CN113306404B - Rail vehicle ground power supply interlocking device and rail vehicle ground power supply access method - Google Patents
Rail vehicle ground power supply interlocking device and rail vehicle ground power supply access method Download PDFInfo
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- CN113306404B CN113306404B CN202110475378.7A CN202110475378A CN113306404B CN 113306404 B CN113306404 B CN 113306404B CN 202110475378 A CN202110475378 A CN 202110475378A CN 113306404 B CN113306404 B CN 113306404B
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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
- B60L9/00—Electric propulsion with power supply external to the vehicle
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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
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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
- B60L5/22—Supporting means for the contact bow
- B60L5/28—Devices for lifting and resetting the collector
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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
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
Abstract
The invention provides a rail vehicle ground power supply interlocking device and a rail vehicle ground power supply access method, wherein the device comprises the following steps: the system comprises a ground power supply module, a vehicle-mounted power supply module, a first interlocking control module, a second interlocking control module and a third interlocking control module; the ground power supply module is used for supplying electric energy of a ground power supply to the vehicle-mounted power supply module; the vehicle-mounted power supply module is used for supplying the electric energy provided by the ground power supply module to a load in the rail vehicle and controlling the connection or disconnection of a power supply bus in the rail vehicle; the first interlocking control module is used for controlling the state of a pantograph of the railway vehicle and the state of a main circuit breaker of the railway vehicle; the second interlocking control module is used for controlling the opening and closing states of the contactor according to the state information of whether the rail vehicle is connected to the ground power supply or not; the third interlocking control module is used for controlling whether the ground power supply module provides electric energy or not according to the state of the pantograph of the railway vehicle, the state of the main circuit breaker of the railway vehicle and the opening and closing state of the contactor.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a rail vehicle ground power supply interlocking device and a rail vehicle ground power supply access method.
Background
Under the conditions of production debugging, in-warehouse test, maintenance and the like of the rail vehicle, an auxiliary power supply is provided by an external power supply on the ground.
When the power connector of the railway vehicle is connected to a ground power supply, the power connector is electrified, so that the electric shock risk is easy to occur. In addition, more severe sparking can occur at the moment of plugging.
Disclosure of Invention
The invention provides a railway vehicle ground power supply interlocking device and a railway vehicle ground power supply access method, which are used for solving the defect of electric shock risk when a railway vehicle is accessed to a ground power supply in the prior art and realizing the safety and reliability of operation in a railway vehicle garage.
The invention provides a rail vehicle ground power supply interlocking device, which comprises: the system comprises a ground power supply module 101, a vehicle-mounted power supply module 102, a first interlocking control module 103, a second interlocking control module 104 and a third interlocking control module 105; wherein, the first and the second end of the pipe are connected with each other,
the ground power supply module 101 is configured to provide electric energy of a ground power supply to the vehicle-mounted power supply module;
the vehicle-mounted power supply module 102 is used for supplying the electric energy provided by the ground power supply module to a load in the rail vehicle and controlling the connection or disconnection of a power supply bus in the rail vehicle through a contactor;
the first interlocking control module 103 is used for controlling the state of a pantograph of the railway vehicle and the state of a main circuit breaker of the railway vehicle;
the second interlocking control module 104 is used for controlling the opening and closing state of a contactor in the vehicle-mounted power supply module according to the state information of whether the rail vehicle is connected to the ground power supply;
the third linkage control module 105 is used for controlling whether the ground power supply module supplies electric energy to the vehicle-mounted power supply module or not according to the state of a pantograph of the rail vehicle, the state of a main circuit breaker of the rail vehicle and the opening and closing state of a contactor in the vehicle-mounted power supply module.
According to the invention, the ground power supply module 101 comprises: a first logic control circuit 201, a first power supply circuit 202, and a second logic control circuit 203; wherein the content of the first and second substances,
the first logic control circuit 201 includes a coil 2011 of a first relay; the first logic control circuit 201 is connected with the positive electrode and the negative electrode of a power supply;
the first power supply circuit 202 includes a normally open contact 2021 of a first relay; one end of the first power supply circuit 202 is connected with a ground power supply, and the other end is connected with a power supply connector plug;
the second logic control circuit 203 is connected to the positive and negative poles of the power supply.
According to the ground power supply interlocking device for the railway vehicle, provided by the invention, the vehicle-mounted power supply module 102 comprises: a third logic control circuit 204, a second power supply circuit 205, a fourth logic control circuit 206, a power supply bus 207, and a fifth logic control circuit 208; wherein the content of the first and second substances,
the third logic control circuit 204 comprises a normally open contact 2041 of the second relay;
one end of the second power supply circuit 205 is connected to a power connector socket, and the other end is connected to the power supply bus 207;
the fourth logic control circuit 206 includes a coil 2061 of a third relay;
a normally open contact 2071 of the contactor is arranged on the power supply bus 207;
the fifth logic control circuit 208 includes a coil 2081 of a contactor and a normally open contact 2082 of a fourth relay, and both ends of the fifth logic control circuit 208 are connected to a power supply.
