CN113386588A - Electric-electric hybrid power system for double-source trackless truck - Google Patents
Electric-electric hybrid power system for double-source trackless truck Download PDFInfo
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- CN113386588A CN113386588A CN202110822708.5A CN202110822708A CN113386588A CN 113386588 A CN113386588 A CN 113386588A CN 202110822708 A CN202110822708 A CN 202110822708A CN 113386588 A CN113386588 A CN 113386588A
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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
- 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
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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
- 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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- 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
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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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
- B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
- B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
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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
- Y02T10/72—Electric energy management in electromobility
Abstract
The invention provides an electricity-electricity hybrid power system for a double-source trackless truck, wherein an electrified highway system is characterized in that an overhead power supply network is erected above a highway, and the power of the network is received through the contact of a pantograph arranged on the double-source trackless truck and the power supply network, so that electric energy is provided for the double-source trackless truck, the pure electric drive running of a long-distance logistics transport truck is realized, and zero emission of tail gas is realized; fundamentally has solved the problem that the continuation of the journey mileage is not enough in the long-distance logistics transport truck new energy process, through the double-circuit energy source hybrid power supply of on-vehicle power battery and pantograph and power supply net contact electricity-taking, the heavy commercial car of having improved current internal-combustion engine drive exists the energy consumption height, the tail gas pollution is serious, the work noise is big, operational environment is abominable, whole car arranges the difficulty, make and use cost is high shortcoming, and be favorable to energy saving and emission reduction, have extensive engineering application prospect, realized the best drive mode of double-source trackless truck when bow net contact and bow net break away from.
Description
Technical Field
The invention relates to the technical field of double-source hybrid power trucks, in particular to an electric-electric hybrid power system for a double-source trackless truck.
Background
With the rapid development of the automobile industry, the automobile keeping quantity in China reaches 3.72 hundred million in 2020, and the pollution of automobile exhaust to the living environment of human beings is aggravated. At present, the development of new energy automobiles with low emission and low oil consumption is becoming a new strategic target and development direction of most automobile manufacturers. Pure electric vehicles, hybrid electric vehicles, hydrogen-powered vehicles, solar vehicles and other types of vehicles are on the market. The hybrid vehicle is a vehicle type which is transited from fossil energy to clean energy, has the characteristics of energy conservation and little pollution of a pure electric vehicle, has the characteristic of good power performance of a traditional fuel vehicle, is a scheme with high feasibility at present, improves the fuel economy, has low cost and is easy to be accepted by market crowds.
The heavy truck has developed into the helping hand of road transportation with characteristics such as its low cost of transportation and efficient conveying efficiency, sees from three kinds of new energy vehicles of hybrid, pure electric, fuel cell to hybrid truck practicality is the highest, and has ripe technique, and the cost that increases is minimum, can realize the volume production. Nowadays, hybrid passenger cars and light trucks have occupied a small market share, and with the increasing requirements of emission standards and the increasing price of fuel oil, the development of hybrid heavy trucks is also receiving increasing attention.
The emission of greenhouse gases of heavy commercial vehicles accounts for 8% of global greenhouse gases, energy conservation and emission reduction are important, an internal combustion engine is still the main power source of the heavy trucks in a long time, and due to the fact that the heavy trucks are large in load capacity and long in driving range, the characteristics required by the heavy trucks cannot be met in an ordinary energy-saving mode or the current research situation of pure electric vehicles at present.
In view of the above circumstances, it is necessary to design a hybrid power system with clean energy, good reliability and strong stability by combining the advantages of the hybrid power system according to the working characteristics of the heavy commercial vehicle.
Disclosure of Invention
In order to solve the technical problems in the prior art, the invention provides an electric-electric hybrid power system for a double-source trackless truck.
