CN112124152B - Power supply circuit and power supply control method for locomotive auxiliary system - Google Patents
Power supply circuit and power supply control method for locomotive auxiliary system Download PDFInfo
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- CN112124152B CN112124152B CN202011001244.3A CN202011001244A CN112124152B CN 112124152 B CN112124152 B CN 112124152B CN 202011001244 A CN202011001244 A CN 202011001244A CN 112124152 B CN112124152 B CN 112124152B
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- contactor
- auxiliary inverter
- power supply
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
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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
- H02J3/00—Circuit arrangements for ac mains or ac distribution networks
- H02J3/007—Arrangements for selectively connecting the load or loads to one or several among a plurality of power lines or power sources
- H02J3/0073—Arrangements for selectively connecting the load or loads to one or several among a plurality of power lines or power sources for providing alternative feeding paths between load and source when the main path fails, e.g. transformers, busbars
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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
- H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
- H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
- H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
- H02J9/062—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems for AC powered loads
Abstract
The invention discloses a power supply circuit and a power supply control method of a locomotive auxiliary system.A loop at an input side is controlled to work in different working modes according to a power supply mode and the working state of an auxiliary inverter, the working modes, the power supply mode and the working state of the auxiliary inverter are controlled in an interlocking manner, a first auxiliary inverter and a second auxiliary inverter are started at the same time only in a non-electric area, an energy storage power supply is not started in the electric area, and the electric quantity of the energy storage power supply is saved; before entering a non-electric area, the unique working mode of an input side loop is determined according to the power supply mode and the working state of the auxiliary inverter, the contactor does not need to be frequently switched, the influence on the service life of the contactor is reduced, the automatic power supply switching of the electric area and the non-electric area is realized, the continuous work of important auxiliary loads is ensured, and the problem that the faults or blockages are caused when the important auxiliary loads are frequently started and stopped is avoided.
Description
Technical Field
The invention belongs to the technical field of locomotive power supply control, and particularly relates to a power supply circuit and a power supply control method for a locomotive auxiliary system.
Background
In the running process of the locomotive, the locomotive obtains electric energy from a contact net or a third rail through a pantograph so as to drive a traction motor. For the third-rail current-receiving urban rail subway line, in order to facilitate the passing of vehicles, the third rail has to be broken at a turnout section to form a dead zone, taking a power supply line of the third rail of a subway as an example, the shortest dead zone is only 10 meters, and the number of dead zones of the whole 20-kilometer-more line is up to 65.
Due to the design characteristics of different lengths and various quantities of dead zones of the subway line, when the vehicles pass through the dead zones, the auxiliary system is started and stopped frequently due to the fact that no input power supply exists. For example, auxiliary loads such as a compressor, an air conditioner, a fan and the like are frequently turned off, especially the short-time frequent turning off of the air conditioner causes the frequent shutdown and overheat protection of the air conditioner, and the riding comfort is seriously influenced; the compressor is switched off in a non-electric area, so that the pressure of an air cylinder is reduced, the effectiveness of vehicle braking and the safety of the whole vehicle are seriously influenced, and the service life of an auxiliary load can be directly influenced by frequent and short-time switching-off.
At present, some vehicles can reconfigure a circuit structure by judging a signal of a non-electric area, and realize non-stop control of the auxiliary load of the non-electric area by quickly switching a power supply. The control has higher requirement on the accuracy of judging whether the vehicle enters a dead zone or not, and the frequent switching of the contactor has certain influence on the service life of the contactor due to the large number of dead zones. As shown in fig. 1, in the conventional power supply loop of the rail transit vehicle auxiliary system, the contactor is controlled to operate according to the no-zone signal, the power supply of the auxiliary inverter by the third rail or the contact network is cut off, the power supply of the auxiliary inverter by the traction storage battery is switched on, the contactor needs to be frequently switched according to the no-zone signal every time the auxiliary inverter enters the no-zone, the service life of the contactor is affected, and the requirement on the judgment precision of the no-zone signal is high.
Disclosure of Invention
The invention aims to provide a power supply circuit and a power supply control method for a locomotive auxiliary system, which are used for solving the problems that the auxiliary system in a non-electric area is frequently started and stopped, and the problems that the judgment precision requirement on the signals in the non-electric area is high, the service life of a contactor is influenced to a certain extent and the like when the power supply circuit is reconfigured according to the signals in the non-electric area.
One or more of the above objects are solved by the solution of the independent claims of the present invention.
