CN216033772U - Rail transit vehicle and power supply system thereof - Google Patents
Rail transit vehicle and power supply system thereof Download PDFInfo
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- CN216033772U CN216033772U CN202122070866.8U CN202122070866U CN216033772U CN 216033772 U CN216033772 U CN 216033772U CN 202122070866 U CN202122070866 U CN 202122070866U CN 216033772 U CN216033772 U CN 216033772U
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Abstract
The utility model discloses a rail transit vehicle and a power supply system thereof, wherein the power supply system comprises: the first power supply connecting device is arranged on the head compartment and/or the second power supply connecting device is arranged on the tail compartment; the power supply system comprises a through loop, wherein the input end of a first power supply connecting device and/or a second power supply connecting device is connected with a workshop power supply, the output end of the first power supply connecting device and/or the second power supply connecting device is respectively connected with a high-voltage power distribution device of a locomotive carriage, a high-voltage power distribution device of a tail carriage and a high-voltage power distribution device of each section of middle carriage through the through loop, and the workshop power supply is used for supplying power to each section of carriage load through the first power supply connecting device and/or the second power supply connecting device and the through loop. Therefore, the load of each carriage of the vehicle can be supplied with power through the power supply connecting device and the through loop, the workshop power supply connecting device and the related wire harness do not need to be arranged in each carriage, and the cost is reduced.
Description
Technical Field
The utility model relates to the technical field of rail vehicles, in particular to a power supply system of a rail transit vehicle and the rail transit vehicle.
Background
The current rail transit vehicle is provided with an independent workshop power supply device in each carriage, so that each carriage can be normally supplied with power, but the cost of the workshop power supply device and the cost of a related connecting wire harness are higher in the power supply mode. In the related art, an independent workshop power supply device is arranged in the head and tail carriages, and then the power supply of each carriage is realized by adopting a high-voltage through scheme, but the power supply mode has no independent cut-off loop, so that traffic accidents are easy to happen.
SUMMERY OF THE UTILITY MODEL
The present invention is directed to solving, at least to some extent, one of the technical problems in the related art. Therefore, a first object of the present invention is to provide a power supply system for rail transit vehicles, which can supply power to loads of each car of the vehicle through a first power supply connecting device and/or a second power supply connecting device and a through loop, and does not need to provide a workshop power supply connecting device and a related wire harness for each car, thereby reducing the cost.
The second purpose of the utility model is to provide a rail transit vehicle.
In order to achieve the above object, a first aspect of the present invention provides a power supply system for a rail transit vehicle, where the vehicle includes a head compartment, a tail compartment, and at least one middle compartment, and the power supply system includes: the first power supply connecting device is arranged on the head compartment and/or the second power supply connecting device is arranged on the tail compartment; the first power supply connecting device and/or the second power supply connecting device are connected with a workshop power supply through the input end, the first power supply connecting device and/or the second power supply connecting device are/is connected with the high-voltage power distribution device of the locomotive carriage, the high-voltage power distribution device of the tailstock carriage and the high-voltage power distribution device of each middle carriage through the through loop, and the workshop power supply is used for supplying power to each carriage load through the first power supply connecting device and/or the second power supply connecting device through the through loop.
According to the power supply system of the rail transit vehicle, the input end of the first power supply connecting device and/or the input end of the second power supply connecting device are/is connected with a workshop power supply, the output end of the first power supply connecting device and/or the output end of the second power supply connecting device are/is respectively connected with the high-voltage power distribution device of the locomotive carriage, the high-voltage power distribution device of the tail carriage and the high-voltage power distribution device of each middle carriage through the through loop, and the workshop power supply can supply power to each carriage through the first power supply connecting device and/or the second power supply connecting device and the through loop. Therefore, the power supply system can supply power to the load of each carriage of the vehicle through the first power supply connecting device and/or the second power supply connecting device and the through loop, does not need to arrange a workshop power supply connecting device and a related wire harness in each carriage, and reduces the cost.
