CN114435149A - Power supply control system and method for railway vehicle and railway vehicle - Google Patents

Power supply control system and method for railway vehicle and railway vehicle Download PDF

Info

Publication number
CN114435149A
CN114435149A CN202210224221.1A CN202210224221A CN114435149A CN 114435149 A CN114435149 A CN 114435149A CN 202210224221 A CN202210224221 A CN 202210224221A CN 114435149 A CN114435149 A CN 114435149A
Authority
CN
China
Prior art keywords
energy storage
storage system
power supply
pantograph
contactor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN202210224221.1A
Other languages
Chinese (zh)
Other versions
CN114435149B (en
Inventor
焦京海
刘铭
李艳昆
张愔
王淼
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CRRC Qingdao Sifang Co Ltd
Original Assignee
CRRC Qingdao Sifang Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by CRRC Qingdao Sifang Co Ltd filed Critical CRRC Qingdao Sifang Co Ltd
Priority to CN202210224221.1A priority Critical patent/CN114435149B/en
Publication of CN114435149A publication Critical patent/CN114435149A/en
Application granted granted Critical
Publication of CN114435149B publication Critical patent/CN114435149B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/53—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • 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
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • 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
    • B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • 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
    • 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
    • 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
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/12—Buck converters
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a rail vehicle power supply control system, a rail vehicle power supply control method and a rail vehicle, wherein the rail vehicle power supply control system comprises the following steps: the energy storage system is connected with a first pantograph through a DC/DC converter, and the first pantograph is used for being connected with a contact network; the energy storage system is connected with a second pantograph, and the second pantograph is used for being connected with a charging pile; the DC/DC converter includes: the first contactor is arranged at one end close to the energy storage system, and the second contactor is arranged at one end close to the first charging bow; and the first contactor and the second contactor are connected in parallel and then are connected with a high-voltage bus of the railway vehicle. The energy storage system can realize power supply and driving through the energy storage system under normal working conditions, and depends on the existing contact network to supply power and drive the vehicle under the working conditions when the energy storage system or the charging pile is in failure; can enough effectively verify the stability demand of energy storage system and charging pile, guarantee rail vehicle's normal operation simultaneously.