The invention solves the technical problems through the following technical scheme: a power supply circuit of a locomotive auxiliary system comprises a first auxiliary inverter, an energy storage power supply, a first contactor, a second contactor, a third rail and a contact network; the first end of the first contactor is connected with the third rail and the contact network respectively, and the second end of the first contactor is connected with the input end of the first auxiliary inverter; the first end of the second contactor is connected with the output end of the energy storage power supply, and the second end of the second contactor is connected with the input end of the first auxiliary inverter; the output end of the first auxiliary inverter is connected with an auxiliary load; the method is characterized in that:
the power supply circuit further comprises a second auxiliary inverter, a third contactor, a fourth contactor and a control system; the first end of the third contactor is connected with the output end of the energy storage power supply, and the second end of the third contactor is connected with the input end of the second auxiliary inverter; the first end of the fourth contactor is connected with the third rail and the contact network respectively, and the second end of the fourth contactor is connected with the input end of the second auxiliary inverter; the output end of the second auxiliary inverter is connected with an auxiliary load;
the control system is used for controlling the input side loop to work in different working modes according to different power supply modes and working states of the first auxiliary inverter and the second auxiliary inverter, so that the first auxiliary inverter and/or the second auxiliary inverter can supply power to the auxiliary load; the input side loop is a loop formed by a first auxiliary inverter, an energy storage power supply, a first contactor, a second contactor, a third rail, a contact network, a third contactor, a fourth contactor and a second auxiliary inverter.
According to the invention, a plurality of power supply sources are introduced into a power supply circuit of an auxiliary system, the working mode of an input side loop is controlled to work in different working modes according to a specific power supply mode and the working state of an auxiliary inverter, the working mode of the input side loop, the power supply mode and the working state of the auxiliary inverter are controlled in an interlocking manner, a first auxiliary inverter and a second auxiliary inverter can be started at the same time only in a non-electricity area, and an energy storage power source is not started in an electricity area (namely, a contact network power supply mode), so that the electric quantity of the energy storage power source is saved; before entering a non-electricity area, the unique working mode of an input side loop is determined according to the power supply mode and the working state of the auxiliary inverter, the contactor does not need to be frequently switched, the influence on the service life of the contactor is reduced, the automatic power supply switching of the electricity area and the non-electricity area is realized, the continuous work of important auxiliary loads is ensured, the problem that the important auxiliary loads are frequently started and stopped is avoided, and the start-stop control of the first auxiliary inverter in the electricity area is also ensured; meanwhile, when entering the non-electric area, the complex judgment of whether to enter the non-electric area is not needed, and the problem of high requirement on non-electric area signal judgment precision is avoided.
Further, the power supply modes comprise a contact network power supply mode, a third rail power supply mode and an energy storage power supply mode; the working modes of the input side loop in the contact network power supply mode comprise a first working mode, a second working mode and a third working mode, the working modes of the input side loop in the third rail power supply mode comprise a fourth working mode, a fifth working mode and a sixth working mode, and the working modes of the input side loop in the energy storage power supply mode comprise a seventh working mode, an eighth working mode and a ninth working mode;
the first working mode refers to that the first auxiliary inverter is normal and started, and when the second auxiliary inverter is normal and not started, the contact network supplies power to the first auxiliary inverter through the first contactor;
the second working mode is that the first auxiliary inverter is normal and started, and when the second auxiliary inverter fails and is not started, the contact network supplies power to the first auxiliary inverter through the first contactor;
the third working mode refers to that the first auxiliary inverter fails and is not started, and the contact network supplies power to the second auxiliary inverter through the fourth contactor when the second auxiliary inverter is normal and is started;
the fourth working mode refers to that the first auxiliary inverter is normal and started, when the second auxiliary inverter is normal and started, the third rail supplies power to the first auxiliary inverter through the first contactor, and the energy storage power supply supplies power to the second auxiliary inverter through the third contactor;
the fifth working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter fails and is not started, the third rail supplies power to the first auxiliary inverter through the first contactor;
the sixth working mode refers to that the first auxiliary inverter fails and is not started, and when the second auxiliary inverter is normal and is started, the energy storage power supply supplies power to the second auxiliary inverter through the third contactor;
the seventh working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter is normal and not started, the energy storage power supply supplies power to the first auxiliary inverter through the second contactor;
the eighth working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter fails and is not started, the energy storage power supply supplies power to the first auxiliary inverter through the second contactor;
and the ninth working mode refers to that the first auxiliary inverter fails, and when the second auxiliary inverter is normal, the energy storage power supply supplies power to the second auxiliary inverter through the third contactor.
Only can start first supplementary dc-to-ac converter and second supplementary inverter simultaneously under the third rail power supply mode, just can adopt energy storage power, can not use energy storage power when the contact net power supply mode, saved energy storage power's electric energy.
Further, the first end of the first contactor and the first end of the fourth contactor are connected with the third rail through the fifth contactor, and the first end of the first contactor and the first end of the fourth contactor are connected with the overhead line system through the sixth contactor.
The input power can be controlled to be a third rail and/or a contact net through the fifth contactor and the sixth contactor.
Furthermore, the first auxiliary inverter, the second auxiliary inverter and the energy storage power supply are all grounded through a shaft end grounding device.