In addition, the power supply system of the rail transit vehicle according to the above embodiment of the present invention may further have the following additional technical features:
further, the power supply system for rail transit vehicles further includes: and the collector shoe loop is respectively connected with the high-voltage power distribution device of the locomotive carriage, the high-voltage power distribution device of the tail carriage and the high-voltage power distribution device of each middle carriage, and is connected with a rail power supply so that the rail power supply can supply power to each carriage load.
Specifically, the high voltage distribution device of locomotive carriage, the high voltage distribution device of rear of a vehicle carriage with the high voltage distribution device of every section of middle carriage all includes: and a first linkage end of the linkage switch is connected with the through loop, a second linkage end of the linkage switch is connected with the collector shoe loop, and a third linkage end of the linkage switch is suspended.
Specifically, the linkage switch comprises a compartment gear, an operation gear and a cutting gear, wherein when the linkage switch is in the compartment gear, a contact of the linkage switch is shifted to a first linkage end of the linkage switch, and the workshop power supply supplies power to the carriage load; when the linkage switch is in the operating gear, a contact of the linkage switch is shifted to a second linkage end of the linkage switch, and the track power supply supplies power to the carriage load; when the linkage switch is in the cut-off gear, the contact of the linkage switch is shifted to the third linkage end of the linkage switch, and the carriage load stops supplying power.
Specifically, the high voltage power distribution device of locomotive carriage, the high voltage power distribution device of rear of a vehicle carriage and the high voltage power distribution device of every section of middle carriage still includes: and the discharge loop, one end of the discharge loop is connected with the third linkage end of the linkage switch, the other end of the discharge loop is connected with the carriage load, the third linkage end of the linkage switch is connected to the negative electrode of the high-voltage distribution device, and the discharge loop discharges residual voltage in the carriage load when the linkage switch is in a cut-off gear.
In particular, the bleed circuit comprises: one end of the first resistor is connected with the third linkage end of the linkage switch, and the other end of the first resistor is connected with the carriage load.
Specifically, the high voltage power distribution device of locomotive carriage, the high voltage power distribution device of rear of a vehicle carriage and the high voltage power distribution device of every section of middle carriage still includes: one end of the first fuse is connected with the first linkage end of the linkage switch, and the other end of the first fuse is connected with the through loop; one end of the first breaker is connected with the second linkage end of the linkage switch, and the other end of the first breaker is connected with the collector shoe loop.
Specifically, the high voltage distribution device of locomotive carriage still includes: and one end of the second fuse is connected with the output end of the first power supply connecting device, and the other end of the second fuse is connected with the through loop.
Specifically, the high voltage distribution device of the rear car further comprises: and one end of the third fuse is connected with the output end of the second power supply connecting device, and the other end of the third fuse is connected with the through loop.
In order to achieve the above object, a second aspect of the present invention provides a rail transit vehicle, comprising: the power supply system of the rail transit vehicle is disclosed.
According to the rail transit vehicle, a workshop power supply connecting device and a related wiring harness do not need to be arranged in each carriage, and cost is reduced.
Additional aspects and advantages of the utility model 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 utility model.
Drawings
Fig. 1 is a block schematic diagram of a power supply system of a rail transit vehicle according to an embodiment of the utility model;
FIG. 2 is a topological schematic of a power supply system for a rail transit vehicle according to one embodiment of the present invention;
fig. 3 is a block schematic diagram of a rail transit vehicle according to an embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the utility model and are not to be construed as limiting the utility model.
The following describes a power supply system for a rail transit vehicle and a rail transit vehicle according to an embodiment of the present invention with reference to the drawings.
Fig. 1 is a block schematic diagram of a power supply system of a rail transit vehicle according to an embodiment of the utility model.