According to the ground power supply interlocking device for the railway vehicle, the first interlocking control module 103 comprises a sixth logic control circuit 301, a seventh logic control circuit 302, a main circuit breaker control circuit 303 and a pantograph control circuit 304; wherein the content of the first and second substances,
the sixth logic control circuit 301 comprises a normally closed contact of a third relay and a coil 3011 of a fifth relay which are sequentially connected in series; both ends of the sixth logic control circuit 301 are connected to a power supply;
the seventh logic control circuit 302 comprises a normally open contact 3021 of a fifth relay and a coil 3022 of a sixth relay which are connected in series in sequence; both ends of the seventh logic control circuit 302 are connected to a power supply;
the main breaker control circuit 303 comprises a main breaker relay normally open contact 3031, a sixth relay normally open contact 3032 and a main breaker electromagnetic valve 3033 which are sequentially connected in series; both ends of the main breaker control circuit 303 are connected to a power supply;
the pantograph control circuit 304 comprises a pantograph relay normally-open contact 3041, a sixth relay normally-open contact 3042 and a pantograph electromagnetic valve 3043 which are sequentially connected in series; the two ends of the pantograph control circuit 304 are connected to a power supply.
According to the ground power supply interlocking device for the railway vehicle, the second interlocking control module 104 comprises a normally closed contact of a third relay, a switch 401 and a coil 402 of a fourth relay which are sequentially connected in series; and two ends of the second interlocking control module are also connected with a power supply.
According to the ground power supply interlocking device for the railway vehicle, more than one normally-closed contact of the third relay is arranged.
According to the ground power supply interlocking device for the railway vehicle, the third interlocking control module 105 comprises an eighth logic control circuit 501 and a ninth logic control circuit 502; wherein the content of the first and second substances,
the eighth logic control circuit 501 includes a first pantograph relay normally closed contact 5011, a first main breaker relay normally closed contact 5012, a contactor normally closed contact 5013, a second pantograph relay normally closed contact 5014, a second main breaker relay normally closed contact 5015, and a coil 5016 of a seventh relay, which are connected in series in sequence; two ends of the eighth logic control circuit 501 are connected to a power supply;
the ninth logic control circuit 502 comprises a normally open contact 5021 of a seventh relay and a coil 5022 of a second relay which are sequentially connected in series, and two ends of the ninth logic control circuit 502 are connected with a power supply.
The invention also provides a rail vehicle ground power supply access method which is realized based on the rail vehicle ground power supply interlocking device and comprises the following steps:
inserting a connecting seat plug connected with a ground power supply module into a connecting seat socket connected with a vehicle-mounted power supply module; the first logic control circuit 201 in the ground power supply module is connected with the third logic control circuit 204 in the vehicle-mounted power supply module; the first power supply circuit 202 in the ground power supply module is connected with the second power supply circuit 205 in the vehicle-mounted power supply module; the second logic control circuit 203 in the ground power supply module is connected with the fourth logic control circuit 206 in the vehicle-mounted power supply module;
a coil 2061 of a third relay in the fourth logic control circuit 206 is powered on, a normally closed contact of the third relay in the second interlocking control module is changed into an open state from a closed state, and a coil 402 of a fourth relay in the second interlocking control module is powered off;
a normally open contact 2082 of a fourth relay in the fifth logic control circuit 208 is in an open state, a coil 2081 of the contactor loses power, and a normally closed contact 5013 of the contactor in the eighth logic control circuit 501 is in a closed state;
when the first pantograph relay normally-closed contact 5011, the first main breaker relay normally-closed contact 5012, the second pantograph relay normally-closed contact 5014 and the second main breaker relay normally-closed contact 5015 in the eighth logic control circuit 501 are all in a closed state, the coil 5016 of the seventh relay is powered;
a normally open contact 5021 of a seventh relay in the ninth logic control circuit 502 is switched from an open state to a closed state, and a coil 5022 of the second relay is electrified;
the normally open contact 2041 of the second relay in the third logic control circuit 204 is switched from the open state to the closed state, and the coil 2011 of the first relay in the first logic control circuit 201 is electrified;
the normally open contact 2021 of the first relay in the first power supply circuit 202 is switched from the open state to the closed state, and the first power supply circuit 202, the second power supply circuit 205, and the power supply bus 207 of the rail vehicle are communicated.
According to the ground power access method for the rail vehicle provided by the invention, after the coil 2061 of the third relay in the fourth logic control circuit 206 is powered, the method further comprises the following steps:
a normally closed contact of a third relay in the sixth logic control circuit 301 is changed from a closed state to an open state, and a coil 3011 of a fifth relay in the sixth logic control circuit 301 loses power;
a normally open contact 3021 of the fifth relay in the seventh logic control circuit 302 is in an open state, and a coil 3022 of the sixth relay in the seventh logic control circuit 302 is de-energized;
a normally open contact 3032 of a sixth relay in the main breaker control circuit 303 is in a disconnected state, a main breaker electromagnetic valve 3033 loses power, and the main breaker is disconnected;
a normally open contact 3042 of a sixth relay in the pantograph control circuit 304 is in an off state, the pantograph electromagnetic valve 3043 loses power, and the pantograph falls.
According to the ground power access method for the railway vehicle, after the coil 2081 of the contactor loses power, the method further comprises the following steps:
the normally open contact 2071 of the contactor in the power supply bus 207 is switched from the closed state to the open state, and the power supply bus 207 is opened.
