CN114312336A

CN114312336A - Vehicle-mounted double-port power supply rescue and control system for multi-marshalling trolley bus

Info

Publication number: CN114312336A
Application number: CN202011041075.6A
Authority: CN
Inventors: 董其爱; 罗煌; 谢斌; 肖磊; 邹斌; 李京; 骆鹏; 刘雄伟
Original assignee: Hunan CRRC Zhixing Technology Co Ltd
Current assignee: Hunan CRRC Zhixing Technology Co Ltd
Priority date: 2020-09-28
Filing date: 2020-09-28
Publication date: 2022-04-12

Abstract

The invention discloses a vehicle-mounted double-port power supply rescue and control system of a multi-marshalling electric car, wherein the multi-marshalling electric car comprises a high-voltage loop, an energy storage system and a traction system corresponding to each marshalling, the head and tail carriages of the marshalling respectively form a bullet train, and the control system further comprises: the rescue jacks are electrically connected with the rescue ports on the motor cars respectively; the low-voltage control loop is used for starting the on-off of the high-voltage loop by judging whether a coil of a control unit connected with the rescue socket is electrified or not; and the interlocking circuit is connected into the high-voltage loop through the rescue jack and is used for disconnecting the energy storage system during rescue. The rescue control system can realize emergency power supply of the electric car, meet rescue operation of the electric car and avoid influence of electric car faults on road traffic.

Description

Vehicle-mounted double-port power supply rescue and control system for multi-marshalling trolley bus

Technical Field

The invention belongs to the field of urban traffic, and mainly relates to a vehicle-mounted double-port power supply rescue and control system for a multi-marshalling electric car.

Background

At present, all major cities in China face traffic problems such as traffic congestion and difficulty in traveling of people, and the problems are more prominent along with the urbanization development and the increase of the number of people. In order to solve the problem that the urban traffic volume can meet the future trend requirements of green, environmental protection and the like, the multi-marshalling new energy electric vehicle is produced by transportation.

The multi-marshalling new energy electric vehicle can meet the urban traffic capacity, can adapt to the requirements of the existing urban ground roads, and can directly run on the existing roads, but due to the characteristics of multi-marshalling, long vehicle body, large load capacity and the like, the multi-marshalling electric vehicle can seriously influence the running of other vehicles on the roads under the fault condition, thereby causing traffic jam. The scheme of the invention designs an external power supply interface and a vehicle-mounted power supply control loop on the multi-marshalling electric car, and when the vehicle-mounted power supply of the electric car breaks down, the external power supply supplies power and controls the electric car, so that the electric car can be driven slowly to return to the garage.

The multi-grouping new energy electric car driving system mainly adopts energy storage elements such as storage batteries and super capacitors to drive a car to run, and when the energy storage system breaks down, the car loses power and cannot run. Due to the characteristics of long vehicle body, large load capacity and the like, the rescue is carried out according to the traditional passenger car trailer mode, and corresponding rescue vehicles need to be customized, so that the cost is extremely high, and the method is not practical.

The Chinese invention discloses the following: CN110356260A, inventive name: a portable charging and supplementing device applied to electric vehicle road rescue is disclosed, and a vehicle energy storage system charging and supplementing device and a scheme are disclosed. The charging process of the conventional battery pack system is limited by a site, and the technical problems that the construction of the electric vehicle is not complete, the driving mileage is anxious, and the infrastructure such as a charging pile is incomplete are solved.

However, this method is not suitable for the case of multi-group electric trains with high requirements on traffic tension and transport capacity and transport efficiency in cities.

Disclosure of Invention

It is to be understood that both the foregoing general description and the following detailed description of the present disclosure are exemplary and explanatory and are intended to provide further explanation of the disclosure as claimed.

In order to solve the problem, the invention provides a vehicle-mounted power supply rescue and control system for solving the problem that a multi-marshalling electric car has a power supply fault.

