CN113043868B - Train traction control system and operation mode switching method - Google Patents
Train traction control system and operation mode switching method Download PDFInfo
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- CN113043868B CN113043868B CN202110442735.XA CN202110442735A CN113043868B CN 113043868 B CN113043868 B CN 113043868B CN 202110442735 A CN202110442735 A CN 202110442735A CN 113043868 B CN113043868 B CN 113043868B
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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
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/14—Conductive energy transfer
- B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
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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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
-
- 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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/53—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
-
- 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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
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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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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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
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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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
-
- 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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
Abstract
The application discloses traction control system and operation mode switching method of train, and the system includes: a pantograph of the train is connected with the traction auxiliary converter through a first contactor; the traction auxiliary converter comprises a traction inverter and an auxiliary inverter, the output end of the traction inverter is connected to a traction motor of the train, and the output end of the auxiliary inverter is connected to the alternating current bus through a second contactor; the alternating current end of the bidirectional charger is connected to an alternating current bus, and the direct current end of the bidirectional charger is connected with the storage battery through a third contactor; the storage battery is connected with the input end of the traction auxiliary converter through a fourth contactor; when the battery works normally, the bidirectional charger charges the storage battery; when the emergency traction of the train is carried out, the storage battery supplies power to the traction motor and the auxiliary load; when the train passes through the neutral section, the storage battery supplies power to the auxiliary load. The control method for the split-phase uninterruptible power supply and the emergency traction of the train is simplified, split-phase uninterruptible power supply can be realized at different speed sections, and the applicability is high.
Description
Technical Field
The application relates to the technical field of locomotive traction, in particular to a traction control system of a train and an operation mode switching method.
Background
In the field of rail electric trains, the control of train passing neutral section without power interruption and emergency traction control are two control problems which need to be mainly solved.
In the prior art, the power of the train is generally controlled by the traction motor during passing through the neutral section, and then the traction inverter and the auxiliary inverter are converted to supply power to the auxiliary load, so that the power of the auxiliary load passing through the neutral section is controlled without interruption, the train can be ensured to maintain the operation of the auxiliary load such as an air conditioner and lighting during passing through the neutral section, and the comfort of the train is improved. However, this method still needs to be implemented when the train speed is greater than a certain value, otherwise, the traction motor cannot generate enough electric energy to maintain the auxiliary load operation in the passing phase section.
The storage battery emergency traction of the train is realized by supplying power through a vehicle-mounted storage battery and driving a traction motor to operate after being converted by a traction inverter, so that the train can be driven to operate under emergency conditions, the availability of the train is improved, and the occurrence of train rescue conditions is reduced.
However, the train passing phase separation non-power interruption control and the storage battery emergency traction control are two separate control modes, and different power supplies are adopted, so that the control mode is complex, and the function of the storage battery is not fully utilized. In view of the above, it is an important need for those skilled in the art to provide a solution to the above technical problems.
Disclosure of Invention
The application aims to provide a traction control system and an operation mode switching method of a train, so that a control mode of passing phase-split uninterrupted power supply and emergency traction of the train is effectively simplified.
In order to solve the technical problem, on one hand, the application discloses a train traction control system which comprises a traction auxiliary converter, a bidirectional charger, a storage battery, a first contactor, a second contactor, a third contactor and a fourth contactor;
the pantograph of the train is connected with the input end of the traction auxiliary converter through the first contactor; the traction auxiliary converter comprises a traction inverter and an auxiliary inverter, the output end of the traction inverter is connected to a traction motor of the train, and the output end of the auxiliary inverter is connected to an alternating current bus supplying power to an auxiliary load through the second contactor;
the alternating current end of the bidirectional charger is connected to the alternating current bus, and the direct current end of the bidirectional charger is connected with the storage battery through the third contactor; the storage battery is connected with the input end of the traction auxiliary converter through the fourth contactor;
when the battery works normally, the bidirectional charger charges the storage battery; when the emergency traction of the train is carried out, the storage battery supplies power to the traction motor and the auxiliary load; when the train passes through the neutral section, the storage battery supplies power to the auxiliary load.
Optionally, the bidirectional charger includes an AC/DC module and a DC/DC module connected to each other.