Description

Power supply control system and method for railway vehicle and railway vehicle
Technical Field
The invention relates to the technical field of power supply control of rail vehicles, in particular to a power supply control system and method for a rail vehicle and the rail vehicle.
Background
The statements in this section merely provide background information related to the present disclosure and may not necessarily constitute prior art.
The contact net is a transmission line erected along the overhead of a track line and used for transmitting power supply current to a track vehicle. When adopting single contact net power supply, in case the contact net breaks down, can cause rail vehicle's power supply system to take place the outage trouble and just can supply power after the contact net resumes, influence rail vehicle's normal operating.
The prior art discloses a mode of jointly supplying power to an energy storage system and a contact network, but the power supply of the contact network and the power supply of the energy storage system exist as two completely independent power supply modes, the power supply of the contact network is used in an area with the contact network, and the power supply of the energy storage system is used as emergency traction power supply in an area without the contact network.
At present, the operation without a grid is the development trend of the rail vehicles at present, so more and more rail vehicle projects start to try a mode of supplying power by using an energy storage system and are provided with special charging piles.
However, the rail vehicle powered by the energy storage system has less reliable driving data and is mostly in a starting stage, so that the stability and reliability of the power supply operation of the energy storage system cannot be verified; the prior art does not have many researches on the stability and reliability verification of the power supply operation of the energy storage system.
Disclosure of Invention
In order to solve the problems, the invention provides a power supply control system and method for a railway vehicle and the railway vehicle, which can realize power supply through an energy storage system under normal working conditions, utilize the existing contact network to supply power under the fault working condition of the energy storage system or a special charging pile, and can fully utilize regenerative braking energy of the vehicle to recover and charge the energy storage system when the existing contact network supplies power, thereby shortening the power supply time of the existing contact network and improving the energy utilization rate of the vehicle; meanwhile, the system and the method can effectively verify the operation stability and reliability of the energy storage system for supplying power to the vehicle by combining with the charging pile on the premise of not influencing the normal operation of the vehicle.
According to a first aspect of the embodiments of the present invention, there is provided a rail vehicle power supply control system, including: the energy storage system is connected with a first pantograph through a DC/DC converter, and the first pantograph is used for being connected with a contact network; the energy storage system is connected with a second pantograph, and the second pantograph is used for being connected with a charging pile;
the DC/DC converter includes: the first contactor is arranged at one end close to the energy storage system, and the second contactor is arranged at one end close to the first charging bow; and the first contactor and the second contactor are connected in parallel and then are connected with a high-voltage bus of the railway vehicle.
According to a second aspect of the embodiment of the invention, a rail vehicle power supply control method is provided, and the method is based on the system, and the method comprises the following steps:
under normal working conditions, the second pantograph is connected with the charging pile to charge the energy storage system; after charging is finished, the second pantograph is lowered, and the energy storage system supplies power to realize vehicle traction;
when the energy storage system can not normally supply power, the traction power supply of the vehicle is realized through a contact network; if the surplus power supply capacity still exists, the voltage of the contact network is reduced through the DC/DC converter, and then the energy storage system is charged; when the vehicle is in a braking working condition, the DC/DC converter monitors the voltage of the high-voltage bus, and when the voltage of the high-voltage bus is higher than a set voltage value, the DC/DC converter reduces the voltage to charge the energy storage system;
and when the SOC value of the energy storage system reaches a set threshold value, switching to supply power to the energy storage system.
According to a third aspect of the embodiments of the present invention, there is provided a rail vehicle, including the rail vehicle power supply control system described above; or, the power supply control method for the rail vehicle is adopted to realize the power supply control for the rail vehicle, and meanwhile, whether the operation of the vehicle is stable and reliable when the energy storage system supplies power independently is verified.
Compared with the prior art, the invention has the beneficial effects that:
(1) the energy storage system can realize power supply and driving through the energy storage system under normal working conditions, and depends on the existing contact network to supply power and drive the vehicle under the working conditions when the energy storage system or the charging pile is in failure; can enough effectively verify the stability demand of energy storage system and charging pile, guarantee rail vehicle's normal operation simultaneously.
(2) When the existing contact network supplies power for driving, the regenerative braking energy of the vehicle is fully recycled to charge the energy storage system, the current situation that the power supply capacity of the existing contact network is limited when the existing contact network is used singly is effectively solved, the charging speed of the energy storage system is accelerated, the power supply time of the existing contact network is shortened, and the energy utilization rate of the vehicle is improved.