The invention is realized by the following technical scheme:
an electric-electric hybrid power system for a double-source trackless truck comprises a vehicle control unit, an electric system and a power transmission system, wherein the vehicle control unit is in signal connection with the electric system and the power transmission system and is responsible for carrying out state detection and sending out control command signals to parts of the electric system and the power transmission system; the pantograph is contacted with an overhead power supply line network for power receiving, the input end of the No. 1 DC/DC converter is electrically connected with the output end of the pantograph, the output end of the No. 1 DC/DC converter is connected with the input ends of the bidirectional DC/AC converter and the No. 2 DC/DC converter in parallel, and the switching of the output ports can be realized through the control of the whole vehicle controller; the input end of the No. 2 DC/DC converter is electrically connected with the output end of the No. 1 DC/DC converter, and the output end of the No. 2 DC/DC converter is electrically connected with a charging port of the power battery; the input end of the bidirectional DC/AC converter is electrically connected with the output end of the No. 1 DC/DC converter and the charge and discharge port of the power battery, and the output end of the bidirectional DC/AC converter is electrically connected with the power supply input port of the driving motor; the charging port of the power battery is electrically connected with the output end of the No. 2 DC/DC converter, and the charging and discharging port of the power battery is electrically connected with the input end of the bidirectional DC/AC converter;
the power transmission system comprises a driving motor, an AMT (automated mechanical transmission), a transmission shaft and a rear drive axle; the power supply input port of the driving motor is electrically connected with the output port of the bidirectional DC/AC converter, and the output shaft of the driving motor is mechanically connected with the input shaft of the AMT; an input shaft of the AMT is mechanically connected with an output shaft of the driving motor, and an output shaft of the AMT is mechanically connected with an input end of the transmission shaft; the input end of the transmission shaft is mechanically connected with the output shaft of the AMT, and the output end of the transmission shaft is mechanically connected with the main speed reducer on the rear drive axle.
Compared with the prior art, the invention has the beneficial effects that:
the invention provides an electric-electric hybrid power system for a double-source trackless truck, wherein an electrified highway system is characterized in that an overhead power supply network is erected above a highway, and the power of the network is received through the contact of a pantograph arranged on the double-source trackless truck and the power supply network, so that electric energy required by the driving of the double-source trackless truck is provided, the pure electric driving of a long-distance logistics transport truck is realized, and the zero emission of tail gas is realized. The invention fundamentally solves the problem of insufficient endurance mileage in the new energy process of the long-distance logistics transport truck, and provides the double-source trackless truck with the electricity-electricity hybrid structure.
Drawings
Fig. 1 is a schematic structural diagram of an electric-electric hybrid power system for a dual-source trackless truck according to the present invention.
Fig. 2 is a flow chart illustrating the working principle of an electric-electric hybrid power system for a dual-source trackless truck according to the present invention.
In the figure: 1. the system comprises an overhead power supply network, a pantograph, a vehicle control unit, a driving motor, a bidirectional DC/AC converter, an AMT (automated mechanical transmission), a transmission shaft, a power transmission system, a rear drive axle, a power battery, an electric system, a DC/DC converter No. 12.2 and a DC/DC converter No. 13.1, wherein the overhead power supply network comprises 2 parts of an overhead power supply network, 3 parts of a vehicle control unit, 4 parts of a driving motor, 5 parts of a bidirectional DC/AC converter, 6 parts of an AMT transmission, 7 parts of a transmission shaft, 8 parts of a power transmission system, 9 parts of a rear drive axle, 10 parts of a power battery, 11 parts of an electric system, 12.2 parts of a DC/DC converter and 13.1 parts of a DC/DC converter.
Detailed Description
The invention provides an electric-electric hybrid power system for a double-source trackless truck, which comprises a vehicle control unit 3, an electric system 11 and a power transmission system 8, wherein the vehicle control unit 3 is in signal connection with the electric system 11 and the power transmission system 8 and is responsible for carrying out state detection and sending out control command signals to parts of the electric system 11 and the power transmission system 8;
in fig. 1, solid lines indicate mechanical connection relationships, broken lines indicate electrical connection relationships, dashed lines indicate signal connection relationships, and dotted lines indicate the electrical system 11 and the power train 8 in a box.