Further, the first auxiliary inverter and the second auxiliary inverter are connected with an auxiliary load through a switching module; the auxiliary load comprises a ventilation system and a braking system, and the switching module comprises a seventh contactor, an eighth contactor, a ninth contactor and a tenth contactor; the first auxiliary inverter is connected with the braking system through a seventh contactor, and the first auxiliary inverter is connected with the ventilation system through an eighth contactor; the second auxiliary inverter is connected with the braking system through a ninth contactor, and the second auxiliary inverter is connected with the ventilation system through a tenth contactor;
the control system is also used for controlling the switching module to be in different working states according to different working modes of the input side loop, so that the first auxiliary inverter and/or the second auxiliary inverter supply power to the ventilation system and the brake system.
The working state of the switching module and the working mode of the input side loop are subjected to interlocking control, power supply of a ventilation system and a brake system can be guaranteed no matter in which working mode, continuous work of important auxiliary loads without power interruption is guaranteed, the use failure rate of the important auxiliary loads such as the ventilation system and the brake system is reduced, the riding comfort of drivers and passengers is improved, and the driving safety of a locomotive is guaranteed.
Further, the working state of the switching module includes a first working state, a second working state and a third working state;
the first working state means that the seventh contactor and the eighth contactor are closed, and the ninth contactor and the tenth contactor are opened;
the second working state means that the seventh contactor and the eighth contactor are disconnected, and the ninth contactor and the tenth contactor are closed;
the third working state means that the seventh contactor and the tenth contactor are closed, and the ninth contactor and the tenth contactor are opened;
the first working state corresponds to a first working mode, a second working mode, a fifth working mode, a seventh working mode and an eighth working mode of the input side loop; the second working state corresponds to a third working mode, a sixth working mode and a ninth working mode of the input side loop; the third operating state corresponds to a fourth operating mode of the input-side circuit.
The invention also provides a power supply control method for the locomotive auxiliary system, which utilizes the power supply circuit of the locomotive auxiliary system, and comprises the following steps:
acquiring a power supply mode of a vehicle and working states of a first auxiliary inverter and a second auxiliary inverter;
configuring an input side loop according to the power supply mode and the working states of the first auxiliary inverter and the second auxiliary inverter, and determining the working mode of the input side loop;
and determining the working state of the switching module according to the working mode of the input side loop, so that the first auxiliary inverter and/or the second auxiliary inverter supplies power to the auxiliary load.
Further, the power supply mode comprises a contact network power supply mode, a third rail power supply mode and an energy storage power supply mode.
Further, the working modes include a first working mode, a second working mode, a third working mode, a fourth working mode, a fifth working mode, a sixth working mode, a seventh working mode, an eighth working mode and a ninth working mode;
the first working mode refers to that the first auxiliary inverter is normal and started, and when the second auxiliary inverter is normal and not started, the contact network supplies power to the first auxiliary inverter through the first contactor;
the second working mode is that the first auxiliary inverter is normal and started, and when the second auxiliary inverter fails and is not started, the contact network supplies power to the first auxiliary inverter through the first contactor;
the third working mode refers to that the first auxiliary inverter fails and is not started, and the contact network supplies power to the second auxiliary inverter through the fourth contactor when the second auxiliary inverter is normal and is started;
the fourth working mode refers to that the first auxiliary inverter is normal and started, when the second auxiliary inverter is normal and started, the third rail supplies power to the first auxiliary inverter through the first contactor, and the energy storage power supply supplies power to the second auxiliary inverter through the third contactor;
the fifth working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter fails and is not started, the third rail supplies power to the first auxiliary inverter through the first contactor;
the sixth working mode refers to that the first auxiliary inverter fails and is not started, and when the second auxiliary inverter is normal and is started, the energy storage power supply supplies power to the second auxiliary inverter through the third contactor;
the seventh working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter is normal and not started, the energy storage power supply supplies power to the first auxiliary inverter through the second contactor;
the eighth working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter fails and is not started, the energy storage power supply supplies power to the first auxiliary inverter through the second contactor;
and the ninth working mode refers to that the first auxiliary inverter fails, and when the second auxiliary inverter is normal, the energy storage power supply supplies power to the second auxiliary inverter through the third contactor.
Further, the working states include a first working state, a second working state and a third working state;
the first working state means that the seventh contactor and the eighth contactor are closed, and the ninth contactor and the tenth contactor are opened;
the second working state means that the seventh contactor and the eighth contactor are disconnected, and the ninth contactor and the tenth contactor are closed;
the third working state means that the seventh contactor and the tenth contactor are closed, and the ninth contactor and the tenth contactor are opened;
the first working state corresponds to a first working mode, a second working mode, a fifth working mode, a seventh working mode and an eighth working mode of the input side loop; the second working state corresponds to a third working mode, a sixth working mode and a ninth working mode of the input side loop; the third operating state corresponds to a fourth operating mode of the input-side circuit.
