CN204304595U - The electric power system of railcar frequency control inverter - Google Patents
The electric power system of railcar frequency control inverter Download PDFInfo
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- CN204304595U CN204304595U CN201420742531.3U CN201420742531U CN204304595U CN 204304595 U CN204304595 U CN 204304595U CN 201420742531 U CN201420742531 U CN 201420742531U CN 204304595 U CN204304595 U CN 204304595U
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Abstract
The utility model provides a kind of electric power system of railcar frequency control inverter, when Train Control and management system receive battery traction mode instruction, the high-speed circuit breaker arranged between control DC1500V bus and VVVF inverter disconnects, the first contactor controlling to arrange between batteries and VVVF inverter closes, so that batteries provides traction power power supply for VVVF inverter.Achieve at contact net without the emergent traction being completed railcar when electricity by batteries, ensured the life security of passenger, and cost of equipment is lower, practicality is stronger.
Description
Technical field
The utility model embodiment relates to electric propulsion technical field, particularly relates to a kind of electric power system of railcar frequency control inverter.
Background technology
The railcar of classification type more and more appears in city, and is responsible for increasing Urban Transportation demand.
The power supply plan of the railcar of existing classification type is frequency conversion speed-adjusting system (the Variable Voltage and Variable Frequency of vehicle by contact net, VVVF) inverter provides traction power power supply, be specially: electrical source of power DC1500V provides traction power power supply for vehicle VVVF inverter, convert three-phase variable voltage variable frequency power supply to through inversion module, drive traction electric machine.
As can be seen here, in the power supply plan of prior art, if subway is in track running, come in contact the situation of net without electricity, the VVVF inverter of railcar will not have power resources, thus cannot promptly run to nearest station, passenger can not be evacuated in time, there is very large potential safety hazard.
Utility model content
For the above-mentioned defect of prior art, the utility model embodiment provides a kind of electric power system of railcar frequency control inverter.
The utility model provides a kind of electric power system of railcar frequency control inverter on the one hand, comprising:
Frequency conversion speed-adjusting system VVVF inverter, and the DC1500V bus to be connected with contact net, it is characterized in that, also comprise: batteries, the first contactor is provided with between described batteries and described VVVF inverter, be provided with high-speed circuit breaker between described DC1500V bus and described VVVF inverter, described first contactor is connected with management system with described Train Control with described high-speed circuit breaker
Described Train Control and management system, if for receiving battery traction mode instruction, controlling described high-speed circuit breaker and disconnecting, control described first contactor and close;
Described batteries, for providing traction power power supply for described VVVF inverter, wherein, described traction power power supply is more than or equal to default threshold value.
The electric power system of railcar frequency control inverter as above, described batteries comprises: at least two battery modules, be arranged at the first switch element between each battery module, described first switch element is connected with management system with described Train Control;
Described Train Control and management system, if specifically for receiving battery traction mode instruction, control described high-speed circuit breaker to disconnect, control described first contactor to close, and the power performances exported according to each battery module controls the opening and closing of the first corresponding switch element, to adjust the annexation between each battery module, to provide traction power power supply for described VVVF inverter, wherein, described traction power power supply is more than or equal to default threshold value.
The electric power system of railcar frequency control inverter as above, described electric power system also comprises: the DC110V bus be connected with contact net, described batteries also comprises: each battery module is connected with ground wire with described DC110V bus by second switch element, and described second switch element is connected with management system with described Train Control; The supply voltage of described each battery module is DC110V,
Described Train Control and management system, if specifically for receiving battery traction mode instruction, control described high-speed circuit breaker and the disconnection of described second switch element, control described first contactor to close, and the power performances exported according to each battery module controls the opening and closing of each first switch element, to adjust the annexation between each battery module, to provide traction power power supply for described VVVF inverter, wherein, described traction power power supply is more than or equal to default threshold value.
The electric power system of railcar frequency control inverter as above, when at least two battery module series connection provide traction power power supply for described VVVF inverter, be connected with each equipment control case vehicle, for described equipment control case is powered from the centre tap of every two series-connected batteries.
