CN212579629U - Power supply system of railway vehicle and railway vehicle - Google Patents
Power supply system of railway vehicle and railway vehicle Download PDFInfo
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- CN212579629U CN212579629U CN202020718026.0U CN202020718026U CN212579629U CN 212579629 U CN212579629 U CN 212579629U CN 202020718026 U CN202020718026 U CN 202020718026U CN 212579629 U CN212579629 U CN 212579629U
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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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Abstract
The utility model provides a rail vehicle's power supply system and rail vehicle, rail vehicle include a plurality of carriages, and every carriage includes: the high-voltage distribution device comprises a first high-voltage input end, a second high-voltage input end and a high-voltage output end, wherein the first high-voltage input end is connected with a direct-current power supply; the traction power device is connected with the high-voltage output end; the input end of the converter is connected with the high-voltage output end; and the battery device is respectively connected with the output end of the converter and the high-voltage output end and is used for supplying power to the traction power device when the direct-current power supply fails. According to the utility model discloses a system and rail vehicle, it is higher to have greatly promoted power supply efficiency, has reduced operation and passenger's risk, has guaranteed passenger's personal safety.
Description
Technical Field
The utility model relates to an electric power field, more specifically relate to rail vehicle's power supply system.
Background
At present, a traction power device of a railway vehicle usually takes electricity from a power grid side directly, and when the power grid side is abnormal, the railway vehicle which runs on a track and does not enter a platform stops, so that the risk of operation and passengers is increased, and the maintenance difficulty is increased.
SUMMERY OF THE UTILITY MODEL
The present invention has been made in view of the above problems. The utility model provides a rail vehicle's power supply system and rail vehicle are in order to solve one of above-mentioned problem at least.
According to the utility model discloses an aspect provides a rail vehicle's power supply system, rail vehicle is supplied power by DC power supply, just rail vehicle includes a plurality of carriages, and every carriage includes a power supply subsystem, the system includes a plurality of parallelly connected power supply subsystem, and every power supply subsystem includes:
the high-voltage distribution device comprises a first high-voltage input end, a second high-voltage input end and a high-voltage output end, wherein the first high-voltage input end is connected with the direct-current power supply;
the traction power device is connected with the high-voltage output end;
the auxiliary converter device comprises a converter input end and a converter output end, and the converter input end is connected with the high-voltage output end;
and the battery device is respectively connected with the output end of the converter and the high-voltage output end and is used for supplying power to the traction power device when the direct-current power supply fails.
According to the utility model discloses a second aspect, a rail vehicle, include: the power supply system according to the first aspect.
The utility model discloses a technical scheme has following beneficial effect: when the direct current power supply is abnormal, the battery device is utilized to continue to supply power to the traction power device, so that the rail vehicle can safely run to a platform which is closest to the rail vehicle, the risks of operation and passengers are reduced, the personal safety of the passengers is guaranteed, and the maintenance difficulty of the vehicle is reduced.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and other objects, features and advantages of the present invention will become more apparent by describing in more detail embodiments of the present invention with reference to the attached drawings. The accompanying drawings are included to provide a further understanding of the embodiments of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description, serve to explain the invention and not to limit the invention. In the drawings, like reference numbers generally represent like parts or steps.
Fig. 1 is a schematic block diagram of a power supply system of a rail train according to an embodiment of the present invention;
fig. 2 is an example of a power supply subsystem of a rail train according to an embodiment of the present invention;
fig. 3 is an example of a rail train according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, exemplary embodiments according to the present invention will be described in detail below with reference to the accompanying drawings. It is to be understood that the described embodiments are merely exemplary of the present invention and are not intended to limit the invention to the particular embodiments described herein. Based on the embodiments of the present invention described in the present application, all other embodiments obtained by those skilled in the art without creative efforts shall fall within the protection scope of the present invention.
In the current power supply system of the rail train, when a traction power device of the rail vehicle takes power from a power grid side, if the power grid side is abnormal, the rail vehicle is stopped, so that the problems of operation and passenger risks and maintenance difficulty are increased.
Based on the above consideration, provided according to the utility model discloses rail train's power supply system and rail train. The following describes a power supply system for a rail train and a rail train according to an embodiment of the present invention with reference to the drawings.