The electric system 11 comprises a pantograph 2, a No. 1 DC/DC converter 13, a No. 2 DC/DC converter 12, a bidirectional DC/AC converter 5 and a power battery 10; the pantograph 2 is contacted with the overhead power supply line network 1 for power receiving, the input end of the No. 1 DC/DC converter 13 is electrically connected with the output end of the pantograph 2, the output end of the No. 1 DC/DC converter 13 is connected with the input ends of the bidirectional DC/AC converter 5 and the No. 2 DC/DC converter 12 in parallel, and the switching of the output ports can be realized through the control of the whole vehicle controller 3; the input end of the No. 2 DC/DC converter 12 is electrically connected with the output end of the No. 1 DC/DC converter 13, and the output end of the No. 2 DC/DC converter 12 is electrically connected with the charging port of the power battery 10; the input end of the bidirectional DC/AC converter 5 is electrically connected with the output end of the No. 1 DC/DC converter 13 and the charging and discharging port of the power battery 10, and the output end of the bidirectional DC/AC converter 5 is electrically connected with the power supply input port of the driving motor 4; a charging port of the power battery 10 is electrically connected with an output end of the No. 2 DC/DC converter 12, and a charging and discharging port of the power battery 10 is electrically connected with an input end of the bidirectional DC/AC converter 5;
the power transmission system 8 comprises a driving motor 4, an AMT transmission 6, a transmission shaft 7 and a rear drive axle 9; a power supply input port of the driving motor 4 is electrically connected with an output port of the bidirectional DC/AC converter 5, and an output shaft of the driving motor 4 is mechanically connected with an input shaft of the AMT transmission 6; an input shaft of the AMT transmission 6 is mechanically connected with an output shaft of the driving motor 4, and an output shaft of the AMT transmission 6 is mechanically connected with an input end of the transmission shaft 7; the input end of the transmission shaft 7 is mechanically connected with the output shaft of the AMT transmission 6, and the output end of the transmission shaft 7 is mechanically connected with the main speed reducer on the rear drive axle 9.
The invention provides an electric-electric hybrid power system for a double-source trackless truck, which has the following working principle:
as shown in fig. 1 and 2, when a pantograph 2 mounted on a dual-source trackless truck performs a pantograph-lifting operation and contacts an overhead power supply network 1, a vehicle controller 3 detects a state of charge SOC of a power battery 10 after confirming that the pantograph-network contact is good, and if the state of charge SOC is sufficient, converts a driving mode of the vehicle into a network-only driving-motor-supplying driving mode, the pantograph 2 receives a direct current from the overhead power supply network 1, and performs a step-down process on the direct current received by the pantograph 2 through a No. 1 DC/DC converter 13 electrically connected to the pantograph 2, converts the direct current into a vehicle bus voltage, and the stepped-down direct current is converted into an alternating current having a voltage rated by a driving motor 4 through a bidirectional DC/AC converter 5 electrically connected to the driving motor 4, thereby supplying the driving motor 4 with an alternating current, so that the driving motor 4 normally operates and outputs a rotational speed and a driving torque, this rotational speed and drive torque carry out mechanical connection's AMT derailleur 6 back through the output shaft with driving motor 4, through the speed reduction increase of AMT derailleur 6, obtain lower rotational speed and higher moment of torsion, through transmission shaft 7 with power transmission to rear drive axle 9's main reducer, again through main reducer's speed reduction increase of turning round, the rotational speed reduces once more, the moment of torsion increases once more, thereby satisfy the required drive power of vehicle travel, thereby realize that the gauze of two source trackless trucks supplies power to drive and travel.