According to the rail vehicle ground power supply interlocking device and the rail vehicle ground power supply access method, states of the ground power supply module, the vehicle-mounted power supply module, the pantograph in the rail vehicle, the main circuit breaker and the contactor in the vehicle-mounted power supply module are mutually nested, the problem of instant sparking when an external power supply plug is accessed is solved, the external power supply is allowed to be put into operation only under the condition that the pantograph is lowered, the main circuit breaker is disconnected and the contactor of the vehicle-mounted power supply module is disconnected, and the electricity utilization safety of the rail vehicle is effectively guaranteed.
Drawings
In order to more clearly illustrate the technical solutions of the present invention or the prior art, the drawings needed for the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a schematic structural view of a rail vehicle ground power interlock provided by the present invention;
FIG. 2 is a schematic structural diagram of a ground power module and a vehicle-mounted power module in the rail vehicle ground power interlock apparatus provided in the present invention;
fig. 3 is a schematic structural view of a first interlocking control module in the rail vehicle ground power supply interlocking device provided by the invention;
FIG. 4 is a schematic structural diagram of a second interlock control module in the rail vehicle ground power source interlock apparatus provided by the present invention;
fig. 5 is a schematic structural diagram of a third interlock control module in the rail vehicle ground power source interlock device provided by the invention.
Reference numerals:
101: a ground power module; 102: a vehicle-mounted power supply module; 103: a first interlock control module;
104: the second interlocking control mold 105: third interlock control mode 201: a first logic control block; a block; a way;
202: a first power supply circuit; 203: second logic control circuit 2011: a path of a first relay; a coil;
2021: 204 of the first relay: the third logic control circuit 205: a second power supply circuit; a normally open contact; a way;
206: fourth logic control circuit 207: a power supply bus; 208: a fifth logic control circuit; a way;
2061: 2071 of the third relay: normally open 2081 of contactor: a coil of the contactor; a coil; a contact;
2082: 209 of the fourth relay: power supply connector socket 210: a power connector plug normally open contact; a head; a seat;
301: sixth logic control circuit 302: the seventh logic control circuit 303: a main circuit breaker control circuit; a way; a way;
304: pantograph control circuit 3011: 3012 of the fifth relay: a third relay circuit; a coil; a normally closed contact of the device;
3013: another third relay 3021: 3022 of the fifth relay: a normally closed contact of an electric appliance of the sixth relay; a normally open contact; a coil;
3031: main breaker relay 3032: 3033 of sixth relay: a normally open contact of a main breaker electromagnet; a normally open contact; a valve;
3041: pantograph relay 3042: constant of sixth relay 3043: a pantograph electromagnetic valve; a normally open contact; opening a contact;
401: a switch; 402: line 403 of the fourth relay: a third relay ring; the normally closed contact of (1);
404: another third relay 501: the eighth logic control circuit 502: a ninth logic control electrical appliance normally closed contact; a way; a way;
5011: first pantograph relay 5012: first main breaker 5013: a normally closed contact of a normally closed electric appliance of the contactor; normally closed contacts of the relay; a contact point;
5014: second pantograph relay 5015: second main breaker 5016: an electric appliance normally closed contact of the seventh relay; normally closed contacts of the relay; a coil;
5021: 5022 of the seventh relay: a normally open contact of a second relay; and a coil.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. 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.
The rail vehicle ground power supply interlocking device and the rail vehicle ground power supply access method are described in the following with reference to fig. 1 to 5.
Fig. 1 is a schematic structural diagram of a rail vehicle ground power interlocking device provided by the invention, and as shown in fig. 1, the rail vehicle ground power interlocking device provided by the invention comprises: the system comprises a ground power supply module 101, a vehicle-mounted power supply module 102, a first interlocking control module 103, a second interlocking control module 104 and a third interlocking control module 105; wherein the content of the first and second substances,
the ground power supply module 101 is used for supplying the electric energy of the ground power supply to the vehicle-mounted power supply module;
the vehicle-mounted power supply module 102 is used for supplying the electric energy provided by the ground power supply module to a load in the rail vehicle and controlling the connection or disconnection of a power supply bus in the rail vehicle through a contactor;
the first interlocking control module 103 is used for controlling the state of a pantograph of the railway vehicle and the state of a main circuit breaker of the railway vehicle;
the second interlocking control module 104 is used for controlling the opening and closing state of a contactor in the vehicle-mounted power supply module according to the state information of whether the rail vehicle is connected to the ground power supply;
the third linkage control module 105 is used for controlling whether the ground power supply module supplies electric energy to the vehicle-mounted power supply module or not according to the state of a pantograph of the rail vehicle, the state of a main circuit breaker of the rail vehicle and the opening and closing state of a contactor in the vehicle-mounted power supply module.
The rail vehicle ground power interlock of the present invention will be described in detail with reference to specific embodiments.
Fig. 2 is a schematic structural diagram of a ground power module and a vehicle-mounted power module in the rail vehicle ground power interlock device provided by the invention.
As shown in fig. 2, the ground power supply module includes a first logic control circuit 201, a first power supply circuit 202, and a second logic control circuit 203. The first logic control circuit 201 includes a coil 2011 of the first relay. The first logic control circuit 201 is connected to the positive and negative poles of the power supply. The first logic control circuit 201 is not a complete logic control circuit, and needs to be spliced together with a third logic control circuit 204 (described further later) in the vehicle power supply module to form a complete logic control circuit.
A normally open contact 2021 of the first relay is mounted on the first power supply circuit 202. The first power supply circuit 202 has one end connected to a power source and the other end connected to a power source connector plug 209. The number of the first power supply circuits 202 is plural, and in the embodiment shown in fig. 2, there are 4 first power supply circuits, but in practical applications, the number of the first power supply circuits can be set according to practical needs.
The second logic control circuit 203 is connected to the positive electrode and the negative electrode of the power supply, and the second logic control circuit 203 is not a complete logic control circuit and needs to be spliced with a fourth logic control circuit 206 (described further later) in the vehicle power supply module to form a complete logic control circuit.
The vehicle-mounted power supply module comprises a third logic control circuit 204, a second power supply circuit 205, a fourth logic control circuit 206, a power supply bus 207 and a fifth logic control circuit 208. The third logic control circuit 204 includes a normally open contact 2041 of the second relay. The third logic control circuit 204 is spliced with the first logic control circuit 201 in the ground power supply module to form a complete logic control circuit.
The second power supply circuit 205 has one end connected to the power connector socket 210 and the other end connected to the power supply bus 207 in the rail vehicle. The second power supply circuit 205 has a plurality of pieces, and in the embodiment shown in fig. 2, the second power supply circuit has 4 pieces. In practical applications, the number of the second power supply circuits can be set according to practical requirements, and should be the same as that of the first power supply circuits.
The fourth logic control circuit 206 comprises a coil 2061 of the third relay, and the fourth logic control circuit 206 is spliced with the second logic control circuit 203 in the ground power supply module to form a complete logic control circuit.
The power supply bus 207 is provided with a normally open contact 2071 of the contactor. The power supply bus may be a 380V power supply bus, or may be a power supply bus of other voltage values, which is not specifically limited in the present invention.
The fifth logic control circuit 208 includes a coil 2081 of the contactor and a normally open contact 2082 of the fourth relay, and both ends of the fifth logic control circuit 208 are connected to the power supply.
Fig. 3 is a schematic structural diagram of a first interlocking control module. As shown in fig. 3, the first interlock control module includes a sixth logic control circuit 301, a seventh logic control circuit 302, a main breaker control circuit 303, and a pantograph control circuit 304.
The sixth logic control circuit 301 includes a normally closed contact of the third relay and a coil 3011 of the fifth relay connected in series in this order. Both ends of the sixth logic control circuit 301 are connected to a power supply.
A plurality of on-board power supply modules may be included in the same rail vehicle, and the number of normally closed contacts of the third relay included in the sixth logic control circuit 301 is related to the number of on-board power supply modules included in the same rail vehicle. In the embodiment shown in fig. 3, two on-board power supply modules are included in the same rail vehicle, and power is supplied to the front half column and the rear half column of the rail vehicle, respectively, so that two normally-closed contacts of the third relay are respectively represented as the normally-closed contact 3013 of the third relay corresponding to one on-board power supply module in the rail vehicle and the normally-closed contact 3012 of the third relay corresponding to the other on-board power supply module in the rail vehicle. In other embodiments, if the number of the on-vehicle power supply modules changes, the number of the normally closed contacts of the third relay in the sixth logic control circuit 301 also changes. The number of normally closed contacts of the third relay in the sixth logic control circuit 301 is not limited in the present invention.
The seventh logic control circuit 302 includes a normally open contact 3021 of the fifth relay and a coil 3022 of the sixth relay connected in series in this order. Both ends of the seventh logic control circuit 302 are connected with a power supply.
The main breaker control circuit 303 includes a main breaker relay normally open contact 3031, a sixth relay normally open contact 3032, and a main breaker solenoid valve 3033, which are connected in series in this order. Both ends of the main breaker control circuit 303 are connected to a power supply.
The pantograph control circuit 304 includes a pantograph relay normally-open contact 3041, a sixth relay normally-open contact 3042, and a pantograph solenoid valve 3043, which are sequentially connected in series. Both ends of the pantograph control circuit 304 are connected to a power supply.
It is known to those skilled in the art that two pantographs (e.g. mounted above car 3 and car 6, respectively) are typically provided in a rail vehicle having 8 cars, each pantograph being connected to a main circuit breaker. The main circuit breaker control circuit 303 is configured to control a main circuit breaker at a side where the vehicle-mounted power supply module is located, and similarly, the pantograph control circuit 304 is configured to control a pantograph at a side where the vehicle-mounted power supply module is located. For example, when the first pantograph is mounted on car No. 3, the pantograph control circuit 304 in the first half train of the railway vehicle controls the first pantograph.
Fig. 4 is a schematic structural diagram of a second interlocking control module. As shown in fig. 4, the second interlock control module includes a normally closed contact of a third relay, a switch 401, and a coil 402 of a fourth relay, which are connected in series in this order. And two ends of the second interlocking control module are also connected with a power supply.
The number of normally closed contacts of the third relay in the second interlocking control module is related to the number of on-board power supply modules contained in the same rail vehicle. In the embodiment shown in fig. 4, two on-board power supply modules are included in the same rail vehicle to respectively supply power to the front half column and the rear half column of the rail vehicle, so that two normally-closed contacts of the third relay in the second interlocking control module are respectively represented as a normally-closed contact 403 of the third relay corresponding to one on-board power supply module in the rail vehicle and a normally-closed contact 404 of the third relay corresponding to the other on-board power supply module in the rail vehicle. In other embodiments, if the number of the vehicle-mounted power supply modules changes, the number of the normally closed contacts of the third relay in the second interlocking control module also changes. The number of normally closed contacts of the third relay in the second interlock control module is not limited in the present invention.
The switch 403 is controlled by a network system in the rail vehicle. The network system in the rail vehicle periodically checks the state of the contactor on the supply bus and, if the contactor is in a normal state (i.e., can be opened or closed safely and reliably), the network system of the rail vehicle will cause the switch 403 to remain in a closed state.
Fig. 5 is a schematic structural diagram of a third linkage control module. As shown in fig. 5, the third linkage control module includes an eighth logic control circuit 501 and a ninth logic control circuit 502.
The eighth logic control circuit 501 includes a first pantograph relay normally closed contact 5011, a first main breaker relay normally closed contact 5012, a normally closed contact 5013 of the contactor, a second pantograph relay normally closed contact 5014, a second main breaker relay normally closed contact 5015, and a coil 5016 of the seventh relay, which are connected in series in this order. Both ends of the eighth logic control circuit 501 are connected to a power supply.
It is known to those skilled in the art that two pantographs (e.g. mounted above car 3 and car 6, respectively) are typically provided in a rail vehicle having 8 cars, each pantograph being connected to a main circuit breaker. The first pantograph relay normally closed contact 5011 may be affected by a first pantograph lifting state in the rail vehicle, and when the first pantograph is in the pantograph lifting state, the first pantograph relay normally closed contact 5011 is turned off; when the first pantograph is in a pantograph lowering state, the first pantograph relay normally-closed contact 5011 is closed. Similarly, the second pantograph relay normally-closed contact 5014 may be affected by a second pantograph lifting state in the rail vehicle, and when the second pantograph is in the pantograph lifting state, the second pantograph relay normally-closed contact 5014 is opened; when the second pantograph is in the pantograph falling state, the second pantograph relay normally-closed contact 5014 is closed. Similarly, first main breaker relay normally closed contact 5012 can receive the influence of the first main breaker on-off state among the rail vehicles, and when first main breaker is closed, then first main breaker relay normally closed contact 5012 breaks, and when first main breaker breaks, then first main breaker relay normally closed contact 5012 is closed. Similarly, the second main breaker normally closed contact 5015 may be affected by the open and closed state of a second main breaker in the rail vehicle, when the second main breaker is closed, the second main breaker relay normally closed contact 5015 is open, and when the second main breaker is open, the second main breaker relay normally closed contact 5015 is closed.
The ninth logic control circuit 502 comprises a normally open contact 5021 of a seventh relay and a coil 5022 of a second relay which are sequentially connected in series, and power supplies are connected to two ends of the ninth logic control circuit 502.
According to the interlocking device for the ground power supply of the railway vehicle, the states of the ground power supply module, the vehicle-mounted power supply module, the pantograph in the railway vehicle, the main circuit breaker and the contactor in the vehicle-mounted power supply module are mutually nested, so that the problem of instant ignition when an external power supply plug is connected is solved, the external power supply is allowed to be put into operation only under the condition that the pantograph is lowered, the main circuit breaker is disconnected and the contactor of the vehicle-mounted power supply module is disconnected, and the electricity utilization safety of the railway vehicle is effectively guaranteed.
Based on any one of the above embodiments, the present invention further provides a rail vehicle ground power supply access method, which is implemented based on the rail vehicle ground power supply interlocking device, and the method includes the following steps:
when the rail vehicle needs to be connected with a ground power supply and is powered by the ground power supply, the connecting seat plug connected with the ground power supply module needs to be inserted into the connecting seat socket connected with the vehicle-mounted power supply module.
After the connecting seat plug is inserted into the connecting seat socket, a first logic control circuit 201 in the ground power supply module and a third logic control circuit 204 in the vehicle-mounted power supply module are spliced together to form a complete logic control circuit; the first power supply circuit 202 in the ground power supply module is connected with the second power supply circuit 205 in the vehicle-mounted power supply module; the second logic control circuit 203 in the ground power supply module and the fourth logic control circuit 206 in the vehicle power supply module are spliced together to form a complete logic control circuit. At an initial time, the normally open contact 2021 of the first relay in the first power supply circuit 202 is in an open state, and the vehicle power supply module cannot obtain electric energy from the ground power supply module.
After the second logic control circuit 203 in the ground power supply module and the fourth logic control circuit 206 in the vehicle power supply module are spliced together, the coil 2061 of the third relay in the fourth logic control circuit 206 is powered.