Optionally, the battery comprises a power battery and a 110V control battery;
the power storage battery is connected with the direct current end of the AC/DC module through the third contactor, and is connected with the input end of the traction auxiliary converter through the fourth contactor, and is used for providing driving voltage; the 110V control storage battery is connected with the direct current end of the DC/DC module and used for providing control voltage.
Optionally, the ac bus is a 380V ac bus.
In another aspect, the present application discloses a method for switching an operation mode of a train, which is applied to any one of the traction control systems described above, and includes:
after receiving a mode switching instruction, judging whether the current operation mode is a normal operation mode;
if so, determining a target mode and executing corresponding mode switching operation;
if not, judging whether the target mode is a normal operation mode or not;
if the target mode is not the normal operation mode, the current operation mode is firstly switched to the normal operation mode or the shutdown state, and then the target mode is switched to by executing the corresponding mode switching operation.
Optionally, after determining that the current operation mode is the normal operation mode, the determining the target mode and performing a corresponding mode switching operation includes:
judging whether the target mode is an emergency traction mode or not;
if the target mode is an emergency traction mode, controlling the pantograph to descend and controlling the first contactor and the second contactor to be disconnected;
maintaining the third contactor to be closed and controlling the bidirectional charger to perform reverse conversion so as to enable the storage battery to supply power for the auxiliary load;
and controlling the fourth contactor to be closed so that the storage battery supplies power to the traction motor.
Optionally, after switching to the emergency traction mode, the method further includes:
if a mode switching instruction for indicating switching to a normal operation mode is received, controlling the fourth contactor and the third contactor to be disconnected;
controlling the pantograph to lift and controlling the first contactor to be closed;
controlling the second contactor to be closed;
and controlling the bidirectional charger to carry out forward charging.
Optionally, after the determining whether the target mode is the emergency traction mode, the method further includes:
if the target mode is an excessive phase mode, maintaining the rising state of the pantograph, and maintaining the fourth contactor to be opened and the third contactor to be closed;
controlling the bidirectional charger to perform reverse conversion;
and controlling the first contactor and the second contactor to be disconnected so that the storage battery supplies power for the auxiliary load.
Optionally, after switching to the passing neutral mode, the method further includes:
if a mode switching instruction for indicating switching to a normal operation mode is received, maintaining the fourth contactor to be opened and the third contactor to be closed;
controlling the first contactor and the second contactor to be closed;
and controlling the bidirectional charger to carry out forward charging.
Optionally, the method further comprises:
and generating corresponding mode indication information after finishing the operation mode switching.
The train traction control system and the operation mode switching method have the advantages that: the utility model provides a unified power supply source when passing the neutral section with the battery as the train and passing the neutral section and emergent drawing based on three-phase AC bus, has not only effectively simplified the control mode that passes neutral section uninterrupted power supply and emergent drawing to the train, and auxiliary load's uninterrupted power control when all can utilizing the battery to realize passing the neutral section in the different speed sections of train has higher suitability moreover.
Drawings
In order to more clearly illustrate the technical solutions in the prior art and the embodiments of the present application, the drawings that are needed to be used in the description of the prior art and the embodiments of the present application will be briefly described below. Of course, the following description of the drawings related to the embodiments of the present application is only a part of the embodiments of the present application, and it will be obvious to those skilled in the art that other drawings can be obtained from the provided drawings without any creative effort, and the obtained other drawings also belong to the protection scope of the present application.
Fig. 1 is a schematic structural diagram of a traction control system of a train according to an embodiment of the present disclosure;
fig. 2 is a schematic structural diagram of a traction control system of another train disclosed in the embodiment of the present application;
FIG. 3 is an energy flow diagram of a train in a normal operation mode according to an embodiment of the present disclosure;
fig. 4 is an energy flow diagram of a train in an emergency traction mode according to an embodiment of the present disclosure;
FIG. 5 is an energy flow diagram of a train in a split-phase mode according to an embodiment of the present disclosure;
fig. 6 is a flowchart of a method for switching a train operation mode according to an embodiment of the present application.
Detailed Description
The core of the application lies in providing a traction control system of a train and an operation mode switching method, so as to effectively simplify the control mode of passing phase separation uninterrupted power supply and emergency traction of the train.
In order to more clearly and completely describe the technical solutions in the embodiments of the present application, the technical solutions in the embodiments of the present application will be described below with reference to the drawings in the embodiments of the present application. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments in the present application without making any creative effort belong to the protection scope of the present application.