(3) By the control method, the vehicle is compatible with the power supply of a contact network and the power supply of an energy storage system, and the normal operation of the vehicle is not influenced by the fault state through state switching. The vehicle runs under the circulating working condition of 'energy storage system power supply (1 round trip) + pantograph power supply (1 round trip, mainly charging the energy storage system, and switching to the energy storage system power supply after being fully charged'), so that the power supply frequency of the energy storage system is ensured, and the validity and the reliability of the energy storage system power supply can be verified through repeated circulating charge and discharge of the energy storage system.
Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
Fig. 1 is a schematic structural diagram of a power supply control system of a railway vehicle compatible with a catenary and an energy storage system in an embodiment of the invention;
FIG. 2 is a diagram illustrating a second charging pantograph state according to an embodiment of the present invention;
fig. 3 is a schematic diagram of a first charging pantograph state in the embodiment of the present invention.
Detailed Description
It should be noted that the following detailed description is exemplary and is intended to provide further explanation of the disclosure. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments according to the present application. As used herein, the singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise, and it should be understood that the terms "comprises" and "comprising", and any variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
The embodiments and features of the embodiments of the present invention may be combined with each other without conflict.
Example one
In one or more embodiments, a rail vehicle power supply control system is disclosed, and the system is compatible with a catenary power supply and an energy storage system power supply, and with reference to fig. 1, the system specifically includes: the energy storage system is connected with the first pantograph through the DC/DC converter, and the first pantograph is used as a standby pantograph and is used for being connected with a contact network through the pantograph lifting; the energy storage system is directly connected with the second pantograph, and the second pantograph is used as a charging pantograph and is used for charging the energy storage system through the lifting pantograph connection charging pile.
In this embodiment, the DC/DC converter is a unidirectional step-down DC/DC circuit, and a unidirectional diode is connected between the first pantograph and the DC/DC converter, so that regenerative braking energy cannot be fed back to the catenary under a braking condition.
The DC/DC converter includes: a first contactor KM1 near one end of the energy storage system, and a second contactor KM2 near one end of the first charging bow; the first contactor KM1 and the second contactor KM2 are connected in parallel and then connected with a high-voltage bus of a railway vehicle, and the high-voltage bus supplies power to systems such as a vehicle traction converter, an auxiliary converter and an air conditioning system.
In this embodiment, the first contactor KM1 and the second contactor KM2 can be turned on by only one switch at a time, and the contactors KM1 and KM2 are both controlled by a DC/DC converter to be turned on or off.
With reference to fig. 1, when the first pantograph lifting bow is connected to the catenary, the DC/DC converter detects that there is catenary voltage at the first side, automatically opens the second contactor KM2, and closes the first contactor KM 1;
when the energy storage system is normally switched in, the DC/DC detects that the output voltage of the energy storage system exists at the second side, and the second contactor KM2 is automatically controlled to be closed; or the second contactor KM2 is automatically closed after the DC/DC input command is received, and the second contactor KM2 is automatically controlled to be opened after the DC/DC shutdown command is received; of course, the contactors KM1 and KM2 may be controlled to be closed or opened by manually providing DC/DC operation commands.
In the embodiment, the energy storage system can completely meet the traction braking requirement of the railway vehicle; under a normal working condition, the first pantograph is lowered by supplying power through the energy storage system; the first contactor KM1 was opened and the second contactor KM2 was closed; referring to fig. 2, the first pantograph is in a pantograph lowering state, and power is not taken from an existing overhead line system; the energy storage system directly outputs to the high-voltage bus of the vehicle through the second contactor KM2, and can also completely absorb the regenerative braking energy of the vehicle.
Utilize the second pantograph to rise the bow in charging pile district and charge for energy storage system, provide the vehicle auxiliary power consumption simultaneously, after the completion of charging, the second pantograph falls the bow. In order to ensure driving safety, when the second pantograph does not fall, the vehicle cannot realize traction, so that the second pantograph does not fall into the existing contact network area.
In this embodiment, when energy storage system can't normally supply power (including filling electric pile trouble, energy storage system department power battery group trouble or the whole power battery group trouble of energy storage system), the bow is fallen to the second pantograph, and first pantograph rises the bow to be connected with the contact net, and first contactor is closed, and the disconnection of second contactor. Referring to fig. 3, at this time, the existing contact net supplies power to the vehicle through the first pantograph.
When filling the electric pile trouble, if existing contact net satisfies still surplus power supply capacity after the vehicle pulls the power supply demand, usable this partial power supply capacity charges for energy storage system, charges for energy storage system through DC/DC step-down promptly. If the surplus power supply capacity is very small after the contact network meets the traction power supply requirement of the train, the DC/DC can be set to be charging without starting.
The conventional contact net voltage is rated DC1500V (DC 1000V-1950V), the DC/DC detects the contact net voltage in real time, and charging control is carried out according to the contact net voltage. For example: the voltage of the energy storage system is DC1350V (DC 1200-1500V), and when the voltage is higher than 1550V, the DC/DC starts a step-down charging function to charge the energy storage system according to the existing strategy; when the voltage is lower than 1550V, the DC/DC is cut off to charge, the capability of a contact net is fully utilized, and the time for replenishing the electric quantity of the energy storage system is shortened.