The electric power system of the railcar frequency control inverter that the utility model embodiment provides, when Train Control and management system receive battery traction mode instruction, the high-speed circuit breaker arranged between control DC1500V bus and VVVF inverter disconnects, the first contactor controlling to arrange between batteries and VVVF inverter closes, so that batteries provides traction power power supply for VVVF inverter.Achieve at contact net without the emergent traction being completed railcar when electricity by batteries, ensured the life security of passenger, and cost of equipment is lower, practicality is stronger.
Accompanying drawing explanation
The structural representation of the electric power system of the railcar frequency control inverter that Fig. 1 provides for the utility model embodiment;
The structural representation of the electric power system of another railcar frequency control inverter that Fig. 2 provides for the utility model embodiment;
The circuit diagram of the electric power system of the railcar frequency control inverter that Fig. 3 provides for the utility model embodiment.
Detailed description of the invention
The structural representation of the electric power system of the railcar frequency control inverter that Fig. 1 provides for the utility model embodiment, as shown in Figure 1, this electric power system comprises: comprising: frequency conversion speed-adjusting system VVVF inverter 1, and the DC1500V bus 2 to be connected with contact net, also comprise: batteries 3, the first contactor 4 is provided with between batteries 3 and VVVF inverter 1, high-speed circuit breaker 5 is provided with between DC1500V bus 2 and VVVF inverter 1, first contactor 4 is connected with management system 6 with Train Control with high-speed circuit breaker 5
Train Control and management system 6, if for receiving battery traction mode instruction, controlling high-speed circuit breaker 5 and disconnecting, and controls the first contactor 4 and close;
Batteries 3, for providing traction power power supply for VVVF inverter 1, wherein, described traction power power supply is more than or equal to default threshold value.
Particularly, under normal traction working condition, battery traction mode switch is in OFF position, DC1500V bus 2 high pressure is sent to high-speed circuit breaker 5 through bow net by pantograph, high-speed circuit breaker 5 adhesive, DC1500V high-tension electricity sends VVVF inverter 1, VVVF inverter 1 to and converts DC1500V high pressure to three-phase variable voltage variable frequency power supply through inversion module, drives traction electric machine.
When contact net break down can not power time, Train Control and management system 6 receive battery traction mode instruction, battery traction mode switch is on position, under the normal traction working condition that the power supply of VVVF inverter 1 is powered by contact net being switched to the battery traction operating mode that batteries powers.Be specially: first Train Control and management system 6 control high-speed circuit breaker 5 and disconnect, secondly the first contactor 4 controlled between batteries 3 and VVVF inverter 1 closes, now, batteries power supply is that VVVF inverter 1 is powered, the Power convert that batteries provides by VVVF inverter 1 becomes three-phase variable voltage variable frequency power supply, drives traction electric machine.
The electric power system of the railcar frequency control inverter that the present embodiment provides, when Train Control and management system receive battery traction mode instruction, the high-speed circuit breaker arranged between control DC1500V bus and VVVF inverter disconnects, the first contactor controlling to arrange between batteries and VVVF inverter closes, so that batteries provides traction power power supply for VVVF inverter.Achieve at contact net without the emergent traction being completed railcar when electricity by batteries, ensured the life security of passenger, and cost of equipment is lower, practicality is stronger.
The structural representation of the electric power system of another railcar frequency control inverter that Fig. 2 provides for the utility model embodiment, as shown in Figure 2, based on embodiment illustrated in fig. 1, batteries 3 comprises: at least two battery modules 31, be arranged at the first switch element 32 between each battery module 31, described first switch element 31 is connected with management system 6 with described Train Control;
Train Control and management system 6, if specifically for receiving battery traction mode instruction, control high-speed circuit breaker 5 to disconnect, control the first contactor 4 to close, and control the opening and closing of the first corresponding switch element 32 according to the power performances that each battery module 31 exports, to adjust the annexation between each battery module 31, to provide traction power power supply for VVVF inverter 1, wherein, described traction power power supply is more than or equal to default threshold value.