Referring to fig. 1, fig. 1 shows a schematic block diagram of a power supply system of a rail vehicle, the rail vehicle is powered by a dc power source 110, and the rail vehicle includes a plurality of cars (e.g., n is greater than 1, i is greater than 1 and less than n), each car includes a power supply subsystem 120, the system 100 includes a plurality of power supply subsystems connected in parallel, and each power supply subsystem 120 includes:
the high-voltage distribution device 121 comprises a first high-voltage input end, a second high-voltage input end and a high-voltage output end, wherein the first high-voltage input end is connected with the direct-current power supply;
a traction power plant 122 connected to the high voltage output;
an auxiliary converter device 124 comprising a converter input and a converter output, said converter input being connected to said high voltage output;
a battery device 125 connected to the converter output and the high voltage output, respectively, for powering the traction power device when the dc power supply fails.
When the direct current power supply is abnormal, the battery device is utilized to continue to supply power to the traction power device, so that the railway vehicle can safely run to a platform nearest to the distance, the risks of operation and passengers are reduced, the personal safety of the passengers is guaranteed, and the maintenance difficulty of the vehicle is reduced.
Optionally, the dc power supply 110 includes: the power supply device comprises a power supply positive bus and a power supply negative bus, wherein the power supply positive bus and the power supply negative bus are connected with a first high-voltage input end of the high-voltage distribution device.
In some embodiments, when the dc power supply is supplied by the supply rail, the dc power buses between each car are independent of each other.
In some embodiments, the output side of the dc power supply is connected to two supply rails. Wherein the two supply rails may be a positive supply rail (e.g., +1500V or 750V) and a negative supply rail (e.g., -1500V or 750V).
Optionally, the power supply subsystem 120 may further include:
workshop power distribution unit 123, including workshop power input end and workshop power output end, workshop power input end is connected to workshop power 130, workshop power output end is connected to the second high voltage input end.
Optionally, the workshop power supply 130 includes a workshop power supply positive bus and a workshop power supply negative bus, and the second high-voltage input terminal is connected to the workshop power supply positive bus and the workshop power supply negative bus.
In some embodiments, the positive bus bars of the plant power source between each car are connected (through) to each other, and the negative bus bars of the plant power source between each car are connected (through) to each other.
In some embodiments, the dc power supply may output 1500V or 750V dc voltage.
In some embodiments, the dc power supply may include a rectifying device that rectifies the grid voltage (e.g., 10KV ac voltage) to 1500V or 750V dc voltage.
In some embodiments, the system may further comprise a lightning conductor. Further, the lightning arrester is arranged on the direct current side of the rectifying device.
In some embodiments, the positive pole of the first high voltage input in the high voltage distribution device is connected to the positive supply rail and the negative pole of the first high voltage input is connected to the negative supply rail.
In some embodiments, the system shown may also include a ground rail.
In some embodiments, an overcurrent protection device (e.g., a fuse) is disposed between the positive pole of the first high voltage input and the positive supply rail.
In some embodiments, the positive pole of the first high voltage input and the negative pole of the first high voltage input are both grounded through a lightning arrester.
Optionally, the traction power device comprises:
the system comprises a first traction inverter and/or a second traction inverter, wherein the first traction inverter comprises an input end of the first traction inverter and an output end of the first traction inverter, the input end of the first traction inverter is connected with the high-voltage output end, and the output end of the first traction inverter is connected to a first traction motor and supplies power to the first traction motor; the second traction inverter comprises an input end of the second traction inverter and an output end of the second traction inverter, the input end of the second traction inverter is connected with the high-voltage output end, and the output end of the second traction inverter is connected to the second traction motor and supplies power to the second traction motor.
In some embodiments, the traction power plant includes a first traction inverter. When the rail vehicle normally runs, according to the requirement of the rail vehicle, if the driving torque of the first traction motor is known, the first traction inverter can output corresponding electric energy to the first traction motor according to the driving torque, so as to meet the requirement of the rail vehicle. When the power supply of the railway vehicle has a fault, the first traction inverter can control the first traction motor to enter a corresponding working mode according to the fault information so as to perform safety protection on the first traction motor. For example, when a car of the rail vehicle has an electric leakage situation, all switching devices of the first traction inverter of the car can be controlled to be turned off, and power supply to the first traction motor is stopped, so that the first traction motor operates in an idle mode, and therefore safety protection is performed on the first traction motor. It should be appreciated that in this embodiment, the first traction inverter may also be the second traction inverter.
In some embodiments, the traction power plant includes a first traction inverter and a second traction inverter. When the rail vehicle runs normally, the first traction inverter supplies power to the first traction motor, and meanwhile, the second traction inverter supplies power to the second traction motor.
In another embodiment, the first traction inverter supplies power to the first traction motor while the second traction inverter stops supplying power to the second traction motor when the rail vehicle is operating normally; or the first traction inverter stops supplying power to the first traction motor, and the second traction inverter supplies power to the second traction motor at the same time, namely only one of the first traction motor and the second traction motor is in a working state, when the traction motor in the working state breaks down, the other traction motor which does not work is controlled to be powered on at the moment, the broken-down traction motor is replaced, and the normal operation of the railway vehicle is prevented from being influenced. It should be noted that three, four, etc. traction motors may be provided for each car as needed.
In one embodiment, the traction motor may be a permanent magnet synchronous motor.
In some embodiments, an over-current protection device (e.g., a fuse) is disposed between the high voltage output and the input of the first traction inverter.
Optionally, the auxiliary converter device 124 may include at least one of: a 110V DC-DC converter module, a 24V DC-DC converter module, or a 220V DC-AC converter module. Wherein, the auxiliary converter device can supply power to low-voltage equipment in the rail train.
Optionally, the converter outputs comprise a first converter output, and each power supply subsystem 120 further comprises:
the vehicle-mounted charger 126 comprises a vehicle-mounted charging input end and a vehicle-mounted charging output end, the vehicle-mounted charging input end is connected with the output end of the first converter, and the auxiliary converter device is used for supplying power to the vehicle-mounted charger;
the battery device 125 is connected to the on-board charger 126 and the high voltage output terminal, respectively, and the on-board charger charges the battery device, and the battery device is configured to output voltage to the high voltage output terminal.
In some embodiments, each power subsystem 120 further includes:
a battery distribution device 127, wherein the battery distribution device 127 is connected to the battery device 125 and is connected to an output terminal of the vehicle distribution device 126, and the vehicle distribution device 126 charges the battery device 125 through the battery distribution device 127; the output of the battery distribution device 127 is connected to the high voltage output, and the battery device 125 outputs voltage to the high voltage output through the battery distribution device.
Wherein, the battery device can be used for emergency driving of the rail train. When the power supply rail is abnormal and cannot supply power to the rail train, the electric energy stored in the battery device is used, and the electric energy is output to the output end of the high-voltage distribution device through the battery distribution device so as to supply the electric energy to the traction inverter. In addition, the rail train is mainly braked by adopting electric braking, and is assisted by adopting mechanical braking, wherein the electric braking energy is absorbed by an energy storage system. The energy storage system of the rail train comprises a vehicle-mounted energy storage system and a station energy storage system. The vehicle-mounted energy storage system can comprise a battery device, a battery distribution device and a vehicle-mounted charger, wherein the vehicle-mounted charger is used for charging the battery device, and the battery distribution device is mainly used for pre-charging distribution, leakage detection and the like of the battery device.
Optionally, the auxiliary converter device further comprises a second converter output and/or a third converter output, the second converter output outputting a first dc voltage, and the third converter output outputting a second dc voltage.
It should be appreciated that the auxiliary converter can output N voltages of different levels to supply power to the power system of the rail vehicle of different voltage levels, where N is a positive integer greater than 1, thereby avoiding each power device of the rail vehicle to be provided with a corresponding voltage converter, and effectively reducing the weight of the rail vehicle.
In some embodiments, the first dc power supply may be 24V.
In some embodiments, the second dc power supply may be 110V as shown.
In some embodiments, the output of the 24V DC-DC converter module may be a second converter output.
In some embodiments, the output of the 110V DC-DC converter module may be a third converter output.
According to the embodiment of the present invention, each power supply subsystem 120 further includes:
the overcurrent protection device is arranged at least one of the following positions: the high-voltage output end is connected with the input end of the inverter, the high-voltage output end is connected with the input end of the converter, and the direct-current power supply is connected with the high-voltage input end.
Optionally, the over-current protection device may comprise a fuse.
According to the embodiment of the present invention, each power supply subsystem 120 further includes:
and the temperature control device is connected with the high-voltage output end and used for controlling the temperature inside the rail train.
In some embodiments, the over-current protection device may also be disposed between the high voltage output and the temperature control device.
In some embodiments, the temperature control device comprises an air conditioning system. The air conditioning system keeps the temperature, the relative humidity, the air flow speed and the cleanliness of the interior of the rail train within specified ranges, and creates a comfortable passenger environment for passengers. The air conditioning system comprises an air conditioning unit, the air conditioning unit is provided with a reliable drainage structure, and condensed water and rainwater cannot leak or blow into a passenger room in operation. The air conditioning system is supplied with 1500V direct current and can be reversely converted into 380VAC to supply power to the compressor.
In some embodiments, the temperature control device further comprises a heating device, and the heating device sets different working gears as required to adjust the temperature inside the rail train.
According to the embodiment of the present invention, each power supply subsystem 120 further includes:
and the air compressor is connected with the high-pressure output end.
