CN112829594A - Power supply control method, system and controller for train in single-bow fault condition and train - Google Patents
Power supply control method, system and controller for train in single-bow fault condition and train Download PDFInfo
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- CN112829594A CN112829594A CN202110093413.9A CN202110093413A CN112829594A CN 112829594 A CN112829594 A CN 112829594A CN 202110093413 A CN202110093413 A CN 202110093413A CN 112829594 A CN112829594 A CN 112829594A
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- train
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
- B60L5/18—Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
- B60L5/20—Details of contact bow
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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Abstract
The invention discloses a power supply control method, a system, a controller and a train of the train in single-bow fault, wherein the power supply control method of the train in single-bow fault comprises the following steps: and judging whether the train has a single-pantograph fault, if so, controlling a high-voltage contactor connected between the output sides of the two pantographs to be closed, and otherwise, controlling the high-voltage contactor to be maintained in an open state. The method for judging whether the train has the single-bow fault comprises the following steps: the method comprises the steps that auxiliary power supply is obtained by two auxiliary inverters on a train, when high-speed circuit breakers corresponding to two sets of traction units on the train are closed, whether the two traction units on the train obtain traction power supply or not is detected, and when the detection result shows that only one traction unit obtains the traction power supply, the train is judged to have a single-bow fault. The invention can realize normal operation without any loss of traction performance when the train single bow fails; when the vehicle passes through different power supply sections, circuits of different power supply sections cannot be directly short-circuited, and the running safety of the vehicle is ensured.
Description
Technical Field
The invention belongs to the technical field of rail transit vehicle high-voltage circuit control, and particularly relates to a power supply control method, a power supply control system, a power supply controller and a train for a single-bow fault.
Background
Fig. 1 is a schematic structural diagram of a conventional pantograph current-receiving train power supply system. The conventional train power supply system comprises two independent traction units (a first traction unit 1 and a second traction unit 2), two auxiliary inverters (a first auxiliary inverter 4 and a second auxiliary inverter 5) and two anti-reverse diodes (a first diode D1 and a second diode D2). Wherein:
the first traction unit 1 includes a first pantograph 101, a first high-speed circuit breaker 102, a first traction inverter 103, a first traction motor 104, a second high-speed circuit breaker 105, a second traction inverter 106, a second traction motor 107;
the output side of the first pantograph 101 is electrically connected to the power supply terminal of a first traction motor 104 through a first high-speed circuit breaker 102 and a first traction inverter 103 in this order;
the output side of the first pantograph 101 is electrically connected to the power supply terminal of the second traction motor 107 via the second high-speed circuit breaker 105 and the second traction inverter 106 in this order.
The second traction unit 2 includes a second pantograph 201, a third high-speed circuit breaker 202, a third traction inverter 203, a third traction motor 204, a fourth high-speed circuit breaker 205, a fourth traction inverter 206, a fourth traction motor 207;
the output side of the second pantograph 201 is electrically connected to the power supply terminal of a third traction motor 204 sequentially through a third high-speed circuit breaker 202 and a third traction inverter 203;
the output side of the second pantograph 201 is electrically connected to the power supply terminal of the fourth traction motor 207 through the fourth high-speed circuit breaker 205 and the fourth traction inverter 206 in this order.
The output side of the first pantograph 101 is electrically connected to the anode of the first diode D1.
The output side of the second pantograph 201 is electrically connected to the anode of the second diode D2.
The cathode of the first diode D1 is electrically connected to the cathode of the second diode D2.
The power supply terminals of the first subordinate inverter 4 and the second subordinate inverter 5 are each connected between the cathode of the first diode D1 and the cathode of the second diode D2.
Both the first pantograph 101 and the second pantograph 201 can be raised and receive current from the high voltage catenary 3. The high-voltage contact net 3 receives current through the pantograph of the two traction units, flows through the corresponding high-speed circuit breaker and the corresponding traction inverter, and finally drives the corresponding traction motor to realize vehicle traction.
As can be seen from fig. 1, since the two sets of traction units are independent of each other, when both pantographs normally work, the train runs at full power; when a certain pantograph breaks down, the traction unit corresponding to the broken pantograph cannot obtain high voltage, half traction force of the train is lost, and degraded deceleration operation is needed. If in order to avoid the train to degrade when single bow trouble and reduce the speed operation and directly run through the generating line of two pantographs, when two pantographs are all normal work, can lead to the vehicle with the direct short circuit of different power supply section circuits when through different power supply sections, cause harm, can't solve this problem through engineering construction.