Particularly, when contact net break down can not power time, Train Control and management system 6 receive battery traction mode instruction, under the normal traction working condition that the power supply of VVVF inverter 1 is powered by contact net being switched to the battery traction operating mode that batteries powers.Be specially: first Train Control and management system 6 control high-speed circuit breaker 5 and disconnect, secondly the first contactor 4 controlled between batteries 3 and VVVF inverter 1 closes, because batteries comprises at least two battery modules 31, it should be noted that, the quantity of battery module and the power performances of each battery module can need to dispose according to the application of reality, therefore, the size of the traction power power supply that Train Control and management system 6 can need according to VVVF inverter 1, the power performances specifically exported according to each battery module 31 controls the opening and closing of the first corresponding switch element 32, to adjust the annexation between each battery module 31, annexation between each battery module 31 comprises series connection and/or parallel connection, thus the annexation that regulates and controls according to Train Control and management system 6 of battery module in batteries provides traction power power supply for VVVF inverter 1, wherein, traction power power supply is more than or equal to default threshold value, thus the Power convert that batteries provides by VVVF inverter 1 becomes three-phase variable voltage variable frequency power supply, drive traction electric machine.
The electric power system of the railcar frequency control inverter that the present embodiment provides, when Train Control and management system receive battery traction mode instruction, the high-speed circuit breaker arranged between control DC1500V bus and VVVF inverter disconnects, the first contactor controlling to arrange between batteries and VVVF inverter closes, and the opening and closing of the first corresponding switch element is controlled according to the power performances that each battery module exports, to adjust the annexation between each battery module, so that batteries provides traction power power supply for VVVF inverter.Achieve at contact net without the emergent traction being completed railcar when electricity by the annexation of each battery module adjusted in batteries flexibly, ensured the life security of passenger, and cost of equipment is lower, practicality is stronger.
Further, electric power system also comprises: the DC110V bus 7 be connected with contact net, batteries 3 also comprises: each battery module is connected with ground wire 8 with DC110V bus 7 by second switch element 33, second switch element 33 is connected with management system 6 with Train Control, the supply voltage of described each battery module is DC110V
Train Control and management system 6, if specifically for receiving battery traction mode instruction, control high-speed circuit breaker 5 and second switch element 33 disconnect, control the first contactor 4 to close, and control the opening and closing of each first switch element 32 according to the power performances that each battery module 31 exports, to adjust the annexation between each battery module 31, to provide traction power power supply for VVVF inverter 1, wherein, traction power power supply is more than or equal to default threshold value.
Particularly, under normal traction working condition, battery traction mode switch is in OFF position, each battery module is connected with ground wire 8 with DC110V bus 7 by second switch element 33, second switch element 33 is now in closure state, DC110V bus 7 is powered for each battery module 31, when contact net break down can not power time, Train Control and management system 6 receive battery traction mode instruction, under the normal traction working condition that the power supply of VVVF inverter 1 is powered by contact net being switched to the battery traction operating mode that batteries powers.Be specially: first Train Control and management system 6 control high-speed circuit breaker 5 and second switch element 33 disconnects, secondly the first contactor 4 controlled between batteries 3 and VVVF inverter 1 closes, because batteries comprises at least two battery modules 31, it should be noted that, the quantity of battery module and the power performances of each battery module can need to dispose according to the application of reality, therefore, the size of the traction power power supply that Train Control and management system 6 can need according to VVVF inverter 1, the power performances specifically exported according to each battery module 31 controls the opening and closing of the first corresponding switch element 32, to adjust the annexation between each battery module 31, annexation between each battery module 31 comprises series connection and/or parallel connection, thus the annexation that regulates and controls according to Train Control and management system 6 of battery module in batteries provides traction power power supply for VVVF inverter 1, wherein, traction power power supply is more than or equal to default threshold value, thus the Power convert that batteries provides by VVVF inverter 1 becomes three-phase variable voltage variable frequency power supply, drive traction electric machine.