Referring to fig. 2, fig. 2 shows an example of each power supply subsystem in the power supply system of the rail train according to an embodiment of the present invention. The 1500V power supply rails comprise a +1500V positive electrode power supply rail and a-1500V negative electrode power supply rail which are used as direct current power supplies to provide electric energy;
the power supply subsystem 300 of the rail train includes:
the positive electrode and the negative electrode of a first high-voltage input end of the high-voltage power distribution device are respectively connected to a +1500V positive electrode power supply rail and a-1500V negative electrode power supply rail through two collector shoes; the first high-voltage input end of the high-voltage power distribution device obtains the direct-current voltage of a 1500V power supply rail through the collector shoe, and the high-voltage output end of the high-voltage power distribution device outputs the 1500V direct-current voltage.
The 1500V power supply rail supplies power to loads (such as a traction inverter and a traction motor) through the high-voltage power distribution device;
the workshop power supply distribution device comprises a workshop power supply distribution device, a first high-voltage input end and a second high-voltage input end, wherein the workshop power supply input end of the workshop power supply distribution device is connected to a workshop power supply, the output end of the workshop power supply distribution device is connected to the second high-voltage input end of the high-voltage distribution device, and the workshop power supply distribution device provides electric energy for loads (such as a traction inverter and a traction motor) through the high-voltage distribution device;
the traction power device comprises a front traction inverter and a rear traction inverter, wherein the input end of the front traction inverter and the input end of the rear traction inverter are both connected to the high-voltage output end of the high-voltage distribution device, and the output end of the front traction inverter and the output end of the rear traction inverter are both connected with traction motors, such as permanent magnet synchronous motors; an overcurrent protection device (such as a fuse) is arranged between the high-voltage output end and the input end of the front traction inverter;
the auxiliary converter device can be used for supplying power to low-voltage equipment in a rail train and comprises a converter input end, a first converter output end, a second converter output end and a third converter output end, wherein the converter input end is connected with the high-voltage output end; the auxiliary converter device may be a 110V DC-DC converter module, a 24V DC-DC converter module, or a 220V DC-AC converter module. Wherein the output of the 24V DC-DC converter module may be a second converter output and the output of the 110V DC-DC converter module may be a third converter output; the output end of the second converter outputs a first direct-current voltage of 24V, and the first direct-current voltage can supply power to a 24V load or a storage battery; the output end of the third converter outputs a second direct-current voltage of 110V and can supply power to a 110V load or a storage battery;
the vehicle-mounted charger comprises a vehicle-mounted charging input end and a vehicle-mounted charging output end, the vehicle-mounted charging input end is connected with the output end of the first converter, and the auxiliary converter device is used for supplying power to the vehicle-mounted charger;
the battery device is used for emergency driving of the rail train;
the battery distribution device is connected with the battery device and is connected with the output end of the vehicle-mounted distributor, and the vehicle-mounted distributor charges the battery device through the battery distribution device; the output end of the battery power distribution device is connected with the high-voltage output end, and the battery device outputs voltage to the high-voltage output end through the battery power distribution device so as to carry out emergency driving;
therefore, according to the power supply system of the rail train, the three power supply modes including the power supply rail power supply mode, the workshop power supply power distribution mode and the battery power supply mode can be provided for the rail train, wherein the power supply rail power supply mode comprises that when the rail train normally runs, the electric energy of the power supply rail directly supplies power to the rail train through the high-voltage power distribution device; the workshop power supply distribution mode comprises that when the rail train is overhauled, electric energy of a workshop power supply workshop passes through the power supply distribution device and then supplies power to the rail train through the high-voltage distribution device; the battery power supply mode is that under emergency, when the power supply rail power supply mode can not supply power, the rail train can be driven in emergency.
Referring to fig. 3, fig. 3 shows an example of a rail train according to an embodiment of the present invention. Wherein, the rail train includes: according to the utility model discloses rail train's power supply system.
When the rail vehicle runs normally, each compartment of the rail vehicle can supply power for electric equipment of each compartment through a power supply subsystem connected with a direct-current power supply, wherein the electric energy of the direct-current power supply is transmitted to a traction power device through a high-voltage power distribution device, so that the rail vehicle runs normally, an auxiliary converter device is used for charging a battery device, and if the battery device is fully charged and the direct-current power supply is not abnormal, the auxiliary converter device can be controlled to stop charging the battery device, so that the phenomenon that the battery device is overcharged is avoided; when the direct current power supply is abnormal, if a short circuit fault occurs, the high-voltage power distribution device is controlled to stop supplying power to the traction power device, and the battery device is used for continuously supplying power to the traction power device, so that the rail vehicle can safely run to a nearest platform, the risks of vehicle operation and passengers are reduced, and the maintenance difficulty of the vehicle is also reduced.
