WO2018107384A1 - 一种电力机车主电路及电力机车 - Google Patents

一种电力机车主电路及电力机车 Download PDF

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Publication number
WO2018107384A1
WO2018107384A1 PCT/CN2016/109886 CN2016109886W WO2018107384A1 WO 2018107384 A1 WO2018107384 A1 WO 2018107384A1 CN 2016109886 W CN2016109886 W CN 2016109886W WO 2018107384 A1 WO2018107384 A1 WO 2018107384A1
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WIPO (PCT)
Prior art keywords
switch
main circuit
transfer switch
locomotive
electric locomotive
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
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PCT/CN2016/109886
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English (en)
French (fr)
Inventor
樊运新
李希宁
陈安俊
邢涛
易如方
李顺
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CRRC Zhuzhou Locomotive Co Ltd
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CRRC Zhuzhou Locomotive Co Ltd
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Application filed by CRRC Zhuzhou Locomotive Co Ltd filed Critical CRRC Zhuzhou Locomotive Co Ltd
Priority to CN201680090086.9A priority Critical patent/CN109803848A/zh
Priority to PCT/CN2016/109886 priority patent/WO2018107384A1/zh
Publication of WO2018107384A1 publication Critical patent/WO2018107384A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle

Definitions

  • the invention relates to the technical field of electric locomotives, in particular to a main circuit of an electric locomotive and an electric locomotive.
  • each locomotive main circuit is directed to a form of power supply, that is, it can only be operated under the power supply line corresponding to the main circuit of the locomotive.
  • the main circuit of the electric locomotive in Figure 1 includes: 1 pantograph; 2 high voltage isolating switch; 3 lightning arrester; 4 vacuum circuit breaker; 5 AC grounding switch; 6 high voltage voltage transformer; 7 high voltage current transformer; 8 traction transformer; 9 traction converter; 10 traction motor; 11 shaft end grounding device.
  • the main circuit of the electric locomotive in Figure 2 includes: 1 pantograph; 2 high voltage isolating switch; 3 lightning arrester; 4 fast circuit breaker; 5 DC grounding switch; 6 DC voltage sensor; 7 DC current sensor; 8 traction converter; Motor; 10 shaft end grounding device.
  • the circuit in the dotted line frame in FIG. 1 is the main circuit of the AC power supply network locomotive, and the input end thereof is connected to the output end of the high voltage isolation switch, and the output end thereof is connected to the shaft end grounding device; the circuit in the dotted line frame in FIG.
  • the main circuit of the power supply network locomotive has an input end connected to the output end of the high voltage isolation switch, and an output end connected to the shaft end grounding device.
  • the main railway network will coexist with AC and DC contact networks (ie, part of the contact network power supply system in this area is AC25kV@50HZ, while the other part of the contact network has DC3kV power supply system). ).
  • AC and DC contact networks ie, part of the contact network power supply system in this area is AC25kV@50HZ, while the other part of the contact network has DC3kV power supply system.
  • the object of the present invention is to provide an electric locomotive main circuit and an electric locomotive, which can detect the current state of the catenary in real time through the AC/DC network pressure detecting device, and automatically convert the operating mode according to the current state of the catenary to realize the electric locomotive. Compatible with AC and DC contact networks.
  • the present invention provides a main circuit of an electric locomotive, comprising a main circuit of an AC power supply network locomotive, a main circuit of a DC power supply network locomotive, and further comprising: an AC/DC network pressure detecting device, a first transfer switch, and a control device; ,
  • the AC/DC network pressure detecting device is connected to the output end of the high voltage isolating switch, and is configured to detect the current network voltage of the line, and send the current network voltage to the control device;
  • the control device is respectively connected to the AC/DC network pressure detecting device and the control end of the first transfer switch, configured to determine a current touch screen state according to the current network voltage, and control a switch of the first transfer switch status;
  • the first end of the first transfer switch is connected to the ground end, and the second end of the first transfer switch is connected to the input end of the main circuit of the DC power supply network locomotive.