When the coil 2061 of the third relay in the fourth logic control circuit 206 is energized, the normally closed contact (e.g., the normally closed contact 403 or the normally closed contact 404 in fig. 4) of the third relay in the second interlock control module transitions from the closed state to the open state, and the coil 402 of the fourth relay in the second interlock control module is de-energized.
When the coil 402 of the fourth relay is in a power-off state, the normally open contact 2082 of the fourth relay in the fifth logic control circuit 208 is in an open state, and the coil 2081 of the contactor is powered off.
When the coil 2081 of the contactor is in a power-off state, the normally closed contact 5013 of the contactor in the eighth logic control circuit 501 is in a closed state. Meanwhile, since the main breaker is in the open state and the pantograph is in the pantograph down state, the first pantograph relay normally-closed contact 5011, the first main breaker relay normally-closed contact 5012, the second pantograph relay normally-closed contact 5014, and the second main breaker relay normally-closed contact 5015 in the eighth logic control circuit 501 are all in the closed state, and the coil 5016 of the seventh relay is energized.
When the coil 5016 of the seventh relay is energized, the normally open contact 5021 of the seventh relay in the ninth logic control circuit 502 is switched from the open state to the closed state, and the coil 5022 of the second relay is energized.
When the coil 5022 of the second relay is energized, the normally open contact 2041 of the second relay in the third logic control circuit 204 is switched from the open state to the closed state, and the coil 2011 of the first relay in the first logic control circuit 201 is energized.
When the coil 2011 of the first relay is energized, the normally open contact 2021 of the first relay in the first power supply circuit 202 transitions from the open state to the closed state. In this case, the first power supply circuit 202, the second power supply circuit 205, and the power supply bus 207 of the rail vehicle are connected, and the on-board power supply module of the rail vehicle can obtain electric energy from the ground power supply module.
As can be seen from the above description of the process, the precondition for the on-board power module of the railway vehicle to be able to obtain power from the ground power module is that the pantograph is in the pantograph lowering state, the main breaker is in the open state, and the contactor of the on-board power device is in the open state (i.e., the normally closed contact 5013 of the contactor is in the closed state). When any one of the three conditions is not met, the vehicle-mounted power supply module of the rail vehicle cannot obtain electric energy from the ground power supply module.
When the on-board power supply module of the railway vehicle can obtain electric power from the ground power supply module, the contactor of the on-board power supply device is required to be in the open state, and therefore the normally open contact 2071 of the contactor in the power supply bus 207 is in the open state. In this case, the power bus 207 is disconnected, so that the power received by a single onboard power module can only be supplied to the load of the cars (typically half a train) in the area, but not to the load of the entire train.
According to the ground power supply access method for the railway vehicle, the states of the ground power supply module, the vehicle-mounted power supply module, the pantograph in the railway vehicle, the main circuit breaker and the contactor in the vehicle-mounted power supply module are mutually nested, the problem of instant ignition when an external power supply plug is connected is solved, the external power supply is allowed to be put into operation only under the condition that the pantograph is lowered, the main circuit breaker is disconnected and the contactor of the vehicle-mounted power supply module is disconnected, and the electricity utilization safety of the railway vehicle is effectively guaranteed.
Based on any of the above embodiments, the method for accessing a ground power supply of a rail vehicle provided by the present invention further includes, after the coil 2061 of the third relay in the fourth logic control circuit 206 is powered, the following steps:
the normally closed contact (e.g., the normally closed contact 3013 or the normally closed contact 3012 in fig. 3) of the third relay in the sixth logic control circuit 301 is changed from the closed state to the open state, and the coil 3011 of the fifth relay in the sixth logic control circuit 301 is de-energized.
When the coil 3011 of the fifth relay is in a power-off state, the normally open contact 3021 of the fifth relay in the seventh logic control circuit 302 is in an open state, and accordingly, the coil 3022 of the sixth relay in the seventh logic control circuit 302 is in a power-off state.
When the coil 3022 of the sixth relay is in a power-off state, the normally open contact 3032 of the sixth relay in the main breaker control circuit 303 is in an open state, and the main breaker electromagnetic valve 3033 is powered off, so that the corresponding main breaker is opened.
When the coil 3022 of the sixth relay is in a power-off state, the normally open contact 3042 of the sixth relay in the pantograph control circuit 304 is in an off state, and the pantograph electromagnetic valve 3043 is powered off, so that the corresponding pantograph falls.
If a plurality of external power supplies are connected to the rail vehicle at the same time, short circuit is easily caused by time sequence difference of different external power supplies. In the present embodiment, in the sixth logic control circuit 301 of the first interlocking control module, the normally closed contact of the third relay has a one-to-one correspondence relationship with the on-board power supply module in the same railway vehicle. For example, the normally closed contact 3013 in fig. 3 corresponds to the vehicle-mounted power supply module in the front half row of the rail vehicle, and the normally closed contact 3012 corresponds to the vehicle-mounted power supply module in the rear half row of the rail vehicle. Therefore, under the condition that the rail vehicle is connected to an external power grid, no matter which vehicle-mounted power supply module in the rail vehicle is connected with the ground power supply module, the rail vehicle ground power supply connection method provided by the invention can realize pantograph reduction of the rail vehicle and disconnection of the main circuit breaker, ensures that short circuit cannot be caused between a power grid power supply and the ground power supply due to time sequence difference, and ensures the power utilization safety of the rail vehicle.
