phase shift to control the output voltage.
In another implementation of the present application, when the circuit in the controller is Pulse Width Modulation (PWM), the duty cycle of each conducting device is determined according to the current output current and current limit of the target voltage converter.
The PWM control mode is an analog control mode, and the bias of a transistor base electrode or an MOS tube grid electrode is modulated according to the change of corresponding load to change the conduction time of the transistor or the MOS tube, so that the change of the output of the switching voltage-stabilized power supply is realized. This way the output voltage of the power supply can be kept constant as the operating conditions change.
Further, after the phase shift angle or the duty ratio corresponding to each conducting device is determined, the controller can control the working state of the target voltage converter according to the phase shift angle or the duty ratio of each conducting device, so that the target voltage converter outputs current with corresponding magnitude.
Step 504, if not, detecting whether the current operation state of the target voltage converter is current control, if so, executing step 505, otherwise, executing step 508.
The controller detects the output current value of the target voltage converter in real time, and sets the current control flag bit to be effective when the output current value of the target voltage converter is detected to be larger than the current limit value.
Therefore, after the controller detects that the current value currently output by the target voltage converter is smaller than the corresponding current limit value, it may further obtain, in the storage unit, whether the current control flag bit corresponding to the output current of the target voltage converter at the previous time is valid, and when it is determined that the current control flag bit is valid, it indicates that the current operation state of the target voltage converter is current control, otherwise, it is voltage control.
Step 505, if yes, detecting whether the current output voltage of the target voltage converter is greater than the rated voltage threshold of the target voltage converter, if yes, executing step 506, otherwise, executing the step 502.
Step 506, if yes, determining a phase shift angle corresponding to each conducting device in the target voltage converter according to the voltage currently output by the target voltage converter and the rated voltage threshold.
And 507, controlling the working state of the target voltage converter according to the phase shift angle of each conducting device.
And step 508, if not, determining a phase shift angle corresponding to each conducting device in the target voltage converter according to the current output voltage of the target voltage converter and the rated voltage threshold.
Step 509, controlling the working state of the target voltage converter according to the phase shift angle of each conducting device.
According to the control method of the auxiliary power supply system of the railway vehicle, when the output current of the target voltage converter is adjusted, the output current is detected and compared with the corresponding current limit value, the phase shift angle corresponding to the target voltage converter is determined by adopting different calculation modes, then the working state of the target voltage converter is controlled, the output current of the target voltage converter is adjusted, and therefore the target voltage converter runs in a power-limiting mode, the power distributed by the air conditioning system meets the starting requirement, and the auxiliary power supply system can be started normally.
In order to achieve the above object, the present application also proposes a controller.
FIG. 6 is a block diagram illustrating a control according to one embodiment of the present application.
As shown in fig. 6, the controller 15 according to the embodiment of the present application includes a memory 152, a processor 154, and a computer program stored on the memory 152 and executable on the processor 154, and when the processor 154 executes the program, the method for controlling the auxiliary power supply system of the rail vehicle according to the embodiment of the first aspect is implemented.
It should be noted that the foregoing explanation of the embodiment of the control method for the auxiliary power supply system of the rail vehicle is also applicable to the controller of the embodiment, and the implementation principle thereof is similar and will not be described herein again.
The controller that this application embodiment provided through increasing power battery to when the electric wire netting is unusual, utilize power battery to continue to provide energy to traction system, make going to the nearest platform of distance that rail vehicle can be safe, thereby reduce operation and passenger's risk, guaranteed passenger's personal safety, reduce the maintenance degree of difficulty of vehicle simultaneously.
With the above example, a control method of a rail vehicle auxiliary power supply system is specifically described, and the rail vehicle auxiliary power supply system provided in the embodiment of the present application is specifically described below with reference to fig. 7.
As shown in fig. 7, the auxiliary power supply system 100 for a railway vehicle of the present application includes: a first voltage converter 11, a second voltage converter 12, a power battery 13 and a controller 15 according to the embodiment of the second aspect.