In the prior art, the power of the train is generally controlled by the traction motor during passing through the neutral section, and then the traction inverter and the auxiliary inverter are converted to supply power to the auxiliary load, so that the power of the auxiliary load passing through the neutral section is controlled without interruption, the train can be ensured to maintain the operation of the auxiliary load such as an air conditioner and lighting during passing through the neutral section, and the comfort of the train is improved. However, this method still needs to be implemented when the train speed is greater than a certain value, otherwise, the traction motor cannot generate enough electric energy to maintain the auxiliary load operation in the passing phase section.
The storage battery emergency traction of the train is realized by supplying power through the vehicle-mounted storage battery and driving the traction motor to operate after being converted by the traction inverter, so that the train can be driven to operate under emergency conditions, the availability of the train is improved, and the occurrence of train rescue conditions is reduced.
However, the train passing phase separation non-power interruption control and the storage battery emergency traction control are two separate control modes, and different power supplies are adopted, so that the control mode is complex, and the function of the storage battery is not fully utilized. In view of this, the present application provides a traction control scheme for a train, which can effectively solve the above problems.
Referring to fig. 1, the embodiment of the application discloses a train traction control system, which mainly comprises a traction auxiliary converter 101, a bidirectional charger 102, a storage battery 103, a first contactor K1, a second contactor K2, a third contactor K3 and a fourth contactor K4;
a pantograph of the train is connected with the input end of the traction auxiliary converter 101 through a first contactor K1; the traction auxiliary converter 101 comprises a traction inverter and an auxiliary inverter, the output end of the traction inverter is connected to a traction motor of the train, and the output end of the auxiliary inverter is connected to an alternating current bus supplying power to an auxiliary load through a second contactor K2;
the alternating current end of the bidirectional charger 102 is connected to an alternating current bus, and the direct current end of the bidirectional charger 102 is connected with the storage battery 103 through a third contactor K3; the storage battery 103 is connected with the input end of the traction auxiliary converter 101 through a fourth contactor K4;
in normal operation, the bidirectional charger 102 charges the storage battery 103; when the emergency traction of the train is carried out, the storage battery 103 supplies power to the traction motor and the auxiliary load; when the train passes through the neutral section, the auxiliary load is supplied with power by the storage battery 103.
The pantograph is a power taking device which is used for acquiring energy from a power grid and transmitting the energy to a train on the train. When the pantograph is lifted, the pantograph will contact with the power grid to pick up energy; when the pantograph is lowered, the pantograph is separated from the power grid and stops picking up energy.
A four-quadrant rectifier, a traction inverter and an auxiliary inverter are integrated in the traction auxiliary converter 101, and the traction inverter converts the power into a traction motor to supply power so as to drive the traction motor to operate; and the auxiliary load is maintained to operate by supplying power to the AC bus of the auxiliary load through the conversion of the auxiliary inverter.
An ac bus is a power line running through the train, and an auxiliary load of the train is hung on the ac bus to obtain electric energy. Generally, as shown in fig. 1, an ac bus voltage for supplying power to auxiliary loads (e.g., air conditioners, lights) in an electric power rail train (e.g., high-speed rail, motor car) is 380V, so that the auxiliary inverters output a three-phase ac 380V voltage, and the voltages output from the respective auxiliary inverters are connected in parallel to the 380V ac bus for supplying power to the auxiliary loads.
It is emphasized that the present application is also provided with a bidirectional charger 102 connected to the accumulator 103. The bidirectional charger 102 can perform forward charging conversion to convert three-phase alternating-current voltage into direct-current voltage to charge the storage battery 103; meanwhile, the reverse conversion can be carried out, the direct-current voltage of the storage battery 103 is converted into three-phase alternating-current voltage, and the three-phase alternating-current voltage is transmitted to an alternating-current bus so as to supply power to an auxiliary load.
When the train is in normal operation, the pantograph is lifted and then picks up energy from the power grid, and the energy is transmitted to the traction auxiliary converter 101 through the first contactor K1. The output of the traction inverter drives a traction motor to make the train stably advance; the output of the auxiliary inverter is supplied to the ac bus through the second contactor K2, the auxiliary load is operated, and the bidirectional charger 102 performs ac-dc conversion on the electric energy on the ac bus and charges the battery 103 through the third contactor K3.