Further, if Train Control and management system 6 control the opening and closing of the first corresponding switch element 32 according to the power performances that each battery module 31 exports, make the series connection of at least two battery modules for VVVF inverter 1 traction power power supply is provided time, after Train Control and management system 6 receive the power request of equipment control case transmission to be powered on vehicle, be connected with each equipment control case vehicle, for equipment control case to be powered is powered from the centre tap of every two series-connected batteries.
The electric power system of the railcar frequency control inverter that the present embodiment provides, when Train Control and management system receive battery traction mode instruction, the high-speed circuit breaker arranged between control DC1500V bus and VVVF inverter disconnects, and the second switch element controlling to arrange between each battery module and DC110V bus disconnects, the first contactor controlling to arrange between batteries and VVVF inverter closes, and the opening and closing of the first corresponding switch element is controlled according to the power performances that each battery module exports, to adjust the annexation between each battery module, so that batteries provides traction power power supply for VVVF inverter.Achieve at contact net without the emergent traction being completed railcar when electricity by the annexation of each battery module adjusted in batteries flexibly, ensured the life security of passenger, and cost of equipment is lower, practicality is stronger.And be that equipment control case on vehicle is powered by batteries, the emergency service achieving the train short time controls.
In order to the above-mentioned implementation process of explanation clearly, the circuit diagram of the electric power system of the railcar frequency control inverter that Fig. 3 provides for the utility model embodiment, as shown in Figure 3, calculate according to alkaline cadmium-nickel maintenance-free battery pool-size, the final batteries of battery module as train selecting two 220Ah.
Under battery traction operating mode, battery traction mode switch is in ON position, Train Control and management system 6 receive the battery traction mode instruction that driver sends, first Train Control and management system 6 control high-speed circuit breaker disconnection, and secondly control batteries first switch element KM1 is closed, second switch element KM2 and KM3 disconnects, the first contactor KM4 is closed.Now, the DC220V power supply of battery is that VVVF inverter 1 is powered.DC220V Power convert is become three-phase variable voltage variable frequency power supply by VVVF inverter 1, drives traction electric machine.
The working method of two group storage battery group parallel charge-discharges is adopted during normal power supply; During without high voltage source, adopt the power supply mode of two strings, for railway traction units provides the emergency power supply of DC220V.Because the trailer system supply voltage of this kind of mode reaches DC220V, save oneself in the ramp that motor output torque has drive permutation car.Because train emergency device power supply (DPS) is DC110V, for ensureing that in battery traction process, the normal work of train DC equipment, adopts the tapped power supply mode from two series-connected batteries, and the emergency service as the train short time is used.
Last it is noted that above embodiment is only in order to illustrate the technical solution of the utility model, be not intended to limit; Although be described in detail the utility model with reference to previous embodiment, those of ordinary skill in the art is to be understood that: it still can be modified to the technical scheme described in foregoing embodiments, or carries out equivalent replacement to wherein portion of techniques feature; And these amendments or replacement, do not make the essence of appropriate technical solution depart from the spirit and scope of each embodiment technical scheme of the utility model.
Claims (4)
1. the electric power system of a railcar frequency control inverter, comprise: frequency conversion speed-adjusting system VVVF inverter, and the DC1500V bus to be connected with contact net, it is characterized in that, also comprise: batteries, between described batteries and described VVVF inverter, be provided with the first contactor, between described DC1500V bus and described VVVF inverter, be provided with high-speed circuit breaker, described first contactor is connected with management system with Train Control with described high-speed circuit breaker
Described Train Control and management system, if for receiving battery traction mode instruction, controlling described high-speed circuit breaker and disconnecting, control described first contactor and close;
Described batteries, for providing traction power power supply for described VVVF inverter, wherein, described traction power power supply is more than or equal to default threshold value.