When a pantograph 2 of the double-source trackless truck executes pantograph-lifting operation and is in contact with an overhead power supply network 1, a vehicle controller 3 detects the SOC of a power battery 10 after confirming that the pantograph-network contact is good, if the SOC is insufficient, a driving mode of the vehicle is converted into a driving mode that the power supply network supplies power for a driving motor and charges the power battery, the pantograph 2 receives direct current from the overhead power supply network 1, and the direct current received by the pantograph is subjected to voltage reduction processing through a No. 1 DC/DC converter 13 electrically connected with the pantograph 2 and is converted into vehicle bus voltage. Part of the direct current after voltage reduction is converted into alternating current with the voltage of the rated voltage of the driving motor 4 through a bidirectional DC/AC converter 5 electrically connected with the driving motor 4, so that alternating current power is provided for the driving motor 4, the driving motor 4 works normally and outputs rotating speed and driving torque, the rotating speed and the driving torque pass through an AMT (automated mechanical transmission) 6 mechanically connected with an output shaft of the driving motor 4 and then are subjected to speed reduction and torque increase through the AMT 6 to obtain lower rotating speed and higher torque, power is transmitted to a main reducer of a rear driving axle 9 through a transmission shaft 7, the rotating speed is reduced again and the torque is increased again through the speed reduction and torque increase of the main reducer, so that the driving force required by vehicle running is met, and the wire mesh power supply driving running of the double-source trackless truck is realized. Another part of the stepped-down DC power is converted into DC power of a rated charging voltage of the power battery 10 through a No. 2 DC/DC converter 12 electrically connected to the power battery 10, thereby performing a charging operation for the power battery 10.
When the double-source trackless truck needs to leave the power supply range of the wire network for driving, the vehicle control unit 3 firstly converts the driving mode into pure power battery power supply driving, then the pantograph 2 is enabled to execute pantograph lowering operation and is separated from contact with the overhead power supply wire network 1, then the power battery 10 starts to output direct current power, the direct current power is firstly converted into alternating current with the rated voltage of the driving motor 4 through a DC/AC converter electrically connected with the driving motor 4, so that alternating current power is provided for the driving motor 4, the driving motor 4 is enabled to normally work and outputs rotating speed and driving torque, the rotating speed and the driving torque pass through an AMT (automated mechanical transmission) 6 mechanically connected with an output shaft of the driving motor 4 and then pass through a speed reduction and torque increase of the AMT 6 to obtain lower rotating speed and higher torque, and the power is transmitted to a main speed reducer of a rear drive axle 9 through a transmission shaft 7, and the rotation speed is reduced again and the torque is increased again through the speed reduction and torque increase of the main speed reducer, so that the driving force required by the running of the vehicle is met, and the battery-powered driving running of the double-source trackless truck is realized.
When the double-source trackless truck brakes, the vehicle control unit 3 firstly detects the state of charge (SOC) of the power battery 10 and judges whether braking energy recovery is needed or not, if the SOC of the power battery 10 is insufficient, the braking energy recovery can be carried out, at the moment, the vehicle control unit 3 converts the driving motor 4 into a braking power generation mode to brake and generate electricity, alternating current power generated by the electricity generation is converted into direct current power with the voltage of the charging rated voltage of the power battery 10 through the bidirectional DC/AC converter 5 which is electrically connected with the driving motor 4 and the power battery 10, and therefore the power battery 10 is charged, and the braking energy recovery is achieved. If the state of charge SOC of the power battery 10 is sufficient, only mechanical braking is performed without recovering braking energy.
