CN214479628U - Power supply circuit structure of railway vehicle - Google Patents
Power supply circuit structure of railway vehicle Download PDFInfo
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- CN214479628U CN214479628U CN202120828589.XU CN202120828589U CN214479628U CN 214479628 U CN214479628 U CN 214479628U CN 202120828589 U CN202120828589 U CN 202120828589U CN 214479628 U CN214479628 U CN 214479628U
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Abstract
The utility model discloses a rail vehicle supply circuit structure belongs to track traffic technical field, provides following scheme: the rail vehicle power supply circuit structure is integrated on a rail vehicle, the rail vehicle comprises a subway static adjusting line and a subway dynamic adjusting line, the rail vehicle power supply circuit structure comprises an alternating current input end, a voltage conversion circuit and a locking control circuit which are sequentially connected, and the output end of the locking control circuit is respectively connected with the subway static adjusting line and the subway dynamic adjusting line; the voltage conversion circuit converts an alternating current power supply input by the alternating current input end into direct current voltage respectively and outputs the direct current voltage to the direct current cable, and converts the direct current voltage into alternating current voltage and outputs the alternating current voltage to the contact network; the locking control circuit controls the direct current voltage and the alternating current voltage on the direct current cable through multi-stage mutual locking so as to respectively output the direct current voltage and the alternating current voltage to a subway static adjusting line and a subway dynamic adjusting line. The utility model discloses technical scheme has reduced the manufacturing cost of the track traffic of integrated many power supply systems, has promoted the convenience of power supply.
Description
Technical Field
The utility model relates to a rail transit technical field, concretely relates to rail vehicle supply circuit structure.
Background
The rail transit power supply system is a power source spring for urban rail transit operation, is responsible for the supply and transmission of electric energy, and provides power for electric train traction power supply and power for power illumination required by other buildings such as stations, intervals, vehicle sections, control centers and the like. The system is one of important electromechanical equipment systems in urban rail transit engineering and is responsible for providing electric energy for electric trains and various operating equipment. The development history of the traction power supply technology and the vehicle technology is closely related and directly connected with the development history of the urban rail transit technology. The reliability and the safety of the urban rail power supply system directly influence the safe operation and service level of urban rail transit.
At present, trains on rail transit all adopt single power supply system to supply power, and the main power supply system has: and the direct current is 750V and 1500V. When two power supply systems exist and a train needs to run on a line of the two power supply systems, the train with the single power supply system cannot meet the operation requirement. The original power supply system needs to be modified to meet the power supply requirements of different trains, and meanwhile, the system which can meet direct current power supply and alternating current power supply is integrated on the train to meet the requirements of train operation on rail transit, so that the construction cost and the construction time are increased.
SUMMERY OF THE UTILITY MODEL
The utility model provides a technical problem provide a rail vehicle supply circuit structure aims at reducing the manufacturing cost of the rail transit of the integrated many power supply systems, promotes the convenience of rail transit power supply.
The utility model provides a basic scheme:
a rail vehicle power supply circuit structure is integrated on a rail vehicle, the rail vehicle comprises a subway static adjusting line and a subway dynamic adjusting line, the rail vehicle power supply circuit structure comprises an alternating current input end, a voltage conversion circuit and a locking control circuit which are sequentially connected, and the output end of the locking control circuit is respectively connected with the subway static adjusting line and the subway dynamic adjusting line;
the voltage conversion circuit is used for converting the alternating current power supply input by the alternating current input end into direct current voltage and outputting the direct current voltage to the direct current cable, and converting the direct current voltage into alternating current voltage and outputting the alternating current voltage to the contact network;
and the locking control circuit is used for controlling the direct current voltage and the alternating current voltage on the direct current cable through multi-stage mutual locking so as to respectively output the direct current voltage and the alternating current voltage to the subway static adjusting line and the subway dynamic adjusting line.
The utility model discloses the principle of basic scheme does:
in this scheme, rail vehicle supply circuit structure is integrated on rail transit, and rail transit contact net includes subway static transfer line and subway dynamic transfer line, need convert the power plant electric energy through the transmission of power transmission line into the required voltage of suitable rail transit train to carry the subway static transfer line and the subway dynamic transfer line to the contact net respectively. Namely, an alternating current power supply input by an alternating current input end is converted by a voltage conversion circuit included in a power supply circuit structure of the rail vehicle so as to be converted into direct current voltage required by a rail transit contact net and output to a direct current cable, and the direct current voltage is converted into alternating current voltage required by the rail transit contact net; and the converted direct current voltage and alternating current voltage are controlled by a locking control circuit to be output to a subway static adjusting line or a subway dynamic adjusting line of a rail transit overhead line system.