  • the solution further includes: a second transfer switch, a third transfer switch; wherein
  • the control device is respectively connected to the control end of the second transfer switch and the control end of the third transfer switch, and is configured to determine a current touch state according to the current network pressure, and control the first transfer switch, a second switching switch, a switching state of the third switching switch;
  • a first end of the second transfer switch is connected to a DC output end of the first traction converter, and a second end of the second transfer switch is connected to an input end of the DC current sensor;
  • the first end of the third transfer switch is connected to the DC output end of the second traction converter, and the second end of the third transfer switch is connected to the input end of the DC current sensor.
  • the first transfer switch is specifically a single-pole double-throw switch; wherein, when the current touch screen state is AC, the contact of the single-pole double-throw switch is closed to the first of the single-pole double-throw switch End, the second transfer switch and the third transfer switch are open; when the current touch screen state is DC, the contact of the single-pole double-throw switch is closed at the second end of the single-pole double-throw switch The second transfer switch and the third transfer switch are closed.
  • the first transfer switch is specifically a relay.
  • the second transfer switch and the third transfer switch are both relays.
  • control device is specifically a processor in a locomotive network control system.
  • the program also includes:
  • a display device connected to the control device to display the current state of the touch screen.
  • control device includes:
  • a detecting component connected to the first changeover switch to detect a switch state of the first transfer switch.
  • the program also includes:
  • An alarm device that is connected to the control device and that performs an alarm when the switch state is abnormal.
  • the present invention also provides an electric locomotive comprising the electric locomotive main circuit as described above.
  • the main circuit of the electric locomotive comprises the main circuit of the AC power supply network locomotive and the main circuit of the DC power supply network locomotive, and further comprises: an AC/DC network pressure detecting device, a first transfer switch, and a control device; wherein The DC network pressure detecting device is connected to the output end of the high voltage isolating switch for detecting the current network voltage of the line, and transmitting the current network voltage to the control device; the control device and the AC/DC network pressure detecting device respectively And a control end of the first transfer switch, configured to determine a current touch state according to the current network voltage, and control a switch state of the first transfer switch; the first end of the first transfer switch is grounded Connected to the end, the second end of the first transfer switch is connected to the input end of the main circuit of the DC power supply network locomotive;
  • the circuit can detect the current state of the catenary through the AC/DC network pressure detecting device in real time, and control the switching state of the first transfer switch according to the current state of the catenary (ie, the current current system), thereby automatically switching the operating mode to realize the electric power.
  • the locomotive is compatible to operate under the AC/DC contact network; the present invention also provides an electric locomotive, which has the above-mentioned beneficial effects, and will not be described herein.
  • FIG. 1 is a schematic structural view of a main circuit of an electric locomotive of an AC power supply network provided in the prior art
  • FIG. 2 is a schematic structural diagram of a circuit locomotive main circuit of a DC power supply network provided in the prior art
  • FIG. 3 is a structural block diagram of a main circuit of an electric locomotive according to an embodiment of the present invention.
  • FIG. 4 is a schematic structural diagram of another main circuit of an electric locomotive according to an embodiment of the present invention.
  • the core of the invention provides an electric locomotive main circuit and an electric locomotive, which can detect the current state of the catenary in real time through the AC/DC network pressure detecting device, and automatically convert the operating mode according to the current state of the catenary to realize the electric locomotive in Compatible with AC and DC contact networks.
  • the main circuit of the electric locomotive provided by the embodiment can realize the function of the main circuit of the electric locomotive of the AC power supply network in FIG. 1 and the function of the main circuit of the circuit locomotive of the DC power supply network in FIG. 2, that is, the automatic conversion of the electric locomotive AC and DC can be realized. Operation mode to achieve compatible operation of electric locomotives under AC and DC contact networks.
  • FIG. 3 which is a structural block diagram of a main circuit of an electric locomotive according to an embodiment of the present invention, including a main circuit 100 for an AC power supply network, a main circuit 200 for a DC power supply network, and an AC/DC network voltage. a detecting device 36, a first transfer switch 371, a control device; wherein
  • the AC/DC network pressure detecting device 36 is connected to the output end of the high voltage isolating switch 32 for detecting the current network voltage of the line and transmitting the current network voltage to the control device;
  • the control device is connected to the control terminals of the AC/DC network pressure detecting device 36 and the first changeover switch 371, respectively, for determining the current state of the touch screen according to the current network voltage, and controlling the switch state of the first changeover switch 371;
  • the first end of the first changeover switch 371 is connected to the ground end, and the second end of the first changeover switch 371 is connected to the input end of the DC power supply network locomotive main circuit 200.