Under the braking working condition, the main circuit is provided with a diode, so that energy cannot be fed back to the contact network. During braking, the voltage of a vehicle high-voltage bus is high and can be rapidly raised, when the DC/DC receives a braking instruction, the monitoring of the voltage of the high-voltage bus is started, and when the voltage of the high-voltage bus is higher than 1550V, the voltage reduction is started to charge the power battery. Because the DC/DC is configured according to the braking peak power, the regenerative braking energy can be completely recycled to charge the energy storage system, and therefore the energy storage system can realize quick power supplement by using the braking working condition.
In the embodiment, a braking resistance is prepared; by setting the SOC value of the energy storage system, assuming that the utilization range of the SOC value of the energy storage system is 25% -85%, 10% of electric quantity can be supplemented by the one-time single-pass energy storage system through calculation or actual measurement, when the SOC of the energy storage system reaches 75%, prompting that a driver power battery is about to be fully charged, switching the power supply mode of the energy storage system at a terminal station of the process, and avoiding the situation that the braking energy cannot absorb the overvoltage protection of the whole vehicle after the energy storage system is fully charged; it should be noted that in the energy storage system power supply mode in this case, the vehicle is not allowed to enter the charging pile area; and after the fault of the charging pile is eliminated, the charging pile is switched to a normal energy storage system for supplying power.
If the power battery pack of the energy storage system is partially failed, the normal operation requirement cannot be met. The second pantograph is in a pantograph descending state, the first pantograph ascends, the first contactor KM1 is closed, and the second contactor KM2 is in an open state; the vehicle enters a contact network power supply mode; in order to ensure that the regenerative braking feedback energy does not exceed the charging capacity value of the energy storage system, the electric braking capacity is reduced and partial mechanical braking is increased under the braking working condition.
If the power battery pack of the energy storage system is totally in fault, the vehicle loses power, the second pantograph is in a pantograph descending state, the first pantograph ascends, the first contactor KM1 is closed, and the second contactor KM2 is disconnected. At the moment, the vehicle enters a pure contact network power supply mode; when the rail vehicle is braked, the vehicle does not apply electric braking, and is completely mechanically braked.
In this embodiment, when the first pantograph is used, the vehicle cannot enter the charging pile area; when the second pantograph is used, the vehicle cannot enter the existing net area. Set for by the operation operating mode, belong to emergent operating mode when using first pantograph, can avoid the maloperation.
This embodiment rail vehicle power supply control system can realize the driving of conventional energy storage system power supply, and energy storage system or special charging pile rely on existing contact net driving under the trouble operating mode, can enough effectively verify energy storage system and fill the stability demand of electric pile, guarantee rail vehicle's normal operation simultaneously. When the existing contact network supplies power for driving, the regenerative braking energy of the vehicle is fully recycled to charge the energy storage system, the current situation that the power supply capacity of the existing contact network is limited when the existing contact network is used alone is effectively solved, the charging speed of the energy storage system is accelerated, the power supply time of the existing contact network is shortened, and the energy utilization rate of the vehicle is improved.
Example two
In one or more embodiments, a rail vehicle power supply control method is disclosed, which is based on the rail vehicle power supply control system described in the first embodiment, and the specific method includes:
under normal working conditions, the second pantograph is connected with the charging pile to charge the energy storage system; after charging is finished, the second pantograph is lowered, and the energy storage system supplies power to realize vehicle traction;
when the energy storage system cannot normally supply power, the traction power supply of the vehicle is realized through a contact network; if the surplus power supply capacity still exists, the voltage of the contact network is reduced through the DC/DC converter, and then the energy storage system is charged; when the vehicle is in a braking working condition, the DC/DC converter monitors the voltage of the high-voltage bus, and when the voltage of the high-voltage bus is higher than a set voltage value, the DC/DC converter reduces the voltage to charge the energy storage system;
and when the SOC value of the energy storage system reaches a set threshold value, switching to supply power to the energy storage system.
The specific implementation of the above method is described in the first embodiment, and is not described in detail here.
In addition, through the power supply control system for the rail vehicle of the first embodiment, the reliability and the stability of the operation of the rail vehicle under the power supply of the energy storage system can be effectively verified.
EXAMPLE III
In one or more embodiments, a rail vehicle is disclosed, comprising the rail vehicle power supply control system of example one; or, the power supply control method for the rail vehicle according to the second embodiment is adopted to realize power supply control for the rail vehicle, and meanwhile, whether the operation of the vehicle is stable and reliable when the energy storage system supplies power alone is verified.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solutions of the present invention and not for limiting the same, and although the present invention is described in detail with reference to the above embodiments, those of ordinary skill in the art should understand that: modifications and equivalents may be made to the embodiments of the invention without departing from the spirit and scope of the invention, which is to be covered by the claims.