In one embodiment of the present invention, the vehicle 100 may include a lead car 110, a tail car 120, and at least one intermediate car 130. The middle car 130 may be a single section or multiple sections.
As shown in fig. 1, the power supply system for rail transit vehicles according to the embodiment of the present invention may include: a first power connection device 10 provided at the head car 110 and/or a second power connection device 20 provided at the tail car 120; and a through loop 30, wherein the input end of the first power supply connecting device 10 and/or the second power supply connecting device 20 is connected with a workshop power supply, the output end of the first power supply connecting device 10 and/or the second power supply connecting device 20 is respectively connected with the high-voltage power distribution device 111 of the head carriage 110, the high-voltage power distribution device 121 of the tail carriage 120 and the high-voltage power distribution device 131 of each intermediate carriage 131 through the through loop 30, and the workshop power supply is used for supplying power to each carriage load through the first power supply connecting device 10 and/or the second power supply connecting device 20 and the through loop 30.
Specifically, when the vehicle needs to be charged, the vehicle can be connected with a workshop power supply through the first power supply connecting device 10 arranged in the head carriage 110, and then the carriage loads in each intermediate carriage 130 and the tail carriage 120 are supplied with power through the through loop 30; or the second power supply connecting device 20 arranged in the tail carriage 120 is connected with a workshop power supply, and then the power is supplied to the carriage loads in each middle carriage 130 and the head carriage 120 through the through loop 30; or the first power supply connecting device 10 arranged in the head carriage 110 and the second power supply connecting device 20 arranged in the tail carriage 120 are respectively connected with a workshop power supply, and then the carriage load in each middle carriage 130 is supplied with power through the through loop 30. Therefore, the power supply of the carriage load of each carriage can be realized, the power supply of the whole vehicle workshop can be realized only by arranging the power supply connecting device in the vehicle head carriage and/or the vehicle tail carriage and by arranging the through loop, the power supply connecting device is not required to be arranged in each carriage, and the wire harness cost is reduced.
The power supply system 100 for a rail transit vehicle will be described in detail below, taking as an example a vehicle having a first power connection device 10 in a head car 110 and a second power connection device 20 in a tail car 120.
Specifically, as shown in fig. 1, the output ends of the first power connection device 10 and the second power connection device 20 are respectively connected to the high-voltage power distribution device 111 of the leading car 110, the high-voltage power distribution device 121 of the trailing car 120, and the high-voltage power distribution device 131 of each intermediate car 130 through the through loop 30, and the high-voltage power distribution device 111 of the leading car 110, the high-voltage power distribution device 121 of the trailing car 120, and the high-voltage power distribution device 131 of each intermediate car 130 are respectively connected to the corresponding car loads. When the power supply of the workshop is started, the workshop power supply transmits voltage to the through loop 30 through the first power supply connecting device 10 and the second power supply connecting device 20, supplies power to the high-voltage power distribution device of each compartment through the through loop 30, and distributes electric energy to each compartment load (such as an auxiliary load, a traction inverter and a traction motor) through the high-voltage power distribution device of each compartment.
It should be noted that, when only the first power connection device 10 or the second power connection device 20 is provided in the power supply system, the operation principle of the power supply system is the same as that described above, and the detailed description thereof is omitted here.
According to an embodiment of the utility model, the power supply system of the rail transit vehicle further comprises: the collector shoe circuit 40, the collector shoe circuit 40 is respectively connected with the high-voltage power distribution device 111 of the head carriage 110, the high-voltage power distribution device 121 of the tail carriage 120 and the high-voltage power distribution device 131 of each intermediate carriage 130, and the collector shoe circuit 30 is connected with the rail power supply so that the rail power supply supplies power to each carriage load.
Specifically, as shown in fig. 2, the rail power supply is a dc voltage (e.g., 750V) obtained by rectifying and converting a power grid voltage (e.g., 10KV or 35 KV). When the vehicle runs normally, the rail power supply supplies electric energy to the high-voltage power distribution device 111 of the head carriage 110, the high-voltage power distribution device 121 of the tail carriage 120 and the high-voltage power distribution device 131 of each intermediate carriage 130 through the collector shoe loop 30, and then the high-voltage power distribution devices of the carriages supply power to corresponding carriage loads, so that each carriage load can work normally.
According to one embodiment of the present invention, the high voltage power distribution device 111 of the lead car 110, the high voltage power distribution device 121 of the tail car 120, and the high voltage power distribution device 131 of each intermediate car 130 may each include: a first linkage end of the linkage switch QS1 is connected with the through circuit 30, a second linkage end of the linkage switch QS1 is connected with the collector shoe circuit 40, and a third linkage end of the linkage switch QS1 is suspended.
Further, according to an embodiment of the present invention, the ganged switch QS1 may include a car bay, a run gear, and a cut gear, wherein when the ganged switch QS1 is in the car bay, a contact of the ganged switch QS1 is shifted to a first ganged end of the ganged switch QS1, and the car load is supplied with power from the car bay power supply; when the linkage switch QS1 is in a running gear, a contact of the linkage switch QS1 is shifted to a second linkage end of the linkage switch QS1, and the rail power supply supplies power to the load of the carriage; when the linked switch QS1 is in the cut-off gear, the contact of the linked switch QS1 is shifted to the third linked end of the linked switch, and the power supply of the carriage load is stopped.
Specifically, as shown in fig. 2, a high voltage power distribution device in each compartment of a rail transit vehicle is provided with a ganged switch QS1, and the vehicle can be placed in different modes by controlling the toggle position of the contacts of the ganged switch QS 1. When the linkage switch QS1 is located at a car bay, the contact of the linkage switch QS1 is shifted to the first linkage end and is connected with the through loop 30, and a car load is supplied with power by a car bay power supply; when the linkage switch QS1 is in a running gear, the contact of the linkage switch QS1 is shifted to the second linkage end at the moment, the second linkage end is connected with the collector shoe loop 40, and the power supply is supplied to the load of the carriage by the rail power supply; when the linked switch QS1 is in the cut-off gear, the contact of the linked switch QS1 is shifted to the third linked end at the moment, and the power supply for the load of the carriage is stopped. Therefore, the linked switches are arranged in all the carriages of the vehicle, so that the switching of the power supply modes of the carriages can be quickly realized, the operation is quick and convenient, and the functions of isolating and cutting off a single carriage can be realized by independently controlling the connection positions of the contacts of the linked switches of all the carriages.
According to an embodiment of the present invention, as shown in fig. 2, the high voltage power distribution device 111 of the head car 110, the high voltage power distribution device 121 of the tail car 120, and the high voltage power distribution device 131 of each intermediate car 130 may further include: and a discharge circuit 50, wherein one end of the discharge circuit 50 is connected with a third linkage end of a linkage switch QS1, the other end of the discharge circuit 50 is connected with a carriage load, the third linkage end of the linkage switch QS1 is connected to the negative electrode of the high-voltage distribution device, and the discharge circuit 50 discharges residual voltage in the carriage load when the linkage switch QS1 is in a cut-off gear.
Further, according to an embodiment of the utility model, the relief circuit 50 may comprise: and one end of a first resistor R1, one end of a first resistor R1 is connected with the third linkage end of the linkage switch QS1, and the other end of the first resistor R1 is connected with the load of the compartment.
Specifically, if the ganged switch is in the cut-off position, no power supply source supplies power to the car load, but residual voltage still exists in the car load (such as an auxiliary load, a traction inverter, a traction motor and the like), and if people in the car contact the car load at this time, the danger of electric shock may occur, so that the residual voltage in the car load needs to be discharged through the first resistor R1 in the discharge circuit 50, and the personal safety of the people in the car needs to be guaranteed.
With continued reference to fig. 2, the high voltage power distribution device 111 of the lead car 110, the high voltage power distribution device 121 of the tail car 120, and the high voltage power distribution device 131 of each intermediate car 130 may further include, according to one embodiment of the present invention: one end of a first fuse FU1, one end of the first fuse FU1 is connected with a first linkage end of a linkage switch QS1, and the other end of the first fuse FU1 is connected with the through loop 30; and one end of the first circuit breaker HSCB is connected with the second linkage end of the linkage switch QS1, and the other end of the first circuit breaker HSCB is connected with the collector shoe loop 40.
Specifically, when the car load of each car is supplied with power by the car power supply, if the car load is short-circuited or has another fault that the current becomes abnormally large, the current is larger than the rated current of the first fuse FU1, the corresponding first fuse FU1 is fused, the car power supply of the car corresponding to the car is cut off, and therefore the over-current protection of the car is achieved. When the carriage load of each carriage is supplied with power by the rail power supply, if the carriage load has a short circuit or a carriage leakage working condition, the corresponding first circuit breaker HSCB can be immediately disconnected, and the rail power supply is cut off to supply power to the carriage load of the corresponding carriage, so that the short circuit protection of the carriage is realized, and the integral operation of the power supply system of the rail transit vehicle is avoided being influenced.
With continued reference to fig. 2, the high voltage power distribution device 111 of the locomotive car 110 may further include, according to one embodiment of the present invention: and a second fuse FU2, one end of the second fuse FU2 being connected to the output terminal of the first power supply connecting device 10, and the other end of the second fuse FU2 being connected to the through circuit 30.
With continued reference to fig. 2, the high voltage power distribution device 121 of the rear car 120 may further include, in accordance with an embodiment of the present invention: and a third fuse FU3, one end of the third fuse FU3 being connected to the output terminal of the second power supply connection device 20, and the other end of the third fuse FU3 being connected to the through circuit 30. In other words, by arranging the second fuse FU2 and the third fuse FU3 at the output end of the first power supply connection device 10 and the output end of the second power supply connection device 20, respectively, overcurrent protection of the power supply of the workshop power supply of the whole train can be realized, and since the power supply is cut off at the source (the output end of the first power supply connection device 10 and the output end of the second power supply connection device 20) when overcurrent occurs, a fuse does not need to be arranged in the middle compartment, and the cost is reduced.
In summary, according to the power supply system of the rail transit vehicle of the present invention, the input end of the first power connection device and/or the second power connection device is connected to the workshop power supply, the output end of the first power connection device and/or the second power connection device is connected to the high voltage power distribution device of the head car, the high voltage power distribution device of the tail car, and the high voltage power distribution device of each middle car through the through loop, respectively, and the workshop power supply can supply power to each car load through the first power connection device and/or the second power connection device and the through loop. Therefore, the power supply system can supply power to the workshop power supply for the load of each carriage of the vehicle through the first power supply connecting device and/or the second power supply connecting device and the through loop, does not need to arrange a workshop power supply distribution device and a related wire harness in each carriage, and saves the manufacturing cost of the vehicle.
Corresponding to the embodiment, the utility model further provides a rail transit vehicle.
As shown in fig. 3, the rail transit vehicle 200 according to the embodiment of the present invention includes the power supply system 210 of the rail transit vehicle according to the embodiment.
According to the rail transit vehicle, a workshop power supply connecting device and a related wiring harness do not need to be arranged in each carriage, and cost is reduced.
It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
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 utility model. In this specification, the schematic representations of the terms used above do not necessarily 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, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (10)
1. A power supply system of a rail transit vehicle, the vehicle comprising a head car, a tail car and at least one intermediate car, the power supply system comprising:
the first power supply connecting device is arranged on the head compartment and/or the second power supply connecting device is arranged on the tail compartment;
a through-going circuit, wherein,
the input end of the first power supply connecting device and/or the input end of the second power supply connecting device are/is connected with a workshop power supply, the output end of the first power supply connecting device and/or the output end of the second power supply connecting device are/is connected with the high-voltage power distribution device of the locomotive carriage, the high-voltage power distribution device of the tail carriage and the high-voltage power distribution device of each section of middle carriage respectively through the through loop, and the workshop power supply is used for supplying power to each section of carriage load through the first power supply connecting device and/or the second power supply connecting device through the through loop.