It should be noted that the voltage conversion circuit can convert an ac power input from the ac input terminal into a plurality of dc voltages and ac voltages; the direct-current voltage and the alternating-current voltage converted by the voltage conversion circuit can be output to a subway static adjusting line or a subway dynamic adjusting line of the overhead line system through the locking control circuit, and only one adjusting line can be communicated to the overhead line system at any moment; that is, through the multi-stage mutual locking control of the locking control circuit, at any time, the direct current voltage or the alternating current voltage converted by the voltage conversion circuit is output to the subway static adjusting line or the subway dynamic adjusting line.
The basic scheme has the beneficial effects that:
(1) in this scheme, through voltage conversion circuit to ac input end alternating current power supply's conversion for the alternating current power supply of power plant can convert multiple DC voltage and alternating voltage, and the operation demand of the last different trains of rail transit of being convenient for has promoted the convenience of rail transit power supply.
(2) In this scheme, through the multistage mutual locking control of shutting control circuit to the line between voltage converting circuit to contact net subway static transfer line, the subway moves transfer line, avoided different voltages to export simultaneously to the contact net, promoted the security of track traffic power supply.
(3) In the scheme, through the integrated multi-power-supply system of the voltage conversion circuit and the locking control circuit, a power supply device is built for meeting the operation requirements of different trains relative to the rail transit, the arrangement of power supply facilities on the rail transit is reduced, and the manufacturing cost of the rail transit is reduced.
Further, the voltage conversion circuit includes two rectifier transformers;
each rectifier transformer is used for rectifying the alternating current power supply input by the alternating current input end into first direct current voltage.
The rectifier transformer rectifies the alternating current power supply input by the alternating current input end, so that the output first direct current voltage is used as the direct current voltage with a proper structure of the power supply circuit of the railway vehicle, and the interference of the waveform distortion of the alternating current power supply input by the alternating current input end on a rear-stage circuit is reduced.
Further, the voltage conversion circuit further comprises two rectifiers connected in parallel, and each rectifier is connected with one rectifier transformer;
each rectifier is used for converting the first direct-current voltage output by the rectifier transformer into a second direct-current voltage.
The suitable first direct-current voltage output by the rectifier transformer is converted into the second direct-current voltage suitable for rail transit, so that the two rectifiers can be easily combined with each other in the power supply circuit structure of the rail vehicle, the power is supplied to a contact net of the rail transit through the second direct-current voltage, and the applicability of the power supply circuit structure of the rail vehicle is improved.
Further, the voltage conversion circuit further comprises a switch control circuit;
and the switch control circuit is used for controlling the two rectifiers to be connected in series or in parallel so as to output a plurality of direct-current voltages with different sizes.
Because the switch control circuit can control the connection logic between the two rectifiers, the two rectifiers are combined to output a plurality of direct-current voltages with different sizes to the direct-current cable.
Further, the lockout control circuit comprises a direct current circuit breaker;
and the direct current breaker is used for cutting off a line from the direct current cable to the contact network.
Through the setting of direct current circuit breaker, cut off the circuit of direct current cable and contact net, prevent that the direct current voltage on the direct current cable from exporting to the contact net.
Further, the locking control circuit further comprises a first electric isolating switch and a second electric isolating switch, the first electric isolating switch is connected between the direct current circuit breaker and a subway static line of the contact network, and the second electric isolating switch is connected between the direct current circuit breaker and a subway dynamic line of the contact network.
Through the setting of first electronic isolator and the electronic isolator of second, be convenient for control direct current voltage on the direct current cable export the subway static transfer line or the subway line of transferring of contact net.
Further, the voltage conversion circuit also comprises a three-phase to single-phase transformer;
and the three-phase to single-phase transformer is used for converting an alternating current power supply input by the alternating current input end into alternating current voltage and outputting the alternating current voltage to the subway static adjusting line and the subway dynamic adjusting line.
Through set up three phase transition single phase transformers in rail vehicle power supply circuit structure for rail vehicle power supply circuit structure has suitable alternating voltage and supplies power for the rail transit contact net, promotes rail vehicle power supply circuit structure's suitability.
