CN212423089U - Power supply device of rail transit passenger car - Google Patents
Power supply device of rail transit passenger car Download PDFInfo
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- CN212423089U CN212423089U CN202020927655.4U CN202020927655U CN212423089U CN 212423089 U CN212423089 U CN 212423089U CN 202020927655 U CN202020927655 U CN 202020927655U CN 212423089 U CN212423089 U CN 212423089U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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Abstract
The utility model discloses a rail transit passenger car power supply device, which comprises an electric power storage unit and more than one path of power supply main circuits, wherein each power supply main circuit comprises a charger module and an inverter module; the charger modules of the power supply main circuits are mutually redundant, and the inverter modules of the power supply main circuits are mutually redundant; the input end of the charger module is used for being connected with a power supply of a passenger car, and the output end of the charger module is connected with the input end of the inverter module and the electric power storage unit and is used for being connected with a direct current load of the passenger car; and the output end of the inverter module is connected with an alternating current load of a passenger car. The utility model has the advantages of exportable interchange and DC voltage, the reliability is high.
Description
Technical Field
The utility model mainly relates to a rail transit passenger train power supply technical field refers in particular to a rail transit passenger train power supply unit.
Background
At present, a 25-type air-conditioning passenger car power supply system which is mainstream on a railway mainly has two power supply systems, wherein one power supply system is a three-phase four-wire AC380V/50Hz power supply system, and a diesel generator car or an internal combustion locomotive is basically adopted for centralized power supply; the other type is DC600V, which is mainly supplied by the central power supply of the passenger electric locomotive. The former is established according to the current technical level and use conditions when the air conditioning equipment is applied to the railway carriages of China in the middle and late stages of the 20 th century 80 years in a large scale, and the electric locomotives still cannot directly supply power to the traditional 3AC380V passenger carriages under the current technical level of current transformation, and the current reserved quantity of the passenger carriages is still very large due to the reasons of stock, lines and the like; on the basis of the mature power supply mode of the static converter, the static converter is successfully applied to a fast passenger car in 1998, and the railway is applied in batches after the fifth major speed increase in 2004.
Diesel oil is combusted by a diesel engine and converted into mechanical energy to drive a generator to operate to generate electric energy, so that a power supply is provided for an air-conditioned passenger car, the energy consumption is very high, and the annual expense expenditure is quite remarkable due to the addition of the labor cost, the maintenance cost and the like; in addition, the air-conditioning power generation car or the diesel locomotive has certain fire hazard due to fuel leakage; the gas discharged after the fuel oil is burnt seriously pollutes the environment. With the gradual expansion of electrified railways and the great progress of the current transformation technology of electric locomotives, the existing 3AC380V passenger cars still depend on the power supply of a high-power diesel generator set and can not meet the requirement of situation development, a set of novel 3AC380V passenger car power supply device is customized and developed on the electric locomotives according to the load characteristics of the passenger cars, a three-phase alternating current 3AC380V train power supply device can be directly provided for the passenger cars, one passenger car can be added after an air-conditioning generator car is cancelled, and the passenger capacity is improved. The 3AC380V train power supply device is powered by a power grid, and a neutral section passing condition and a terminal changing condition exist, so that a single-phase alternating current power supply cannot be provided for a passenger train load.
SUMMERY OF THE UTILITY MODEL
The to-be-solved technical problem of the utility model lies in: to the technical problem that prior art exists, the utility model provides an exportable exchanges and direct current, rail transit passenger train power supply unit that the reliability is high.
In order to solve the technical problem, the utility model provides a technical scheme does:
a rail transit passenger car power supply device comprises an electric power storage unit and more than one path of power supply main circuits, wherein each power supply main circuit comprises a charger module and an inverter module; the charger modules of the power supply main circuits are mutually redundant, and the inverter modules of the power supply main circuits are mutually redundant; the input end of the charger module is used for being connected with a power supply of a passenger car, and the output end of the charger module is connected with the input end of the inverter module and the electric power storage unit and is used for being connected with a direct current load of the passenger car; and the output end of the inverter module is connected with an alternating current load of a passenger car.
As a further improvement of the above technical solution:
the output ends of the inverter modules of the power supply main circuits are connected in parallel and then connected with an alternating current load of the passenger car through the isolation transformation unit.
The isolation transformation unit comprises an isolation transformer.
The system also comprises more than one bypass loop, each bypass loop is connected with a bypass switch in series, one end of each bypass switch is used for being connected with a passenger car power supply, and the other end of each bypass switch is connected with the output end of the inverter module; the bypass switches are interlocked.
The bypass switch is a contactor.
Each charger module comprises a plurality of output ends, wherein one output end is connected with the input end of the inverter module, and the other output end is used for being connected with an alternating current load of a passenger car; one of the output ends is connected with the electric power storage unit.
And a switch is arranged between the output ends of the charger modules connected with the electric storage unit.
And the charger modules are communicated with each other.
And the inverter modules are communicated and connected.
And a main switch is arranged between each charger module and the power supply of the passenger car.
Compared with the prior art, the utility model has the advantages of:
the utility model discloses a rail transit passenger train power supply unit, through dispose AC-DC charger module, can provide the power for passenger train direct current load; the DC-AC inverter module is configured, so that power can be provided for the alternating current load of the passenger car; by configuring the electric storage unit, a direct current source can be directly output and a power supply can be provided for the DC-AC inverter module when the rail transit passenger car is in end-changing and phase-passing transition, so that the normal work of each load of the passenger car under different conditions is guaranteed; meanwhile, the AC-DC charger modules in the power supply main circuits are mutually redundant, and the DC-AC inverter modules are also mutually redundant, so that the working reliability of the whole device is improved.
Drawings
Fig. 1 is a block diagram of an embodiment of the present invention.
The reference numbers in the figures denote: 1. a charger module; 2. an inverter module; 3. an electric storage unit; 4. and isolating the voltage transformation unit.
Detailed Description
The invention is further described with reference to the drawings and the specific embodiments.
As shown in fig. 1, the power supply device for a rail transit passenger car of the present embodiment includes an electric storage unit 3 (such as a storage battery, etc.) and more than one main power supply circuits, each of which includes an AC-DC charger module 1 and a DC-AC inverter module 2; the charger modules 1 of each power supply main circuit are redundant and spare with each other, and the inverter modules 2 of each power supply main circuit are redundant and spare with each other; the input end of the charger module 1 is connected with a passenger car power supply (such as 3AC380V), and the output end of the charger module 1 is connected with the input end of the inverter module 2, the electric storage unit 3 and a direct current load of the passenger car; the output end of the inverter module 2 is connected with an alternating current load of the passenger car.
The utility model discloses a rail transit passenger train power supply unit, through configuration AC-DC charger module 1, can provide the power for passenger train direct current load; the DC-AC inverter module 2 is configured, so that power can be provided for the alternating current load of the passenger car; by configuring the electric storage unit 3, a direct current source can be directly output and a power supply can be provided for the DC-AC inverter module 2 when the rail transit passenger car is in end-changing and phase-passing transition, so that the normal work of each load of the passenger car under different conditions is guaranteed; meanwhile, the AC-DC charger modules 1 and the DC-AC inverter modules 2 in the main power supply circuits are redundant with each other, so that the working reliability of the whole device is improved.
In this embodiment, the present invention further includes an isolation transformer unit 4 (e.g., an isolation transformer T), and the output ends of the inverter modules 2 of the power supply main circuits are connected in parallel and then connected to the ac load of the passenger car through the isolation transformer unit 4. The output voltage of the single-phase inverter is isolated and boosted through an isolation transformer T1 to provide alternating current power supply (such as AC220V/50Hz) for the passenger car. Of course, in other embodiments, an independent isolation transformer T may be provided at the output end of each inverter module 2.
In this embodiment, the power supply main circuit is two-way, and includes two AC-DC charger modules 1 (U1A and U1B in fig. 1) and two single-phase DC-AC inverter modules 2 (U2A and U2B in fig. 1), where U1A and U1B have the same function, are redundant to each other, and can be interchanged with each other; U2A and U2B have the same function, are redundant and can be interchanged with each other. Of course, in other embodiments, the power supply main circuit may also set three, four or more circuits according to specific situations. Specifically, the charger module 1 mainly functions to convert a 3AC380V power input by XT1: U, XT1: V and XT1: W into a direct-current power (such as direct-current voltage DC 38V-DC 60V) through AC-DC high-frequency isolation; in addition, the charger module 1 also has the functions of input and output filtering, input voltage, output total current, charging/discharging current detection, input pre-charging function, intelligent charging function, fault diagnosis and protection, event recording, RS485 communication and the like. The charger modules 1U1A and U1B identify their own positions through external address signals, and the U1A and U1B transmit information through communication or hard-wire signals, so as to transmit the running state of the charger and obtain the running state of the other side. When the U1A and the U1B both work normally, the U1A charges the storage battery through XT1: D + and XT1: D-terminals according to a temperature compensation curve, and the output L + ends of the U1A and the U1B are connected in parallel to the single-phase inverter module 2 and the XT1: L + and XT1: L-terminals to supply power to direct current loads in a carriage of the passenger car. The output is stopped when the U1A fault is locked, a switch (a contactor KM102 in figure 1) between the U1A and the U1B is closed, and the storage battery, the single-phase inverter and a direct current load in a passenger car are separately supplied with power by the U1B. When the U1B is in fault and the U1A operates normally, the U1A outputs the current limit according to the temperature compensation curve to supply power to the storage battery and the direct current load.
The single-phase inverter module 2 outputs a single-phase alternating current power supply by chopping and boosting input direct current voltage (such as DC 38V-DC 60V) and DC-AC conversion, and when the charger module 1 outputs, the charger module 1 and the storage battery jointly provide the input power supply for the single-phase inverter; when the charger module 1 has no output, the storage battery supplies power to the single-phase inverter module 2. The single-phase inverter module 2 has the functions of input voltage, intermediate direct-current voltage, output voltage, input current, output current detection, input pre-charging function, DC-AC conversion function, output filtering function, mutual backup power supply function, fault diagnosis and protection, event recording and the like. The single-phase inverter modules U2A and U2B identify their own positions through external address signals, and the single-phase inverter modules U2A and U2B can transmit information through communication or hard-wire signals, so as to transmit their own running states and acquire their running states. Under normal conditions, U2A outputs, U2B hot standby; the output is stopped after the fault of U2A, and the output is switched to U2B. In other embodiments, when the output end of each inverter module 2 is provided with an independent isolation transformer T, the inverter modules 2 also adopt a parallel output mode instead of a hot standby switching mode, and the output voltages of U2A and U2B have the same phase.
The U1A, U1B, U2A and U2B modules communicate with the gateway through RS485 communication, the gateway polls and sends commands to the four modules, the modules feed back information to the gateway, and the gateway transmits the relevant running state to the carriage display screen to be checked by maintainers and improve the maintainability of products. In addition, main switches (the contactor KM101 in fig. 1) are arranged between the input ends of the U1A and the U1B and a power supply of the passenger car, so that the connection and the disconnection of the U1A and the U1B can be realized.
In this embodiment, the system further includes more than one bypass loop, each bypass loop is connected in series with a bypass switch (such as contactors KM1 and KM2 in fig. 1), one end of each bypass switch is used for being connected with a power supply of a passenger car, and the other end of each bypass switch is connected with an output end of the inverter module 2; the bypass switches are interlocked. When both U2A and U2B fail, the bypass function is automatically or manually activated to provide AC power (AC220V power) to the car. Specifically, two paths of single-phase alternating-current power supplies output by XT 1U 001 and N or XT 1U 002 and N are randomly connected into one path of bypass loop in each carriage of the passenger car, and the bypass function cannot be started in the soft starting process of the power supply device, so that the phenomenon that a 220V load contactor of the vehicle acts disorderly is avoided. Then, the states of input power XT1: U001, N or XT1: U002, N of the single-phase AC220V are detected, and when the voltages XT1: U001, N are normal, the contactor KM1 is closed to supply power to the load; when U002 and N voltages of XT1 are normal, the contactor KM2 is closed to supply power to a load, and the KM1 and the KM2 are interlocked through hardware and cannot be closed at the same time, so that short circuit caused by closing due to the fact that phases of two paths of 380V power supplies output by a train power supply device are inconsistent is avoided. In addition, the power supply device has a zero-voltage starting function, and the external storage battery is not needed to supplement power for the storage battery when the storage battery feeds power, so that the maintainability of the system is improved, and the vehicle maintenance is facilitated. An emergency power supply board is arranged in the power supply device, and the power supply board converts 1AC220V or 3AC380V into DC48V voltage to supply power to a control system of the charger module 1.
