CN117734741A

CN117734741A - Electric locomotive and power supply control system and method thereof

Info

Publication number: CN117734741A
Application number: CN202311546073.6A
Authority: CN
Inventors: 陈哲; 李晶; 王蕾; 白修玮; 曾凡军
Original assignee: CRRC Zhuzhou Locomotive Co Ltd
Current assignee: CRRC Zhuzhou Locomotive Co Ltd
Priority date: 2023-11-20
Filing date: 2023-11-20
Publication date: 2024-03-22

Abstract

The invention provides an electric locomotive and a power supply control system and a power supply control method thereof, wherein the power supply control system of the electric locomotive comprises a locomotive auxiliary system and a locomotive traction system, the locomotive auxiliary system comprises a first auxiliary converter and a locomotive auxiliary load, the locomotive auxiliary load comprises an air conditioner and/or a warm air blower, and the locomotive traction system comprises a traction motor and a traction converter; one end of the first auxiliary converter is electrically connected with the traction motor through the traction converter, the power supply control system of the electric locomotive further comprises a power storage battery, and the locomotive auxiliary system further comprises a first electric connection point and a first contactor; the other end of the first auxiliary converter is electrically connected with a first electric connection point through a normally open contact of the first contactor, and the output end of the power storage battery and the auxiliary load of the locomotive are electrically connected with the first electric connection point.

Description

Electric locomotive and power supply control system and method thereof

Technical Field

The invention belongs to the field of electric locomotives in the rail transit industry, and particularly relates to an electric locomotive and a power supply control method and system thereof.

Background

At the present stage, the electric locomotive cannot move in a section without a contact net, and the flexibility of the locomotive is not high enough; in addition, the current electric locomotive garage inner motor car (moving car) mainly supplies power to the locomotive through the garage inner power supplies positioned at the left side and the right side of the locomotive, the running distance has limitation, the garage inner motor car cannot be carried out when the garage inner power supply is not available, and meanwhile, the garage inner motor car also has the potential safety hazards that the cable of the power supply cable is excessively long, the cable is worn and the contact is not operated properly; in addition, the electric locomotive cannot supply power to indoor temperature adjusting devices (such as a cab air conditioner and a fan heater) in a skylight point and a fireless return mode, so that comfort of a driver and passenger environment is affected.

Disclosure of Invention

The invention aims to solve the problems that in-house motor cars cannot be carried out when the existing electric locomotive does not have an in-house power supply, and indoor temperature adjusting devices cannot be supplied with power to influence riding environment when a skylight point and a fireless return mode are adopted.

In order to solve the technical problems, the invention adopts the following technical scheme: the power supply control system of the electric locomotive comprises a locomotive auxiliary system and a locomotive traction system which is arranged corresponding to the locomotive auxiliary system, wherein the locomotive auxiliary system comprises a first auxiliary converter and a locomotive auxiliary load, the locomotive auxiliary load comprises an indoor temperature regulating device, and the locomotive traction system comprises a traction motor and a traction converter; one end of the first auxiliary current transformer is electrically connected with the traction motor through the traction current transformer:

the power supply control system of the electric locomotive further comprises a power storage battery, and the locomotive auxiliary system further comprises a first electric connection point and a first contactor;

the other end of the first auxiliary converter is electrically connected with a first electric connection point through a normally open contact of the first contactor, and the output end of the power storage battery and the auxiliary load of the locomotive are electrically connected with the first electric connection point.

Through the arrangement, the power storage battery can supply power for auxiliary loads of the locomotive, so that the indoor temperature adjusting device can be supplied with power in a skylight point and a fireless return mode, and the riding environment is improved. When the normally open contact of the first contactor is closed, the power storage battery can supply power for the traction motor through the first auxiliary converter, so that the in-warehouse motor car can be realized.

The technical scheme is as follows:

the locomotive traction system further comprises a power receiving device and a main breaker, wherein the power receiving device is electrically connected with the traction converter through the main breaker;

the power supply control system of the electric locomotive further comprises a power supply control unit, a selector switch and a C branch which is arranged corresponding to the locomotive auxiliary system; the input end of the selection switch is switchably and electrically connected with each output end of the selection switch;

the power supply control unit is provided with a charging indication input interface;

the input end of the selection switch is electrically connected with the first power supply end;

one end of the C branch is correspondingly and electrically connected with the corresponding output end of the selection switch, and the other end of the C branch is correspondingly and electrically connected with the corresponding charging indication input interface of the power supply control unit;

the auxiliary normally open contact of the main breaker of the locomotive traction system is arranged on a corresponding C-branch;

The power supply control unit is used for allowing the power storage battery to be charged when the signal state of any one of the charging indication input interfaces is consistent with the signal state of the first power supply end; the signal state is either high or low.

Through the arrangement, when the main circuit breaker is closed, namely, when the contact net supplies power to the locomotive through the pantograph, the traction storage battery can be charged, so that whether the main circuit breaker is closed or not is judged by judging whether the signal state of the charging indication input interface is consistent with the signal state of the first power supply end or not, and whether the power storage battery can be charged or not is judged.

The technical scheme is as follows:

the locomotive traction system further comprises a power receiving device, a main circuit breaker and an in-warehouse power contactor, wherein the power receiving device is electrically connected with the traction converter through the main circuit breaker;

the power supply control system of the electric locomotive further comprises a power supply control unit, a selector switch and a D branch which is arranged corresponding to the locomotive auxiliary system; the input end of the selection switch is switchably and electrically connected with each output end of the selection switch; the power supply control unit is provided with a discharge indication input interface;

One end of the D branch is correspondingly and electrically connected with the corresponding output end of the selection switch, and the other end of the D branch is correspondingly and electrically connected with the corresponding discharge indication input interface of the power supply control unit;

the first contactor normally-closed contact, the main breaker auxiliary normally-closed contact and the auxiliary normally-closed contact of the in-warehouse power supply contactor are arranged on the corresponding D branch in series;

when any one of the electric locomotives is connected with a socket/plug in the garage through a plug/socket, the auxiliary normally-closed contact of the power contactor in the garage is in an off state;

when all the plug/socket for the electric locomotive and the socket/plug in the garage are not connected, the auxiliary normally-closed contact of the power contactor in the garage is in a closed state;

the power supply control unit is used for prohibiting the discharge of the power storage battery when the signal states of the discharge indication input interfaces are inconsistent with the signal states of the first power supply end; the signal state is either high or low.

Through the arrangement, whether the normally open contact of the corresponding first contactor can be closed can be judged according to whether the corresponding input interface of the power supply control unit corresponding to the D branch receives the signal of the first power supply end. If the main circuit breaker is closed, or any one of the garage plug/socket is connected with the garage socket/plug, the corresponding normally closed contact is disconnected, and the corresponding input interface of the power supply control unit corresponding to the D branch cannot receive the signal of the first power supply end, so that the power storage battery can be forbidden to discharge, and power supply conflict is avoided.

The technical scheme is as follows: the locomotive auxiliary system further comprises a second auxiliary converter and a second contactor; the locomotive auxiliary load also comprises a traction fan which is arranged corresponding to the traction motor;

one end of the second auxiliary current transformer is electrically connected with the traction motor through the traction current transformer, and the other end of the second auxiliary current transformer, one end of the normally open contact of the second contactor and the power supply end of each traction fan are electrically connected with each other;

the other end of the normally open contact of the second contactor and the power supply end of the indoor temperature regulating device are electrically connected with the first electric connection point;

preferably, the second contactor normally-closed contact and the first contactor normally-closed contact are arranged on the corresponding D branch in series.

Through the arrangement, when the power storage battery discharges, the normally open contact of the second contactor can be disconnected, namely, power can not be supplied to each traction fan, and electricity consumption is avoided. According to practical engineering experience, the speed of the motor car in the warehouse is small, so that even if the traction fan does not operate, the normal work of the locomotive is not affected, and the electric quantity of the power storage battery can be saved.