Further, the voltage conversion circuit further comprises an alternating current breaker;
and the alternating current circuit breaker is used for cutting off a line from the three-phase to single-phase transformer to the contact network.
Through the setting of interchange circuit breaker, cut off the circuit of three phase transition single phase transformers and contact net, prevent that the alternating voltage of three phase transition single phase transformers conversion from exporting to the contact net.
Further, the locking control circuit further comprises a third electric isolating switch and a fourth electric isolating switch, the third electric isolating switch is connected to the alternating current circuit breaker and between subway static adjusting lines of the contact network, and the fourth electric isolating switch is connected to the alternating current circuit breaker and between subway dynamic adjusting lines of the contact network.
Through the setting of third electronic isolator and fourth electronic isolator, the subway static transfer line or the subway line of transferring of being convenient for control three phase transition single-phase transformer conversion output to the contact net.
Further, the direct current voltage converted by the voltage conversion circuit is 1500V, 750V and 375V, and the alternating current voltage converted by the voltage conversion circuit is 27.5 KV.
Because in the rail vehicle power supply circuit structure, a plurality of direct current voltages and alternating current voltage that voltage conversion circuit converted can be applicable to different train operation demands in the rail transit, promote rail vehicle power supply circuit structure's application scope.
Drawings
Fig. 1 is a schematic diagram of a module structure of an embodiment of the power supply circuit structure of the rail vehicle of the present invention;
fig. 2 is a schematic diagram of a module structure of another embodiment of the power supply circuit structure for a rail vehicle according to the present invention;
fig. 3 is a schematic circuit diagram of an embodiment of the power supply circuit structure for a rail vehicle according to the present invention.
Detailed Description
The following is further detailed by way of specific embodiments:
reference numerals in the drawings of the specification include: the system comprises a voltage conversion circuit 10, a locking control circuit 20, a rectifier transformer 11, a rectifier 12, a switch control circuit 13, a three-phase to single-phase transformer 14, a direct current breaker 21, an alternating current breaker 22, a first electric isolating switch 23, a second electric isolating switch 24, a third electric isolating switch 25 and a fourth electric isolating switch 26.
In an embodiment, referring to fig. 1, the rail vehicle power supply circuit structure is integrated in a rail transit, where the rail transit includes a subway static line and a subway dynamic line, the rail vehicle power supply circuit structure includes an ac input terminal, a voltage conversion circuit 10, and a blocking control circuit 20, which are sequentially connected in sequence, and an output terminal of the blocking control circuit 20 is connected to the subway static line and the subway dynamic line, respectively;
the voltage conversion circuit 10 is configured to convert an ac power supply input by the ac input terminal into a dc voltage and output the dc voltage to a dc cable, and convert the ac voltage into an ac voltage and output the ac voltage to a contact network;
the locking control circuit 20 is configured to perform multi-stage mutual locking control on the dc voltage and the ac voltage on the dc cable, so as to output the dc voltage and the ac voltage to the subway static adjustment line and the subway dynamic adjustment line, respectively.
In the present embodiment, referring to fig. 2 and fig. 3, the voltage conversion circuit 10 includes two rectifier transformers 11, two rectifiers 12, a switch control circuit 13, and a three-phase to single-phase transformer 14; in a circuit for converting an alternating current power supply on an alternating current bus into a direct current voltage, an input end of each rectifier transformer 11 is connected with an alternating current input end, an output end of each rectifier transformer 11 is connected with an input end of a rectifier 12, an output end of each rectifier 12 is connected with an input end of a switch control circuit 13, and an output end of each switch control circuit 13 is connected to a direct current cable to supply power to a contact net through the direct current cable. In a circuit for converting an alternating current power supply on an alternating current bus into alternating current voltage, the alternating current power supply input from an alternating current input end is directly converted through a three-phase-to-single-phase transformer 14 so as to supply power to a contact network.
Further, an ac power input from the ac input terminal is rectified into a first dc voltage 1500V by the rectifier transformer 11, and the first dc voltage 1500V is converted into a second dc voltage 750V by the rectifier 12. At this time, the direct current voltage 750V can be directly output to the direct current cable; or the two rectifiers 12 are connected in series through the switch control circuit 13 to output the direct current voltage 1500V to the direct current cable; or through the cooperation of the resistor cabinet in the voltage conversion circuit 10, to output a dc voltage of ± 375V or a dc voltage of ± 750V to the dc cable.