According to the utility model discloses a rail train's power supply system and rail train when the direct current power supply is unusual, utilize battery device to continue to supply power to traction power device to make rail vehicle can travel to the nearest platform of distance safely, thereby reduce operation and passenger's risk, guaranteed passenger's personal safety, reduce the maintenance degree of difficulty of vehicle simultaneously.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
The above description is only for the specific embodiments of the present invention or the description of the specific embodiments, the protection scope of the present invention is not limited thereto, and any person skilled in the art can easily think of the changes or substitutions within the technical scope of the present invention, and all should be covered within the protection scope of the present invention. The protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A power supply system for a rail vehicle, wherein the rail vehicle is powered by a dc power source, and the rail vehicle comprises a plurality of cars, each car comprising a power supply subsystem, the system comprising a plurality of power supply subsystems in parallel, each power supply subsystem comprising:
the high-voltage distribution device comprises a first high-voltage input end, a second high-voltage input end and a high-voltage output end, wherein the first high-voltage input end is connected with the direct-current power supply;
the traction power device is connected with the high-voltage output end;
the auxiliary converter device comprises a converter input end and a converter output end, and the converter input end is connected with the high-voltage output end;
and the battery device is respectively connected with the output end of the converter and the high-voltage output end and is used for supplying power to the traction power device when the direct-current power supply fails.
2. The system of claim 1, wherein the dc power supply comprises: the power supply device comprises a power supply positive bus and a power supply negative bus, wherein the power supply positive bus and the power supply negative bus are connected with a first high-voltage input end of the high-voltage distribution device.
3. The system of claim 1, wherein the traction power device comprises:
the system comprises a first traction inverter and/or a second traction inverter, wherein the first traction inverter comprises an input end of the first traction inverter and an output end of the first traction inverter, the input end of the first traction inverter is connected with the high-voltage output end, and the output end of the first traction inverter is connected to a first traction motor and supplies power to the first traction motor; the second traction inverter comprises an input end of the second traction inverter and an output end of the second traction inverter, the input end of the second traction inverter is connected with the high-voltage output end, and the output end of the second traction inverter is connected to the second traction motor and supplies power to the second traction motor.
4. The system of claim 1, wherein the power supply subsystem further comprises:
workshop power distribution unit, including workshop power input end and workshop power output end, workshop power input end is connected to the workshop power, workshop power output end is connected to second high voltage input end.
5. The system of claim 4, wherein the plant power source comprises a plant power source positive bus and a plant power source negative bus, and the second high voltage input is connected to the plant power source positive bus and the plant power source negative bus.
6. The system of claim 1, wherein the converter output comprises a first converter output, the power supply subsystem further comprising:
the vehicle-mounted charger comprises a vehicle-mounted charging input end and a vehicle-mounted charging output end, the vehicle-mounted charging input end is connected with the output end of the first converter, and the auxiliary converter device is used for supplying power to the vehicle-mounted charger;
the battery device is respectively connected with the vehicle-mounted charger and the high-voltage output end, the vehicle-mounted charger charges the battery device, and the battery device is used for outputting voltage to the high-voltage output end;
the battery distribution device is connected with the battery device and the output end of the vehicle-mounted distributor, and the vehicle-mounted charger charges the battery device through the battery distribution device; the output end of the battery power distribution device is connected with the high-voltage output end, and the battery device outputs voltage to the high-voltage output end through the battery power distribution device so as to supply power to the traction power device.
7. The system of claim 1, wherein the auxiliary converter device further comprises a second converter output and/or a third converter output, the second converter output outputting a first dc voltage and the third converter output outputting a second dc voltage.
8. The system of claim 1, wherein the power supply subsystem further comprises:
the overcurrent protection device is arranged at least one of the following positions: the high-voltage output end is connected with the input end of the traction power device, the high-voltage output end is connected with the input end of the converter, and the direct-current power supply is connected with the high-voltage input end.
9. The system of claim 1, wherein the subsystem further comprises: and at least one of an air conditioner, an air compressor or a heater connected with the high-voltage output end.
10. A rail vehicle, characterized in that it comprises a power supply system according to any one of claims 1-9.
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| CN202020718026.0U CN212579629U (en) | 2020-04-30 | 2020-04-30 | Power supply system of railway vehicle and railway vehicle |
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| CN202020718026.0U CN212579629U (en) | 2020-04-30 | 2020-04-30 | Power supply system of railway vehicle and railway vehicle |
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