CN213734967U

CN213734967U - Electrical redundancy system for single-track tourist bus

Info

Publication number: CN213734967U
Application number: CN202022965781.1U
Authority: CN
Inventors: 张晗; 晋军辉; 潘华; 曾倩
Original assignee: Zhuzhou CRRC Special Equipment Technology Co Ltd
Current assignee: Zhuzhou CRRC Special Equipment Technology Co Ltd
Priority date: 2020-12-10
Filing date: 2020-12-10
Publication date: 2021-07-20
Anticipated expiration: 2030-12-10

Abstract

The utility model provides an electrical redundancy system for a monorail tourist coach, which comprises a main loop, an auxiliary loop and a communication control loop; the auxiliary loop is connected in parallel to a high-voltage bus of the main loop; the communication control loop is connected with the main loop or the auxiliary loop, and the main loop or the auxiliary loop provides electric energy required by the communication control loop. The main loop comprises a power unit and a maintenance charging unit which are arranged in parallel; the power units are at least arranged in two groups, and the multiple groups of power units are arranged in parallel; the maintenance charging units are at least arranged in two groups, and the plurality of groups of maintenance charging units are arranged in parallel; the auxiliary loop comprises an inverter and a rescue control unit; the input end of the inverter is connected with a high-voltage bus of the main loop, and the output end of the inverter is connected with the rescue control unit. The utility model discloses an all contain two sets of independent systems in every return circuit and ensure train normal operating, when arbitrary one set of system break down in main loop or auxiliary circuit, can both guarantee that the train moves to the platform with relative low speed and evacuate.

Description

Electrical redundancy system for single-track tourist bus

Technical Field

The utility model relates to an electrical control system technical field, concretely relates to electric redundant system for single track sight-seeing bus.

Background

In the electric system adopted by the current monorail tourist car, a single set of system is generally adopted. There are the following reasons: a. the cost of the single set of system is low, and the cost of the whole vehicle is favorably controlled. b. The trains using the single-train system are generally small-sized vehicles, and the installation space is generally limited. c. And a single set of system is adopted, so that the operation and the control are convenient. When a single set of system is adopted, a parking accident or more serious influence is caused to the whole vehicle once one part of the system is in failure.

In view of the foregoing, there is a great need for an electrically redundant system for a monorail excursion vehicle that solves the problems of the prior art.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide an electric redundant system for single track sight-seeing bus to solve the high scheduling problem of current electric system fault rate.

To achieve the above object, the present invention provides an electrical redundancy system for a monorail tourist car, comprising a main loop and an auxiliary loop; the auxiliary loop is connected in parallel to a high-voltage bus of the main loop;

the main loop comprises a power unit and a maintenance charging unit which are arranged in parallel; the power units are at least arranged in two groups, and the multiple groups of power units are arranged in parallel; the maintenance charging units are at least arranged in two groups, and the plurality of groups of maintenance charging units are arranged in parallel;

the auxiliary loop comprises an inverter and a rescue control unit; the input end of the inverter is connected with a high-voltage bus of the main loop, and the output end of the inverter is connected with the rescue control unit.

Further, the number of the inverters is at least two, and a plurality of the inverters are arranged in parallel; each inverter can output AC380V/AC220V power and DC24V power at the same time.

Furthermore, the two groups of rescue control units are arranged and are respectively arranged at the head and the tail of the train.

Furthermore, the electrical redundancy system also comprises a communication control loop; the communication control loop is connected with the main loop or the auxiliary loop, and the main loop or the auxiliary loop provides electric energy required by the communication control loop.

Furthermore, the communication control loop comprises a control module, and the main loop and the auxiliary loop are both connected with the control module.

Furthermore, the control modules are CPUs, and at least two CPUs are arranged.

Furthermore, the communication control loop further comprises a switch, the switch is connected with the CPU, one switch is adopted in each carriage to form ring network communication, and other network equipment in the carriage is interconnected with the switch.