The technical scheme is as follows: the locomotive auxiliary system further comprises a braking system compressor, a converter oil pump, a traction converter water pump and an auxiliary converter cabinet fan;

The brake system compressor is electrically connected with the first electrical connection point through a normally open contact of a brake system compressor breaker;

the converter oil pump is electrically connected with the first electric connection point through a normally open contact of a converter oil pump breaker;

the traction converter water pump is electrically connected with the first electric connection point through a normally open contact of a traction converter water pump breaker;

the auxiliary converter cabinet fan is electrically connected with the first electric connection point through a normally open contact of the auxiliary converter cabinet fan breaker;

at least one of the normally-closed contacts of the compressor breaker, the normally-closed contacts of the oil pump breaker, the normally-closed contacts of the traction converter water pump breaker and the normally-closed contacts of the auxiliary converter cabinet fan breaker is connected with the normally-closed contacts of the first contactor in series and arranged on a corresponding D branch.

Through the arrangement, when at least one of the normally-closed contacts is connected in series on the D branch, the D branch can be closed only when the normally-open contact corresponding to the normally-closed contact is opened, and the corresponding input interface of the power supply control unit can receive signals (for example, when the normally-closed contact of the brake system compressor breaker is connected in series on the D branch, the D branch can be closed only when the normally-open contact of the brake system compressor breaker is opened, namely, the electric quantity consumed by the brake system compressor is avoided). According to practical engineering experience, the speed of the motor car in the warehouse is smaller, so that even if the compressor of the braking system, the converter oil pump, the traction converter water pump and the auxiliary converter cabinet fan do not operate, the normal operation of the locomotive is not affected. Therefore, at least one of the devices is stopped, and the electric quantity of the power storage battery can be saved.

The technical scheme is as follows: when the normally closed contact of the traction converter water pump breaker is arranged on the D branch, the locomotive auxiliary system further comprises an in-garage motor car contactor which is used for being closed/opened when receiving/not receiving an in-garage motor car indication signal;

the series circuit structure formed by the normally closed contact of the first contactor and the normally closed contact of the traction converter water pump breaker is connected with the corresponding in-garage motor car contactor in parallel.

Through the arrangement, the traction converter is required to work in the in-garage motor car mode, and in the existing locomotive protection logic, after the traction converter water pump breaker is disconnected, the traction converter is isolated, so that the normally open contact of the traction converter water pump breaker is required to be closed when in-garage motor car, and the normally open contact of the first contactor is closed and the normally closed contact of the first contactor is opened when in-garage motor car is in-garage motor car, and the normally closed contact of the traction converter water pump breaker and the normally closed contact of the first contactor are in parallel connection with each other when in-garage motor car indication is received by the in-garage motor car contactor, so that the connection of a corresponding D branch is not affected when in-garage motor car is required; when the motor is not needed in the warehouse, the traction converter is not needed to work, at the moment, the normally open contact of the traction converter water pump breaker is opened, the normally closed contact of the traction converter water pump breaker is closed, and the normally open contact of the first contactor is opened, the normally closed contact of the traction converter water pump breaker is closed, namely, the parallel branch circuit where the normally closed contact of the traction converter water pump breaker and the normally closed contact of the first contactor are can be closed, namely, the connection of the corresponding D branch circuit is not influenced when the motor is not needed in the warehouse. In summary, a parallel circuit is used, i.e. the in-garage vehicle contactor (K98) is closed in the in-garage vehicle mode and opened when no in-garage vehicle is required. Through the arrangement, the influence of the traction converter water pump breaker on the discharge of the storage battery can be avoided.

The technical scheme is as follows:

a filter capacitor is connected between the other end of the first auxiliary converter and the ground; one end of the filter capacitor is connected between the other end of the first auxiliary converter and the first electric connection point, and the other end of the filter capacitor is grounded;

the locomotive auxiliary system further comprises a third contactor which is arranged corresponding to the filter capacitor;

the first contactor normally-closed contact and the third contactor normally-closed contact are arranged on a corresponding D branch in series;

one end of the normally open contact of the third contactor is electrically connected with one end of the filter capacitor;

the other end of the third contactor normally open contact is connected between the other end of the first auxiliary converter and the first contactor normally open contact, or the other end of the third contactor normally open contact is connected between the first contactor normally open contact and the first electric connection point.

Through the arrangement, when the power storage battery is discharged, the path where the filter capacitor is located can be disconnected by enabling the third contactor to be in a normally open contact state, so that the filter capacitor is prevented from consuming the electric energy of the power storage battery.

The technical scheme is as follows: the power supply control system of the electric locomotive comprises a selection switch auxiliary normally closed contact;

when the input end of the selection switch is electrically connected with one end of any D branch, the auxiliary normally-closed contact of the selection switch is in an off state;

The auxiliary normally closed contact of the selector switch and the main breaker closing coil are mutually connected in series between the second power supply end and the ground.

Through the arrangement, the selection switch input end is electrically connected with one end of any one D branch (namely, when the selection switch input end is sequentially connected with any one D branch through the output end), and the state of discharging of the power storage battery is described, the auxiliary normally-closed contact of the selection switch is disconnected, so that the closing coil of the main circuit breaker cannot be electrified, namely, the main circuit breaker cannot be closed, and even if a power receiving device is connected with a power supply circuit such as a contact net, power cannot be supplied to a locomotive, and power supply conflict is avoided.

The technical scheme is as follows: the locomotive auxiliary system further comprises a fourth contactor and a first resistor, wherein the fourth contactor and the first resistor are arranged between the first auxiliary converter and the first electric connection point and are connected in series;

and a series circuit structure formed by the normally open contact of the fourth contactor and the first resistor is connected with the normally open contact of the first contactor in parallel.

Through the arrangement, when the power storage battery is started to supply power, the series circuit formed by the normally open contact of the fourth contactor and the first resistor can supply power for the first auxiliary converter, so that the traction motor is supplied with power. The first resistor can play a certain buffering role, so that the auxiliary converter is prevented from being damaged due to overlarge starting current when power supply begins.

The technical scheme is as follows: the power supply control system of the electric locomotive further comprises a power supply control unit;

auxiliary normally closed contacts of all grounding switches of the electric locomotive are arranged in series between a grounding signal input interface of the power supply control unit and a third power supply end;

the power supply control unit is used for allowing/prohibiting the power storage battery to discharge (allowing/shutting off the output of the power storage battery) when the signal state of the grounding signal input interface is consistent/inconsistent with the signal state of the third power supply end, and the signal state is in a high level or a low level.

Through the arrangement, when any grounding switch is closed, the locomotive is required to be overhauled by personnel and the like, namely, the locomotive cannot be electrified so as to avoid personnel danger. Through the arrangement, when any one of the grounding switches is closed, the auxiliary normally closed contact of the corresponding grounding switch is disconnected, and the signal state of the grounding signal input interface is inconsistent with the signal state of the third power supply end, so that the output of the power storage battery is turned off, and the risk caused by discharging of the power storage battery when a person gets on a bus (for example, the person arrives at the roof of a locomotive) is avoided.

The technical scheme is as follows: the electric locomotive comprises two cabs respectively positioned at two ends of the electric locomotive and two locomotive auxiliary systems respectively corresponding to the two cabs;

The power storage battery output end is electrically connected with the first electric connection point of one locomotive auxiliary system through the first contactor of the charger, and the power storage battery output end is electrically connected with the first electric connection point of the other locomotive auxiliary system through the second contactor of the charger; the first contactor of the charger and the second contactor of the charger are opposite in switch state.

Through the arrangement, the power storage battery can supply power for one of the two locomotive auxiliary systems in a switchable manner, and can not supply power for the two locomotive auxiliary systems at the same time, so that the power supply safety is ensured, and the consumption of electric quantity of the locomotive auxiliary systems corresponding to the cabs which are not started is avoided.

The technical scheme is as follows: the locomotive auxiliary system further comprises a control storage battery, and the control storage battery is electrically connected with the first electric connection point through a control storage battery charger.

By the arrangement, the power storage battery can charge the control storage battery, namely, the control storage battery corresponds to an auxiliary load.

The invention also provides an electric locomotive power supply control method using the electric locomotive power supply control system, which comprises the following steps: the locomotive auxiliary system and the locomotive traction system are arranged corresponding to the cab;

The power supply control method of the electric locomotive comprises the following steps:

when receiving an in-garage motor train instruction signal from a cab, judging whether an in-garage motor train condition corresponding to the cab is met; if the judgment result is yes, the normally open contact of the first contactor in the locomotive auxiliary system corresponding to the cab is closed.

the series circuit structure formed by the normally open contact of the fourth contactor and the first resistor is connected in parallel with the normally open contact of the first contactor;

if judging that the in-garage motor car condition corresponding to the cab is met, specific operation of closing the normally open contact of the first contactor in the locomotive auxiliary system corresponding to the cab comprises the following steps:

closing a normally open contact of the fourth contactor, closing the normally open contact of the first contactor after the normally open contact of the fourth contactor is closed for a first preset time, and opening the normally open contact of the fourth contactor after the normally open contact of the first contactor is closed for a second preset time.

Through the arrangement, when the power storage battery is started to supply power, the series circuit formed by the normally open contact of the fourth contactor and the first resistor supplies power for the first auxiliary converter, so that the traction motor is supplied with power. The first resistor can play a certain buffering role, so that the auxiliary converter is prevented from being damaged due to overlarge starting current when power supply begins. After a certain time, the power is supplied to the first auxiliary converter through a branch where the normally open electric shock of the first contactor is located.

The technical scheme is as follows:

the electric locomotive comprises K cabs, K locomotive auxiliary systems and K locomotive traction systems; the ith cab, the ith locomotive auxiliary system and the ith locomotive traction system are correspondingly arranged, i is more than or equal to 1 and less than or equal to K; k is more than or equal to 1;

the power supply control system of the electric locomotive further comprises a power supply control unit, a selection switch and an ith D branch which is arranged corresponding to the ith locomotive auxiliary system; the input end of the selection switch is switchably and electrically connected with each output end of the selection switch;

one end of the ith D branch is electrically connected with the ith output end of the selection switch, and the other end of the ith D branch is electrically connected with the ith discharge indication input interface of the power supply control unit;

the first contactor normally-closed contact, the main breaker auxiliary normally-closed contact and the auxiliary normally-closed contacts of the power supply contactors in each warehouse are arranged on the corresponding D branch in series;

when the signal states of the discharge indication input interfaces are inconsistent with the signal states of the first power supply end, the power storage battery is forbidden to discharge; the signal state is high level or low level;

the in-garage motor vehicle condition corresponding to the i-th cab includes:

condition one: all main circuit breakers of the electric locomotive are disconnected, the pantograph descends, the main driver is at the 0 position, and the direction handle is at the 0 position;

condition II: the pressure of the main air cylinder is larger than or equal to a preset pressure threshold value;

and (3) a third condition: the cab electric key corresponding to the ith cab is in a closed position;

condition four: the signal state of the ith discharge indication input interface is consistent with the signal state of the first power supply end.

The invention also provides an electric locomotive: the electric locomotive comprises the electric locomotive power supply control system.

The invention has the advantages and positive effects that:

1) The power storage battery is used as a power source, so that the locomotives can be moved at a low speed and a short distance in a warehouse and in a section without contact net, and the flexibility of the electric locomotive motor car is improved;

2) When the electric locomotive is in a skylight point and a fireless return mode, the auxiliary load is powered by the power storage battery, so that the living power supply problem is solved, and the comfort of a cab under a special working condition is improved;

3) The double-power-supply switching is realized, and the original function of the locomotive is not changed while the power storage battery is added, so that the locomotive can run safely and reliably.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort to a person skilled in the art.

FIG. 1 is a schematic illustration of a power storage battery of an embodiment of the present invention connected to one of the locomotive's auxiliary systems, the corresponding locomotive traction system;

FIG. 2 is a schematic diagram of a power storage battery connected to one of the auxiliary systems of a locomotive according to an embodiment of the present invention

Fig. 3 is a schematic diagram of a power storage battery according to an embodiment of the present invention, connected to a first contactor of a charger and a second contactor of the charger through a charger of the power storage battery;

fig. 4 is a schematic diagram of a power supply control unit according to an embodiment of the present invention connected to a third power supply terminal through each grounding switch;

fig. 5 is a schematic diagram of connection between an auxiliary normally-closed contact of a selector switch and a main breaker closing coil in an embodiment of the invention;

Fig. 6 is a schematic connection diagram of a selection switch and a power supply control unit according to an embodiment of the invention.

In the above figures:

11. a traction motor; 12. a traction converter; 13. a power receiving device; 21. a first auxiliary current transformer; 22. a second auxiliary current transformer; 10. a power storage battery; 101. a power storage battery charger; a1, a first electric connection point; 20. a power supply control unit; ii1, a first input interface; ii2, a second input interface; ii3, a third input interface; ii4, a fourth input interface; iiG, ground signal input interface; 30. a selection switch; a_c, a vehicle charging gear; a_d, a vehicle discharge gear; b_c, B vehicle charging gear; b_d, B vehicle discharge gear;

SE1, C branch; SE2, D branch; OUT1, a first power supply terminal; OUT2, the second power supply terminal; OUT3, the third power supply terminal;

K01A, a first contactor of the charger; K01B, a second contactor of the charger; k02, a first contactor; k03, a first contactor of the traction fan; k04, a traction fan second contactor; k05, a second contactor; k22, a third contactor; k21, a fourth contactor; k30, selecting a switch auxiliary normally-closed contact; k71, a first in-house power contactor; k81, a second in-library power contactor; k98, in-warehouse motor car contactor; c1, a filter capacitor; r1, a first resistor;

QM, main breaker; QLM, closing coil; q6, a fan heater breaker; q7, an air conditioner circuit breaker; q10, a brake system compressor breaker; q11, a converter oil pump circuit breaker; q12, a traction converter water pump breaker; q13, an auxiliary converter cabinet fan breaker; GA. A, a grounding switch of the vehicle; GB. B car earthing switch; GC. C, a vehicle grounding switch;

u6, warm air blower; u61, fan heater converter; u7, air conditioning; u8, controlling a storage battery; u81, controlling a storage battery charger; u10, a braking system compressor; u11, a converter oil pump; u12, traction converter water pump; u13, auxiliary converter cabinet fans; u14, auxiliary converter fan; u15, a traction converter cabinet fan; u71, plug for first storehouse; u81, plug for second library; w1, a first traction fan; w2, a second traction fan; w3, a third traction fan; w4, a fourth traction fan; w7, cooling tower.

Detailed Description

The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all, of the embodiments of the present application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.

The invention provides an electric locomotive power supply control system, which comprises a locomotive auxiliary system and a locomotive traction system, wherein the locomotive traction system is arranged corresponding to the locomotive auxiliary system, the locomotive auxiliary system comprises a first auxiliary converter 21 and a locomotive auxiliary load, the locomotive auxiliary load comprises an indoor temperature adjusting device, and the locomotive traction system comprises a traction motor 11 and a traction converter 12; one end of the first auxiliary current transformer 21 is electrically connected with the traction motor 11 through the traction current transformer 12.

The power supply control system of the electric locomotive further comprises a power storage battery 10, and the locomotive auxiliary system further comprises a first electric connection point A1 and a first contactor K02;

the other end of the first auxiliary converter 21 is electrically connected with the first electric connection point A1 through a normally open contact of the first contactor K02, and the output end of the power storage battery 10 and the auxiliary load of the locomotive are electrically connected with the first electric connection point A1.

The indoor temperature adjusting device comprises an air conditioner U7 (which can be a cold air conditioner or a cold/warm air conditioner) and/or a warm air blower U6.

The locomotive traction system further comprises a power receiving device 13, a main breaker QM and in-garage power supply contactors K71 and K81, wherein the power receiving device 13 is electrically connected with the traction converter 12 through the main breaker QM;

The power supply control system of the electric locomotive further comprises a power supply control unit 20, a selector switch 30, a C branch SE1 which is arranged corresponding to the locomotive auxiliary system and a D branch SE2 which is arranged corresponding to the locomotive auxiliary system; the input end of the selection switch 30 is switchably and electrically connected with each output end of the selection switch 30;

the input end of the selection switch 30 is electrically connected with the first power supply end OUT 1;

one end of each C branch SE1 and one end of each D branch SE2 are respectively and correspondingly electrically connected with corresponding output ends of the selection switch 30, and the other end of each C branch SE1 and the other end of each D branch SE2 are respectively and correspondingly electrically connected with corresponding input interfaces of the power supply control unit 20;

the main breaker QM auxiliary normally open contact of the locomotive traction system is arranged on the corresponding C branch SE 1. The power supply control unit 20 is configured to allow the power storage battery 10 to be charged when the signal state of any one of the charging instruction input interfaces coincides with the signal state of the first power supply terminal OUT 1; the signal state is either high or low. For example, if the signal state of the first power supply terminal OUT1 is at a high level (e.g., 110V), then when the signal state of any one of the charging indication input interfaces (e.g., ii1 or Ii 3) is at a high level (i.e., the corresponding D branch is in a closed state), then charging of the power storage battery 10 is allowed.

The first contactor K02 normally-closed contact, the main breaker QM auxiliary normally-closed contact and the auxiliary normally-closed contacts of the in-warehouse power supply contactors K71 and K81 are arranged on the corresponding D branch SE2 in series;

when any one of the electric locomotives is connected with the socket/plug in the garage through the plug/socket, the auxiliary normally-closed contacts of the power contactors K71 and K81 in the garage are in an off state;

when the plug/socket for each garage of the electric locomotive is not connected with the socket/plug in the garage, the auxiliary normally-closed contacts of the power contactors K71 and K81 in the garage are in a closed state. The power supply control unit 20 is configured to prohibit the power storage battery 10 from discharging when the signal states of the discharge indication input interfaces are inconsistent with the signal states of the first power supply terminal OUT 1; the signal state is either high or low. For example, if the signal state of the first power supply terminal OUT1 is at a high level (e.g., 110V), then when the signal state of each discharge instruction input interface is not at a high level (i.e., each D branch is in an off state), then the discharge of the power storage battery 10 is prohibited. If the signal state of the first power supply terminal OUT1 is at a high level (e.g., 110V), then when the signal state of any one of the discharge indication input interfaces (e.g., ii2 or Ii 4) is at a high level (i.e., the corresponding D branch is in a closed state), the power storage battery 10 is allowed to discharge.

The locomotive auxiliary system further comprises a second auxiliary converter 22 and a second contactor K05; the locomotive auxiliary load also comprises traction fans W1, W2, W3 and W4 which are arranged corresponding to the traction motor 11;

one end of the second auxiliary current transformer 22 is electrically connected with the traction motor 11 through the traction current transformer 12, and the other end of the second auxiliary current transformer 22, one end of a normally open contact of the second contactor K05 and the power supply ends of the traction fans W1, W2, W3 and W4 are electrically connected with each other;

the other end of the normally open contact of the second contactor K05 and the power supply end of the indoor temperature adjusting device are electrically connected with the first electric connection point A1.

In the invention, the charge and discharge of the traction battery are both the prior art, and can be realized by controlling the traction battery charger (namely, the traction battery charger is bidirectional AC/DC or bidirectional DC/DC, and the charge and discharge can be performed by controlling the signal flow direction of the traction battery charger).

In a preferred embodiment, the second contactor K05 normally closed contact is arranged in series with the first contactor K02 normally closed contact on the corresponding D branch SE 2.

In a preferred embodiment, the locomotive auxiliary system further comprises an auxiliary converter blower U14, a traction converter cabinet blower U15; the power supply end of the auxiliary converter fan U14 and the power supply end of the traction converter cabinet fan U15 are electrically connected with the first electric connection point A1.

The locomotive auxiliary system further comprises a braking system compressor U10, a converter oil pump U11, a traction converter water pump U12 and an auxiliary converter cabinet fan U13;

the brake system compressor U10 is electrically connected with the first electric connection point A1 through a normally open contact of the brake system compressor breaker Q10;

the current transformer oil pump U11 is electrically connected with the first electric connection point A1 through a normally open contact of the current transformer oil pump breaker Q11;

the traction converter water pump U12 is electrically connected with the first electric connection point A1 through a normally open contact of the traction converter water pump breaker Q12;

the auxiliary converter cabinet fan U13 is electrically connected with the first electric connection point A1 through a normally open contact of the auxiliary converter cabinet fan breaker Q13;

at least one of the normally-closed contact of the compressor breaker Q10 of the braking system, the normally-closed contact of the oil pump breaker Q11 of the converter, the normally-closed contact of the water pump breaker Q12 of the traction converter and the normally-closed contact of the fan breaker Q13 of the auxiliary converter cabinet is connected with the normally-closed contact of the first contactor K02 in series and arranged on the corresponding D branch SE 2. For the corresponding technical scheme, fig. 6 can be modified correspondingly. For example, when only the normally closed contact of the traction converter water pump breaker Q12 is set in the D branch, the other normally closed contacts Q10, Q11, Q13 in fig. 6 are deleted, and a drawing corresponding to the corresponding scheme can be obtained.

When the normally closed contact of the traction converter water pump breaker Q12 is arranged on the D branch SE2, the locomotive auxiliary system further comprises an in-house motor car contactor K98 which is used for being closed/opened when an in-house motor car indication signal is received/not received;

the series circuit structure formed by the normally closed contact of the first contactor K02 and the normally closed contact of the traction converter water pump breaker Q12 is connected with the corresponding in-garage motor car contactor K98 in parallel.

A filter capacitor C1 is connected between the other end of the first auxiliary converter 21 and the ground; one end of the filter capacitor C1 is connected between the other end of the first auxiliary converter 21 and the first electrical connection point A1, and the other end of the filter capacitor C1 is grounded;

the locomotive auxiliary system further comprises a third contactor K22 which is arranged corresponding to the filter capacitor C1;

the normally closed contact of the first contactor K02 and the normally closed contact of the third contactor K22 are arranged on a corresponding D branch SE2 in series;

one end of the normally open contact of the third contactor K22 is electrically connected with one end of the filter capacitor C1;

the other end of the normally open contact of the third contactor K22 is connected between the other end of the first auxiliary current transformer 21 and the normally open contact of the first contactor K02, or the other end of the normally open contact of the third contactor K22 is connected between the normally open contact of the first contactor K02 and the first electric connection point A1.

The power supply control system of the electric locomotive comprises a selection switch auxiliary normally closed contact K30;

when the input end of the selector switch 30 is electrically connected with one end of any one of the D branches SE2, the auxiliary normally-closed contact K30 of the selector switch is in an off state;

as shown in fig. 5, the auxiliary normally closed contact K30 of the selection switch and the switching coil QLM of the main breaker QM are connected in series between the second power supply terminal OUT2 and the ground. The line where the main breaker QM closing coil QLM is located is the prior art, and the auxiliary normally closed contact K30 of the selector switch is additionally arranged in the line.

The locomotive auxiliary system further comprises a fourth contactor K21 and a first resistor R1, wherein the fourth contactor K21 and the first resistor R1 are arranged between the first auxiliary converter 21 and the first electric connection point A1 in series;

the series circuit structure formed by the normally open contact of the fourth contactor K21 and the first resistor R1 is mutually connected with the normally open contact of the first contactor K02 in parallel.

The power supply control system of the electric locomotive further comprises a power supply control unit 20;

as shown in fig. 4, auxiliary normally-closed contacts of the respective ground switches GA, GB, GC of the electric locomotive are disposed in series between the ground signal input interface IiG of the power supply control unit 20 and the third power supply terminal OUT 3.

The power supply control unit 20 is configured to allow/inhibit the power storage battery 10 from discharging when the signal state of the ground signal input interface is identical/inconsistent with the signal state of the third power supply terminal OUT3, the signal state being either a high level or a low level.

The electric locomotive comprises two cabs respectively positioned at two ends of the electric locomotive and two locomotive auxiliary systems respectively corresponding to the two cabs.

When there are two cabs, the structure of the locomotive auxiliary system corresponding to each cab is shown in fig. 2 (i.e. the structure of fig. 2 after the power storage battery and the power storage battery charger are removed). The connection relationship between the first auxiliary converter and the traction converter in fig. 2 can be referred to fig. 1.

As shown in fig. 3, the output end of the power storage battery 10 is electrically connected with a first electrical connection point A1 of one locomotive auxiliary system through a first charger contactor K01A, and the output end of the power storage battery 10 is electrically connected with a first electrical connection point A1 of another locomotive auxiliary system through a second charger contactor K01B; the switch states of the first charger contactor K01A and the second charger contactor K01B are opposite.

The locomotive auxiliary system further comprises a control storage battery U8, and the control storage battery U8 is electrically connected with the first electric connection point A1 through a control storage battery charger U81.

The invention also provides an electric locomotive power supply control method utilizing the electric locomotive power supply control system, wherein the locomotive auxiliary system and the locomotive traction system are arranged corresponding to the cab;

when receiving an in-garage motor train instruction signal from a cab, judging whether an in-garage motor train condition corresponding to the cab is met; if the judgment result is yes, the normally open contact of the first contactor K02 in the locomotive auxiliary system corresponding to the cab is closed.

the series circuit structure formed by the normally open contact of the fourth contactor K21 and the first resistor R1 is connected in parallel with the normally open contact of the first contactor K02;

if judging that the in-garage motor car condition corresponding to the cab is met, specific operations for closing the normally open contact of the first contactor K02 in the locomotive auxiliary system corresponding to the cab comprise the following steps:

closing the normally open contact of the fourth contactor K21, closing the normally open contact of the first contactor K02 after the normally open contact of the fourth contactor K21 reaches a first preset time (for example, 3 seconds or can be set according to actual conditions), and opening the normally open contact of the fourth contactor K21 after the normally open contact of the first contactor K02 reaches a second preset time (for example, 2 seconds or can be set according to actual conditions).

When the power storage battery charger 101 just supplies power, the current is larger, and in order to avoid damaging the auxiliary converter, the power supply passes through the fourth contactor K21 and the first resistor R1 and is buffered through the resistor. After a certain time, the K02 loop is turned on again.

as shown in fig. 1, the locomotive traction system further includes a power receiving device 13, a main breaker QM, and in-bank power contactors K71, K81, where the power receiving device 13 is electrically connected to the traction converter 12 through the main breaker QM;

as shown in fig. 6, the power supply control system of the electric locomotive further includes a power supply control unit 20, a selection switch 30, and an ith C-branch SE1 and an ith D-branch SE2 which are disposed corresponding to the ith locomotive auxiliary system; the input end of the selection switch 30 is switchably and electrically connected with each output end of the selection switch 30;

one end of the ith C-branch SE1 is electrically connected with the (i+K) -th output end of the selection switch 30, and the other end of the ith C-branch SE1 is electrically connected with the ith charging instruction input interface of the power supply control unit 20. In fig. 6, the 1 st and 2 nd charge instruction input interfaces are Ii1 and Ii3.

One end of the ith D branch SE2 is electrically connected to the ith output terminal of the selection switch 30, and the other end of the ith D branch SE2 is electrically connected to the ith discharge instruction input interface of the power supply control unit 20. In fig. 6, the 1 st and 2 nd discharge instruction input interfaces are Ii2 and Ii4, respectively.

The main breaker QM auxiliary normally open contact of the locomotive traction system is arranged on a corresponding C branch SE 1;

when all the plug/socket for the electric locomotive and the socket/plug in the garage are not connected, the auxiliary normally-closed contacts of the power contactors K71 and K81 in the garage are in a closed state;

the in-garage motor vehicle condition corresponding to the i-th cab includes:

condition four: the signal state of the (i+K) th input interface is consistent with the signal state of the first power supply end OUT 1.

The invention further provides an electric locomotive, which comprises the electric locomotive power supply control system.

The following is a further detailed description of embodiments of the present invention. Wherein, car A, B respectively represent the cab at cab both ends, and car C represents a section of car between car A, the B.

The invention uses the power storage battery as an energy storage element and is provided with a power supply control unit to realize the charge and discharge functions of the power storage battery. According to the invention, the function of moving vehicles in the warehouse and the section without contact net can be realized, and the function of supplying power to living facilities in a skylight point and non-fire return mode can also be realized. In this embodiment, the power storage battery may be a lithium titanate battery/pack. The power storage battery and the power storage battery charger can be arranged on any one of the vehicles A, B and C. In consideration of space requirement, the device is arranged on the C vehicle in the embodiment.

A schematic of powering a locomotive assistance system and a locomotive traction system is shown in fig. 1. When the locomotive is in the working condition of the motor car in the warehouse, the power storage battery supplies three-phase alternating current to the auxiliary converter through a bidirectional AC/DC converter module in the power storage battery charger 101, and supplies power to the traction motor to drive the locomotive after rectification and inversion, and simultaneously supplies three-phase alternating current to auxiliary loads such as an air conditioner, a warm air blower and the like; in the sunroof and fireless return modes, three-phase alternating current is provided to auxiliary loads such as air conditioners and warm air blowers through a bidirectional AC/DC converter module in the power battery charger 101. When the locomotive normally operates and receives power from the overhead line system through the power receiving device, the converter module of the power storage battery charger 101 converts the three-phase alternating current of the auxiliary circuit into direct current to charge the power storage battery, and the power storage battery is equivalent to an auxiliary load.

The power supply principle schematic diagram of the locomotive auxiliary system is shown in fig. 2. In the in-garage motor train mode, a precharge link (K21, R1) is added for avoiding the impact of large current on the auxiliary converter; meanwhile, to avoid the loss of the battery power, a third contactor K22 is provided.

After the in-garage motor car is activated, the display screen prompts that the in-garage motor car is in progress in 380V, and at the moment, the on-off and off-off pulling keys are operated to carry out K02 configuration:

the operation is combined with the main breaking: the locomotive network control unit controls to close the normally open contact of the second contactor K21, after the normally open contact of the second contactor K21 is closed for 3s, the normally open contact of the first contactor K02 is closed, and after the normally open contact of the first contactor K02 is closed for 2s, the normally open contact of the second contactor K21 is opened, so that damage to the auxiliary converter caused by overlarge starting current is avoided.

The operation is divided into main and disconnection: the locomotive network control unit controls the first contactor K02 normally open contact to be opened.

When the normally open contact of the first contactor K02 is in a closed state, the driver controller is pushed to a traction area, the locomotive can give out actual force, and otherwise, only the set force is not exerted.

In the cold/warm air mode of power storage battery power supply, both K21 and K02 are disconnected.

In the present application, the third contactor K22 is provided. In the in-garage motor train mode, the third contactor K22 may be controlled to open by the locomotive network control unit, while in other modes (cool air mode, warm air mode) the third contactor K22 may be closed.

As shown in fig. 6, the selection switch 30 is provided, and 5 kinds of gear selection including a vehicle discharging gear, a vehicle charging gear, a vehicle discharging gear, a vehicle charging gear and a 0 gear corresponding to the selection switch 30 can be realized. The normally-closed contacts of the main breaker, the normally-closed contacts of the breaker corresponding to each auxiliary load and the normally-closed contacts of each contactor are connected in series in a control loop, so that the charging and discharging control of the A, B vehicle traction storage battery is realized. An interlock function may be provided in the control system.

1) The power battery charger 101 output a/B vehicle interlock includes:

(1) two paths of output corresponding charger first contactors K01A and charger second contactors K01B of the power storage battery charger 101 are interlocked, wherein when one path of contactors are closed, the other path of contactors cannot be closed.

(2) The selection switch 30 adopts a five-position change-over switch to realize the mechanical interlocking of discharging of the A vehicle, charging of the A vehicle, discharging of the B vehicle and charging of the B vehicle;

2) The storage battery discharging and locomotive main circuit breaker and the grounding switch interlocking comprise;

(1) The normally closed auxiliary contact of the 'discharging' position of the selector switch 30 is connected in series with the main break allowing loop, when the selector switch 30 is in the 'discharging' position, the main break allowing relay cannot be powered on, and the main break cannot be closed; (i.e., if the battery is powered, the "discharging" bit normally closed auxiliary contact is opened, so that the main disconnect allows the circuit to be opened, so that the pantograph cannot supply power.

(2) The normally closed auxiliary contact of the main breaker is connected in series with the traction battery discharging command loop (namely, the D branch in fig. 6), and when the main breaker is closed, the battery discharging command loop is disconnected (namely, the traction battery discharging is forbidden), so that the power supply of the traction battery and the power supply of the contact net are prevented from generating mutual conflict.

(3) The normally closed auxiliary contacts of the grounding switches of the vehicle A, the vehicle B and the vehicle C are connected in series to the storage battery, wherein any grounding switch is opened, and the output contactor of the storage battery cannot be closed. Avoiding the risk of the Hou Dongli battery discharging when the person is on the roof.

3) The traction battery discharging and locomotive main circuit breaker interlocking comprises; the main breaker normally open auxiliary contacts are strung into the battery charging command loop (i.e., the C-branch in fig. 6), and when the main breaker is closed, the power battery charger 101 receives the charging command.

As shown in fig. 6, in the present embodiment, the power battery charger 101 can receive the discharge command when the first contactor K02 (may also be referred to as a contactor for the constant frequency output section), the second contactor K05 (may also be referred to as a contactor for the redundancy converting section), the fourth contactor K21 (may also be referred to as a contactor for the precharge section), the second in-bank power supply contactor K81, the first in-bank power supply contactor K71, the brake system compressor breaker Q10, the traction converter water pump breaker Q12, the converter oil pump breaker Q11, and the auxiliary converter cabinet fan breaker Q13 are all opened.

In the in-garage motor train mode, the first contactor and the traction converter water pump circuit breaker need to be closed.

The states of the main breaker, the normally-closed contact automatic switch of the breaker corresponding to the auxiliary load and the normally-closed contacts of the contactors in different modes are shown in table 1.

TABLE 1A states of main breaker, auxiliary load automatic switch and contactor in charging and discharging mode of B-car battery

When the A car/B car is charged, 2 auxiliary converters are defaulted to be fault-free.

When the signal state (corresponding to the charging gear of the vehicle a) of the first input interface Ii1 of the power supply control unit 20 is 1 (high level), the battery is allowed to be charged; when the signal state of the first input interface Ii1 is 0 (low level), the battery is not allowed to be charged. When the signal state of the second input interface Ii2 (corresponding to the a vehicle discharging gear) of the power supply control unit 20 is 1, the storage battery is allowed to be discharged; when the signal state of the second input interface Ii2 is 0, the battery is not allowed to discharge. The same applies to the third input interface Ii3 and the fourth input interface Ii 4.

The auxiliary interlocking of the main circuit breaker QM is connected into the D branch, so that the power storage battery can be discharged when the main circuit breaker is disconnected and a contact network power supply is not provided, and the power storage battery can be charged after the main circuit breaker is closed, so that the risk of simultaneously introducing the power storage battery and the contact network is avoided.

In the cold/warm air mode, only loads such as an air conditioner or a warm air blower are required to be powered, a motor car is not required, and the first contactor K02 is disconnected; in the in-garage motor train mode, the first contactor K02 is closed and the electrical energy direction is the power battery, auxiliary converter, traction converter and traction motor.

Traction inverter water pump circuit breaker Q12 (also referred to as traction inverter water pump air switch; traction inverter water pump provides cooling water to the traction inverter). In the in-garage motor train mode, the traction converter is required to work, and in the existing locomotive protection logic, after the normally open contact of the traction converter water pump breaker Q12 is opened, the traction converter is isolated, so that the traction converter water pump breaker Q12 is required to be closed in the in-garage motor train mode, and the in-garage motor train contactor K98 is closed in the in-garage motor train mode, so that the corresponding D branch is connected; during the cold/warm air mode, the traction converter is not required to work, the traction converter water pump breaker Q12 is opened, namely, the normally closed contact of the corresponding traction converter water pump breaker Q12 is closed, and the corresponding D branch can be connected through the parallel branch where the normally closed contact is located.

5) The normally closed contact of the compressor breaker Q10 of the braking system, the normally closed contact of the transformer oil pump breaker Q11 and the auxiliary converter cabinet fan Q13 are connected in series in the branch D, so as to reduce the power consumption of unnecessary loads, and the normally closed contact of the second contactor K05 is connected in series in the branch D, so as to avoid the power consumption of the traction fan and the cooling tower.

The first in-house power contactor K71 (i.e., left side auxiliary machine test contactor) and the second in-house power contactor K81 (i.e., right side auxiliary machine test contactor) are used for avoiding the risk that the power supply (in-house power supply) and the storage battery are added with the circuit at the same time during the auxiliary machine test, i.e., when the traction storage battery is discharged, the auxiliary machine test cannot be performed at the same time.

When the plug/socket for the garage on the left side of the electric locomotive is connected with the socket/plug in the garage, the auxiliary normally-closed contact of the first power contactor K71 in the garage corresponding to the plug/socket for the garage is in an off state;

when the plug/socket for the garage on the left side of the electric locomotive is not connected with the socket/plug in the garage, the auxiliary normally-closed contact of the first power supply contactor K71 in the garage corresponding to the plug/socket for the garage is in a closed state.

When the plug/socket for the garage on the right side of the electric locomotive is connected with the socket/plug in the garage, the auxiliary normally-closed contact of the second power supply contactor K81 in the garage corresponding to the plug/socket for the garage is in an off state;

when the plug/socket for the garage at the left side of the electric locomotive is not connected with the socket/plug in the garage, the auxiliary normally-closed contact of the second power contactor K81 in the garage corresponding to the plug/socket for the garage is in a closed state.

By providing the third contactor K22 (i.e., the filter capacitor contactor), the normally open contact of the third contactor K22 is turned off when the first electrical connection point A1 is turned on with the first auxiliary converter 21, so that the filter capacitor can be prevented from consuming the electric energy of the storage battery and causing energy loss.

The power storage battery of the locomotive is provided with the following modes: in-garage motor car mode; a cool air mode and a warm air mode; charging mode.

1) Regarding in-house motor cars:

(1) conditions met by the motor cars in the warehouse include:

all main circuit breakers of the locomotive are disconnected, the pantograph descends, the main driver is at the 0 position, and the direction handle is at the 0 position;

the main reservoir pressure is sufficient (> 750 kPa);

the three-phase automatic switch of the auxiliary load of the power consumption section is configured as shown in the following table 2;

the switch on the power cabinet is controlled by the C car and the electricity consumption node (A car or B car) so that the control electricity of the C car and the electricity consumption node is connected (the setting of the control electricity is conventional in the field);

the locomotive mode selection switch of the electricity consumption section is shifted to a gear of the 'motor car in the warehouse';

the locomotive electric key of the electricity consumption section is at the closed position;

the selector switch 30 is in "a-car discharge" or "B-car discharge".

The electric locomotive is provided with two cars with a head and a tail, the two cars are provided with cabs, and if one cab in the two cars is started, the electricity consumption is the car.

(2) When all conditions are met, the main breaker key switch is closed, and the handle of the driver is pushed to a traction small zero position; moving the locomotive through a master controller and braking the locomotive through air braking; checking whether the running direction is correct or not, and checking that the maximum running speed is not more than a preset speed (for example, 5 km/h) in order to ensure safety.

TABLE 2

2) Cold/warm air mode.

(1) All main circuit breakers of the locomotive are disconnected, the pantograph descends, the main driver is at the 0 position, and the direction handle is at the 0 position;

(2) the three-phase automatic switch of the auxiliary load of the power utilization section can be configured as shown in the following table 3;

(3) the switch on the power cabinet is controlled by the C car and the electricity consumption section (A car or B car) so that the control electricity of the C car and the electricity consumption section is connected;

(4) when an upper selection switch 30 on a panel of the power storage battery charger 101 of the C vehicle is hit to a discharging position of the A vehicle or a discharging position of the B vehicle, a power storage battery discharging mode is entered;

(5) the air conditioner or the warm air blower can be correspondingly operated.

In the cold/warm air mode, the locomotive mode select switch may be set to the 0 position. When the control storage battery is in an under-voltage (lower than 77V) alarm, the control storage battery can be charged by closing a switch (Q08) corresponding to the control storage battery charger U81.

TABLE 3 Table 3

3) Power storage battery charging mode

The power storage battery is charged, and the following conditions are simultaneously met:

(1) the switch on the control power cabinet of the C car, the A car (or the C car and the B car) or the B car (electricity consumption section) is closed, so that the control electricity of the C car and the A car (or the C car and the B car) is connected;

(2) the upper selection switch 30 on the panel of the power storage battery charger 101 of the C vehicle is turned to the "A vehicle charging gear" or the "B vehicle charging gear".

(3) The lifting bow is combined with the main breaker.

The utility model discloses an improve current mode change over switch, on original pantograph power supply gear, storehouse internal power supply gear, 0 bit basis promptly, increased storehouse internal motor car gear. When the mode is the cold/warm air mode, the mode change-over switch is shifted to 0 position.

It should be noted that, in the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described as different from other embodiments, and identical and similar parts between the embodiments are all enough to be referred to each other.

The foregoing describes the embodiments of the present invention in detail, but the description is only a preferred embodiment of the present invention and should not be construed as limiting the scope of the invention. All equivalent changes and modifications within the scope of the present invention are intended to be covered by the present invention. Modifications of the invention, which are various equivalents to the invention, will occur to those skilled in the art upon reading the invention, and are intended to be within the scope of the claims appended hereto. Embodiments of the invention and features of the embodiments may be combined with each other without conflict.

Claims

1. The power supply control system of the electric locomotive comprises a locomotive auxiliary system and a locomotive traction system which is arranged corresponding to the locomotive auxiliary system, wherein the locomotive auxiliary system comprises a first auxiliary converter (21) and a locomotive auxiliary load, the locomotive auxiliary load comprises an indoor temperature adjusting device, and the locomotive traction system comprises a traction motor (11) and a traction converter (12); one end of the first auxiliary current transformer (21) is electrically connected with the traction motor (11) through the traction current transformer (12), and is characterized in that:

the electric locomotive power supply control system further comprises a power storage battery (10), and the locomotive auxiliary system further comprises a first electric connection point (A1) and a first contactor (K02);

the other end of the first auxiliary converter (21) is electrically connected with a first electric connection point (A1) through a normally open contact of a first contactor (K02), and the output end of the power storage battery (10) and the auxiliary load of the locomotive are electrically connected with the first electric connection point (A1).

2. The electric locomotive power control system of claim 1, wherein:

the locomotive traction system further comprises a power receiving device (13) and a main breaker (QM), wherein the power receiving device (13) is electrically connected with the traction converter (12) through the main breaker (QM);

The power supply control system of the electric locomotive further comprises a power supply control unit (20), a selection switch (30) and a C branch (SE 1) which is arranged corresponding to the locomotive auxiliary system;

the power supply control unit (20) is provided with a charging indication input interface;

the input end of the selection switch (30) is switchably and electrically connected with each output end of the selection switch (30); the input end of the selection switch (30) is electrically connected with the first power supply end (OUT 1);

one end of the C branch (SE 1) is correspondingly and electrically connected with the corresponding output end of the selection switch (30), and the other end of the C branch (SE 1) is correspondingly and electrically connected with the corresponding charging indication input interface of the power supply control unit (20);

a main breaker (QM) auxiliary normally open contact of the locomotive traction system is arranged on a corresponding C-branch (SE 1);

the power supply control unit (20) is used for allowing the power storage battery (10) to be charged when the signal state of any charging instruction input interface is consistent with the signal state of the first power supply end (OUT 1); the signal state is either high or low.

3. The electric locomotive power control system of claim 1, wherein:

the locomotive traction system further comprises a power receiving device (13), a main circuit breaker (QM) and in-house power supply contactors (K71, K81), wherein the power receiving device (13) is electrically connected with the traction converter (12) through the main circuit breaker (QM);

The power supply control system of the electric locomotive further comprises a power supply control unit (20), a selection switch (30) and a D branch (SE 2) which is arranged corresponding to the locomotive auxiliary system;

the power supply control unit (20) is provided with a discharge indication input interface;

one end of the D branch (SE 2) is correspondingly and electrically connected with the corresponding output end of the selection switch (30), and the other end of the D branch (SE 2) is correspondingly and electrically connected with the corresponding discharge indication input interface of the power supply control unit (20);

the first contactor (K02) normally closed contact, the main breaker (QM) auxiliary normally closed contact and the auxiliary normally closed contacts of the in-warehouse power supply contactors (K71, K81) are arranged on the corresponding D branch (SE 2) in series;

when any one of the electric locomotives is connected with the socket/plug in the garage through the plug/socket, the auxiliary normally-closed contacts of the power contactors (K71, K81) in the garage are in an off state;

when all the plug/socket for the electric locomotive and the socket/plug in the garage are not connected, the auxiliary normally-closed contacts of the power contactors (K71, K81) in the garage are in a closed state;

The power supply control unit (20) is used for prohibiting the discharge of the power storage battery (10) when the signal states of the discharge indication input interfaces are inconsistent with the signal states of the first power supply end (OUT 1); the signal state is either high or low.

4. The electric locomotive power control system of claim 3, wherein: the locomotive auxiliary system further comprises a second auxiliary converter (22) and a second contactor (K05); the locomotive auxiliary load also comprises traction fans (W1, W2, W3 and W4) which are arranged corresponding to the traction motor (11);

one end of the second auxiliary current transformer (22) is electrically connected with the traction motor (11) through the traction current transformer (12), and the other end of the second auxiliary current transformer (22), one end of a normally open contact of the second contactor (K05) and the power supply ends of all traction fans (W1, W2, W3 and W4) are electrically connected with each other;

the other end of the normally open contact of the second contactor (K05) is electrically connected with a first electrical connection point (A1) at the power supply end of the indoor temperature regulating device;

preferably, the second contactor (K05) and the first contactor (K02) are arranged in series on the corresponding D branch (SE 2).