  • the AC power supply locomotive main circuit 100 in FIG. 3 is an electric locomotive in an AC power supply network.
  • the main circuit can be operated in the following manner, and the specific form thereof can be the circuit of the dotted line frame in FIG. 1 , that is, the main circuit of the AC power supply network locomotive, the input end of which is connected to the output end of the high voltage isolating switch 2, and the output end thereof is connected to the shaft end grounding device 11;
  • the main circuit 200 of the DC power supply network locomotive in Fig. 3 is the main circuit of the electric locomotive running under the DC power supply network, and the specific form thereof can be the main circuit of the DC power supply network locomotive in the dotted line frame in Fig. 2, and the input end is isolated from the high voltage.
  • the output of the switch 2 is connected and its output is connected to the shaft end grounding device 10.
  • the shaft end grounding means refers to 45 in FIG. 3
  • 31 in FIG. 3 is a pantograph
  • 32 is a high voltage isolating switch.
  • the AC/DC operating mode of the electric locomotive main circuit is automatically converted into an AC/DC operating mode: the AC/DC network pressure detecting device 36 detects the current network voltage of the line, and transmits the current network voltage to the control device, and the control device respectively
  • the AC/DC network pressure detecting device 36 and the control end of the first changeover switch 371 are connected to determine the current touch state according to the current network voltage, and control the switch state of the first changeover switch 371; when the control device determines that the current touch state is During the communication, the control device controls the first changeover switch 371 to be connected to the first end, that is, to the ground end.
  • the switch of the AC power supply locomotive main circuit 100 is closed (the switch here is the AC power supply network locomotive master in the prior art).
  • the switch of the circuit access circuit can be understood as the vacuum circuit breaker of FIG. 1 , that is, the main circuit 100 of the AC power supply locomotive is connected into the circuit, even if the input end of the AC power supply locomotive main circuit 100 and the high voltage isolation switch 32 Connected, at this time, the operating mode of the main circuit of the electric locomotive is the AC mode; wherein, when the locomotive is in the AC mode, the first transfer switch is placed at the grounding position. It can avoid the breakdown of the DC arrester due to the AC induction network pressure when the locomotive is in the AC working condition.
  • the control device determines that the current state of the network is DC
  • the control device controls the first changeover switch 371 to be turned on with the second end.
  • the switch in the DC power supply network main circuit 200 is closed (the switch here is DC in the prior art).
  • the switch of the main circuit of the power supply network locomotive is understood to be the 4 in FIG. 2, that is, the fast circuit breaker), that is, the main circuit 200 of the DC power supply network locomotive is connected into the circuit, even if the input end of the main circuit 200 of the DC power supply network locomotive is The high-voltage isolating switch 32 is connected, and the operating mode of the main circuit of the electric locomotive is in the direct current mode.
  • the working process of the AC power supply locomotive main circuit 100 is consistent with the prior art; when in the DC operating mode, the working process of the DC power supply network locomotive main circuit 200 and the prior art In agreement.
  • the AC/DC network voltage detecting device 36 may detect the current network voltage of the line in real time, or may detect the current network voltage of the line according to a predetermined detection period; The current network pressure received is determined in real time or in accordance with a predetermined detection period, and the switching state of the first changeover switch 371 needs to be controlled in real time according to the determination result or according to a predetermined detection period. At this time, the control device needs to transmit a control command to the first changeover switch 371 in real time or in accordance with a predetermined detection cycle. In order to reduce the number of control commands sent by the control device.
  • the control device here needs to obtain the current switch state of the first switch 371 after obtaining the current state of the touch network, and determine whether the current state of the first switch 371 corresponds to the current state of the network, and if not, A control command is sent to the first changeover switch 371.
  • the control device determines that the current touch state is AC according to the acquired current network pressure, and detects the first Whether the changeover switch 371 is electrically connected to the first end, and at this time, the first changeover switch 371 is electrically connected to the first end, so the control device does not need to send a control command to the first changeover switch 371.
  • the AC power supply network locomotive main circuit 100 and the DC power supply network locomotive main circuit 200 may respectively have their corresponding pantographs, high voltage isolating switches and shaft end grounding devices, and may also be AC power supply network locomotive main circuit 100 and DC power supply.