Generally, as a specific embodiment, the bidirectional charger 102 may specifically include an AC/DC module and a DC/DC module connected. The AC end of the AC/DC module is connected with the AC bus, so that the voltage of the AC bus is converted by AC/DC, then is transmitted to the DC/DC module, and then is transmitted to the storage battery 103 after being converted by DC/DC.
When the train needs to be subjected to emergency traction, that is, the energy of the power grid cannot be picked up through the pantograph, the storage battery 103 can be used as an energy source for emergency traction for the traction control system provided by the application. Specifically, the bidirectional charger 102 may be operated in a reverse inversion state, so that the direct current of the storage battery 103 is inverted into an alternating current through the third contactor K3 and transmitted to the alternating current bus for use by the auxiliary load; meanwhile, the electric energy of the storage battery 103 can be transmitted to the traction inverter through the fourth contactor K4 to drive the traction motor to operate.
When the train is in a neutral section, the auxiliary load is protected from power failure, and the storage battery 103 can still be used as a power supply of the auxiliary load. Specifically, the bidirectional charger 102 may be operated in a reverse inversion state, and the third contactor K3 inverts the dc power of the storage battery 103 into ac power and transmits the ac power to the ac bus for the auxiliary load.
Therefore, the traction control system of the train disclosed by the embodiment of the application is based on the three-phase alternating-current bus, the storage battery is used as a unified power supply source for the passing phase and the emergency traction of the train, the control mode of the passing phase uninterrupted power supply and the emergency traction of the train is effectively simplified, the storage battery can be used for realizing the uninterrupted power supply control of the auxiliary load during the passing phase at different speed sections of the train, and the traction control system has higher applicability.
It should be noted that the battery 103 in fig. 1 is required to provide control voltage for not only the auxiliary loads, traction motors, but also the associated electronic control components on the train. Since the power voltage to be supplied is higher than the control voltage to be supplied, the battery 103 can be further divided into two parts: the 110V control storage battery and the power storage battery.
Specifically, referring to fig. 2, fig. 2 is a schematic structural diagram of another train traction control system disclosed in the embodiment of the present application.
Specifically, the storage batteries comprise a power storage battery and a 110V control storage battery; the power storage battery is connected with the direct current end of the AC/DC module through a third contactor K3, and is connected with the input end of the traction auxiliary converter 101 through a fourth contactor K4, and is used for providing driving voltage; the 110V control storage battery is connected with the direct current end of the DC/DC module and used for providing control voltage.
The voltage and the capacity which can be provided by the power storage battery are both higher than those of the 110V control storage battery, so that the battery voltage of the power storage battery can be directly matched with the voltage of the direct current end of the AC/DC module, namely, the power storage battery is connected with the direct current end of the AC/DC module through the third contactor K3.
As such, a 110V control battery may be dedicated to providing voltage to control units, contactors, relays, etc. in the system; and the power storage battery is specially used for realizing short-distance emergency traction of the vehicle under the working conditions of bow net failure or vehicle moving in a vehicle garage and the like and supplying power to an auxiliary load when passing a neutral section.
At this time, the energy flow of the train in various operation modes is similar to the situation of the single storage battery in fig. 1, and specific reference can be made to fig. 3 to 5.
Wherein, fig. 3 is an energy flow diagram of the train in the normal operation mode. At the moment, the pantograph of the train rises, the train obtains energy from the power supply network, the first contactor K1, the second contactor K2 and the third contactor K3 are closed, and the fourth contactor K4 is opened. Train energy flows into the traction auxiliary converter 101, is converted by the traction inverter and then supplies power to the traction motor to drive the train to run; and meanwhile, the three-phase alternating current 380V voltage is output after passing through the auxiliary inverter and is connected in parallel to a 380V alternating current bus to supply power to 380V alternating current loads of the train. The bidirectional charger 102 takes power from a 380V alternating current bus, rectifies 380V into intermediate direct current voltage through an AC/DC module, and directly charges a power storage battery; meanwhile, the intermediate direct-current voltage is converted into 110V voltage after being subjected to DC/DC conversion, and the 110V control storage battery is charged.