2. The rail transit vehicle power supply system according to claim 1, further comprising:
and the collector shoe loop is respectively connected with the high-voltage power distribution device of the locomotive carriage, the high-voltage power distribution device of the tail carriage and the high-voltage power distribution device of each middle carriage, and is connected with a rail power supply so that the rail power supply can supply power to each carriage load.
3. The power supply system for rail transit vehicles according to claim 2, wherein the high voltage power distribution device of the head car, the high voltage power distribution device of the tail car and the high voltage power distribution device of each intermediate car each comprise:
and a first linkage end of the linkage switch is connected with the through loop, a second linkage end of the linkage switch is connected with the collector shoe loop, and a third linkage end of the linkage switch is suspended.
4. The rail transit vehicle power supply system of claim 3, wherein the linked switches include a car bay, a run gear, and a cut gear, wherein,
when the linkage switch is in a vehicle compartment gear, a contact of the linkage switch is shifted to a first linkage end of the linkage switch, and the vehicle power supply supplies power to the carriage load;
when the linkage switch is in the operating gear, a contact of the linkage switch is shifted to a second linkage end of the linkage switch, and the track power supply supplies power to the carriage load;
when the linkage switch is in the cut-off gear, the contact of the linkage switch is shifted to the third linkage end of the linkage switch, and the carriage load stops supplying power.
5. The power supply system for rail transit vehicles according to claim 3, wherein the high voltage power distribution device of the head car, the high voltage power distribution device of the tail car and the high voltage power distribution device of each intermediate car further comprise:
and the discharge loop, one end of the discharge loop is connected with the third linkage end of the linkage switch, the other end of the discharge loop is connected with the carriage load, the third linkage end of the linkage switch is connected to the negative electrode of the high-voltage distribution device, and the discharge loop discharges residual voltage in the carriage load when the linkage switch is in a cut-off gear.
6. The rail transit vehicle power supply system of claim 5, wherein the bleed circuit comprises:
one end of the first resistor is connected with the third linkage end of the linkage switch, and the other end of the first resistor is connected with the carriage load.
7. The power supply system for rail transit vehicles according to claim 3, wherein the high voltage power distribution device of the head car, the high voltage power distribution device of the tail car and the high voltage power distribution device of each intermediate car further comprise:
one end of the first fuse is connected with the first linkage end of the linkage switch, and the other end of the first fuse is connected with the through loop;
one end of the first breaker is connected with the second linkage end of the linkage switch, and the other end of the first breaker is connected with the collector shoe loop.
8. The rail transit vehicle power supply system of claim 3, wherein the high voltage power distribution device of the locomotive car further comprises:
and one end of the second fuse is connected with the output end of the first power supply connecting device, and the other end of the second fuse is connected with the through loop.
9. The rail transit vehicle power supply system of claim 3, wherein the high voltage power distribution device of the rear car further comprises:
and one end of the third fuse is connected with the output end of the second power supply connecting device, and the other end of the third fuse is connected with the through loop.
10. A rail transit vehicle, comprising: the power supply system of a rail transit vehicle according to any of claims 1-9.
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| CN202122070866.8U CN216033772U (en) | 2021-08-30 | 2021-08-30 | Rail transit vehicle and power supply system thereof |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202122070866.8U CN216033772U (en) | 2021-08-30 | 2021-08-30 | Rail transit vehicle and power supply system thereof |
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| CN216033772U true CN216033772U (en) | 2022-03-15 |
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