The first voltage converter 11 is configured to convert a grid voltage into a first-class direct-current voltage and supply power to a traction system 21 in the rail vehicle;
the second voltage converter 12 is used for converting the first-level direct-current voltage into a second-level direct-current voltage and charging the power battery 13;
the controller 15 is configured to control the power battery 13 to supply power to the traction system 21 when the power grid 20 is abnormal.
In this embodiment, the rail vehicle may be, but is not limited to: monorail vehicles, light rails, maglev, subways, etc.
In actual use, the rail vehicle may obtain power supply by connecting to the power grid 20, and convert the obtained power grid voltage into a first-level direct-current voltage through the first voltage converter 11 to supply power to the traction system 21 in the rail vehicle, so that the traction system 21 works normally.
In addition, according to the embodiment of the application, after the grid voltage is converted into the first-level direct-current voltage through the first voltage converter 11, the first-level direct-current voltage output by the first voltage converter 11 can be converted into the second-level direct-current voltage through the second voltage converter 12, and the power battery 13 is charged, so that when the grid 20 is abnormal, the power battery 13 can be used for continuously supplying power to the traction system 21 of the rail vehicle, the rail vehicle can be ensured to safely run to a nearest platform, risks of vehicle operation and passengers are reduced, and difficulty in maintaining the vehicle is also reduced.
When the power battery 13 is charged by using the second-level dc voltage, if the power battery 13 is fully charged and the power grid 20 is not abnormal, the second voltage converter 12 may be disconnected, and the operation of converting the first-level dc voltage into the second-level dc voltage is finished to charge the power battery 13, so as to avoid the phenomenon of overcharging the power battery 13.
Further, a plurality of power utilization systems may be included in the rail vehicle, and therefore, in order to meet the requirement that each power supply system normally operates, the present embodiment may provide different levels of power supply voltages for different power utilization systems by setting a plurality of third voltage converters with different output voltage levels, as shown in fig. 8 in particular.
As shown in fig. 8, on the basis of fig. 1, the rail vehicle auxiliary power supply system 100 further includes: a plurality of third voltage converters 14.
The third voltage converters 14 are configured to convert the first-level dc voltage into a plurality of different-level power supply voltages, and respectively supply power to a plurality of power consumption systems in the rail vehicle.
In this embodiment, the plurality of power utilization systems in the rail vehicle include at least one of the following systems: lighting system, whole car control system, battery charging system and ventilation system.
That is to say, in the embodiment of the present application, the plurality of third voltage converters 14 are provided to convert the first-level dc voltage into the power supply voltage corresponding to the power consumption systems connected correspondingly, so that each power consumption system can normally operate according to the power supply voltage corresponding to the power consumption system.
In this embodiment, each of the power switches in the second voltage converter 12 and the third voltage converters 14 is a metal oxide semiconductor field effect transistor (MOS).
Because the operating frequency of the MOS tube is higher than that of an Insulated Gate bipolar transistor (IGBT for short), conditions are provided for further reducing the volumes of the second voltage converter and the third voltage converters. It should be noted that, in the present embodiment, each voltage converter other than the first voltage converter 11 may be set according to the electric system of different voltage classes included in the rail vehicle. For example, if the railway vehicle includes 3 electric systems n1, n2, n3 with different voltage classes, three voltage converters may be provided, respectively: m1, M2, M3 and the like.
For example, assume that the number of the second voltage converters 12 is 1, the number of the third voltage converters 14 is two, and the corresponding numbers are: d1, D2, and D3, the 3 voltage converters can output 3 voltages with different levels, such as D1 with a level of 110 volts (V), D2 with a level of 24V, and D3 with a level of 220V.