In the present embodiment, referring to fig. 3, two rectifiers 12 are connected in series through a switch control circuit 13 to output a dc voltage of 1500V to a dc cable; specifically, one rectifier 12 may output a dc voltage of 750V, and the two rectifiers 12 are connected in series by matching an electric disconnecting switch QS5, an electric disconnecting switch QS6, an electric disconnecting switch QS7, a shunt RW1, a shunt RW2 and a circuit breaker S1 in the switch control circuit 13, so as to output a dc voltage of 1500V to the dc cable. For the matching of the resistor cabinet in the voltage conversion circuit 10, the direct current voltage of +/-375V or +/-750V is output to the direct current cable; specifically, the rectifier 12 may output a dc voltage of ± 375V or a dc voltage of ± 750V to the dc cable through a combination of a resistor cabinet (ZR cabinet), an electric isolating switch QS1 and a resistor R1, a combination of a resistor cabinet (ZR cabinet), an electric isolating switch QS2 and a resistor R2, a combination of a resistor cabinet (ZR cabinet), an electric isolating switch QS3 and a resistor R3, or a combination of a resistor cabinet (ZR cabinet), an electric isolating switch QS4 and a resistor R4. The alternating current power supply of power plant converts multiple DC voltage into through voltage converting circuit 10 in this scheme and supplies power for the contact net, and the operation demand of different trains on the track traffic of being convenient for has promoted the convenience of track traffic power supply.
It should be noted that the ac power supply at the ac input end may be, but is not limited to, a 10KV ac power supply transmitted by a power plant through a power transmission line; two rectifiers 12 are connected in parallel to the switch control circuit 13, and each rectifier transformer 11 is connected in series with one rectifier 12; the resistor cabinet (ZR cabinet) can comprise equivalent resistors connected in series, and the middle position of the resistors connected in series can be used as a reference bit. The circuit breakers and the electric disconnectors of the circuits for converting and outputting the dc voltages in the voltage conversion circuit 10 are locked with each other, so that a plurality of different dc voltages are not output to the dc cable at the same time.
In the above embodiment, in the circuit for converting the ac power supply on the ac bus into the ac voltage, the ac power supply input at the ac input end is directly converted by the three-phase to single-phase transformer 14, so as to output the ac voltage of 27.5kV to supply power to the overhead line system.
In an embodiment, referring to fig. 2 and as shown in fig. 3, the lockout control circuit 20 includes a dc breaker 21, an ac breaker 22, a first electrically-operated disconnector 23, a second electrically-operated disconnector 24, a third electrically-operated disconnector 25 and a fourth electrically-operated disconnector 26; when the direct-current voltage converted by the voltage conversion circuit 10 is output to a contact network for power supply through a direct-current cable, the direct-current voltage is output to a subway static adjusting line or a subway dynamic adjusting line of the contact network through the cooperation of the direct-current circuit breaker 21, the first electric isolating switch 23 and the second electric isolating switch 24. When the alternating-current voltage converted by the voltage conversion circuit 10 is output to a catenary for power supply, the alternating-current voltage is output to a subway static adjusting line or a subway dynamic adjusting line of the catenary through the cooperation of the alternating-current circuit breaker 22, the third electric isolating switch 25 and the fourth electric isolating switch 26.
In this embodiment, referring to fig. 2, when the dc voltage converted by the voltage conversion circuit 10 is output to a static adjustment line of a subway of a contact network, the dc cable, the three-phase to single-phase transformer 14, and the static adjustment line of the subway of the contact network and the dynamic adjustment line of the subway are controlled to be cut off; when the direct-current voltage converted by the voltage conversion circuit 10 is output to a subway dynamic adjustment line of the overhead contact system, the direct-current cable is controlled to be cut off to a line from the overhead contact system subway static adjustment line, and the three-phase-to-single-phase transformer 14 is controlled to be cut off to a line from the overhead contact system subway static adjustment line and the subway dynamic adjustment line; when the alternating-current voltage converted by the three-phase to single-phase transformer 14 is output to the subway static adjusting line of the overhead line system, the direct-current cable is controlled to be cut off to the subway static adjusting line and the subway dynamic adjusting line of the overhead line system, and the three-phase to single-phase transformer 14 is controlled to be cut off to the subway dynamic adjusting line of the overhead line system; when the alternating-current voltage converted by the three-phase to single-phase transformer 14 is output to the subway dynamic adjustment line of the overhead line system, the direct-current cable is controlled to be cut off to the subway static adjustment line and the subway dynamic adjustment line of the overhead line system, and the three-phase to single-phase transformer 14 is controlled to be cut off to the subway static adjustment line of the overhead line system.
Further, referring to fig. 3, the dc circuit breaker 21 and the ac circuit breaker 22 are controlled to be locked with each other, and the first electric disconnector 23, the second electric disconnector 24, the third electric disconnector 25, and the fourth electric disconnector 26 are locked with each other; that is, when the dc breaker 21 is closed, the ac breaker 22 is opened, and when the dc breaker 21 is opened, the ac breaker 22 is closed. When the first electrical disconnector 23 is closed, the second electrical disconnector 24, the third electrical disconnector 25 and the fourth electrical disconnector 26 are all open; when the second electric disconnector 24 is closed, the first electric disconnector 23, the third electric disconnector 25 and the fourth electric disconnector 26 are all open; when the third electrical disconnector 25 is closed, the second electrical disconnector 24, the first electrical disconnector 23 and the fourth electrical disconnector 26 are all open; when the fourth electrically powered disconnect switch 26 is closed, the second electrically powered disconnect switch 24, the third electrically powered disconnect switch 25 and the first electrically powered disconnect switch 23 are all open. The subway static adjusting line and the subway dynamic adjusting line of the contact net are powered by multiple power supply systems, multiple different voltages are prevented from being output to the contact net at the same time, and the safety of the power supply circuit structure of the rail vehicle is improved.
It should be noted that, in the above embodiment, the subway static line and the subway dynamic line of the contact network respectively have the steel rails as the negative electrodes, when the first electric isolating switch 23 is closed, the subway static line is connected to the positive electrode of the dc cable, the steel rail of the subway static line is connected to the negative electrode of the dc cable, the combination of the subway static line and the corresponding steel rail of the contact network and the positive electrode and the negative electrode of the dc cable form the dc loop, so as to supply power to the subway static line of the subway contact network through the dc voltage of the dc cable; when the second electric isolating switch 24 is closed, the subway dynamic transfer line is connected with the positive pole of the direct current cable, the steel rail of the subway dynamic transfer line is connected with the negative pole of the direct current cable, the combination of the subway dynamic transfer line and the corresponding steel rail of the contact network and the positive pole and the negative pole of the direct current cable form a direct current loop, and the subway dynamic transfer line of the subway contact network is powered by the direct current voltage of the direct current cable; when the third electric isolating switch 25 is closed, the subway static line is connected with the output end of the three-phase-to-one-way transformer 14, the steel rail of the subway static line is connected with the negative end of the three-phase-to-one-way transformer 14, the combination of the subway static line and the steel rail of the contact network and the three-phase-to-one-way transformer 14 form an alternating current loop, and the subway static line of the subway contact network is supplied with power by the alternating current voltage converted by the three-phase-to-one-way transformer 14; when the fourth electric isolating switch 26 is closed, the subway dynamic adjusting line is connected with the output end of the three-phase-change unidirectional transformer 14, the steel rail of the subway dynamic adjusting line is connected with the negative end of the three-phase-change unidirectional transformer 14, the combination of the subway dynamic adjusting line and the steel rail of the contact network and the three-phase-change unidirectional transformer 14 form an alternating current loop, and the alternating current voltage converted by the three-phase-change unidirectional transformer 14 is used for supplying power to the subway dynamic adjusting line of the subway contact network.
Further, referring to fig. 3, a circuit breaker and a current transformer are provided between the ac input terminal to which the 10kV ac power is input and the rectifier transformer 11, and between the ac input terminal to which the 10kV ac power is input and the three-phase to single-phase transformer 14, to control the 10kV ac power at the ac input terminal to be input to the rectifier transformer 11 and the three-phase to single-phase transformer 14, respectively. It can be understood that a large current input from the ac input terminal is converted into a small current with a certain ratio by the ac transformer to be output to the rectifier transformer 11 and the three-phase to single-phase transformer 14 for conversion processing, respectively. In the line of the power supply circuit structure of the railway vehicle, a plurality of electrified display devices are arranged, each electrified display device comprises a capacitor and an LED lamp, and when current flows in the circuit related to the electrified display device, the LED lamp is turned on so as to check whether the current flows in the circuit related to the electrified display device.
The above are merely examples of the present invention, and common general knowledge of known specific structures and characteristics of the embodiments is not described herein, and those skilled in the art will know all the common technical knowledge in the technical field of the present invention before the application date or priority date, can know all the prior art in this field, and have the ability to apply the conventional experimental means before this date. It should be noted that, for those skilled in the art, without departing from the structure of the present invention, several modifications and improvements can be made, which should also be regarded as the protection scope of the present invention, and these will not affect the effect of the implementation of the present invention and the practicability of the patent. The scope of the claims of the present application shall be determined by the contents of the claims, and the description of the embodiments and the like in the specification shall be used to explain the contents of the claims.
Claims (10)
1. A rail vehicle power supply circuit structure is integrated on a rail vehicle, the rail vehicle comprises a subway static adjusting line and a subway dynamic adjusting line, and the rail vehicle power supply circuit structure is characterized by comprising an alternating current input end, a voltage conversion circuit and a locking control circuit which are sequentially connected, wherein the output end of the locking control circuit is respectively connected with the subway static adjusting line and the subway dynamic adjusting line;
the voltage conversion circuit is used for converting the alternating current power supply input by the alternating current input end into direct current voltage and outputting the direct current voltage to the direct current cable, and converting the direct current voltage into alternating current voltage and outputting the alternating current voltage to the contact network;
and the locking control circuit is used for controlling the direct current voltage and the alternating current voltage on the direct current cable through multi-stage mutual locking so as to respectively output the direct current voltage and the alternating current voltage to the subway static adjusting line and the subway dynamic adjusting line.
2. The rail vehicle supply circuit arrangement according to claim 1, characterized in that the voltage conversion circuit comprises two rectifier transformers;
each rectifier transformer is used for rectifying the alternating current power supply input by the alternating current input end into first direct current voltage.
3. The rail vehicle supply circuit arrangement according to claim 2, characterized in that the voltage conversion circuit further comprises two rectifiers connected in parallel, each rectifier being connected to one of the rectifier transformers;
each rectifier is used for converting the first direct-current voltage output by the rectifier transformer into a second direct-current voltage.
4. The rail vehicle supply circuit arrangement of claim 3, wherein the voltage conversion circuit further comprises a switch control circuit;
and the switch control circuit is used for controlling the two rectifiers to be connected in series or in parallel so as to output a plurality of direct-current voltages with different sizes.
5. The rail vehicle supply circuit arrangement of claim 4, wherein the lockout control circuit comprises a direct current circuit breaker;
and the direct current breaker is used for cutting off a line from the direct current cable to the contact network.
6. The rail vehicle supply circuit configuration of claim 5, wherein the lockout control circuit further comprises a first electrical disconnector coupled between the DC circuit breaker and a subway line of the catenary, and a second electrical disconnector coupled between the DC circuit breaker and a subway line of the catenary.
7. The rail vehicle supply circuit arrangement of claim 1, wherein the voltage conversion circuit further comprises a three-phase to single-phase transformer;
and the three-phase to single-phase transformer is used for converting an alternating current power supply input by the alternating current input end into alternating current voltage and outputting the alternating current voltage to the subway static adjusting line and the subway dynamic adjusting line.
8. The rail vehicle supply circuit arrangement of claim 7, wherein the voltage conversion circuit further comprises an alternating current circuit breaker;
and the alternating current circuit breaker is used for cutting off a line from the three-phase to single-phase transformer to the contact network.
9. The rail vehicle supply circuit structure of claim 8, wherein the lockout control circuit further comprises a third electric disconnector and a fourth electric disconnector, the third electric disconnector being connected between the ac circuit breaker and a subway line of the catenary, and the fourth electric disconnector being connected between the ac circuit breaker and a subway line of the catenary.
10. The rail vehicle power supply circuit structure according to any one of claims 1 to 9, wherein the voltage conversion circuit converts the dc voltage into 1500V, ± 750V and ± 375V, and the voltage conversion circuit converts the ac voltage into 27.5 KV.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202120828589.XU CN214479628U (en) | 2021-04-21 | 2021-04-21 | Power supply circuit structure of railway vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120828589.XU CN214479628U (en) | 2021-04-21 | 2021-04-21 | Power supply circuit structure of railway vehicle |
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| CN214479628U true CN214479628U (en) | 2021-10-22 |
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