Disclosure of Invention
The invention aims to provide a power supply control method, a system, a controller and a train for the train with single-bow failure, aiming at the defect that the train needs to degrade and run at a reduced speed when the single-bow failure occurs in the prior art, and the normal running without any loss of traction performance can be realized when the single-bow failure occurs in the train; meanwhile, when the two pantographs have no fault, if the vehicle passes through different power supply sections, circuits of different power supply sections cannot be directly short-circuited, and the running safety of the vehicle is ensured.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows:
a power supply control method for a train in single-bow fault is characterized by comprising the following steps:
and judging whether the train has a single-pantograph fault, if so, controlling the high-voltage contactor connected between the output sides of the two pantographs to be closed, and otherwise, controlling the high-voltage contactor between the output sides of the two pantographs to be maintained in an open state.
As a preferred mode, the method for judging whether the train has a single-bow fault comprises the following steps:
the method comprises the steps that auxiliary power supply is obtained by two auxiliary inverters on a train, when high-speed circuit breakers corresponding to two sets of traction units on the train are closed, whether the two traction units on the train obtain traction power supply or not is detected, and when the detection result shows that only one traction unit obtains the traction power supply, the train is judged to have a single-bow fault.
Based on the same conception, the invention also provides a power supply control system of the train in the single-pantograph fault state, which is characterized by comprising a controller and a high-voltage contactor connected between the output sides of the two pantographs, wherein:
a controller: the device is used for judging whether the train has a single-bow fault or not, controlling the high-voltage contactor to be closed when the train has the single-bow fault, and controlling the high-voltage contactor to be maintained in a disconnected state when the train does not have the single-bow fault.
Preferably, the logic for the controller to determine whether a single bow fault has occurred in the train comprises:
the method comprises the steps that auxiliary power supply is obtained by two auxiliary inverters on a train, when high-speed circuit breakers corresponding to two sets of traction units on the train are closed, whether the two traction units on the train obtain traction power supply or not is detected, and when the detection result shows that only one traction unit obtains the traction power supply, the train is judged to have a single-bow fault.
Based on the same inventive concept, the invention also provides a controller which is characterized in that the controller is configured to execute the power supply control method.
Based on the same inventive concept, the invention also provides a train which is characterized in that the train adopts the power supply control system.
Compared with the prior art, the invention has the following beneficial effects: when the train single-bow fails, the high-voltage contactor is closed, and the two traction units obtain traction power supply through the faultless pantograph, so that normal operation without any loss of traction performance can be realized; meanwhile, when the two pantographs have no fault, the high-voltage contactor is disconnected, and circuits of different power supply sections cannot be directly short-circuited when the vehicle passes through the different power supply sections, so that the running safety of the vehicle is ensured.
Drawings
Fig. 1 is a schematic structural diagram of a conventional pantograph current-receiving train power supply system.
Fig. 2 is a schematic structural diagram of an embodiment of a power supply control system according to the present invention.
Fig. 3 is a flowchart of an embodiment of a power supply control method according to the present invention.
Wherein 1 is a first traction unit, 101 is a first pantograph, 102 is a first high-speed circuit breaker, 103 is a first traction inverter, 104 is a first traction motor, 105 is a second high-speed circuit breaker, 106 is a second traction inverter, 107 is a second traction motor, 2 is a second traction unit, 201 is a second pantograph, 202 is a third high-speed circuit breaker, 203 is a third traction inverter, 204 is a third traction motor, 205 is a fourth high-speed circuit breaker, 206 is a fourth traction inverter, 207 is a fourth traction motor, 3 is a high-voltage contact system, 4 is a first auxiliary inverter, 5 is a second auxiliary inverter, D1 is a first diode, D2 is a second diode, and KM1 is a high-voltage contactor.
Detailed Description
As shown in fig. 2, two independent sets of traction units (a first traction unit 1 and a second traction unit 2), two auxiliary inverters (a first auxiliary inverter 4 and a second auxiliary inverter 5), and two anti-reverse diodes (a first diode D1 and a second diode D2) are arranged on the train. Wherein:
the first traction unit 1 includes a first pantograph 101, a first high-speed circuit breaker 102, a first traction inverter 103, a first traction motor 104, a second high-speed circuit breaker 105, a second traction inverter 106, a second traction motor 107;
the output side of the first pantograph 101 is electrically connected to the power supply terminal of a first traction motor 104 through a first high-speed circuit breaker 102 and a first traction inverter 103 in this order;
the output side of the first pantograph 101 is electrically connected to the power supply terminal of the second traction motor 107 via the second high-speed circuit breaker 105 and the second traction inverter 106 in this order.
The second traction unit 2 includes a second pantograph 201, a third high-speed circuit breaker 202, a third traction inverter 203, a third traction motor 204, a fourth high-speed circuit breaker 205, a fourth traction inverter 206, a fourth traction motor 207;
the output side of the second pantograph 201 is electrically connected to the power supply terminal of a third traction motor 204 sequentially through a third high-speed circuit breaker 202 and a third traction inverter 203;
the output side of the second pantograph 201 is electrically connected to the power supply terminal of the fourth traction motor 207 through the fourth high-speed circuit breaker 205 and the fourth traction inverter 206 in this order.
The output side of the first pantograph 101 is electrically connected to the anode of the first diode D1.
The output side of the second pantograph 201 is electrically connected to the anode of the second diode D2.
The cathode of the first diode D1 is electrically connected to the cathode of the second diode D2.
The power supply terminals of the first subordinate inverter 4 and the second subordinate inverter 5 are each connected between the cathode of the first diode D1 and the cathode of the second diode D2.
Both the first pantograph 101 and the second pantograph 201 can be raised and receive current from the high voltage catenary 3. The high-voltage contact net 3 receives current through the pantograph of the two traction units, flows through the corresponding high-speed circuit breaker and the corresponding traction inverter, and finally drives the corresponding traction motor to realize vehicle traction.
The power supply control system of the train in the event of single-bow failure comprises a controller (the controller is not shown in the drawing, but does not affect the understanding and implementation of the invention by those skilled in the art) and a high-voltage contactor KM1 connected between the output sides of two pantographs (first pantograph 101, second pantograph 201), wherein:
a controller: the device is used for judging whether the train has a single-bow fault or not, controlling the high-voltage contactor KM1 to be closed when the train has the single-bow fault, and controlling the high-voltage contactor KM1 to be maintained in an open state when the train does not have the single-bow fault.
The logic that the controller judges whether the train has a single-bow fault comprises the following steps:
the method comprises the steps that auxiliary power supply is obtained for two auxiliary inverters (a first auxiliary inverter 4 and a second auxiliary inverter 5) on a train, when high-speed circuit breakers (a first high-speed circuit breaker 102, a second high-speed circuit breaker 105, a third high-speed circuit breaker 202 and a fourth high-speed circuit breaker 205) corresponding to two sets of traction units (a first traction unit 1 and a second traction unit 2) on the train are closed, whether the two traction units (the first traction unit 1 and the second traction unit 2) on the train obtain traction power supply or not is detected, and when the detection result shows that only one traction unit (the first traction unit 1 or the second traction unit 2) obtains traction power supply, the train is judged to have a single-bow fault.
Correspondingly, the power supply control method of the train when the single-bow fault occurs comprises the following steps:
and judging whether the train has a single-pantograph fault, if so, controlling the high-voltage contactor connected between the output sides of the two pantographs to be closed, and otherwise, controlling the high-voltage contactor between the output sides of the two pantographs to be maintained in an open state.
The method for judging whether the train has the single-bow fault comprises the following steps:
the method comprises the steps that auxiliary power supply is obtained by two auxiliary inverters on a train, when high-speed circuit breakers corresponding to two sets of traction units on the train are closed, whether the two traction units on the train obtain traction power supply or not is detected, and when the detection result shows that only one traction unit obtains the traction power supply, the train is judged to have a single-bow fault.
Specifically, as shown in fig. 3, the flow of an embodiment of the power supply control method for the train in the event of a single-bow fault is as follows (the high-voltage contactor KM1 is in an open state at an initial state):
when the two pantographs 101, 102 are raised, the train first detects whether the two auxiliary inverters 4, 5 are supplied with auxiliary power. In particular, if a high voltage is detected at the two subordinate inverters 4, 5, it is indicated that the two subordinate inverters 4, 5 are supplied with power. Because two anti-reverse diodes D1, D2 are connected between the output sides of the two pantographs 101, 102, if neither pantograph 101, 102 fails or one of the two pantographs 101, 102 fails, both auxiliary inverters 4, 5 can obtain auxiliary power supply.
After detecting that the two auxiliary inverters 4, 5 obtain auxiliary power supply, it is detected whether each of the high- speed breakers 102, 105, 202, 205 corresponding to the two traction units 1, 2 is closed, and if the high- speed breakers 102, 105, 202, 205 are not closed, the traction units 1, 2 cannot obtain traction voltage, so it is necessary to ensure that each of the high- speed breakers 102, 105, 202, 205 corresponding to the two traction units 1, 2 is in a closed state.
When the two auxiliary inverters 4 and 5 are both supplied with auxiliary power and the high- speed circuit breakers 102, 105, 202 and 205 corresponding to the two sets of traction units 1 and 2 are both in a closed state, detecting whether the two traction units 1 and 2 on the train are supplied with traction power:
if the first traction unit 1 obtains traction power supply and the second traction unit 2 does not obtain traction power supply, it may be determined that the second pantograph 201 corresponding to the second traction unit 2 has a fault (e.g., falls off, etc.), and at this time, the high-voltage contactor KM1 is controlled to close, and the first pantograph 101 without fault simultaneously supplies power to the first traction unit 1 and the second traction unit 2, so that the train does not lose any traction performance.