The invention discloses a vehicle-mounted double-port power supply rescue and control system of a multi-marshalling electric car, wherein the multi-marshalling electric car comprises a high-voltage loop, an energy storage system and a traction system corresponding to each marshalling, and the head and tail carriages of each marshalling respectively form a motor car, and the control system is characterized by further comprising:

the rescue jacks are electrically connected with the rescue ports on the motor cars respectively;

the low-voltage control loop is used for starting the on-off of the high-voltage loop by judging whether a coil of a control unit connected with the rescue socket is electrified or not;

and the interlocking circuit is connected into the high-voltage loop through the rescue jack and is used for disconnecting the energy storage system during rescue.

Preferably, the invention further provides a vehicle-mounted double-port power supply rescue and control system for the multi-marshalling electric car, which is characterized in that,

the control unit comprises an energy storage contactor, is arranged between the high-voltage loop and the rescue socket and is used for disconnecting the high-voltage loop during rescue.

the interlock circuit further includes:

the normally closed contact of the first switch is connected with the coil of the second switch in series, the first switch is connected with the rescue jack, and the second switch is connected into the high-voltage loop between the energy storage system and the traction system; wherein the first switch is a normally closed contactor and the second switch is a normally open contactor.

the system further comprises:

and the digital quantity acquisition unit is connected with the rescue socket and is used for acquiring and monitoring the working state of the rescue socket.

the energy storage contactor is a normally open contactor.

The rescue control system can realize emergency power supply of the electric car, meet rescue operation of the electric car and avoid influence of electric car faults on road traffic.

Drawings

Embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. Reference will now be made in detail to the preferred embodiments of the present disclosure, examples of which are illustrated in the accompanying drawings. Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like parts. Further, although the terms used in the present disclosure are selected from publicly known and used terms, some of the terms mentioned in the specification of the present disclosure may be selected by the applicant at his or her discretion, the detailed meanings of which are described in relevant parts of the description herein. Furthermore, it is required that the present disclosure is understood, not simply by the actual terms used but by the meaning of each term lying within.

The above and other objects, features and advantages of the present invention will become apparent to those skilled in the art from the following detailed description of the present invention with reference to the accompanying drawings.

Figure 1 is a schematic view of the internal on-board high voltage circuit of a multi-consist electric train of the present invention;

fig. 2 is a schematic diagram of a multi-consist on-board low-voltage rescue control loop of the present invention.

Reference numerals

11-first traction System

12-second traction System

13-energy storage system

14, 15, 20-rescue opening

21-accumulator cell

22-DI acquisition unit

Detailed Description

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings used in the description of the embodiments will be briefly introduced below. It is obvious that the drawings in the following description are only examples or embodiments of the application, from which the application can also be applied to other similar scenarios without inventive effort for a person skilled in the art. Unless otherwise apparent from the context, or otherwise indicated, like reference numbers in the figures refer to the same structure or operation.

As used in this application and the appended claims, the terms "a," "an," "the," and/or "the" are not intended to be inclusive in the singular, but rather are intended to be inclusive in the plural unless the context clearly dictates otherwise. In general, the terms "comprises" and "comprising" merely indicate that steps and elements are included which are explicitly identified, that the steps and elements do not form an exclusive list, and that a method or apparatus may include other steps or elements.

The relative arrangement of the components and steps, the numerical expressions, and numerical values set forth in these embodiments do not limit the scope of the present application unless specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description. Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate. In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.

In the description of the present application, it is to be understood that the orientation or positional relationship indicated by the directional terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal" and "top, bottom", etc., are generally based on the orientation or positional relationship shown in the drawings, and are used for convenience of description and simplicity of description only, and in the case of not making a reverse description, these directional terms do not indicate and imply that the device or element being referred to must have a particular orientation or be constructed and operated in a particular orientation, and therefore, should not be considered as limiting the scope of the present application; the terms "inner and outer" refer to the inner and outer relative to the profile of the respective component itself.