Use the technical scheme of the utility model, following beneficial effect has:

(1) the utility model relates to an electrical redundancy system for single track sight-seeing bus, the parallelly connected use of two sets of power pack is adopted in the major loop to adopt two sets of maintenance charging unit, can ensure when electrical system takes place a certain part trouble, can not produce parking accident or more serious influence to the whole car.

(2) The utility model relates to an electric redundant system for single track sight-seeing bus, supplementary return circuit adopt two sets of supplementary inverters to export AC380V AC220V simultaneously, DC24V power to adopt two sets of rescue the control unit, can reduce the whole fault rate of electrical system.

(3) The utility model relates to an electrical redundancy system for single track sight-seeing bus adopts two CPU control on the communication control, and one owner is equipped with, and the network is the loop redundancy simultaneously, can reduce the communication fault rate, guarantees can real time monitoring train state.

(4) The utility model relates to an electric redundant system for single track sight-seeing bus adopts the whole weight of mode assignable vehicle of symmetry installation.

In addition to the above-described objects, features and advantages, the present invention has other objects, features and advantages. The present invention will be described in further detail with reference to the drawings.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this application, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification. In the drawings:

FIG. 1 is a schematic diagram of a primary circuit and a secondary circuit;

FIG. 2 is a schematic diagram of a communication control loop;

the system comprises a main loop 1, a power unit 11, a maintenance charging unit 12, an auxiliary loop 2, an inverter 21, a rescue control unit 22, a switch 31, a switch 32 and network equipment.

Detailed Description

The embodiments of the invention will be described in detail hereinafter with reference to the accompanying drawings, but the invention can be implemented in many different ways, which are defined and covered by the claims.

Example 1:

as shown in fig. 1 and 2, an electrical redundancy system for a monorail tourist car comprises a main loop 1, an auxiliary loop 2 and a communication control loop; the auxiliary loop 2 is connected in parallel to a high-voltage bus of the main loop 1; the communication control loop is connected with the main loop 1 or the auxiliary loop 2, and the main loop 1 or the auxiliary loop 2 provides electric energy required by the communication control loop.

The main loop 1 comprises a power unit 11 and a maintenance charging unit 12 which are arranged in parallel; at least two groups of power units 11 are arranged, and a plurality of groups of power units 11 are arranged in parallel; the maintenance charging units 12 are arranged in two groups, and the two groups of maintenance charging units 12 are arranged in parallel.

The main loop adopts two groups of power units which are connected in parallel for use, the power units provide electric quantity for train loads, a power-on signal is given to the power units through a train control system, the power units carry out communication detection, when all parts in the units are detected to be normal, state information of the power units respectively starts to be collected and analyzed, and the state and data are synchronously reported to the train control system. The control system analyzes the state and data and automatically controls the two groups of power units to be put into operation. When one group of power units has faults, the system immediately and automatically gives a stop signal of the group of power units, the fault state and data are displayed in a cab display panel, and the other group of power units ensures that the train runs to a nearby vehicle at a lower speed.

The main loop adopts two groups of maintenance charging units, a group of charging equipment is plugged at any one of the head end and the tail end of the train or is plugged at the same time, parameters such as voltage, current, electric quantity and the like of the train are monitored in real time through the communication connection of the charging equipment and a train control system, and when all the equipment is normal, a driver gives a charging instruction. The train maintenance system can ensure that a sufficient power supply is used for charging or maintenance after the train enters the maintenance garage. Even if a group of maintenance charging units fails, the charging or the maintenance of the train is not influenced. When the maintenance workshop is overhauled, the maintenance charging unit can be used for charging the power unit and providing electric quantity for the train load.