5. The electric locomotive power control system of claim 3, wherein: the locomotive auxiliary system further comprises a brake system compressor (U10), a converter oil pump (U11), a traction converter water pump (U12) and an auxiliary converter cabinet fan (U13);

the brake system compressor (U10) is electrically connected with the first electric connection point (A1) through a normally open contact of a brake system compressor breaker (Q10);

the converter oil pump (U11) is electrically connected with the first electric connection point (A1) through a normally open contact of the converter oil pump breaker (Q11);

the traction converter water pump (U12) is electrically connected with the first electric connection point (A1) through a normally open contact of the traction converter water pump breaker (Q12);

the auxiliary converter cabinet fan (U13) is electrically connected with the first electric connection point (A1) through a normally open contact of the auxiliary converter cabinet fan breaker (Q13);

at least one of a normally-closed contact of a compressor breaker (Q10) of the braking system, a normally-closed contact of an oil pump breaker (Q11) of the converter, a normally-closed contact of a water pump breaker (Q12) of the traction converter and a normally-closed contact of a fan breaker (Q13) of the auxiliary converter cabinet is connected with a normally-closed contact of a first contactor (K02) in series and arranged on a corresponding D branch (SE 2).

6. The electric locomotive power control system of claim 3, wherein: when the D branch circuit (SE 2) is provided with a normally closed contact of a traction converter water pump breaker (Q12), the locomotive auxiliary system further comprises an in-house motor car contactor (K98) which is used for being closed/opened when an in-house motor car indication signal is received/not received;

a series circuit structure formed by the normally-closed contact of the first contactor (K02) and the normally-closed contact of the traction converter water pump breaker (Q12) is connected in parallel with the corresponding in-garage motor car contactor (K98).

7. The electric locomotive power control system of claim 3, wherein:

a filter capacitor (C1) is connected between the other end of the first auxiliary converter (21) and the ground; one end of the filter capacitor (C1) is connected between the other end of the first auxiliary converter (21) and the first electric connection point (A1), and the other end of the filter capacitor (C1) is grounded;

the locomotive auxiliary system further comprises a third contactor (K22) which is arranged corresponding to the filter capacitor (C1);

the normally closed contact of the first contactor (K02) and the normally closed contact of the third contactor (K22) are arranged on a corresponding D branch (SE 2) in series;

one end of a normally open contact of the third contactor (K22) is electrically connected with one end of the filter capacitor (C1);

The other end of the normally open contact of the third contactor (K22) is connected between the other end of the first auxiliary current transformer (21) and the normally open contact of the first contactor (K02), or the other end of the normally open contact of the third contactor (K22) is connected between the normally open contact of the first contactor (K02) and the first electric connection point (A1).

8. The electric locomotive power control system of claim 3, wherein: the power supply control system of the electric locomotive comprises a selection switch auxiliary normally closed contact (K30);

when the input end of the selection switch (30) is electrically connected with one end of any D branch (SE 2), the auxiliary normally-closed contact (K30) of the selection switch is in an off state;

the auxiliary normally closed contact (K30) of the selection switch and the closing coil (QLM) of the main breaker (QM) are mutually connected in series between the second power supply end (OUT 2) and the ground.

9. The electric locomotive power supply control system of any one of claims 1-8, wherein: the locomotive auxiliary system further comprises a fourth contactor (K21) and a first resistor (R1), wherein the fourth contactor (K21) and the first resistor (R1) are arranged between the first auxiliary converter (21) and the first electric connection point (A1) in series;

the series circuit structure formed by the normally open contact of the fourth contactor (K21) and the first resistor (R1) is connected with the normally open contact of the first contactor (K02) in parallel.

10. The electric locomotive power supply control system of any one of claims 1-8, wherein: the power supply control system of the electric locomotive further comprises a power supply control unit (20);

auxiliary normally-closed contacts of all grounding switches (GA, GB, GC) of the electric locomotive are arranged in series between a grounding signal Input Interface (IiG) of a power supply control unit (20) and a third power supply end (OUT 3);

the power supply control unit (20) is used for allowing the power storage battery (10) to discharge/prohibiting the power storage battery (10) from discharging when the signal state of the grounding signal input interface is consistent/inconsistent with the signal state of the third power supply end (OUT 3), and the signal state is in a high level or a low level.

11. The electric locomotive power supply control system of any one of claims 1-8, wherein: the electric locomotive comprises two cabs respectively positioned at two ends of the electric locomotive and two locomotive auxiliary systems respectively corresponding to the two cabs;

the output end of the power storage battery (10) is electrically connected with a first electric connection point (A1) of one locomotive auxiliary system through a first charger contactor (K01A), and the output end of the power storage battery (10) is electrically connected with a first electric connection point (A1) of the other locomotive auxiliary system through a second charger contactor (K01B); the first contactor (K01A) and the second contactor (K01B) of the charger are opposite in switch state.

12. The electric locomotive power supply control system of any one of claims 1-8, wherein: the locomotive auxiliary system further comprises a control storage battery (U8), and the control storage battery (U8) is electrically connected with the first electric connection point (A1) through a control storage battery charger (U81).

13. An electric locomotive power supply control method utilizing the electric locomotive power supply control system of any one of claims 1-12, characterized by: the locomotive auxiliary system and the locomotive traction system are arranged corresponding to the cab;

when receiving an in-garage motor train instruction signal from a cab, judging whether an in-garage motor train condition corresponding to the cab is met; if the judgment result is yes, a normally open contact of a first contactor (K02) in the locomotive auxiliary system corresponding to the cab is closed.

14. The electric locomotive power supply control method of claim 13, wherein: the locomotive auxiliary system further comprises a fourth contactor (K21) and a first resistor (R1), wherein the fourth contactor (K21) and the first resistor (R1) are arranged between the first auxiliary converter (21) and the first electric connection point (A1) in series;

the series circuit structure formed by the normally open contact of the fourth contactor (K21) and the first resistor (R1) is connected with the normally open contact of the first contactor (K02) in parallel;

If judging that the in-garage motor car condition corresponding to the cab is met, specific operation for closing a normally open contact of a first contactor (K02) in a locomotive auxiliary system corresponding to the cab comprises the following steps:

closing a normally open contact of a fourth contactor (K21), closing a normally open contact of the first contactor (K02) after the normally open contact of the fourth contactor (K21) is closed for a first preset time, and opening the normally open contact of the fourth contactor (K21) after the normally open contact of the first contactor (K02) is closed for a second preset time.

15. The electric locomotive power supply control method of claim 13, wherein:

the power supply control system of the electric locomotive further comprises a power supply control unit (20), a selection switch (30) and an ith D branch (SE 2) which is arranged corresponding to the ith locomotive auxiliary system; the input end of the selection switch (30) is switchably and electrically connected with each output end of the selection switch (30);

The input end of the selection switch (30) is electrically connected with the first power supply end (OUT 1);

one end of the ith D branch (SE 2) is electrically connected with the ith output end of the selection switch (30), and the other end of the ith D branch (SE 2) is electrically connected with the ith discharge instruction input interface of the power supply control unit (20);

when the signal states of the discharge indication input interfaces are inconsistent with the signal states of the first power supply end (OUT 1), the power storage battery (10) is forbidden to discharge; the signal state is high level or low level;

the in-garage motor vehicle condition corresponding to the i-th cab includes:

condition four: the ith discharge indication input interface signal state is consistent with the first power supply terminal (OUT 1) signal state.

16. An electric locomotive, characterized in that: the electric locomotive comprising an electric locomotive power supply control system as claimed in any one of claims 1-12.