Spatially relative terms, such as "above … …," "above … …," "above … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial relationship to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary term "above … …" can include both an orientation of "above … …" and "below … …". The device may be otherwise variously oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

It should be noted that the terms "first", "second", and the like are used to define the components, and are only used for convenience of distinguishing the corresponding components, and the terms have no special meanings unless otherwise stated, and therefore, the scope of protection of the present application is not to be construed as being limited. Further, although the terms used in the present application are selected from publicly known and used terms, some of the terms mentioned in the specification of the present application may be selected by the applicant at his or her discretion, the detailed meanings of which are described in relevant parts of the description herein. Further, it is required that the present application is understood not only by the actual terms used but also by the meaning of each term lying within.

Due to the characteristics of long vehicle body, large load capacity and the like, the multi-group electric vehicle is generally designed to have double-end running capability.

According to the vehicle-mounted double-port power supply rescue system for the electric car, an external power supply driving vehicle-mounted high-voltage power supply loop is designed on the double-end car head, and meanwhile, an original vehicle-mounted power supply is isolated, so that the purpose that any external end supplies power to drive the electric car to run is achieved.

Most of the existing smart rail electric vehicles are composed of three carriages, the carriages are connected by adopting a hinge device, a large amount of low-voltage electrical equipment is installed on each carriage, the vehicles comprise a head carriage and a tail carriage, the head carriage and the tail carriage are symmetrical and are respectively a Motor Car 1 and a Motor Car 2 (Motor Car, hereinafter referred to as MC Car), namely, the MC1 Car and the MC2 Car both comprise cabs, the two cabs can control the vehicles to run, and the middle carriage is a trailer (trailer Car, hereinafter referred to as TC Car). The two MC1 carts and MC2 cart each include a set of motors and motor controllers.

Please refer to a schematic diagram of a multi-consist electric car-mounted high-voltage rescue circuit shown in fig. 1.

Fig. 1 illustrates a 3-consist electric vehicle using two sets of traction systems, the motor cars MC1 and MC2 using first and second traction systems 11 and 12, respectively, and the energy storage system 13 provided on the middle consist TC.

The first traction system 11 is isolated from the energy storage system 13 through a vehicle-mounted high-voltage main circuit contactor KZ1, and the second traction system 12 is isolated from the energy storage system 13 through a vehicle-mounted high-voltage main circuit contactor KZ 2.

For the power supply rescue and control system of the present application, on the basis of the above-mentioned conventional electric train, a rescue opening is opened, in the embodiment shown in fig. 1,

rescue openings

14 and 15 are opened respectively at the head and the tail of the three-marshalling electric train, that is, a

rescue opening

14 or 15 is correspondingly arranged at each of the motor trains MC1 or MC2, and the

rescue openings

14 and 15 are respectively connected to the first and second traction systems 11 and 12 through normally open switches K131 and K132.

In addition, a charging contactor K3 is added between the charging system 13 and the first and second traction systems 11 and 12.

Taking one of the rescue hatches 14 as an example, fig. 2 illustrates a schematic diagram of a low-voltage rescue control circuit provided outside the electric train.

The low-voltage rescue control loop is used for controlling the on-off of a contactor in the high-voltage rescue loop in the control diagram 1.

The circuit comprises a storage battery unit 21, a digital quantity acquisition unit, namely a DI acquisition unit 22, the contactor K13 connected in the electric car system, vehicle-mounted high-voltage main circuit contactors KZ1 and KZ2, and an energy storage interlocking relay K.

The battery unit 21 is electrically connected to the rescue opening 14 through the rescue opening 20. In addition, DI acquisition unit 22 is also electrically connected with rescue opening 14, and in addition, K13, KZ1 and KZ2 are all connected into a high-voltage main loop with reference to FIG. 1, and the electrical connection of energy storage interlock relay K is shown in FIG. 2.