Advantageous effects
Compared with the prior art, the power supply circuit and the power supply control method of the locomotive auxiliary system provided by the invention have the advantages that the working mode of the input side loop is controlled to work in different working modes according to the working states of the power supply mode and the auxiliary inverter, the working mode of the input side loop, the power supply mode and the working state of the auxiliary inverter are subjected to interlocking control, the first auxiliary inverter and the second auxiliary inverter can be started at the same time only in a non-electricity area, the energy storage power supply is not started in the electricity area, and the electric quantity of the energy storage power supply is saved; before entering a non-electric area, the unique working mode of an input side loop is determined according to the power supply mode and the working state of the auxiliary inverter, the contactor does not need to be frequently switched, the influence on the service life of the contactor is reduced, the automatic power supply switching of the electric area and the non-electric area is realized, the continuous work of important auxiliary loads is ensured, and the problem of frequent start and stop of the important auxiliary loads is avoided; meanwhile, when entering the non-electric area, the complex judgment of whether to enter the non-electric area is not needed, and the problem of high requirement on non-electric area signal judgment precision is avoided.
Drawings
In order to more clearly illustrate the technical solution of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only one embodiment of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
FIG. 1 is a schematic diagram of a prior art power supply circuit of an auxiliary system of a rail transit vehicle in the background of the present invention;
FIG. 2 is a schematic diagram of a power supply circuit for a locomotive auxiliary system in an embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a switch module according to an embodiment of the present invention;
FIG. 4 is a control flow chart of a method for controlling power supply to a locomotive auxiliary system according to an embodiment of the present invention;
the energy storage device comprises a first rail, a second rail, a contact net, a power supply, a first energy storage power supply and a second energy storage power supply, wherein the first rail is 1-the third rail, the second rail is 2-the contact net, the third energy storage power supply is 3-the energy storage power supply, and the fourth energy storage power supply is 4-a shaft end grounding device.
Detailed Description
The technical solutions in the present invention are clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the 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.
As shown in fig. 2, the power supply circuit for the locomotive auxiliary system provided by the embodiment includes a first auxiliary inverter, an energy storage power source 3, a first contactor K1, a second contactor K2, a third rail 1 and a catenary 2; the first end of the first contactor K1 is respectively connected with the third rail 1 and the contact network 2, and the second end of the first contactor K1 is connected with the input end of the first auxiliary inverter; the first end of the second contactor K2 is connected with the output end of the energy storage power supply 3, and the second end of the second contactor K2 is connected with the input end of the first auxiliary inverter; the output of the first auxiliary inverter is connected to an auxiliary load.
The locomotive auxiliary system power supply circuit further comprises a second auxiliary inverter, a third contactor K3, a fourth contactor K4 and a control system; the first end of the third contactor K3 is connected with the output end of the energy storage power supply 3, and the second end of the third contactor K3 is connected with the input end of the second auxiliary inverter; the first end of the fourth contactor K4 is connected with the third rail 1 and the contact network 2 respectively, and the second end of the fourth contactor K4 is connected with the input end of the second auxiliary inverter; the output of the second auxiliary inverter is connected to an auxiliary load.
The control system is used for controlling the input side loop to work in different working modes according to different power supply modes and working states of the first auxiliary inverter and the second auxiliary inverter, so that the first auxiliary inverter and/or the second auxiliary inverter can supply power to an auxiliary load; the input side circuit is a circuit composed of a first auxiliary inverter, an energy storage power supply 3, a first contactor K1, a second contactor K2, a third rail 1, a catenary 2, a third contactor K3, a fourth contactor K4 and a second auxiliary inverter.
The power supply circuit of the locomotive auxiliary system of the embodiment controls the input side loop to work in different working modes according to a specific power supply mode and the working state of the auxiliary inverter, and performs interlocking control on the working mode of the input side loop, the power supply mode and the working state of the auxiliary inverter, only in a dead zone (a dead zone exists only in a third rail 1 power supply mode), the first auxiliary inverter and the second auxiliary inverter can be started at the same time, and in a live zone (namely, in a contact network 2 power supply mode), the energy storage power supply 3 is not started, so that the electric quantity of the energy storage power supply 3 is saved; before entering a non-electricity area, the unique working mode of an input side loop is determined according to the power supply mode and the working state of the auxiliary inverter, the contactor does not need to be frequently switched, the influence on the service life of the contactor is reduced, the automatic power supply switching of the electricity area and the non-electricity area is realized, the continuous work of important auxiliary loads is ensured, the problem that the important auxiliary loads are frequently started and stopped is avoided, and the start-stop control of the first auxiliary inverter in the electricity area is also ensured; meanwhile, when entering the non-electric area, the complex judgment of whether to enter the non-electric area is not needed, and the problem of high requirement on non-electric area signal judgment precision is avoided. The working state of the auxiliary inverter is used as one of the working mode decision factors, and the normal power supply of the auxiliary system when the auxiliary inverter fails is ensured.
As shown in table 1, the power supply modes include a power supply mode of the overhead line system 2, a power supply mode of the third rail 1, and a power supply mode of the energy storage power supply 3; the working modes of the input side loop in the power supply mode of the overhead line system 2 comprise a first working mode, a second working mode and a third working mode, the working modes of the input side loop in the power supply mode of the third rail 1 comprise a fourth working mode, a fifth working mode and a sixth working mode, and the working modes of the input side loop in the power supply mode of the energy storage power supply 3 comprise a seventh working mode, an eighth working mode and a ninth working mode.
The first working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter is normal and not started, the overhead line system 2 supplies power to the first auxiliary inverter through the first contactor K1; the second working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter fails and is not started, the overhead line system 2 supplies power to the first auxiliary inverter through the first contactor K1; the third working mode is that the first auxiliary inverter fails and is not started, and when the second auxiliary inverter is normal and is started, the contact network 2 supplies power to the second auxiliary inverter through the fourth contactor K4; the fourth working mode is that the first auxiliary inverter is normal and started, when the second auxiliary inverter is normal and started, the third rail 1 supplies power to the first auxiliary inverter through the first contactor K1, and the energy storage power supply 3 supplies power to the second auxiliary inverter through the third contactor K3; the fifth working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter is failed and not started, the third rail 1 supplies power to the first auxiliary inverter through the first contactor K1; the sixth working mode is that the first auxiliary inverter fails and is not started, and when the second auxiliary inverter is normal and is started, the energy storage power supply 3 supplies power to the second auxiliary inverter through the third contactor K3; the seventh working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter is normal and not started, the energy storage power supply 3 supplies power to the first auxiliary inverter through the second contactor K2; the eighth working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter fails and is not started, the energy storage power supply 3 supplies power to the first auxiliary inverter through the second contactor K2; the ninth operating mode is a failure of the first auxiliary inverter, and when the second auxiliary inverter is normal, the energy storage power source 3 supplies power to the second auxiliary inverter through the third contactor K3. Only can start first supplementary inverter and second supplementary inverter simultaneously under 1 power supply mode in third rail, just can adopt energy storage power supply 3, can not use energy storage power supply 3 when 2 power supply modes in the contact net, saved energy storage power supply 3's electric energy.
TABLE 1 interlocking control of operating mode with power supply mode and operating state of auxiliary inverter
The first end of first contactor K1 and the first end of fourth contactor K4 all are connected with third rail 1 through fifth contactor K5, and the first end of first contactor K1 and the first end of fourth contactor K4 all are connected with contact net 2 through sixth contactor K6. The input power can be controlled to be the third rail 1 and/or the overhead line 2 through the fifth contactor K5 and the sixth contactor K6.
In the present embodiment, the first auxiliary inverter, the second auxiliary inverter, and the energy storage power source 3 are all grounded through the shaft end grounding device 4. The energy storage power supply 3 is a storage battery pack or a super capacitor pack.
As shown in fig. 3, the first auxiliary inverter and the second auxiliary inverter are connected to the auxiliary load through the switching module; the auxiliary load comprises a ventilation system and a braking system, and the switching module comprises a seventh contactor K7, an eighth contactor K8, a ninth contactor K9 and a tenth contactor K10; the first auxiliary inverter is connected with a brake system through a seventh contactor K7, and the first auxiliary inverter is connected with a ventilation system through an eighth contactor K8; the second auxiliary inverter is connected with the brake system through a ninth contactor K9, and the second auxiliary inverter is connected with the ventilation system through a tenth contactor K10.
And the control system is further used for controlling the switching module to be in different working states according to different working modes of the input side loop, so that the first auxiliary inverter and/or the second auxiliary inverter supply power to the ventilation system and the brake system, as shown in table 2.
The working state of the switching module and the working mode of the input side loop are subjected to interlocking control, power supply of a ventilation system and a brake system can be guaranteed no matter in which working mode, continuous work of important auxiliary loads without power interruption is guaranteed, the use failure rate of the important auxiliary loads such as the ventilation system and the brake system is reduced, the riding comfort of drivers and passengers is improved, and the driving safety of a locomotive is guaranteed.
Table 2 different operating states of the switching module in different operating modes
As shown in table 2, the working states of the switching module include a first working state, a second working state, and a third working state; the first working state means that the seventh contactor K7 and the eighth contactor K8 are closed, and the ninth contactor K9 and the tenth contactor K10 are opened; the second working state means that the seventh contactor K7 and the eighth contactor K8 are opened, and the ninth contactor K9 and the tenth contactor K10 are closed; the third working state means that the seventh contactor K7 and the tenth contactor K10 are closed, and the ninth contactor K9 and the tenth contactor K10 are opened; the first working state corresponds to a first working mode, a second working mode, a fifth working mode, a seventh working mode and an eighth working mode of the input side loop; the second working state corresponds to a third working mode, a sixth working mode and a ninth working mode of the input side loop; the third operating state corresponds to a fourth operating mode of the input-side circuit.