  • the net locomotive main circuit 200 shares at least one of a pantograph, a high voltage isolating switch, and a shaft end grounding device. That is, in order to improve the integration degree of the main circuit of the electric locomotive, it is preferable that the AC power supply locomotive main circuit 100 and the DC power supply locomotive main circuit 200 share a pantograph, a high voltage isolating switch, and a shaft end grounding device. Thereby improving system integration and simplifying circuit structure.
  • the control device in this embodiment may be disposed in the main circuit of the electric locomotive, or may be integrated in the AC/DC network pressure detecting device 36 or integrated in the first transfer switch 371; or may utilize a processor in the locomotive network control system.
  • a control device As a control device. Therefore, the present embodiment does not limit the position and specific form of the control device. In order to reduce the circuit device, the utilization rate of the existing device is improved, and the circuit structure is further simplified.
  • a processor in the locomotive network control system can be utilized as the control device.
  • the processor in the locomotive network control system has the advantages of high processing speed and high reliability. At this time, the working process of this embodiment may be:
  • the AC/DC network pressure detecting device When the pantograph is raised and the high-voltage isolating switch is in the closed state, the AC/DC network pressure detecting device will detect the current network voltage, and send the sensed grid-side voltage amplitude information and standard information to the locomotive network control system in real time (hereinafter referred to as "Control system"), the locomotive thus obtains the current state of the contact network.
  • Control system When the locomotive gets the current contact network status ("AC” / "DC”), the control system will configure the A transfer switch to the corresponding position ("AC bit” is the first end / "DC bit” or the second end).
  • the locomotive When the first changeover switch is configured as the "AC position", that is, the first end, the locomotive will pass through the AC path (ie: pantograph ⁇ high voltage isolation switch ⁇ first transfer switch ⁇ vacuum circuit breaker ⁇ traction transformer ⁇ traction converter) ⁇ traction motor ⁇ shaft end grounding device) to obtain traction; wherein, vacuum circuit breaker, traction transformer, traction converter, traction motor is a specific form of AC power supply network locomotive main circuit 100; and when the first transfer switch is When configured as "DC bit” or the second end, the locomotive will pass through the DC path (ie: pantograph ⁇ high voltage isolating switch ⁇ first transfer switch ⁇ fast circuit breaker ⁇ traction converter ⁇ traction motor ⁇ shaft end grounding device) To obtain traction; wherein, the quick circuit breaker, the traction converter, and the traction motor are a specific form of the DC power supply network locomotive main circuit 200.
  • AC path ie: pantograph ⁇ high voltage isolation switch ⁇ first transfer switch ⁇
  • This embodiment does not limit the first transfer switch, and may be any switch that can be switched according to an instruction, such as a single-pole double-throw switch, or a relay or the like.
  • the main circuit of the electric locomotive according to the embodiment of the invention has simple circuit structure and high integration degree, and the AC/DC path shares the pantograph, the high-voltage isolating switch, the shaft end grounding device and the like, thereby improving the utilization rate of the device.
  • the space required for the arrangement of the locomotive equipment is saved; the circuit is provided with an AC/DC network pressure detecting device, and the device transmits the sensed grid side voltage amplitude information and the standard information to the control device in real time (such as the locomotive network control system).
  • the locomotive thereby obtains the current state of the contact network; the circuit is also provided with a first transfer switch, which is controlled by a control device (such as a locomotive network control system), and the control device (such as the locomotive network control system) passes the current
  • a control device such as a locomotive network control system
  • the control device such as the locomotive network control system
  • the state of the contact network sends a corresponding switch state command ("AC bit” / "DC bit" to the first transfer switch, thereby automatically switching the locomotive AC and DC operation mode to achieve compatible operation of the locomotive under the AC-DC contact network.
  • FIG. 4 is a schematic structural diagram of another main circuit of an electric locomotive according to an embodiment of the present invention.
  • the circuit, the DC power supply network locomotive main circuit may further include: an AC/DC network pressure detecting device 36, a first transfer switch 371, a second transfer switch 372, a third transfer switch 373, and a control device;
  • the AC/DC network pressure detecting device 36 is connected to the output end of the high voltage isolating switch 32 for detecting the current network voltage of the line and transmitting the current network voltage to the control device;
  • the control device is respectively connected to the AC/DC network pressure detecting device 36 and the control end of the first changeover switch 371.