Claims (10)

1. A rail vehicle power supply control system, comprising: the energy storage system is connected with a first pantograph through a DC/DC converter, and the first pantograph is used for being connected with a contact network; the energy storage system is connected with a second pantograph, and the second pantograph is used for being connected with a charging pile;
the DC/DC converter includes: the first contactor is arranged at one end close to the energy storage system, and the second contactor is arranged at one end close to the first charging bow; and the first contactor and the second contactor are connected in parallel and then are connected with a high-voltage bus of the railway vehicle.
2. The system of claim 1, wherein a unidirectional diode is coupled between the first pantograph and the DC/DC converter.
3. A power supply control system for a rail vehicle as claimed in claim 1 or claim 2, wherein under normal operating conditions, the first pantograph is pantograph-lowering, with power supplied by the energy storage system; the first contactor is opened, and the second contactor is closed;
when the energy storage system can not normally supply power, the second pantograph falls, the first pantograph rises and is connected with a contact network, the first contactor is closed, and the second contactor is disconnected.
4. The power supply control system for the railway vehicle as claimed in claim 3, wherein under normal operation, the second pantograph is connected with a charging pile to charge the energy storage system; after charging is completed, the second pantograph is lowered, and the energy storage system supplies power to realize vehicle traction.
5. The power supply control system for the rail vehicle as claimed in claim 3, wherein when the energy storage system cannot normally supply power, the traction power supply of the vehicle is realized through a contact network;
and if the surplus power supply capacity is still available, the voltage of the contact network is reduced through the DC/DC converter, and then the energy storage system is charged.
6. The rail vehicle power supply control system of claim 5, wherein during a braking condition of the vehicle, the DC/DC converter monitors the high-voltage bus voltage, and when the high-voltage bus voltage is higher than a set voltage value, the DC/DC converter steps down the voltage to charge the energy storage system; and when the SOC value of the energy storage system reaches a set threshold value, switching to supply power to the energy storage system.
7. A rail vehicle supply control system as claimed in claim 1 or 2, wherein the DC/DC converter automatically opens the second contactor and closes the first contactor when it detects the presence of catenary voltage near one end of the first pantograph; and when the fact that the voltage of the contact net does not exist at one end close to the first pantograph is detected, the first contactor is automatically disconnected.
8. A rail vehicle power supply control system as claimed in claim 1 or 2, wherein when the energy storage system is normally supplying power, the DC/DC converter detects that the output voltage of the energy storage system exists at one end close to the energy storage system, and automatically opens the first contactor and closes the second contactor;
or the DC/DC converter automatically controls the on-off of the first contactor and the second contactor according to the received control instruction.
9. A rail vehicle power supply control method, characterized in that the method is based on the system of claim 1, the method comprising:
under normal working conditions, the second pantograph is connected with the charging pile to charge the energy storage system; after charging is finished, the second pantograph is lowered, and the energy storage system supplies power to realize vehicle traction;
when the energy storage system can not normally supply power, the traction power supply of the vehicle is realized through a contact network; if the surplus power supply capacity still exists, the voltage of the contact network is reduced through the DC/DC converter, and then the energy storage system is charged; when the vehicle is in a braking working condition, the DC/DC converter monitors the voltage of the high-voltage bus, and when the voltage of the high-voltage bus is higher than a set voltage value, the DC/DC converter reduces the voltage to charge the energy storage system;
and when the SOC value of the energy storage system reaches a set threshold value, switching to supply power to the energy storage system.
10. A rail vehicle, characterized by comprising a rail vehicle power supply control system according to any one of claims 1 to 8; or, by adopting the rail vehicle power supply control method as claimed in claim 9, the power supply control of the rail vehicle is realized, and meanwhile, whether the operation of the vehicle is stable and reliable when the energy storage system supplies power alone is verified.
CN202210224221.1A 2022-03-07 2022-03-07 Rail vehicle power supply control system and method and rail vehicle Active CN114435149B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202210224221.1A CN114435149B (en) 2022-03-07 2022-03-07 Rail vehicle power supply control system and method and rail vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202210224221.1A CN114435149B (en) 2022-03-07 2022-03-07 Rail vehicle power supply control system and method and rail vehicle

Publications (2)

Publication Number Publication Date
CN114435149A true CN114435149A (en) 2022-05-06
CN114435149B CN114435149B (en) 2024-01-16

Family

ID=81358668

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202210224221.1A Active CN114435149B (en) 2022-03-07 2022-03-07 Rail vehicle power supply control system and method and rail vehicle

Country Status (1)

Country Link
CN (1) CN114435149B (en)