As shown in fig. 4, the present embodiment further provides a power supply control method for a locomotive auxiliary system, which utilizes the power supply circuit for a locomotive auxiliary system as described above, and includes:
1. the power supply mode of the vehicle and the operating states of the first auxiliary inverter and the second auxiliary inverter are acquired.
The power supply mode selection switch sends a power supply mode signal to the network control system through a hard wire, the network control system sends the power supply mode signal to the control system, and the control system determines the power supply mode of the vehicle according to the power supply mode signal. The power supply mode comprises a contact net 2 power supply mode, a third rail 1 power supply mode and an energy storage power supply 3 power supply mode. The working states of the first auxiliary inverter and the second auxiliary inverter refer to whether the auxiliary inverters are normal or failed and whether the auxiliary inverters are started, so that automatic power supply switching of a power supply area and a power supply area can be guaranteed even when a certain auxiliary inverter fails, normal power supply of important auxiliary loads is guaranteed, and reliability of a train is improved.
2. And configuring the input side loop according to the power supply mode and the working states of the first auxiliary inverter and the second auxiliary inverter, and determining the working mode of the input side loop.
As shown in table 1 and fig. 4, the power supply modes include a power supply mode of the overhead line system 2, a power supply mode of the third rail 1, and a power supply mode of the energy storage power supply 3; the working modes comprise a first working mode, a second working mode, a third working mode, a fourth working mode, a fifth working mode, a sixth working mode, a seventh working mode, an eighth working mode and a ninth working mode; the first working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter is normal and not started, the overhead line system 2 supplies power to the first auxiliary inverter through the first contactor K1; the second working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter fails and is not started, the overhead line system 2 supplies power to the first auxiliary inverter through the first contactor K1; the third working mode is that the first auxiliary inverter fails and is not started, and when the second auxiliary inverter is normal and is started, the contact network 2 supplies power to the second auxiliary inverter through the fourth contactor K4; the fourth working mode is that the first auxiliary inverter is normal and started, when the second auxiliary inverter is normal and started, the third rail 1 supplies power to the first auxiliary inverter through the first contactor K1, and the energy storage power supply 3 supplies power to the second auxiliary inverter through the third contactor K3; the fifth working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter is failed and not started, the third rail 1 supplies power to the first auxiliary inverter through the first contactor K1; the sixth working mode is that the first auxiliary inverter fails and is not started, and when the second auxiliary inverter is normal and is started, the energy storage power supply 3 supplies power to the second auxiliary inverter through the third contactor K3; the seventh working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter is normal and not started, the energy storage power supply 3 supplies power to the first auxiliary inverter through the second contactor K2; the eighth working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter fails and is not started, the energy storage power supply 3 supplies power to the first auxiliary inverter through the second contactor K2; the ninth operating mode is a failure of the first auxiliary inverter, and when the second auxiliary inverter is normal, the energy storage power source 3 supplies power to the second auxiliary inverter through the third contactor K3.
3. And determining the working state of the switching module according to the working mode of the input side loop, so that the first auxiliary inverter and/or the second auxiliary inverter supplies power to the auxiliary load.
As shown in table 2 and fig. 4, the operating states include a first operating state, a second operating state, and a third operating state; the first working state means that the seventh contactor K7 and the eighth contactor K8 are closed, and the ninth contactor K9 and the tenth contactor K10 are opened; the second working state means that the seventh contactor K7 and the eighth contactor K8 are opened, and the ninth contactor K9 and the tenth contactor K10 are closed; the third working state means that the seventh contactor K7 and the tenth contactor K10 are closed, and the ninth contactor K9 and the tenth contactor K10 are opened; the first working state corresponds to a first working mode, a second working mode, a fifth working mode, a seventh working mode and an eighth working mode of the input side loop; the second working state corresponds to a third working mode, a sixth working mode and a ninth working mode of the input side loop; the third operating state corresponds to a fourth operating mode of the input-side circuit.
The working state of the switching module and the working mode of the input side loop are subjected to interlocking control, power supply of a ventilation system and a brake system can be guaranteed no matter in which working mode, continuous work of important auxiliary loads without power interruption is guaranteed, the use failure rate of the important auxiliary loads such as the ventilation system and the brake system is reduced, the riding comfort of drivers and passengers is improved, and the driving safety of a locomotive is guaranteed.
The invention relates to a power supply circuit and a power supply control method of a locomotive auxiliary system, which carry out interlocking design on a power supply mode, the working state and the starting state of an auxiliary inverter and the working mode of an input side loop (namely the opening and closing state of an input side contactor), wherein the power supply mode of a vehicle is determined by a power supply mode selection switch before entering a dead zone, then the opening and closing state of the input side contactor (K1/K2/K3/K4) is determined according to the working state of the auxiliary inverter (namely a first auxiliary inverter and a second auxiliary inverter), the opening and closing state of the output side contactor is also determined, the dead zone signal judgment is not required to be carried out when entering the dead zone, the contactors are not required to be repeatedly switched due to the large number of dead zones, the influence on the service life of the contactors is reduced, and the continuous work of important auxiliary loads is ensured, the problem that the important auxiliary load is frequently started and stopped is avoided.
The above disclosure is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of changes or modifications within the technical scope of the present invention, and shall be covered by the scope of the present invention.
Claims (9)
1. A power supply circuit of a locomotive auxiliary system comprises a first auxiliary inverter, an energy storage power supply, a first contactor, a second contactor, a third rail and a contact network; the first end of the first contactor is connected with the third rail and the contact network respectively, and the second end of the first contactor is connected with the input end of the first auxiliary inverter; the first end of the second contactor is connected with the output end of the energy storage power supply, and the second end of the second contactor is connected with the input end of the first auxiliary inverter; the output end of the first auxiliary inverter is connected with an auxiliary load; the method is characterized in that:
the power supply circuit further comprises a second auxiliary inverter, a third contactor, a fourth contactor and a control system; the first end of the third contactor is connected with the output end of the energy storage power supply, and the second end of the third contactor is connected with the input end of the second auxiliary inverter; the first end of the fourth contactor is connected with the third rail and the contact network respectively, and the second end of the fourth contactor is connected with the input end of the second auxiliary inverter; the output end of the second auxiliary inverter is connected with an auxiliary load;
the control system is used for controlling the input side loop to work in different working modes according to different power supply modes and working states of the first auxiliary inverter and the second auxiliary inverter, so that the first auxiliary inverter and/or the second auxiliary inverter can supply power to the auxiliary load; the input side loop is a loop formed by a first auxiliary inverter, an energy storage power supply, a first contactor, a second contactor, a third rail, a contact network, a third contactor, a fourth contactor and a second auxiliary inverter;
the first end of first contactor and the first end of fourth contactor all are connected with the third rail through the fifth contactor, and the first end of first contactor and the first end of fourth contactor all are connected with the contact net through the sixth contactor.
2. The locomotive auxiliary system power supply circuit of claim 1, wherein: the power supply modes comprise a contact network power supply mode, a third rail power supply mode and an energy storage power supply mode; the working modes of the input side loop in the contact network power supply mode comprise a first working mode, a second working mode and a third working mode, the working modes of the input side loop in the third rail power supply mode comprise a fourth working mode, a fifth working mode and a sixth working mode, and the working modes of the input side loop in the energy storage power supply mode comprise a seventh working mode, an eighth working mode and a ninth working mode;
the first working mode refers to that the first auxiliary inverter is normal and started, and when the second auxiliary inverter is normal and not started, the contact network supplies power to the first auxiliary inverter through the first contactor;
the second working mode is that the first auxiliary inverter is normal and started, and when the second auxiliary inverter fails and is not started, the contact network supplies power to the first auxiliary inverter through the first contactor;
the third working mode refers to that the first auxiliary inverter fails and is not started, and the contact network supplies power to the second auxiliary inverter through the fourth contactor when the second auxiliary inverter is normal and is started;
the fourth working mode refers to that the first auxiliary inverter is normal and started, when the second auxiliary inverter is normal and started, the third rail supplies power to the first auxiliary inverter through the first contactor, and the energy storage power supply supplies power to the second auxiliary inverter through the third contactor;
the fifth working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter fails and is not started, the third rail supplies power to the first auxiliary inverter through the first contactor;
the sixth working mode refers to that the first auxiliary inverter fails and is not started, and when the second auxiliary inverter is normal and is started, the energy storage power supply supplies power to the second auxiliary inverter through the third contactor;
the seventh working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter is normal and not started, the energy storage power supply supplies power to the first auxiliary inverter through the second contactor;
the eighth working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter fails and is not started, the energy storage power supply supplies power to the first auxiliary inverter through the second contactor;
and the ninth working mode refers to that the first auxiliary inverter fails, and when the second auxiliary inverter is normal, the energy storage power supply supplies power to the second auxiliary inverter through the third contactor.
3. The locomotive auxiliary system power supply circuit of claim 1, wherein: the first auxiliary inverter, the second auxiliary inverter and the energy storage power supply are all grounded through a shaft end grounding device.