Claims (1)
1. The utility model provides an electricity-electricity hybrid power system for two source trackless truck, includes vehicle control unit (3), electric system (11) and driving system (8), and vehicle control unit (3) and electric system (11) and driving system (8) carry out signal connection, are responsible for carrying out state detection and sending control command signal to the spare part of electric system (11) and driving system (8), its characterized in that:
the electric system (11) comprises a pantograph (2), a No. 1 DC/DC converter (13), a No. 2 DC/DC converter (12), a bidirectional DC/AC converter (5) and a power battery (10); the pantograph (2) is contacted with an overhead power supply network (1) for power receiving, the input end of a No. 1 DC/DC converter (13) is electrically connected with the output end of the pantograph (2), the output end of the No. 1 DC/DC converter (13) is connected with the input ends of a bidirectional DC/AC converter (5) and a No. 2 DC/DC converter (12) in parallel, and the switching of an output port can be realized through the control of a whole vehicle controller (3); the input end of a No. 2 DC/DC converter (12) is electrically connected with the output end of a No. 1 DC/DC converter (13), and the output end of the No. 2 DC/DC converter (12) is electrically connected with a charging port of a power battery (10); the input end of the bidirectional DC/AC converter (5) is electrically connected with the output end of the No. 1 DC/DC converter (13) and the charge and discharge port of the power battery (10), and the output end of the bidirectional DC/AC converter (5) is electrically connected with the power supply input port of the driving motor (4); the charging port of the power battery (10) is electrically connected with the output end of the No. 2 DC/DC converter (12), and the charging and discharging port of the power battery (10) is electrically connected with the input end of the bidirectional DC/AC converter (5);
the power transmission system (8) comprises a driving motor (4), an AMT (automated mechanical transmission) speed changer (6), a transmission shaft (7) and a rear drive axle (9); a power supply input port of the driving motor (4) is electrically connected with an output port of the bidirectional DC/AC converter (5), and an output shaft of the driving motor (4) is mechanically connected with an input shaft of the AMT transmission (6); an input shaft of the AMT transmission (6) is mechanically connected with an output shaft of the driving motor (4), and an output shaft of the AMT transmission (6) is mechanically connected with an input end of the transmission shaft (7); the input end of the transmission shaft (7) is mechanically connected with the output shaft of the AMT transmission (6), and the output end of the transmission shaft (7) is mechanically connected with a main speed reducer on the rear drive axle (9).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110822708.5A CN113386588A (en) | 2021-07-21 | 2021-07-21 | Electric-electric hybrid power system for double-source trackless truck |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110822708.5A CN113386588A (en) | 2021-07-21 | 2021-07-21 | Electric-electric hybrid power system for double-source trackless truck |
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| CN113386588A true CN113386588A (en) | 2021-09-14 |
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| CN202110822708.5A Pending CN113386588A (en) | 2021-07-21 | 2021-07-21 | Electric-electric hybrid power system for double-source trackless truck |
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| GB202003677D0 (en) * | 2020-03-13 | 2020-04-29 | Hitachi Rail Ltd | Drive system for a railway vehicle |
| CN112248826A (en) * | 2020-12-21 | 2021-01-22 | 西南交通大学 | DC700V circuit topological structure of high-speed train emergency self-traveling system |
| CN112622646A (en) * | 2021-01-04 | 2021-04-09 | 中车青岛四方车辆研究所有限公司 | Whole vehicle control method suitable for bow net current collection system and bow net current collection system |
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2021
- 2021-07-21 CN CN202110822708.5A patent/CN113386588A/en active Pending
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103660967A (en) * | 2012-09-24 | 2014-03-26 | 通用电气公司 | Mobile transportation equipment with improved energy supplying mechanism and mobile transportation method |
| CN105189180A (en) * | 2013-05-08 | 2015-12-23 | 沃尔沃卡车集团 | Energy management system for a non-railbound vehicle |
| CN103754124A (en) * | 2014-01-24 | 2014-04-30 | 中国重汽集团济南动力有限公司 | Control system for electricity hybrid pure electric city-bus |
| CN105150864A (en) * | 2015-09-15 | 2015-12-16 | 江苏同芯电气科技有限公司 | Double-source trolley bus power system and control system |
| GB202003677D0 (en) * | 2020-03-13 | 2020-04-29 | Hitachi Rail Ltd | Drive system for a railway vehicle |
| CN112248826A (en) * | 2020-12-21 | 2021-01-22 | 西南交通大学 | DC700V circuit topological structure of high-speed train emergency self-traveling system |
| CN112622646A (en) * | 2021-01-04 | 2021-04-09 | 中车青岛四方车辆研究所有限公司 | Whole vehicle control method suitable for bow net current collection system and bow net current collection system |
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