  • the control end of the second changeover switch 372 is connected to the control end of the third changeover switch 373 for determining the current touch state according to the current network voltage, and controlling the first changeover switch 371, the second changeover switch 372, and the third changeover switch 373. Switch state
  • the first end of the first transfer switch 371 is connected to the ground end, and the second end of the first transfer switch 371 is connected to the input end of the main circuit of the DC power supply network locomotive;
  • the first end of the second changeover switch 372 is connected to the DC output end of the first traction converter 431, and the second end of the second changeover switch is connected to the input end of the DC current sensor 411;
  • the first end of the third transfer switch 373 is connected to the DC output end of the second traction converter 432, and the second end of the third changeover switch 373 is connected to the input end of the DC current sensor 411.
  • the second changeover switch 372 and the third changeover switch 373 may be disposed in the form of FIG.
  • the traction converter is the whole 431 and 432.
  • the traction converter is only the last two components of 431 and 432, that is, The second changeover switch 372 and the third changeover switch 373 are used to control the structures of 431 and 432.
  • the output of the DC current sensor 412 is connected to one end of the inductors in the traction converters 431 and 432, respectively. As shown in FIG.
  • the first end of the second changeover switch 372 is connected to the DC output of the first traction converter 431.
  • the first end of the third transfer switch 373 is connected to the DC output end of the second traction converter 432; please refer to FIG. 4 for the specific connection form.
  • the control device determines that the current touch state is AC
  • the control device controls the first changeover switch 371 to be turned on with the first end
  • the second changeover switch 372 is closed at the first end
  • the third changeover switch 373 is closed to the first End
  • the vacuum circuit breaker 34 is closed, that is, the main circuit of the AC power supply network locomotive is connected into the circuit, even if the input end of the main circuit of the AC power supply network locomotive is connected with the high voltage isolation switch 32, and the whole 431 and 432 are in the communication circuit
  • the operating mode of the main circuit of the electric locomotive is an alternating current mode; when the control device determines that the current state of the catenary is DC, the control device controls the first transfer switch 371 to be turned on with the second end, and the second transfer switch 372 is disconnected from the first end and The third transfer switch 373 is disconnected from the first end, and the quick circuit breaker 38 is closed, that is, the main circuit of the DC power supply network locomotive is connected into the circuit, even if the input end of the
  • the AC/DC path shares the pantograph 31, the high voltage isolation switch 32, the traction converters 431 and 432, and the shaft end grounding device 45, and has a simple topology and high system integration.
  • the first changeover switch is specifically a single-pole double-throw switch in the embodiment.
  • the contact of the single-pole double-throw switch is closed to the single-pole double-throw when the current touch-off state is AC.
  • a first end of the switch, the second transfer switch and the third transfer switch are open; when the current touch screen state is DC, the contact of the single-pole double-throw switch is closed to the single-pole double-throw switch
  • the second end of the second transfer switch and the third transfer switch are closed.
  • the single-pole double-throw switch is a low cost for common devices. And when the locomotive is in the AC mode, the first changeover switch is placed at the grounding position, which can prevent the DC arrester from being broken due to the AC induction network pressure when the locomotive is in the AC working condition.
  • the basic working process of this embodiment may be: when the pantograph is raised and the high-voltage isolating switch is in a closed state, the AC-DC network pressure detecting device will detect the current network voltage, and the sensed grid-side voltage amplitude information and system information are real-time. It is sent to the locomotive network control system (hereinafter referred to as "control system"), and the locomotive thus obtains the current state of the contact network. When the locomotive acquires the current contact network status ("AC” / "DC”), the control system will configure the first transfer switch to switch to the corresponding position ("AC bit” / "DC bit”).
  • the locomotive When the first transfer switch is configured as "AC position", the locomotive will pass through the AC path (ie: pantograph ⁇ high voltage isolation switch ⁇ first transfer switch ⁇ vacuum circuit breaker ⁇ traction transformer ⁇ traction converter ⁇ traction motor ⁇ The shaft end grounding device) obtains the traction; and when the first changeover switch is configured as the "DC position", the locomotive will pass through the DC path (ie: pantograph ⁇ high voltage isolating switch ⁇ first transfer switch ⁇ fast circuit breaker ⁇ traction Converter ⁇ traction motor ⁇ shaft end grounding device) to obtain traction.