If the second traction unit 2 obtains traction power supply and the first traction unit 1 does not obtain traction power supply, it may be determined that the first pantograph 101 corresponding to the first traction unit 1 has a fault (e.g., falls off, etc.), at this time, the high-voltage contactor KM1 is controlled to be closed, and the second pantograph 201 without fault simultaneously supplies power to the first traction unit 1 and the second traction unit 2, so that the train does not lose any traction performance.
If the first traction unit 1 and the second traction unit 2 are both provided with traction power supply, it can be judged that the train has no single-bow fault, and the high-voltage contactor KM1 is controlled to be maintained in an open state. When the vehicle passes through different power supply sections, circuits of different power supply sections cannot be directly short-circuited, and the running safety of the vehicle is ensured.
If neither the first traction unit 1 nor the second traction unit 2 is supplied with traction power, troubleshooting is required and is not within the scope of the present invention.
The invention also provides a controller configured to execute the power supply control method.
The invention also provides a train which adopts the power supply control system.
While the present invention has been described with reference to the embodiments shown in the drawings, the present invention is not limited to the embodiments, which are illustrative and not restrictive, and it will be apparent to those skilled in the art that various changes and modifications can be made therein without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (6)
1. A power supply control method for a train in the case of single-bow fault is characterized by comprising the following steps:
and judging whether the train has a single-pantograph fault, if so, controlling the high-voltage contactor connected between the output sides of the two pantographs to be closed, and otherwise, controlling the high-voltage contactor between the output sides of the two pantographs to be maintained in an open state.
2. The method for controlling power supply to a train in the event of a single-bow fault according to claim 1, wherein the method for determining whether the train has a single-bow fault comprises:
the method comprises the steps that auxiliary power supply is obtained by two auxiliary inverters on a train, when high-speed circuit breakers corresponding to two sets of traction units on the train are closed, whether the two traction units on the train obtain traction power supply or not is detected, and when the detection result shows that only one traction unit obtains the traction power supply, the train is judged to have a single-bow fault.
3. The utility model provides a power supply control system of train when single bow trouble, its characterized in that includes the controller and connects the high voltage contactor between two pantograph output sides, wherein:
a controller: the device is used for judging whether the train has a single-bow fault or not, controlling the high-voltage contactor to be closed when the train has the single-bow fault, and controlling the high-voltage contactor to be maintained in a disconnected state when the train does not have the single-bow fault.
4. The power supply control system of a single-bow fault-time train of claim 3, wherein the logic for the controller to determine whether a single-bow fault has occurred in the train comprises:
the method comprises the steps that auxiliary power supply is obtained by two auxiliary inverters on a train, when high-speed circuit breakers corresponding to two sets of traction units on the train are closed, whether the two traction units on the train obtain traction power supply or not is detected, and when the detection result shows that only one traction unit obtains the traction power supply, the train is judged to have a single-bow fault.
5. A controller characterized in that the controller is configured to execute the power supply control method of claim 1 or 2.
6. A train which employs the power supply control system according to claim 3 or 4.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110093413.9A CN112829594B (en) | 2021-01-21 | 2021-01-21 | Power supply control method, system, controller and train for train in single-bow fault |
| PCT/CN2021/124574 WO2022156279A1 (en) | 2021-01-21 | 2021-10-19 | Train power supply control method and system under single-pantograph fault, controller, and train |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110093413.9A CN112829594B (en) | 2021-01-21 | 2021-01-21 | Power supply control method, system, controller and train for train in single-bow fault |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112829594A true CN112829594A (en) | 2021-05-25 |
| CN112829594B CN112829594B (en) | 2023-01-20 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202110093413.9A Active CN112829594B (en) | 2021-01-21 | 2021-01-21 | Power supply control method, system, controller and train for train in single-bow fault |
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| Country | Link |
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| CN (1) | CN112829594B (en) |
| WO (1) | WO2022156279A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2022156279A1 (en) * | 2021-01-21 | 2022-07-28 | 中车株洲电力机车有限公司 | Train power supply control method and system under single-pantograph fault, controller, and train |
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| CN112829594B (en) * | 2021-01-21 | 2023-01-20 | 中车株洲电力机车有限公司 | Power supply control method, system, controller and train for train in single-bow fault |
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2021
- 2021-01-21 CN CN202110093413.9A patent/CN112829594B/en active Active
- 2021-10-19 WO PCT/CN2021/124574 patent/WO2022156279A1/en active Application Filing
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| WO2010084287A2 (en) * | 2009-01-26 | 2010-07-29 | Alstom Transport | Method for the preventive detection, and the diagnosis of the origin, of contact faults between an electricity supply line and a conducting member movable along said line |
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| Publication number | Publication date |
|---|---|
| WO2022156279A1 (en) | 2022-07-28 |
| CN112829594B (en) | 2023-01-20 |
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