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102381202A (en) * 2011-08-17 2012-03-21 中国北车股份有限公司大连电力牵引研发中心 Urban rail vehicle power supply system and urban rail vehicle
CN203372079U (en) * 2013-06-24 2014-01-01 长春轨道客车股份有限公司 Motor train unit traction system powered by contact net and energy storing device in hybrid mode
CN103587426A (en) * 2012-08-13 2014-02-19 中国北车股份有限公司大连电力牵引研发中心 Light rail vehicle traction system
CN204304595U (en) * 2014-11-28 2015-04-29 北车大连电力牵引研发中心有限公司 The electric power system of railcar frequency control inverter
CN109435707A (en) * 2018-10-10 2019-03-08 中车大连机车车辆有限公司 The power supply circuit and railroad vehicle of railroad vehicle
CN109733199A (en) * 2019-01-17 2019-05-10 中铁第四勘察设计院集团有限公司 A kind of high_voltage isolation system applied to tramcar energy storage device
CN111668888A (en) * 2019-03-08 2020-09-15 中车大连电力牵引研发中心有限公司 Energy storage system of electric car
CN113682153A (en) * 2021-08-27 2021-11-23 中车青岛四方机车车辆股份有限公司 Dual-power-supply power supply control method and system based on pantograph and power battery

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102381202A (en) * 2011-08-17 2012-03-21 中国北车股份有限公司大连电力牵引研发中心 Urban rail vehicle power supply system and urban rail vehicle
CN103587426A (en) * 2012-08-13 2014-02-19 中国北车股份有限公司大连电力牵引研发中心 Light rail vehicle traction system
CN203372079U (en) * 2013-06-24 2014-01-01 长春轨道客车股份有限公司 Motor train unit traction system powered by contact net and energy storing device in hybrid mode
CN204304595U (en) * 2014-11-28 2015-04-29 北车大连电力牵引研发中心有限公司 The electric power system of railcar frequency control inverter
CN109435707A (en) * 2018-10-10 2019-03-08 中车大连机车车辆有限公司 The power supply circuit and railroad vehicle of railroad vehicle
CN109733199A (en) * 2019-01-17 2019-05-10 中铁第四勘察设计院集团有限公司 A kind of high_voltage isolation system applied to tramcar energy storage device
CN111668888A (en) * 2019-03-08 2020-09-15 中车大连电力牵引研发中心有限公司 Energy storage system of electric car
CN113682153A (en) * 2021-08-27 2021-11-23 中车青岛四方机车车辆股份有限公司 Dual-power-supply power supply control method and system based on pantograph and power battery

Also Published As

Publication number Publication date
CN114435149B (en) 2024-01-16

Similar Documents

Publication Publication Date Title
CN108162989B (en) Traction-assisted integrated vehicle-mounted energy storage system for urban rail transit vehicle
CN105398353B (en) A kind of rail transit locomotive power-supply system and its control method
CN110539640B (en) Power distribution system of vehicle and rail vehicle
EP3705336A1 (en) Rail traffic hybrid power circuit, energy storage power pack, and power supply method therefor
CN110834545B (en) Power supply system of guide rail electric car and control method thereof
CN108583327A (en) A kind of power management system of Double battery electric vehicle
CN113682153B (en) Dual-power supply control method and system based on pantograph and power battery
CN112659969A (en) Double-branch power battery control system and method
CN112622646A (en) Whole vehicle control method suitable for bow net current collection system and bow net current collection system
CN111532291A (en) Rail transit network-free self-walking double-output storage battery and bidirectional charger system
CN212447121U (en) Subway train activation circuit
CN212447128U (en) Emergency traction and auxiliary power supply energy storage system and power supply system for rail transit vehicle
CN112009250A (en) Subway vehicle train activation circuit and control method
CN110467092B (en) Elevator power failure emergency leveling device and power supply method thereof
CN111634192A (en) Vehicle dual-voltage energy recovery system and control method thereof
CN110116657A (en) The power supply system and method for rail vehicle
CN111775972A (en) High-reliability locomotive electric transmission system and control method thereof
CN114435149B (en) Rail vehicle power supply control system and method and rail vehicle
WO2023077982A1 (en) Uninterruptible power supply system for neutral section passing of power-centralized motor train unit trailer
CN110867944A (en) Regenerative braking energy management system and uninterruptible power supply system
CN212400970U (en) Asymmetric auxiliary power supply system for rail transit vehicle
CN212400920U (en) Non-net self-walking energy storage and high-frequency auxiliary converter system for rail transit
CN113085911A (en) Power-concentrated electric vehicle group and power supply control method thereof
CN112238876A (en) Emergency traction power supply control device
CN110962785A (en) Emergency power supply system and method for hydrogen energy automobile window

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant