CN114435149B - Rail vehicle power supply control system and method and rail vehicle - Google Patents

Rail vehicle power supply control system and method and rail vehicle Download PDF

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Publication number
CN114435149B
CN114435149B CN202210224221.1A CN202210224221A CN114435149B CN 114435149 B CN114435149 B CN 114435149B CN 202210224221 A CN202210224221 A CN 202210224221A CN 114435149 B CN114435149 B CN 114435149B
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China
Prior art keywords
energy storage
storage system
power supply
pantograph
contactor
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CN202210224221.1A
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Chinese (zh)
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CN114435149A (en
Inventor
焦京海
刘铭
李艳昆
张愔
王淼
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CRRC Qingdao Sifang Co Ltd
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CRRC Qingdao Sifang Co Ltd
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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

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  • 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 power supply control system and method for a railway vehicle and the railway vehicle, comprising the following steps: the energy storage system is connected with the first pantograph through the DC/DC converter, and the first pantograph is used for being connected with the overhead contact system; 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 near one end of the energy storage system, and the second contactor is arranged near one end of the first charging bow; and the first contactor and the second contactor are connected in parallel and then connected with a high-voltage bus of the railway vehicle. The invention can realize the power supply crane through the energy storage system under the normal working condition, and the existing overhead line system is used for power supply crane under the working condition when the energy storage system or the charging pile fails; the stability requirement of the energy storage system and the charging pile can be effectively verified, and the normal operation of the railway vehicle is ensured.

Description

Rail vehicle power supply control system and method and rail vehicle
Technical Field
The invention relates to the technical field of power supply control of railway vehicles, in particular to a power supply control system and method of a railway vehicle and the railway vehicle.
Background
The statements in this section merely provide background information related to the present disclosure and may not necessarily constitute prior art.
The overhead contact system is a power transmission line erected along the overhead of a track line and is used for conveying power supply current to a railway vehicle. When a single overhead contact system is adopted for power supply, once the overhead contact system fails, the power supply system of the railway vehicle can be powered off to fail until the overhead contact system is recovered to be normal, and the normal operation of the railway vehicle is affected.
The prior art discloses a mode of jointly supplying power to an energy storage system and a contact net, however, the power supply of the contact net and the power supply of the energy storage system exist as two completely independent power supply modes, the power supply of the contact net is used in a region with the contact net, and the power supply of the energy storage system is used as emergency traction power supply in a region without the contact net.
Currently, netless operation is a trend in current rail vehicle development, and therefore, more and more rail vehicle projects begin to attempt to use ways of energy storage system power supply and are equipped with dedicated charging piles.
However, since the reliable driving data of the railway vehicle powered by the energy storage system is less and most of the railway vehicle is in a starting stage, the stability and the reliability of the power supply operation of the energy storage system cannot be verified; there is also little research in the prior art concerning the stability and reliability verification of the power-operated operation of energy storage systems.
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, and utilize the existing overhead line system to supply power under the fault working conditions of the energy storage system or a special charging pile, and simultaneously, when the existing overhead line system supplies power, the regenerative braking energy of the vehicle can be fully utilized to recycle and charge the energy storage system, so that the power supply time of the existing overhead line system is shortened, and the energy utilization rate of the vehicle is improved; meanwhile, the system and the method can effectively verify the running stability and the reliability of the energy storage system combined with the charging pile for power supply of the vehicle on the premise of not influencing the normal running of the vehicle.
According to a first aspect of an embodiment of the present invention, there is provided a rail vehicle power supply control system including: the energy storage system is connected with the first pantograph through the DC/DC converter, and the first pantograph is used for being connected with the overhead contact system; 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 near one end of the energy storage system, and the second contactor is arranged near one end of the first charging bow; and the first contactor and the second contactor are connected in parallel and then connected with a high-voltage bus of the railway vehicle.
According to a second aspect of the embodiment of the present invention, there is provided a method for controlling power supply to a railway vehicle, the method being based on the system described above, the method comprising:
under normal working conditions, the energy storage system is charged by connecting the second pantograph with the charging pile; after the charging is completed, the second pantograph falls down, and the energy storage system supplies power to realize vehicle traction;
when the energy storage system cannot normally supply power, vehicle traction power supply is realized through the contact net; if the surplus power supply capacity is still available, the voltage of the overhead line system 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 voltage of the high-voltage bus is reduced by the DC/DC converter to charge the energy storage system;
and when the SOC value of the energy storage system reaches a set threshold value, switching to power supply of the energy storage system.
According to a third aspect of the embodiment of the invention, there is provided a railway vehicle, including the above-mentioned railway vehicle power supply control system; or, by adopting the power supply control method for the railway vehicle, the power supply control for the railway vehicle is realized, 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 invention can realize the power supply crane through the energy storage system under the normal working condition, and the existing overhead line system is used for power supply crane under the working condition when the energy storage system or the charging pile fails; the stability requirement of the energy storage system and the charging pile can be effectively verified, and the normal operation of the railway vehicle is ensured.
(2) When the existing contact network is used for supplying power and driving, the vehicle regenerative braking energy is fully utilized to recycle the energy storage system for charging, the current situation that the power supply capacity of the existing contact network is limited by simply using the existing contact network 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 vehicle energy utilization rate is improved.
(3) By the control method, the vehicle is compatible with the power supply of the overhead line system and the power supply of the energy storage system, and the normal operation of the vehicle is not affected by the fault state through state switching. The vehicle is operated under the circulation working condition of 'energy storage system power supply (1 round trip) +pantograph power supply (1 round trip, mainly for charging the energy storage system, after full charge, the energy storage system power supply is switched into again)', the frequency of the energy storage system power supply is ensured, the energy storage system is charged and discharged repeatedly, and the effectiveness and the reliability of the energy storage system power supply can be verified.
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 diagram of a power supply control system of a rail vehicle compatible with a catenary and an energy storage system in an embodiment of the present invention;
fig. 2 is a schematic diagram of a second charging bow-up state in an embodiment of the present invention;
fig. 3 is a schematic diagram of a first charging bow-up state in an 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 present application. 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 in accordance with the present application. As used herein, unless the context clearly indicates otherwise, the singular forms also are intended to include the plural forms, and furthermore, it is to be understood that the terms "comprises" and "comprising" and any variations thereof are intended to cover non-exclusive inclusions, such as, for example, processes, methods, systems, products or devices that comprise a series of steps or units, are not necessarily limited to those steps or units that are expressly listed, but may include other steps or units that are not expressly listed or inherent to such processes, methods, products or devices.
Embodiments of the invention and features of the embodiments may be combined with each other without conflict.
Example 1
In one or more embodiments, a rail vehicle power supply control system is disclosed that is compatible with catenary power supply and energy storage system power supply, and in combination with fig. 1, 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 connecting with the overhead line system through the lifting pantograph; 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 a charging pile connected with the lifting pantograph.
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 during 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 the railway vehicle, and the high-voltage bus is used for supplying power to a vehicle traction converter, an auxiliary converter, an air conditioning system and other systems.
In this embodiment, only one of the first contactor KM1 and the second contactor KM2 can be closed and turned on at the same time, and both the contactors KM1 and KM2 are controlled to be closed or opened by the DC/DC converter.
Referring to fig. 1, when the first pantograph is connected with the overhead contact system, the DC/DC converter detects that the overhead contact system voltage exists on the (1) side, automatically opens the second contactor KM2, and closes the first contactor KM1;
when the energy storage system is normally put into operation, the DC/DC detects that the output voltage of the energy storage system exists on the side (2), and automatically controls the second contactor KM2 to be closed; or, after receiving the DC/DC input instruction, automatically closing the second contactor KM2, and after receiving the DC/DC shutdown instruction, automatically controlling the second contactor KM2 to be disconnected; of course, the contacts KM1 and KM2 may be controlled to be closed or opened by manually providing a DC/DC operation command.
In the embodiment, the energy storage system can completely meet the traction braking requirement of the railway vehicle; under normal working conditions, power is supplied through an energy storage system, and the first pantograph descends; the first contactor KM1 is opened, and the second contactor KM2 is closed; referring to fig. 2, the first pantograph is in a reduced-pantograph state and does not draw power from the existing overhead line system; the energy storage system directly outputs the vehicle high-voltage bus through the second contactor KM2 and can also completely absorb the regenerative braking energy of the vehicle.
And charging the energy storage system by using the second pantograph in the charging pile area, providing auxiliary power for the vehicle, and lowering the second pantograph after the charging is completed. In order to ensure driving safety, when the second pantograph does not drop, the vehicle cannot realize traction, so that the second pantograph can be prevented from falling into the existing contact network area.
In this embodiment, when the energy storage system cannot normally supply power (including a charging pile fault, a part of power battery faults of the energy storage system, or all of power battery faults of the energy storage system), the second pantograph falls, the first pantograph rises to be connected with the overhead contact system, the first contactor is closed, and the second contactor is opened. Referring to fig. 3, at this time, the existing catenary supplies power to the vehicle through the first pantograph.
When the charging pile fails, if the existing contact network meets the traction power supply requirement of the vehicle, the surplus power supply capacity is still available, and the energy storage system can be charged by utilizing the partial power supply capacity, namely, the energy storage system is charged by DC/DC voltage reduction. If the surplus power supply capacity is small after the contact net meets the traction power supply requirement of the train, the DC/DC can be set to be not started for charging.
The conventional overhead line system voltage is rated DC1500V (DC 1000V-1950V), and the DC/DC detects the overhead line system voltage in real time and performs charging control according to the overhead line system voltage. For example: the voltage of the energy storage system is DC1350V (DC 1200-1500V), when the voltage is higher than 1550V, the DC/DC starts the 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 for charging, the capacity of the overhead contact system is fully utilized, and the time for supplementing 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 the high-voltage bus of the vehicle is high and can rise rapidly, when the DC/DC receives a braking instruction, the voltage of the high-voltage bus starts to be monitored, and when the voltage of the high-voltage bus is higher than 1550V, the voltage reduction is started to charge the power battery. The DC/DC is configured according to the braking peak power, and the regenerative braking energy can be fully recovered to the energy storage system for charging, so that the energy storage system can realize quick power supply by utilizing the braking working condition.
In the embodiment, the brake resistor is eliminated; by setting the SOC value of the energy storage system, the energy storage system SOC value is assumed to be 25% -85%, the once-through energy storage system can be calculated or actually measured to supplement 10% of electric quantity, when the SOC of the energy storage system reaches 75%, a driver is prompted that a power battery is about to be fully charged, a power supply mode of the energy storage system is switched at a terminal station of the journey, and the situation that braking energy cannot absorb the overvoltage protection of the whole vehicle after the energy storage system is fully charged is avoided; it should be noted that in this case, the power supply mode of the energy storage system, the vehicle is not allowed to enter the charging pile area; and after the fault of the charging pile is eliminated, switching to power supply of the normal energy storage system.
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 falling state, the first pantograph is lifted, the first contactor KM1 is closed, and the second contactor KM2 is opened; the vehicle enters a contact net 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 during the braking working condition, and part of mechanical braking is increased.
If all the power battery packs of the energy storage system are in failure, the vehicle loses power, the second pantograph is in a pantograph-falling state, the first pantograph is lifted, the first contactor KM1 is closed, and the second contactor KM2 is opened. At the moment, the vehicle enters a pure contact net power supply mode; when the vehicle is in a braking working condition, the electric braking is not applied, and the vehicle is in mechanical braking, and because the working condition is less and only in an extreme working condition, the normal running of the railway vehicle can not be influenced.
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 contact network area. The operation working condition is set, and the first pantograph is used under an emergency working condition, so that misoperation can be avoided.
According to the rail vehicle power supply control system, conventional energy storage system power supply driving can be achieved, existing contact net driving is supported under the fault working condition of the energy storage system or the special charging pile, the stability requirements of the energy storage system and the charging pile can be effectively verified, and meanwhile normal operation of the rail vehicle is guaranteed. When the existing contact network is used for supplying power and driving, the vehicle regenerative braking energy is fully utilized to recycle the energy storage system for charging, the current situation that the power supply capacity of the existing contact network is limited by simply using the existing contact network 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 meanwhile, the vehicle energy utilization rate is improved.
Example two
In one or more embodiments, a method for controlling power supply to a rail vehicle is disclosed, where the method is based on the rail vehicle power supply control system according to the first embodiment, and the specific method includes:
under normal working conditions, the energy storage system is charged by connecting the second pantograph with the charging pile; after the charging is completed, the second pantograph falls down, and the energy storage system supplies power to realize vehicle traction;
when the energy storage system cannot normally supply power, vehicle traction power supply is realized through the contact net; if the surplus power supply capacity is still available, the voltage of the overhead line system 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 voltage of the high-voltage bus is reduced by the DC/DC converter to charge the energy storage system;
and when the SOC value of the energy storage system reaches a set threshold value, switching to power supply of the energy storage system.
The specific implementation of the above method has been described in the first embodiment, and will not be described in detail here.
In addition, by the rail vehicle power supply control system according to the first embodiment, the reliability and stability of the rail vehicle running 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 at the same time, 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 aspects of the present invention and not for limiting the same, and although the present invention has been described in detail with reference to the above embodiments, it should be understood by those of ordinary skill in the art that: modifications and equivalents may be made to the specific embodiments of the invention without departing from the spirit and scope of the invention, which is intended to be covered by the claims.

Claims (8)

1. A rail vehicle power supply control system, comprising: the energy storage system is connected with the first pantograph through the DC/DC converter, and the first pantograph is used for being connected with the overhead contact system; 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 near one end of the first charging bow, and the second contactor is arranged near one end of the energy storage system; the first contactor and the second contactor are connected in parallel and then connected with a high-voltage bus of the railway vehicle; a unidirectional diode is connected between the first pantograph and the DC/DC converter;
under normal working conditions, power is supplied through an energy storage system, and the first pantograph descends; the first contactor is opened, and the second contactor is closed;
when the energy storage system cannot normally supply power, the second pantograph falls, the first pantograph rises to be connected with the contact net, the first contactor is closed, and the second contactor is opened.
2. The power supply control system of a railway vehicle as claimed in claim 1, wherein the second pantograph is connected with the charging pile for charging the energy storage system under normal working conditions; after the charging is completed, the second pantograph falls down, and the energy storage system supplies power to realize vehicle traction.
3. The railway vehicle power supply control system according to claim 1, wherein when the energy storage system cannot normally supply power, vehicle traction power supply is realized through the contact net;
and if the surplus power supply capacity is still available, the voltage of the overhead line system is reduced through the DC/DC converter, and then the energy storage system is charged.
4. A rail vehicle power supply control system as claimed in claim 3, wherein the DC/DC converter monitors the high voltage bus voltage during vehicle braking conditions and when the high voltage bus voltage is above a set voltage value, the DC/DC converter steps down to charge the energy storage system; and when the SOC value of the energy storage system reaches a set threshold value, switching to power supply of the energy storage system.
5. The power supply control system for a railway vehicle according to claim 1, wherein the DC/DC converter automatically opens the second contactor and closes the first contactor when detecting that there is a catenary voltage at one end near the first pantograph; and when detecting that the contact net voltage does not exist at one end close to the first pantograph, automatically opening the first contactor.
6. The power supply control system of a railway vehicle as claimed in claim 1, wherein the DC/DC converter detects that an output voltage of the energy storage system exists at one end close to the energy storage system when the energy storage system is normally powered, 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.
7. A method of rail vehicle power supply control, the method being based on the system of claim 1, the method comprising:
under normal working conditions, the energy storage system is charged by connecting the second pantograph with the charging pile; after the charging is completed, the second pantograph falls down, and the energy storage system supplies power to realize vehicle traction;
when the energy storage system cannot normally supply power, vehicle traction power supply is realized through the contact net; if the surplus power supply capacity is still available, the voltage of the overhead line system 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 voltage of the high-voltage bus is reduced by the DC/DC converter to charge the energy storage system;
and when the SOC value of the energy storage system reaches a set threshold value, switching to power supply of the energy storage system.
8. A rail vehicle comprising the rail vehicle power supply control system of any one of claims 1-6; or, the power supply control method for the railway vehicle is adopted to realize the power supply control for the railway vehicle, and meanwhile, the operation of the vehicle is verified to be stable and reliable when the energy storage system is used for independently supplying power.
CN202210224221.1A 2022-03-07 2022-03-07 Rail vehicle power supply control system and method and rail vehicle Active CN114435149B (en)

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