After the rail vehicle obtains the supply voltage from the grid side, it is first converted into a first-class dc voltage, for example, 750V, by the first voltage converter 11, and then the first-class dc voltage is transmitted to the 3 voltage converters D1, D2, D3 through the output end of the first voltage converter 11, so that the 3 voltage converters respectively perform a conversion operation on the first-class dc voltage to obtain respective corresponding class voltages, for example, 110V, 24V, 220V, and then supply the respective corresponding class voltages to the electric system corresponding to the required class voltages. Wherein, the power consumption system can include: the system comprises a lighting system E1, a vehicle control system E2, a storage battery charging system E3, a ventilation system E4 and a power battery charging system E5
Assuming that the required power supply grade of the lighting system E1 is 110V, the required power supply grade of the vehicle control system E2 is 24V, the battery charging system E3 is 110V, the ventilation system E4 is 220V and the power battery charging system E5 is 220V, the grade voltage output by the D1 can be provided for the lighting system E1 and the battery charging system E3, the grade voltage output by the D2 can be provided for the vehicle control system E2, and the grade voltage output by the D3 can be provided for the ventilation system E4 and the power battery system E5, so that each power system can work normally.
With continued reference to fig. 8, in the auxiliary power supply system 100 for a rail vehicle according to the present application, the first voltage converter 11 is further configured to supply power to the air conditioning system 19 in the rail vehicle, so that the air conditioning system 19 operates normally to improve the environment inside the vehicle.
The controller 15 is further configured to control an operating state of each voltage converter according to a current operating state of each power consumption system in the rail vehicle.
The controller 15 in this embodiment of the application acquires the current operating state of each power consumption system, and analyzes the current operating state of each power consumption system to send a control signal to each voltage converter according to the current operating state of each power consumption system, so that each voltage converter adjusts its operating state according to the control signal sent by the controller 15, thereby ensuring that the power supplied by each voltage converter meets the requirements of each power consumption system.
In addition, in the embodiment of the present application, after the controller 15 sends the operating state control command to each voltage converter, it may also detect whether the operating state of each voltage converter in the rail vehicle matches the sent control command, so that when the operating state of any voltage converter does not match the control command, the operating state of any voltage converter can be adjusted in time, so as to improve the reliability and accuracy of controlling the operating state of each voltage converter.
In actual use, the rail vehicle is operated, typically by an air conditioning system 19 to regulate the environment within the vehicle to provide a more comfortable ride for the passengers, as shown in fig. 9. However, the power required for the air conditioning system 19 in the rail vehicle at start-up is greater than that required for normal operation. In order to ensure smooth start of the air conditioning system 19 in the rail vehicle without wasting power, the embodiment of the present application may provide the first conduction assembly 16 in the auxiliary power supply system 100 of the rail vehicle.
The first pass module 16 is connected between the output terminal of the first voltage converter 11 and the input terminal of the second voltage converter 12.
In this embodiment, the first conducting assembly 16 may be, but is not limited to: single pole single throw switches, relays, circuit breakers, contactors, and the like.
In specific implementation, when the controller 15 receives a start instruction of the rail vehicle, the first voltage converter 11 may be controlled to be turned on, and when the start instruction of the air conditioning system 19 is received, whether the current running state of the rail vehicle meets the normal start requirement of the air conditioning system 19 is detected, that is, whether the power provided for the air conditioning system 19 when starting meets the start power is determined. If the voltage is satisfied, the second voltage converter 12 and the plurality of third voltage converters 14 can be directly cut off from the output end of the first voltage converter 11 through the first conducting assembly 16; if the current state does not meet the preset value, the working states of the electric systems corresponding to the second voltage converter 12 and the plurality of third voltage converters 14 are obtained, and a control command is sent to at least one of the second voltage converter 12 and the plurality of third voltage converters 14 according to the working states of the electric systems, so that the power provided by at least one of the second voltage converter 12 and the plurality of third voltage converters 14 to the corresponding electric system is reduced, and the normal starting of the air conditioning system is ensured.
For example, if the total output power of the rail vehicle is 40 Kilowatts (KW), the power required by the air conditioning system 19 during the start-up is 30KW, and the power required by the air conditioning system 19 during the normal operation is 20KW, when the air conditioning system 19 is started up, the controller 15 first obtains the current operating states of the electric systems corresponding to the second voltage converter 12 and the plurality of third voltage converters 14, respectively, and analyzes the obtained current operating states of the electric systems to control at least one of the second voltage converter 12 and the plurality of third voltage converters 14, so as to adjust the power provided to the electric systems, so that the total power required by the electric systems is less than 10KW, so as to ensure that the air conditioning system is started up smoothly.
With further reference to fig. 9, in order to avoid directly closing the first pass assembly 16 when the air conditioning system in the rail vehicle is started, so that the transient current is too large and damages the relevant components in the power utilization systems, the rail vehicle auxiliary power supply system 100 according to the present application further includes a pre-charging circuit 22. The precharge circuit 22 includes a second pass element 17 and a resistor 18 connected in series.
The precharge circuit 22 is connected in parallel with the first pass device 16, i.e., the second pass device 17 and the resistor 18 are connected in parallel with the first pass device 16.
In this embodiment, the second conducting component 17 may be, but is not limited to: single pole single throw switches, relays, circuit breakers, and the like.
Specifically, when the air conditioning system 19 is started, the second conduction assembly 17 is first closed, so that the resistor 18 is connected in the circuit, the power supply voltage supplies power to each power utilization system through the resistor 18, and then, when it is detected that the power supply is stable, the first conduction assembly 16 is closed again, and the second conduction assembly 17 is disconnected, so that the power supply voltage supplies power to each power utilization system through the first conduction assembly 16, and the voltage loss in the conduction loop is reduced.
In addition, the controller 15 may monitor the operation state of the air conditioning system 19 in real time, and if it is determined that the air conditioning system 19 has been started and enters a normal operation state, send an instruction to recover the normal operation to one or more of the second voltage converter 12 and the plurality of third voltage converters 14, so that the second voltage converter 12 and the plurality of third voltage converters 14 may provide corresponding power supplies according to the requirements of the respective corresponding power systems, so that the respective power systems recover their normal outputs.
That is, in this embodiment, the controller 15 is also used for controlling the conducting states of the first conducting element 16 and the second conducting element 17.
Further, as shown in fig. 10, since various electronic components included in the rail vehicle and the external environment may cause electromagnetic interference to the rail vehicle, the rail vehicle auxiliary power supply system 100 according to the present invention further includes: at least one stage of filtering means 23.
At least one stage of filter equipment 23 is connected between the output end of the first voltage converter 11 and the input end of the second voltage converter 12.
In the present embodiment, the filter device 23 may be an Electro-magnetic compatibility (EMC) device.
That is, the embodiment of the present application can filter out the adverse interference of the rail vehicle running through the at least one stage of the filtering device 23.
For example, as shown in fig. 11, in the present embodiment, two stages of filtering devices may be provided to filter out the interference signals as much as possible through the two stages of filtering devices, so as to improve the overall performance of the rail vehicle.
In actual use, the interference existing on two power lines or communication lines can be represented by common mode interference and differential mode interference. Wherein, common mode interference is transmitted between the wire and the ground (casing), belonging to asymmetric interference, which is defined as undesired potential difference between any current-carrying conductor and the reference ground; differential mode interference, which is transmitted between two conductors, is a symmetric interference, which is defined as an undesired potential difference between any two current carrying conductors. In general, the common mode interference has large amplitude and high frequency, and can generate radiation through a wire, so that the interference is large. The differential mode interference has small amplitude and low frequency, and the interference caused by the differential mode interference is small.
Therefore, in order to filter the common mode interference or the differential mode interference, the at least one stage of filtering device 23 in this embodiment may be a device having both the function of suppressing the common mode interference and the function of suppressing the differential mode interference.
When the filtering device 23 is used for filtering out common-mode interference, suppression and filtering can be performed by selecting a Y capacitor and a common-mode coil;
when the filtering device 23 is used for filtering the differential mode interference, the suppression and the filtering can be performed by selecting the X capacitor and the differential mode coil.
The following describes a specific implementation process of the rail vehicle auxiliary power supply system according to the embodiment of the present application by using a specific example.
As shown in fig. 12, the rail vehicle auxiliary power supply system 100 includes: first voltage converter 11, contactor 1 (i.e., first conducting component 16), resistor R2 (i.e., resistor 18), contactor 2 (i.e., second conducting component 17), air conditioning system 19, power battery 13, traction system 21, filter circuit 23, module 110V, and module 24V (i.e., third plurality of voltage converters 14), module 690V (i.e., second voltage converter 12). The filter circuit 23 is configured to filter the interference signal to reduce the interference. Note that, in this configuration, the grid 20 and the controller 15 are not shown.
The specific implementation process is as follows: when the controller 15 detects a start instruction of the rail vehicle, the first voltage converter 11 is controlled to close to convert the power supply voltage ± 1500V acquired from the grid side into a first-class direct-current voltage of ± 750V. Thereafter, a first level of 750V dc voltage is sent over the wires to air conditioning system 19 and traction system 21. Meanwhile, the first-level direct-current voltage +/-750V is converted into a second-level direct-current voltage +/-690V through the module 690V, and the +/-690V is provided for the power battery 13 through a lead to carry out charging operation. When the power grid 20 side is abnormal, the controller 15 controls the power battery 13 to supply power to the traction system 21, so that the rail vehicle can be ensured to safely run to the nearest platform, the risk of vehicle operation and passengers is reduced, and the maintenance difficulty of the vehicle is also reduced.
Further, when the controller 15 detects a start instruction of the air conditioning system 19 after the rail vehicle is started (in this case, power is supplied by any one of the grid side and the power battery), it is determined whether the current output power of the power supply system meets the power required by the start of the air conditioning system 19. If the power consumption is not satisfied, the controller 15 obtains the operating states of the power consumption systems corresponding to the module 690V, the module 24V, and the module 110V, respectively, and when it is determined that the power required by the power consumption systems corresponding to the module 110V and the module 24V is adjustable (for example, may be reduced), a power limit operation instruction is sent to the module 110V and the module 24V, so that the module 110V and the module 24V provide lower power to the corresponding power consumption systems, and the air conditioning system 19 can be started smoothly.
In order to avoid directly closing the contactor 1, causing excessive instantaneous current and damaging related components, the controller 15 may first send a closing command to the contactor 2 through the control 2 line to connect the resistor R2 into the circuit when the operating state of the module 110V and the operating state of the module 24V are adjusted to reduce power, wherein after the contactor 2 receives and executes the control command, the actual conduction state of the contactor is fed back to the controller 15 through the feedback 2 line. When the controller 15 determines that the power supply is stable, it sends a closing command to the contactor 1 through the control 1 line and sends an opening command to the contactor 2, so that power is supplied to each module through the contactor 1 to reduce the voltage loss in the conduction loop.
In addition, after the contactor 1 receives the control instruction and executes the control instruction, the actual conduction state of the contactor can be fed back to the controller 15 through a feedback 1 line, so that the controller 15 can detect whether the actual conduction state of the contactor 1 is the same as the control instruction, and the conduction state of the contactor 1 can be ensured to be matched with the control instruction.
Further, the controller 15 also detects the operation state of the air conditioning system 19 in real time, and if it is detected that the air conditioning system 19 has been started and enters a normal operation state, sends a normal operation restoration instruction to the module 110V and the module 24V, so that the module 110V and the module 24V provide a power supply level according to the required power of the corresponding power utilization system, and normal output of the module is restored.
According to the auxiliary power supply system for the railway vehicle, the grid voltage is converted into the first-level direct-current voltage through the first voltage converter to supply power for a traction system in the railway vehicle, the first-level direct-current voltage is converted into the second-level direct-current voltage through the second voltage converter to charge the power battery, and then when the grid is abnormal, the power battery is controlled through the controller to supply power for the traction system. From this, realized through increasing power battery in power supply system to when the electric wire netting is unusual, utilize power battery to continue to provide energy to traction system, make that rail vehicle can be safe travel to the nearest platform of distance, thereby reduce operation and passenger's risk, guaranteed passenger's personal safety, reduced the maintenance degree of difficulty of vehicle simultaneously.
In order to realize the embodiment, the application also provides a railway vehicle.
FIG. 13 is a schematic diagram of a rail vehicle configuration according to one embodiment of the present application.
As shown in fig. 13, a rail vehicle 1000 according to an embodiment of the present application includes: a rail vehicle auxiliary power supply system 100.
It should be noted that the foregoing explanation of the embodiment of the auxiliary power supply system for a rail vehicle is also applicable to the rail vehicle of the embodiment, and the implementation principle thereof is similar and will not be described herein again.
The rail vehicle that this application embodiment provided is through increasing power battery to when the electric wire netting is unusual, utilize power battery to continue to provide energy to traction system, make the rail vehicle can be safe travel to the nearest platform of distance, thereby reduce operation and passenger's risk, guaranteed passenger's personal safety, reduce the maintenance degree of difficulty of vehicle simultaneously.
In this application, unless expressly stated or limited otherwise, the terms "disposed," "connected," and the like are to be construed broadly and include, for example, mechanical and electrical connections; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
In the description herein, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and the scope of the preferred embodiments of the present application includes other implementations in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the present application.
It should be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
It will be understood by those skilled in the art that all or part of the steps carried by the method for implementing the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer readable storage medium, and when the program is executed, the program includes one or a combination of the steps of the method embodiments.
The storage medium mentioned above may be a read-only memory, a magnetic or optical disk, etc. Although embodiments of the present application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present application, and that variations, modifications, substitutions and alterations may be made to the above embodiments by those of ordinary skill in the art within the scope of the present application.

Claims (16)

1. A control method for a rail vehicle auxiliary power supply system is characterized in that the rail vehicle auxiliary power supply system comprises the following steps: the first voltage converter, the second voltage converter and the power battery are electrically connected in sequence;
the first voltage converter is used for converting the power grid voltage into a first-level direct-current voltage and supplying power to a traction system of the rail vehicle;
the second voltage converter is used for converting the first-level direct-current voltage into a second-level direct-current voltage and charging the power battery;
the control method of the auxiliary power supply system of the railway vehicle comprises the following steps:
detecting whether the current power supply voltage of the power grid side is abnormal or not;
and if so, controlling the output voltage of the power battery to supply power for a traction system of the rail vehicle.
2. The method of claim 1, wherein the rail vehicle auxiliary power supply system further comprises: a plurality of third voltage converters;
the plurality of third voltage converters are used for converting the first-grade direct-current voltage into a plurality of power supply voltages of different grades so as to respectively supply power to a plurality of power utilization systems in the railway vehicle;
the first voltage converter is also used for supplying power to an air conditioning system in the railway vehicle;
the method further comprises the following steps:
when an air conditioning system starting instruction is acquired, detecting the current running state of each power utilization system in the railway vehicle;
determining a target voltage converter according to the current operating state of each power utilization system, wherein the target voltage converter is at least one of the second voltage converter and the plurality of third voltage converters;
adjusting the output current of the target voltage converter to enable the target voltage converter to operate with limited power.
3. The method of claim 2, wherein determining a target voltage converter based on the current operating state of the power consuming systems comprises:
determining a target power utilization system with adjustable current power according to the current operation state of each power utilization system;
and determining the voltage converter for supplying power to the target power utilization system as a target voltage converter.
4. The method of claim 2 or 3, wherein prior to said adjusting the output current of the target voltage converter, further comprising:
determining the current total power limit value of the second voltage converter and the third voltage converters according to the starting power of the air conditioning system;
determining current limit values corresponding to the target voltage converters according to the current operation state of each power utilization system and the current total power limit values of the second voltage converter and the third voltage converters;
the adjusting the output current of the target voltage converter comprises:
and adjusting the output current of the target voltage converter according to the current limit value corresponding to each target voltage converter.
5. The method of claim 4, wherein the second voltage converter and the plurality of third voltage converters each include a pass device;
the adjusting the output current of the target voltage converter comprises:
detecting whether the current output current of the target voltage converter is larger than a corresponding current limit value;
if so, determining a phase shift angle corresponding to each conducting device in the target voltage converter according to the current output current and the current limit value;
and controlling the working state of the target voltage converter according to the phase shift angle of each conducting device.
6. The method of claim 5, wherein after detecting whether the current output current of the target voltage converter is greater than the corresponding current limit, further comprising:
if not, detecting whether the current running state of the target voltage converter is current control;
if yes, detecting whether the current output voltage of the target voltage converter is larger than a rated voltage threshold of the target voltage converter;
if so, determining a phase shift angle corresponding to each conducting device in the target voltage converter according to the current output voltage of the target voltage converter and the rated voltage threshold;
and controlling the working state of the target voltage converter according to the phase shift angle of each conducting device.
7. The method of claim 6, wherein after detecting whether the current operating state of the target voltage converter is current control, further comprising:
if not, determining a phase shift angle corresponding to each conducting device in the target voltage converter according to the current output voltage of the target voltage converter and the rated voltage threshold;
and controlling the working state of the target voltage converter according to the phase shift angle of each conducting device.
8. A controller comprising a memory, a processor and a computer program stored on the memory and executable on the processor, the processor executing the program to implement the rail vehicle auxiliary power supply system control method according to any one of claims 1 to 7.
9. A rail vehicle auxiliary power supply system, comprising: the controller of claim 8, wherein the first voltage converter, the second voltage converter, the power battery and the controller are electrically connected in sequence;
the first voltage converter is used for converting the power grid voltage into a first-level direct-current voltage and supplying power to a traction system of the rail vehicle;
the second voltage converter is used for converting the first-level direct-current voltage into a second-level direct-current voltage and charging a power battery;
and the controller is used for controlling the power battery to supply power to the traction system when the power grid is abnormal.
10. The power supply system of claim 9, further comprising: a plurality of third voltage converters;
the plurality of third voltage converters are configured to convert the first-level dc voltage into a plurality of different-level supply voltages, and to supply power to a plurality of power consumption systems in the rail vehicle, respectively.
11. The power supply system of claim 10, wherein the first voltage converter is further configured to power an air conditioning system in the rail vehicle;
the controller is further configured to: and controlling the working state of each voltage converter according to the running state of each electric system in the railway vehicle.
12. The power supply system of claim 9 or 10, wherein the plurality of power consuming systems comprises at least one of: lighting system, whole car control system, battery charging system and ventilation system.
13. The power supply system of claim 9, further comprising: and the first conduction assembly is connected between the output end of the first voltage converter and the input end of the second voltage converter.
14. The power supply system of claim 13, further comprising: a pre-charge circuit connected in parallel with the first pass component;
the pre-charging circuit comprises a second conducting component and a resistor which are connected in series.
15. The power supply system of claim 9, further comprising: and at least one stage of filtering equipment connected between the output end of the first voltage converter and the input end of the second voltage converter.
16. A rail vehicle, characterized in that it comprises a rail vehicle auxiliary power supply system according to any one of claims 9-15.
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BR112021012257-5A BR112021012257A2 (en) 2018-12-20 2019-12-19 AUXILIARY POWER SUPPLY SYSTEM FOR RAILWAY VEHICLE AND METHOD FOR CONTROLLING THE SAME
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