2. the electric power system of railcar frequency control inverter according to claim 1, it is characterized in that, described batteries comprises: at least two battery modules, be arranged at the first switch element between each battery module, described first switch element is connected with management system with described Train Control;
Described Train Control and management system, if specifically for receiving battery traction mode instruction, control described high-speed circuit breaker to disconnect, control described first contactor to close, and the power performances exported according to each battery module controls the opening and closing of the first corresponding switch element, to adjust the annexation between each battery module, to provide traction power power supply for described VVVF inverter, wherein, described traction power power supply is more than or equal to default threshold value.
3. the electric power system of railcar frequency control inverter according to claim 2, it is characterized in that, described electric power system also comprises: the DC110V bus be connected with contact net, described batteries also comprises: each battery module is connected with ground wire with described DC110V bus by second switch element, and described second switch element is connected with management system with described Train Control; The supply voltage of described each battery module is DC110V,
Described Train Control and management system, if specifically for receiving battery traction mode instruction, control described high-speed circuit breaker and the disconnection of described second switch element, control described first contactor to close, and the power performances exported according to each battery module controls the opening and closing of each first switch element, to adjust the annexation between each battery module, to provide traction power power supply for described VVVF inverter, wherein, described traction power power supply is more than or equal to default threshold value.
4. the electric power system of railcar frequency control inverter according to claim 3, it is characterized in that, when at least two battery module series connection provide traction power power supply for described VVVF inverter, be connected with each equipment control case vehicle, for described equipment control case is powered from the centre tap of every two series-connected batteries.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201420742531.3U CN204304595U (en) | 2014-11-28 | 2014-11-28 | The electric power system of railcar frequency control inverter |
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| CN201420742531.3U CN204304595U (en) | 2014-11-28 | 2014-11-28 | The electric power system of railcar frequency control inverter |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105703473A (en) * | 2014-11-28 | 2016-06-22 | 中车大连电力牵引研发中心有限公司 | Power supply system and method for subway train variable voltage and variable frequency (VVVF) inverter |
| CN112238876A (en) * | 2019-07-16 | 2021-01-19 | 株洲中车时代电气股份有限公司 | Emergency traction power supply control device |
| CN112339795A (en) * | 2020-10-28 | 2021-02-09 | 交控科技股份有限公司 | Vehicle emergency traction method and device, electronic equipment and storage medium |
| CN114435149A (en) * | 2022-03-07 | 2022-05-06 | 中车青岛四方机车车辆股份有限公司 | Power supply control system and method for railway vehicle and railway vehicle |
-
2014
- 2014-11-28 CN CN201420742531.3U patent/CN204304595U/en active Active
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105703473A (en) * | 2014-11-28 | 2016-06-22 | 中车大连电力牵引研发中心有限公司 | Power supply system and method for subway train variable voltage and variable frequency (VVVF) inverter |
| CN112238876A (en) * | 2019-07-16 | 2021-01-19 | 株洲中车时代电气股份有限公司 | Emergency traction power supply control device |
| CN112339795A (en) * | 2020-10-28 | 2021-02-09 | 交控科技股份有限公司 | Vehicle emergency traction method and device, electronic equipment and storage medium |
| CN114435149A (en) * | 2022-03-07 | 2022-05-06 | 中车青岛四方机车车辆股份有限公司 | Power supply control system and method for railway vehicle and railway vehicle |
| CN114435149B (en) * | 2022-03-07 | 2024-01-16 | 中车青岛四方机车车辆股份有限公司 | Rail vehicle power supply control system and method and rail vehicle |
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Address after: 116045 Liaoning province Dalian City Lushun Economic Development Zone Dalian Hao Yang No. 1 North Street Patentee after: CRRC DALIAN ELECTRIC TRACTION R & D CENTER CO., LTD. Address before: 116045 Liaoning province Dalian City Lushun Economic Development Zone Dalian Hao Yang No. 1 North Street Patentee before: Co., Ltd of Bei Che Dalian Electric Traction R & D Center |