The auxiliary circuit 2 comprises an inverter 21 and a rescue control unit 22; the input end of the inverter 21 is connected to the high-voltage bus of the main circuit 1, and the output end of the inverter 21 is connected to the rescue control unit 22. The number of the inverters 21 is two, and the two inverters 21 are arranged in parallel; each inverter 21 can output AC380V/AC220V power and DC24V power at the same time. The two groups of rescue control units 22 are arranged, and the two groups of rescue control units 22 are respectively arranged at the head and the tail of the train.

The auxiliary loop adopts two groups of auxiliary inverters to simultaneously output AC380V/AC220V and DC24V power. When a driver gives a power-on instruction, the auxiliary inverter and the train control system immediately establish real-time communication and self-check, and after the stable output of the power unit and the self state are normal, the auxiliary inverter automatically gives an output instruction through communication. When one set of equipment has faults, the train control system quickly gives a cut-off instruction, and meanwhile, the other set of equipment provides an auxiliary power supply for the whole train. The auxiliary equipment of the whole vehicle can be ensured to work normally after one end of the auxiliary equipment loses power supply.

The auxiliary loop adopts two groups of rescue control units which are respectively arranged at the head end and the tail end of the train, when the train has a parking fault, any end of the train is connected with a rescue vehicle, and the rescue vehicle sends a braking opening command to drive the fault vehicle to run to a nearby station. In the same way, the rescue vehicle can be used as a rescue vehicle to rescue a fault vehicle.

The communication control loop comprises a control module and a switch 31, and the main loop 1 and the auxiliary loop 2 are both connected with the control module. The control module is a CPU, and the number of the CPUs is two. The control adopts double CPU control, one is main and one is spare, when one CPU is confirmed to be out of order, a driver operates the CPU, the power is supplied again, the other CPU is switched to work normally, and the whole vehicle can work normally.

The switch 31 is connected with the CPU, one switch 31 is adopted in each compartment to form ring network communication, and other network equipment 32 in each compartment is interconnected with the switch 31. Even if one of the switches or devices is disconnected, it can still automatically communicate through another set of networks.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. An electrical redundancy system for single-track touring cars, characterized in that it comprises a primary circuit (1) and a secondary circuit (2); the auxiliary loop (2) is connected in parallel to a high-voltage bus of the main loop (1);

the main loop (1) comprises a power unit (11) and a maintenance charging unit (12) which are arranged in parallel; at least two groups of power units (11) are arranged, and a plurality of groups of power units (11) are arranged in parallel; the maintenance charging units (12) are at least arranged in two groups, and a plurality of groups of maintenance charging units (12) are arranged in parallel;

the auxiliary circuit (2) comprises an inverter (21) and a rescue control unit (22); the input end of the inverter (21) is connected with a high-voltage bus of the main loop (1), and the output end of the inverter (21) is connected with the rescue control unit (22).

2. An electrical redundancy system for monorail rides according to claim 1, characterized in that said inverters (21) are provided in at least two, a plurality of inverters (21) being provided in parallel; each inverter (21) can simultaneously output AC380V/AC220V power and DC24V power.

3. An electrical redundancy system for monorail rides according to claim 2, wherein said rescue control units (22) are provided in two groups, two groups of rescue control units (22) being mounted at the head and tail of the train respectively.

4. An electrical redundancy system for a monorail tourist car according to any of claims 1-3, further comprising a communication control circuit; the communication control loop is connected with the main loop (1) or the auxiliary loop (2), and the main loop (1) or the auxiliary loop (2) provides electric energy required by the communication control loop.

5. An electrical redundancy system for monorail rides according to claim 4, wherein said communication control circuit comprises a control module, said primary circuit (1) and said secondary circuit (2) being connected to said control module.

6. An electrical redundancy system for a monorail tour as defined in claim 5, wherein said control module is a CPU, and wherein there are at least two said CPUs.

7. An electrical redundancy system for monorail rides as defined in claim 6, wherein said communication control circuit further comprises a switch (31), said switch (31) is connected to said CPU, each carriage uses one switch (31) to form a ring network communication, and other network devices (32) in the carriage are interconnected with said switch (31).