Fig. 4 is an energy flow diagram of the train in the emergency traction mode. At this time, the train lowers the pantograph and does not obtain electric energy from the power supply network. The train obtains energy from the power storage battery, the first contactor K1 and the second contactor K2 are disconnected, and the third contactor K3 and the fourth contactor K4 are closed. The energy of the power storage battery is connected into the traction auxiliary converter 101 through a fourth contactor K4, and is converted by the traction inverter to supply power to the traction motor and drive the train to run; meanwhile, the energy of the power storage battery passes through the third contactor K3 and then is connected into the bidirectional charger 102, is converted into three-phase 380V alternating current after DC/AC conversion, and is connected in parallel to a 380V bus to supply power to an auxiliary load of the train, so that the emergency traction of the storage battery of the train is realized.
Fig. 5 is an energy flow diagram of the train in the passing neutral mode. At the moment, the train obtains energy from the power storage battery, the first contactor K1, the second contactor K2 and the fourth contactor K4 are disconnected, and the third contactor K3 is closed. After passing through the third contactor K3, the energy of the power storage battery is connected to the bidirectional charger 102, is converted into three-phase 380V alternating current after DC/AC conversion, is connected to a 380V bus in parallel, supplies power to an auxiliary load of the train, and realizes that the auxiliary load is not powered off when the train passes through a neutral section.
Referring to fig. 6, the embodiment of the present application discloses a method for switching an operation mode of a train, which is applied to any one of the traction control systems described above, and mainly includes:
s201: after receiving a mode switching instruction, judging whether the current operation mode is a normal operation mode; if yes, entering S202; if not, the process proceeds to S203.
S202: and determining a target mode and executing corresponding mode switching operation.
Specifically, the method for switching the operation modes of the train provided by the embodiment of the application can be switched among a normal operation mode, an emergency traction mode and a split-phase mode. When it is necessary to switch from the normal operation mode to the other two modes, the switching may be directly performed according to the switching operation corresponding to the target mode.
S203: judging whether the target mode is a normal operation mode or not; if not, entering S204; if yes, the process proceeds to S205.
If the current operation mode and the target mode are not the normal operation mode, that is, when the emergency traction mode and the split-phase passing mode need to be switched, in order to ensure the operation safety of the circuit, the switching cannot be directly performed, but the current operation mode and the target mode are switched to the normal operation mode or the shutdown state.
Of course, if the target mode is the normal operation mode, the corresponding switching operation can still be directly executed.
S204: the method comprises the steps of firstly switching a current operation mode to a normal operation mode or a shutdown state, and further switching to a target mode by executing corresponding mode switching operation.
S205: directly executing the corresponding mode switching operation to switch to the normal operation mode.
Therefore, the method for switching the running modes of the train is applied to the traction control system disclosed by the application, the storage battery is used as a uniform power supply source for the passing phase and the emergency traction of the train, the control mode of passing phase and uninterrupted power supply and emergency traction of the train is effectively simplified, the switching efficiency and safety of the train among different running modes are improved, the storage battery can be used for realizing uninterrupted power supply control of the auxiliary load during passing phase at different speed sections of the train, and the method has higher applicability.
As a specific embodiment, the method for switching operation modes of a train provided in the embodiment of the present application, based on the above contents, determines a target mode and executes a corresponding mode switching operation after determining that a current operation mode is a normal operation mode, and includes:
judging whether the target mode is an emergency traction mode or not;
if the target mode is the emergency traction mode, controlling the pantograph to descend and controlling the first contactor K1 and the second contactor K2 to be disconnected;
maintaining the third contactor K3 closed and controlling the bidirectional charger 102 to perform reverse conversion so that the storage battery supplies power for the auxiliary load;
and controlling the fourth contactor K4 to be closed so that the storage battery supplies power to the traction motor.
As a specific embodiment, the method for switching the operation mode of the train provided by the embodiment of the present application further includes, after switching to the emergency traction mode on the basis of the above contents:
if a mode switching instruction for indicating switching to a normal operation mode is received, controlling the fourth contactor K4 and the third contactor K3 to be disconnected;
controlling the pantograph to lift and controlling the first contactor K1 to be closed;
controlling the second contactor K2 to be closed;
and controlling the bidirectional charger 102 to carry out forward charging.
As a specific embodiment, the method for switching an operation mode of a train according to the embodiment of the present application, based on the foregoing, further includes, after determining whether the target mode is an emergency traction mode:
if the target mode is the neutral section passing mode, maintaining the rising state of the pantograph, and maintaining the opening of the fourth contactor K4 and the closing of the third contactor K3;
controlling the bidirectional charger 102 to perform reverse conversion;
and controlling the first contactor K1 and the second contactor K2 to be disconnected so that the storage battery supplies power for the auxiliary load.
As a specific embodiment, the method for switching the operation mode of the train provided by the embodiment of the present application further includes, after switching to the passing neutral mode on the basis of the foregoing content:
if a mode switching instruction for indicating switching to a normal operation mode is received, maintaining the fourth contactor K4 to be disconnected and the third contactor K3 to be closed;
controlling the first contactor K1 and the second contactor K2 to be closed;
and controlling the bidirectional charger 102 to carry out forward charging.
As a specific embodiment, the method for switching the operation modes of the train provided in the embodiment of the present application further includes, on the basis of the foregoing content:
and after the switching of the running mode is completed, generating corresponding mode indication information.
For example, different operating modes may be indicated by different colored indicator lights, which one skilled in the art may design and implement at his or her discretion.
For the specific content of the train operation mode switching method, reference may be made to the foregoing detailed description of the train traction control system, and details thereof are not repeated here.
The embodiments are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other. For the equipment disclosed by the embodiment, the description is relatively simple because the equipment corresponds to the method disclosed by the embodiment, and the relevant parts can be referred to the method part for description.
It is further noted that, throughout this document, relational terms such as "first" and "second" are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Furthermore, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising a … …" does not exclude the presence of another identical element in a process, method, article, or apparatus that comprises the element.
The technical solutions provided by the present application are described in detail above. The principles and embodiments of the present application are explained herein using specific examples, which are provided only to help understand the method and the core idea of the present application. It should be noted that, for those skilled in the art, without departing from the principle of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall into the protection scope of the present application.
Claims (8)
1. The train traction control system is characterized by comprising a traction auxiliary converter, a bidirectional charger, a storage battery, a first contactor, a second contactor, a third contactor and a fourth contactor;
the pantograph of the train is connected with the input end of the traction auxiliary converter through the first contactor; the traction auxiliary converter comprises a traction inverter and an auxiliary inverter, the output end of the traction inverter is connected to a traction motor of the train, and the output end of the auxiliary inverter is connected to an alternating current bus supplying power to an auxiliary load through the second contactor;
the alternating current end of the bidirectional charger is connected to the alternating current bus, and the direct current end of the bidirectional charger is connected with the storage battery through the third contactor; the storage battery is connected with the input end of the traction auxiliary converter through the fourth contactor;
when the battery works normally, the bidirectional charger charges the storage battery; when the emergency traction of the train is carried out, the storage battery supplies power to the traction motor and the auxiliary load; when the train passes through the neutral section, the storage battery supplies power to the auxiliary load;
under a normal operation mode of the train, the energy obtained by the train from a power supply network flows into the traction auxiliary converter, and is converted by the traction inverter to supply power to the traction motor so as to drive the train to operate; meanwhile, after passing through the auxiliary inverter, the three-phase alternating current 380V voltage is output and is connected in parallel to a 380V alternating current bus to supply power to 380V alternating current loads of the train;
under the emergency traction mode of the train, the energy of the power storage battery passes through the third contactor, is connected into a bidirectional charger, is converted into three-phase 380V alternating current after DC/AC conversion, is connected onto a 380V bus in parallel and supplies power for auxiliary loads of the train;
the train obtains energy from the power storage battery in a split-phase mode, the energy of the power storage battery passes through the third contactor, is connected to the bidirectional charger, is converted into three-phase 380V alternating current after DC/AC conversion, and is connected to a 380V bus in parallel to supply power for auxiliary loads of the train;
the bidirectional charger comprises an AC/DC module and a DC/DC module which are connected;
the storage battery comprises a power storage battery and a 110V control storage battery;
the power storage battery is connected with the direct current end of the AC/DC module through the third contactor, and is connected with the input end of the traction auxiliary converter through the fourth contactor, and is used for providing driving voltage; the 110V control storage battery is connected with the direct current end of the DC/DC module and used for providing control voltage.