Fig. 2 illustrates the relationship of the energy storage contactor K3 to the energy storage interlock relay K in fig. 1.

The normally closed contact of the energy storage interlocking relay K is connected with the coil of the energy storage contactor K3 in series. When the low-voltage rescue control loop shown in fig. 2 is plugged into the rescue interface, the coil of the low-voltage control energy storage interlocking relay K is electrified and attracted, and the coil of the energy storage contactor K3 is automatically disconnected, so that the energy storage system 13 in fig. 1 is disconnected with the whole circuit, and the uniqueness of external connection and internal power supply is ensured.

The working process of the system is described in detail below with reference to the above structure:

state 1: normal working state

In the normal working state of the electric vehicle, as shown in fig. 1, the vehicle-mounted energy storage system 13 supplies power, that is, the energy storage system 13 supplies power to the two traction systems 11 and 12 normally, and at the moment, the energy storage contactor K3 and the vehicle-mounted high-voltage main loop contactors KZ1 and KZ2 are closed; meanwhile, an energy storage contactor K13 is adopted to isolate

rescue mouths

14 and 15.

State 2: failure rescue state

When the energy storage system 13 shown in fig. 1 fails, the energy storage contactor K3 must be opened to isolate the energy storage system 13, at which time the electric vehicle loses power. An external energy storage system is required to provide a power supply from the rescue opening, so that the vehicle can be ensured to return to the field.

And a low-voltage rescue control loop shown in fig. 2 is connected, namely, the vehicle-mounted rescue system is provided with low-voltage rescue control at a rescue opening 14.

Taking the MC1 end as an example: when the electric car rescue opening 14 and the loop rescue opening 20 are connected in an inserting mode, the vehicle-mounted low-voltage storage battery unit 21 closes the high-voltage rescue loop through the rescue opening hard wire control contactor K13 and the low-voltage coils of the vehicle-mounted high-voltage main loop contactors KZ1 and KZ2, and power is provided for the electric car.

At this time, the D1 collecting unit 22 collects the state of the rescue opening, i.e. monitors whether the rescue opening is connected with an external power supply. The low-voltage coils of the normally-open control contactor K13, the vehicle-mounted high-voltage main loop contactors KZ1 and KZ2 are powered on and closed, the normally-closed energy storage contactor K3 is powered on and then disconnected with the energy storage system 13 in the figure 1, the power supply of the traction system 11 is supplied by the storage battery unit 21 in the figure 2 through the rescue opening 14, and therefore the whole system is supplied by the outside.

In order to ensure the uniqueness of an external power supply and a vehicle-mounted power supply during rescue, namely only one power supply can be used at the same time, an energy storage interlocking relay is arranged in a control circuit, and a normally closed contact of the energy storage interlocking relay K is connected with a coil of an energy storage contactor K3 in series. When the low-voltage rescue control loop shown in fig. 2 is plugged into the rescue interface, the coil of the low-voltage control energy storage interlocking relay K is electrified and attracted, and the coil of the energy storage contactor K3 is automatically disconnected, so that the energy storage system 13 in fig. 1 is disconnected with the whole circuit, and the uniqueness of external connection and internal power supply is ensured.

For a detailed explanation, return to fig. 1.

If under normal condition, vehicle high voltage signal provides normal operating signal, and energy storage contactor K3 closes this moment, and energy storage interlock relay K is normally closed, is supplied power by energy storage system 13 completely this moment and works.

If the rescue of taking place the trouble, rescue mouthful back of inserting, energy storage interlocking relay K gets the electricity, and the during operation is opened, and energy storage contactor K3 gets the circuit disconnection of electricity like this, guarantees that only the low pressure rescue return circuit that fig. 2 shows just normally works.

The three groups are taken as an example in the above embodiment, and under the idea, the method can also be popularized and applied to the aspects of multi-group or other vehicle-mounted rescue applications.