Although the present invention has been described with reference to the preferred embodiments, it is not intended to limit the present invention. The technical solution of the present invention can be used by anyone skilled in the art to make many possible variations and modifications, or to modify equivalent embodiments, without departing from the scope of the technical solution of the present invention, using the technical content disclosed above. Therefore, any simple modification, equivalent change and modification made to the above embodiments by the technical entity of the present invention should fall within the protection scope of the technical solution of the present invention.
Claims (10)
1. A power supply device for a rail transit passenger car is characterized by comprising an electric power storage unit (3) and more than one main power supply circuit, wherein each main power supply circuit comprises a charger module (1) and an inverter module (2); the charger modules (1) of each power supply main circuit are redundant, and the inverter modules (2) of each power supply main circuit are redundant; the input end of the charger module (1) is used for being connected with a power supply of a passenger car, and the output end of the charger module (1) is connected with the input end of the inverter module (2) and the electric power storage unit (3) and is used for being connected with a direct current load of the passenger car; the output end of the inverter module (2) is used for being connected with an alternating current load of a passenger car.
2. The rail transit passenger car power supply device of claim 1, further comprising an isolation transforming unit (4), wherein output ends of the inverter modules (2) of the main power supply circuits are connected in parallel and then connected with an alternating current load of a passenger car through the isolation transforming unit (4).
3. The rail transit coach power supply device according to claim 2, wherein the isolation transforming unit (4) comprises an isolation transformer.
4. The rail transit passenger car power supply device according to any one of claims 1 to 3, further comprising more than one bypass loop, wherein a bypass switch is connected in series in each bypass loop, one end of each bypass switch is used for being connected with a passenger car power supply, and the other end of each bypass switch is connected with an output end of the inverter module (2); the bypass switches are interlocked.
5. The rail transit coach power supply device according to claim 4, wherein the bypass switch is a contactor.
6. The rail transit passenger car power supply device according to any one of claims 1 to 3, wherein each charger module (1) comprises multiple output ends, wherein one output end is connected with the input end of the inverter module (2), and the other output end is used for being connected with an alternating current load of a passenger car; one output end is connected with the electric power storage unit (3).
7. The rail transit passenger car power supply unit according to claim 6, characterized in that a switch is arranged between the output ends of the charger modules (1) connected with the accumulator unit (3).
8. The power supply device of the rail transit passenger car as claimed in any one of claims 1-3, wherein the charger modules (1) are connected in communication.
9. The rail transit passenger car power supply unit according to any one of claims 1 to 3, wherein the inverter modules (2) are connected in communication.
10. The rail transit passenger car power supply device according to any one of claims 1 to 3, wherein a main switch is arranged between each charger module (1) and a passenger car power supply.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020927655.4U CN212423089U (en) | 2020-05-27 | 2020-05-27 | Power supply device of rail transit passenger car |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020927655.4U CN212423089U (en) | 2020-05-27 | 2020-05-27 | Power supply device of rail transit passenger car |
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| CN212423089U true CN212423089U (en) | 2021-01-29 |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113043868A (en) * | 2021-04-23 | 2021-06-29 | 株洲中车时代电气股份有限公司 | Train traction control system and operation mode switching method |
| CN113787909A (en) * | 2021-08-04 | 2021-12-14 | 中车唐山机车车辆有限公司 | Power supply unit and rail vehicle |
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2020
- 2020-05-27 CN CN202020927655.4U patent/CN212423089U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113043868A (en) * | 2021-04-23 | 2021-06-29 | 株洲中车时代电气股份有限公司 | Train traction control system and operation mode switching method |
| CN113787909A (en) * | 2021-08-04 | 2021-12-14 | 中车唐山机车车辆有限公司 | Power supply unit and rail vehicle |
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