Based on any of the above embodiments, the ground power supply access method for a railway vehicle, provided by the invention, further includes, after the coil 2081 of the contactor loses power:
the normally open contact 2071 of the contactor in the power supply bus 207 is switched from the closed state to the open state, and the power supply bus 207 is opened.
If a plurality of external power supplies are connected to the rail vehicle at the same time, short circuit is easily caused by time sequence difference of different external power supplies. In the present embodiment, in the second interlocking control module, the normally closed contact of the third relay has a one-to-one correspondence relationship with the on-board power supply module in the same rail vehicle, for example, the normally closed contact 403 in fig. 4 corresponds to the on-board power supply module in the front half row of the rail vehicle, and the normally closed contact 404 corresponds to the on-board power supply module in the rear half row of the rail vehicle. Therefore, no matter which vehicle-mounted power supply module in the rail vehicle is connected with the ground power supply module, the coil 402 of the fourth relay in the second interlock control module is powered off, and further the coil 2081 of the contactor is powered off, the normally open contact 2071 of the contactor in the power supply bus 207 is in an open state, and the power supply bus 207 is disconnected. If the vehicle-mounted power supply modules in the front half row of the rail vehicle are connected with a ground power supply, and the vehicle-mounted power supply modules in the rear half row of the rail vehicle are connected with a ground power supply, the two ground power supplies cannot be connected due to the disconnection of the power supply bus 207, and the problem of short circuit caused by the time sequence difference of different external power supplies does not exist.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, and not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (8)
1. A rail vehicle ground power interlock, comprising: the vehicle-mounted power supply control system comprises a ground power supply module (101), a vehicle-mounted power supply module (102), a first interlocking control module (103), a second interlocking control module (104) and a third interlocking control module (105); wherein, the first and the second end of the pipe are connected with each other,
the ground power supply module (101) is used for supplying electric energy of a ground power supply to the vehicle-mounted power supply module;
the vehicle-mounted power supply module (102) is used for supplying the electric energy provided by the ground power supply module to a load in the rail vehicle and controlling the on-off of a power supply bus in the rail vehicle through a contactor;
the first interlocking control module (103) is used for controlling the state of a pantograph of the railway vehicle and the state of a main circuit breaker of the railway vehicle;
the second interlocking control module (104) is used for controlling the opening and closing states of a contactor in the vehicle-mounted power supply module according to the state information of whether the rail vehicle is connected to the ground power supply or not;
the third linkage control module (105) is used for controlling whether the ground power supply module supplies electric energy to the vehicle-mounted power supply module or not according to the state of a pantograph of the rail vehicle, the state of a main circuit breaker of the rail vehicle and the opening and closing state of a contactor in the vehicle-mounted power supply module;
the ground power module (101) comprises: a first logic control circuit (201), a first power supply circuit (202), and a second logic control circuit (203); wherein the content of the first and second substances,
the first logic control circuit (201) comprises a coil (2011) of a first relay; the first logic control circuit (201) is connected with the positive electrode and the negative electrode of a power supply;
the first power supply circuit (202) comprises a normally open contact (2021) of a first relay; one end of the first power supply circuit (202) is connected with a ground power supply, and the other end of the first power supply circuit is connected with a power supply connector plug;
the second logic control circuit (203) is connected to the positive electrode and the negative electrode of the power supply;
the onboard power module (102) includes: a third logic control circuit (204), a second power supply circuit (205), a fourth logic control circuit (206), a power supply bus (207) and a fifth logic control circuit (208); wherein the content of the first and second substances,
the third logic control circuit (204) comprises a normally open contact (2041) of a second relay;
one end of the second power supply circuit (205) is connected with a power connector socket, and the other end of the second power supply circuit is connected with the power supply bus (207);
the fourth logic control circuit (206) comprises a coil (2061) of a third relay;
a normally open contact (2071) of the contactor is arranged on the power supply bus (207);
the fifth logic control circuit (208) comprises a coil (2081) of the contactor and a normally open contact (2082) of the fourth relay, and two ends of the fifth logic control circuit (208) are connected with a power supply.
2. The rail vehicle ground power interlock according to claim 1, characterized in that the first interlock control module (103) comprises a sixth logic control circuit (301), a seventh logic control circuit (302), a main breaker control circuit (303) and a pantograph control circuit (304); wherein the content of the first and second substances,
the sixth logic control circuit (301) comprises a normally closed contact of a third relay and a coil (3011) of a fifth relay which are sequentially connected in series; both ends of the sixth logic control circuit (301) are connected with a power supply;
the seventh logic control circuit (302) comprises a normally open contact (3021) of a fifth relay and a coil (3022) of a sixth relay which are connected in series in sequence; two ends of the seventh logic control circuit (302) are connected with a power supply;
the main breaker control circuit (303) comprises a main breaker relay normally open contact (3031), a sixth relay normally open contact (3032) and a main breaker electromagnetic valve (3033) which are sequentially connected in series; two ends of the main breaker control circuit (303) are connected with a power supply;
the pantograph control circuit (304) comprises a pantograph relay normally open contact (3041), a sixth relay normally open contact (3042) and a pantograph electromagnetic valve (3043) which are sequentially connected in series; both ends of the pantograph control circuit (304) are connected with a power supply.