4. The locomotive auxiliary system power supply circuit of any of claims 1-3, wherein: the first auxiliary inverter and the second auxiliary inverter are connected with an auxiliary load through a switching module; the auxiliary load comprises a ventilation system and a braking system, and the switching module comprises a seventh contactor, an eighth contactor, a ninth contactor and a tenth contactor; the first auxiliary inverter is connected with the braking system through a seventh contactor, and the first auxiliary inverter is connected with the ventilation system through an eighth contactor; the second auxiliary inverter is connected with the braking system through a ninth contactor, and the second auxiliary inverter is connected with the ventilation system through a tenth contactor;
the control system is also used for controlling the switching module to be in different working states according to different working modes of the input side loop, so that the first auxiliary inverter and/or the second auxiliary inverter supply power to the ventilation system and the brake system.
5. The locomotive auxiliary system power supply circuit of claim 4, wherein: the working states of the switching module comprise a first working state, a second working state and a third working state;
the first working state means that the seventh contactor and the eighth contactor are closed, and the ninth contactor and the tenth contactor are opened;
the second working state means that the seventh contactor and the eighth contactor are disconnected, and the ninth contactor and the tenth contactor are closed;
the third working state means that the seventh contactor and the tenth contactor are closed, and the ninth contactor and the tenth contactor are opened;
the first working state corresponds to a first working mode, a second working mode, a fifth working mode, a seventh working mode and an eighth working mode of the input side loop; the second working state corresponds to a third working mode, a sixth working mode and a ninth working mode of the input side loop; the third operating state corresponds to a fourth operating mode of the input-side circuit.
6. A power supply control method for a locomotive auxiliary system, characterized in that the power supply circuit for the locomotive auxiliary system according to any one of claims 1 to 5 is used, and comprises the following steps:
acquiring a power supply mode of a vehicle and working states of a first auxiliary inverter and a second auxiliary inverter;
configuring an input side loop according to the power supply mode and the working states of the first auxiliary inverter and the second auxiliary inverter, and determining the working mode of the input side loop;
and determining the working state of the switching module according to the working mode of the input side loop, so that the first auxiliary inverter and/or the second auxiliary inverter supplies power to the auxiliary load.
7. The locomotive auxiliary system power supply control method of claim 6, wherein: the power supply mode comprises a contact network power supply mode, a third rail power supply mode and an energy storage power supply mode.
8. The locomotive auxiliary system power supply control method of claim 6, wherein: the working modes comprise a first working mode, a second working mode, a third working mode, a fourth working mode, a fifth working mode, a sixth working mode, a seventh working mode, an eighth working mode and a ninth working mode;
the first working mode refers to that the first auxiliary inverter is normal and started, and when the second auxiliary inverter is normal and not started, the contact network supplies power to the first auxiliary inverter through the first contactor;
the second working mode is that the first auxiliary inverter is normal and started, and when the second auxiliary inverter fails and is not started, the contact network supplies power to the first auxiliary inverter through the first contactor;
the third working mode refers to that the first auxiliary inverter fails and is not started, and the contact network supplies power to the second auxiliary inverter through the fourth contactor when the second auxiliary inverter is normal and is started;
the fourth working mode refers to that the first auxiliary inverter is normal and started, when the second auxiliary inverter is normal and started, the third rail supplies power to the first auxiliary inverter through the first contactor, and the energy storage power supply supplies power to the second auxiliary inverter through the third contactor;
the fifth working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter fails and is not started, the third rail supplies power to the first auxiliary inverter through the first contactor;
the sixth working mode refers to that the first auxiliary inverter fails and is not started, and when the second auxiliary inverter is normal and is started, the energy storage power supply supplies power to the second auxiliary inverter through the third contactor;
the seventh working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter is normal and not started, the energy storage power supply supplies power to the first auxiliary inverter through the second contactor;
the eighth working mode is that when the first auxiliary inverter is normal and started, and the second auxiliary inverter fails and is not started, the energy storage power supply supplies power to the first auxiliary inverter through the second contactor;
and the ninth working mode refers to that the first auxiliary inverter fails, and when the second auxiliary inverter is normal, the energy storage power supply supplies power to the second auxiliary inverter through the third contactor.
9. The locomotive auxiliary system power supply control method according to any one of claims 6 to 8, characterized in that: the working states of the switching module comprise a first working state, a second working state and a third working state;
the first working state means that the seventh contactor and the eighth contactor are closed, and the ninth contactor and the tenth contactor are opened;
the second working state means that the seventh contactor and the eighth contactor are disconnected, and the ninth contactor and the tenth contactor are closed;
the third working state means that the seventh contactor and the tenth contactor are closed, and the ninth contactor and the tenth contactor are opened;
the first working state corresponds to a first working mode, a second working mode, a fifth working mode, a seventh working mode and an eighth working mode of the input side loop; the second working state corresponds to a third working mode, a sixth working mode and a ninth working mode of the input side loop; the third operating state corresponds to a fourth operating mode of the input-side circuit.
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