2. The traction control system of claim 1, wherein the ac bus is a 380V ac bus.
3. An operation mode switching method of a train applied to the traction control system according to any one of claims 1 to 2, comprising:
after receiving a mode switching instruction, judging whether the current operation mode is a normal operation mode;
if so, determining a target mode and executing corresponding mode switching operation;
if not, judging whether the target mode is a normal operation mode or not;
if the target mode is not the normal operation mode, the current operation mode is firstly switched to the normal operation mode or the shutdown state, and then the target mode is switched to by executing the corresponding mode switching operation.
4. The operation mode switching method according to claim 3, wherein after determining that the current operation mode is the normal operation mode, the determining the target mode and performing the corresponding mode switching operation includes:
judging whether the target mode is an emergency traction mode or not;
if the target mode is an emergency traction mode, controlling the pantograph to descend and controlling the first contactor and the second contactor to be disconnected;
maintaining the third contactor to be closed and controlling the bidirectional charger to perform reverse conversion so as to enable the storage battery to supply power for the auxiliary load;
and controlling the fourth contactor to be closed so that the storage battery supplies power to the traction motor.
5. The operation mode switching method according to claim 4, further comprising, after switching to the emergency traction mode:
if a mode switching instruction for indicating switching to a normal operation mode is received, controlling the fourth contactor and the third contactor to be disconnected;
controlling the pantograph to lift and controlling the first contactor to be closed;
controlling the second contactor to be closed;
and controlling the bidirectional charger to carry out forward charging.
6. The operation mode switching method according to claim 4, further comprising, after the determining whether the target mode is an emergency traction mode:
if the target mode is an over-phase mode, maintaining the lifting state of the pantograph, and maintaining the fourth contactor to be opened and the third contactor to be closed;
controlling the bidirectional charger to perform reverse conversion;
and controlling the first contactor and the second contactor to be disconnected so that the storage battery supplies power for the auxiliary load.
7. The operation mode switching method according to claim 6, further comprising, after switching to the passing neutral mode:
if a mode switching instruction for indicating switching to a normal operation mode is received, maintaining the fourth contactor to be opened and the third contactor to be closed;
controlling the first contactor and the second contactor to be closed;
and controlling the bidirectional charger to carry out forward charging.
8. The operation mode switching method according to any one of claims 3 to 7, characterized by further comprising:
and generating corresponding mode indication information after finishing the operation mode switching.
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| CN113525269A (en) * | 2021-07-12 | 2021-10-22 | 中国国家铁路集团有限公司 | Eddy current braking power supply system |
| EP4341123A1 (en) * | 2021-07-29 | 2024-03-27 | Siemens Mobility GmbH | Power supply for a rail vehicle, having a traction battery |
| CN113787909B (en) * | 2021-08-04 | 2023-06-23 | 中车唐山机车车辆有限公司 | Power supply device and rail vehicle |
| CN114024362A (en) * | 2021-11-03 | 2022-02-08 | 中车南京浦镇车辆有限公司 | Passing neutral section uninterrupted power supply system of power concentrated motor train unit trailer |
| CN114013277B (en) * | 2021-12-07 | 2024-02-13 | 中车青岛四方机车车辆股份有限公司 | Train power supply method, system, device and train |
| CN114379367A (en) * | 2021-12-30 | 2022-04-22 | 中车永济电机有限公司 | Locomotive traction electric transmission system and control method thereof |
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| CN107878228B (en) * | 2017-10-26 | 2023-10-03 | 北京北交新能科技有限公司 | Novel auxiliary power supply system and method capable of realizing emergency running of motor train unit |
| CN109383299B (en) * | 2018-09-30 | 2020-03-10 | 中车青岛四方机车车辆股份有限公司 | Storage battery emergency power supply system, power supply method and rail vehicle |
| CN110539668B (en) * | 2019-01-29 | 2021-01-22 | 中车长春轨道客车股份有限公司 | EMUs emergency traction system |
| CN110539669B (en) * | 2019-01-29 | 2020-10-16 | 中车长春轨道客车股份有限公司 | Emergency power supply method and system for train set |
| CN212423089U (en) * | 2020-05-27 | 2021-01-29 | 株洲中车时代电气股份有限公司 | Power supply device of rail transit passenger car |
| CN112265451A (en) * | 2020-12-21 | 2021-01-26 | 西南交通大学 | AC380V circuit topological structure of high-speed train emergency self-traveling system |
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