3. A rail vehicle floor power interlock as claimed in claim 2, characterized in that the second interlock control module (104) comprises a normally closed contact of a third relay, a switch (401) and a coil (402) of a fourth relay connected in series in this order; and two ends of the second interlocking control module are also connected with a power supply.
4. The rail vehicle ground power interlock of claim 3, wherein the third relay has more than one normally closed contact.
5. The rail vehicle ground power interlock according to claim 3, characterized in that the third interlocking control module (105) comprises an eighth logic control circuit (501) and a ninth logic control circuit (502); wherein, the first and the second end of the pipe are connected with each other,
the eighth logic control circuit (501) comprises a first pantograph relay normally closed contact (5011), a first main breaker relay normally closed contact (5012), a contactor normally closed contact (5013), a second pantograph relay normally closed contact (5014), a second main breaker relay normally closed contact (5015) and a coil (5016) of a seventh relay which are sequentially connected in series; both ends of the eighth logic control circuit (501) are connected with a power supply;
the ninth logic control circuit (502) comprises a normally open contact (5021) of a seventh relay and a coil (5022) of a second relay which are sequentially connected in series, and two ends of the ninth logic control circuit (502) are connected with a power supply.
6. A rail vehicle ground power supply access method is realized on the basis of the rail vehicle ground power supply interlocking device of any one of claims 1 to 5, and is characterized by comprising the following steps:
inserting a connecting seat plug connected with a ground power supply module into a connecting seat socket connected with a vehicle-mounted power supply module; a first logic control circuit (201) in the ground power supply module is connected with a third logic control circuit (204) in the vehicle-mounted power supply module; a first power supply circuit (202) in the ground power supply module is connected with a second power supply circuit (205) in the vehicle-mounted power supply module; the second logic control circuit (203) in the ground power supply module is connected with the fourth logic control circuit (206) in the vehicle-mounted power supply module;
a coil (2061) of a third relay in the fourth logic control circuit (206) is electrified, a normally closed contact of the third relay in the second interlocking control module is changed into an open state from a closed state, and a coil (402) of a fourth relay in the second interlocking control module is not electrified;
a normally open contact (2082) of a fourth relay in the fifth logic control circuit (208) is in an open state, a coil (2081) of the contactor loses power, and a normally closed contact (5013) of the contactor in the eighth logic control circuit (501) is in a closed state;
when a first pantograph relay normally-closed contact (5011), a first main breaker relay normally-closed contact (5012), a second pantograph relay normally-closed contact (5014) and a second main breaker relay normally-closed contact (5015) in the eighth logic control circuit (501) are all in a closed state, a coil (5016) of the seventh relay is electrified;
a normally open contact (5021) of a seventh relay in the ninth logic control circuit (502) is switched from an open state to a closed state, and a coil (5022) of a second relay is electrified;
a normally open contact (2041) of a second relay in the third logic control circuit (204) is switched from an open state to a closed state, and a coil (2011) of a first relay in the first logic control circuit (201) is electrified;
the normally open contact (2021) of the first relay in the first power supply circuit (202) is switched from the open state to the closed state, and the first power supply circuit (202), the second power supply circuit (205) and the power supply bus (207) of the rail vehicle are communicated.
7. The rail vehicle ground power accessing method according to claim 6, wherein after the coil (2061) of the third relay in the fourth logic control circuit (206) is energized, the method further comprises:
a normally closed contact of a third relay in a sixth logic control circuit (301) is changed into an open state from a closed state, and a coil (3011) of a fifth relay in the sixth logic control circuit (301) is de-energized;
a normally open contact (3021) of a fifth relay in the seventh logic control circuit (302) is in an open state, and a coil (3022) of a sixth relay in the seventh logic control circuit (302) is de-energized;
a normally open contact (3032) of a sixth relay in the main breaker control circuit (303) is in a disconnected state, a main breaker electromagnetic valve (3033) loses power, and a main breaker is disconnected;
a normally open contact (3042) of a sixth relay in the pantograph control circuit (304) is in an off state, a pantograph electromagnetic valve (3043) loses power, and the pantograph falls.
8. The rail vehicle ground power access method according to claim 6, wherein after the coil (2081) of the contactor loses power, the method further comprises:
a normally open contact (2071) of a contactor in the power supply bus (207) is switched from a closed state to an open state, and the power supply bus (207) is opened.
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| CN202110475378.7A CN113306404B (en) | 2021-04-29 | 2021-04-29 | Rail vehicle ground power supply interlocking device and rail vehicle ground power supply access method |
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| CN202110475378.7A CN113306404B (en) | 2021-04-29 | 2021-04-29 | Rail vehicle ground power supply interlocking device and rail vehicle ground power supply access method |
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| CN113954637B (en) * | 2021-11-08 | 2024-03-08 | 中车长春轨道客车股份有限公司 | Railway vehicle emergency lifting bow switching method |
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| EP1802485A1 (en) * | 2004-09-30 | 2007-07-04 | Lohr Industrie | Ground power supply system for electric vehicle |
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