The vehicle-mounted double-port power supply rescue and control system for the multi-marshalling trolley has the following beneficial effects:

firstly, the scheme of the invention adopts a double-end locomotive rescue design, and a rescue power supply interface is selected at will according to the running direction of a vehicle;

secondly, the scheme of the invention adopts an external power supply rescue mode, and under the condition of the fault of the vehicle-mounted energy storage system, the vehicle can be quickly recovered to run only by providing the energy storage unit externally without a special vehicle trailer, so that the cost is low. In detail, when an external power supply is connected to the whole vehicle through a rescue opening, a low-voltage rescue control loop firstly checks an access signal, and controls the closing of a contactor in a high-voltage rescue loop through the access signal to control the connection of the external power supply and the vehicle;

thirdly, the scheme of the invention adopts the energy storage interlocking circuit, so that the uniqueness of energy storage and power supply is ensured, and the damage caused by inconsistent voltage of two sets of power supply systems is avoided.

Fourthly, the scheme of the invention adopts a rescue interface one key to control the high-voltage main loop, and is simple, convenient and quick.

Having thus described the basic concept, it will be apparent to those skilled in the art that the foregoing disclosure is by way of example only, and is not intended to limit the present application. Various modifications, improvements and adaptations to the present application may occur to those skilled in the art, although not explicitly described herein. Such modifications, improvements and adaptations are proposed in the present application and thus fall within the spirit and scope of the exemplary embodiments of the present application.

Also, this application uses specific language to describe embodiments of the application. Reference throughout this specification to "one embodiment," "an embodiment," and/or "some embodiments" means that a particular feature, structure, or characteristic described in connection with at least one embodiment of the present application is included in at least one embodiment of the present application. Therefore, it is emphasized and should be appreciated that two or more references to "an embodiment" or "one embodiment" or "an alternative embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, some features, structures, or characteristics of one or more embodiments of the present application may be combined as appropriate.

Similarly, it should be noted that in the preceding description of embodiments of the application, various features are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure aiding in the understanding of one or more of the embodiments. This method of disclosure, however, is not intended to require more features than are expressly recited in the claims. Indeed, the embodiments may be characterized as having less than all of the features of a single embodiment disclosed above.

Numerals describing the number of components, attributes, etc. are used in some embodiments, it being understood that such numerals used in the description of the embodiments are modified in some instances by the use of the modifier "about", "approximately" or "substantially". Unless otherwise indicated, "about", "approximately" or "substantially" indicates that the number allows a variation of ± 20%. Accordingly, in some embodiments, the numerical parameters used in the specification and claims are approximations that may vary depending upon the desired properties of the individual embodiments. In some embodiments, the numerical parameter should take into account the specified significant digits and employ a general digit preserving approach. Notwithstanding that the numerical ranges and parameters setting forth the broad scope of the range are approximations, in the specific examples, such numerical values are set forth as precisely as possible within the scope of the application.

Although the present application has been described with reference to the present specific embodiments, it will be recognized by those skilled in the art that the foregoing embodiments are merely illustrative of the present application and that various changes and substitutions of equivalents may be made without departing from the spirit of the application, and therefore, it is intended that all changes and modifications to the above-described embodiments that come within the spirit of the application fall within the scope of the claims of the application.

Claims

1. A vehicle-mounted double-port power supply rescue and control system of a multi-group electric vehicle, wherein the multi-group electric vehicle comprises a high-voltage loop, an energy storage system and a traction system corresponding to each group, and the head and tail carriages of the groups respectively form a motor car, and the control system is characterized by further comprising:

2. The on-board dual-port powered rescue and control system for multi-consist trams according to claim 1,

3. The on-board dual-port powered rescue and control system for multi-consist trams according to claim 2,

the interlock circuit further includes:

4. The multi-consist trolley on-board dual port powered rescue and control system of claim 3, further comprising:

5. The multi-consist trolley on-board dual-port powered rescue and control system of claim 4, wherein the energy storage contactor is a normally open contactor.