  • the first transfer switch, the second transfer switch and the third transfer switch may each be a relay. Since the relay is also a common switching device, the reliability is good, because The switches in the various embodiments described above can all be replaced with relays, in which case the connections are adaptively adapted.
  • the present embodiment may further include a display device connected to the control device to display the current state of the catenary. It is of course also possible to directly display the current operating mode, or the switching state of each switch, where the switch can include a first transfer switch, a second transfer switch and a third transfer switch.
  • the control device may include: a detecting component connected to the first switching switch to detect a switching state of the first switching switch.
  • An alarm device that is connected to the control device and that performs an alarm when the switch state is abnormal. At this time, when the abnormality of the switch state is detected, an alarm is issued in time to improve the operational safety of the electric locomotive.
  • the alarm device can be a buzzer or the like.
  • the alarm device can trigger the emergency braking mode at the same time as the alarm to ensure the safe operation of the electric locomotive.
  • the main circuit of the electric locomotive according to the embodiment of the present invention has a simple circuit structure and high integration, and the AC/DC path shares the pantograph, the high-voltage isolating switch, the traction converter and the shaft end grounding device, etc., and is improved.
  • the space required for the layout of the locomotive equipment is saved; the circuit is provided with an AC/DC network voltage detecting device, and the device transmits the sensed grid side voltage amplitude information and standard information to the locomotive network control in real time.
  • the system obtains the current state of the contact network by the locomotive; the circuit is provided with a first transfer switch, a second transfer switch, a third transfer switch, the first transfer switch, the second transfer switch, and the third transfer switch are controlled by the locomotive network Controlled by the system, the locomotive network control system sends a corresponding switch state command to the first transfer switch, the second transfer switch, and the third transfer switch through the current contact network state, thereby automatically converting the locomotive AC and DC operation mode to realize the locomotive in the AC and DC. It is compatible with the operation under the contact network.
  • the electric locomotive provided by the embodiment of the present invention will be described below.
  • the electric locomotive described below and the electric locomotive main circuit described above can be referred to each other.
  • An embodiment of the present invention further provides an electric locomotive comprising the electric locomotive main circuit of any of the above embodiments.

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Abstract

一种电力机车主电路及电力机车。所述电力机车主电路，包括交流供电网机车主电路，直流供电网机车主电路，交直流网压检测装置，第一转换开关，控制装置；交直流网压检测装置与高压隔离开关的输出端相连检测线路当前网压并将当前网压发送给控制装置；控制装置分别与交直流网压检测装置及第一转换开关的控制端相连，根据当前网压确定当前触网状态并控制第一转换开关的开关状态；第一转换开关的第一端与接地端相连，第一转换开关的第二端与直流供电网机车主电路的输入端相连；该电路能够根据当前触网状态控制第一转换开关的开关状态，自动转换运行模式，实现电力机车在交直流接触网下兼容运行。

Description

一种电力机车主电路及电力机车 技术领域
本发明涉及电力机车技术领域，特别涉及一种电力机车主电路及电力机车。
背景技术
目前在轨道交通领域，大多数干线铁路均采用AC25kV@50HZ为干线电力机车供电，其电力机车主电路结构如图1所示，而城市轨道交通采用DC3kV及以下为其地铁车辆进行供电，其电力机车主电路结构如图2所示。
根据图1和图2可以看出由于每种机车主电路其都针对一种供电形式，即只能在机车主电路对应的供电线路下运行。其中，图1中电力机车主电路包括：1受电弓；2高压隔离开关；3避雷器；4真空断路器；5交流接地开关；6高压电压互感器；7高压电流互感器；8牵引变压器；9牵引变流器；10牵引电机；11轴端接地装置。图2中电力机车主电路包括：1受电弓；2高压隔离开关；3避雷器；4快速断路器；5直流接地开关；6直流电压传感器；7直流电流传感器；8牵引变流器；9牵引电机；10轴端接地装置。其中，图1中虚线框中的电路为交流供电网机车主电路，其输入端与高压隔离开关的输出端相连，其输出端与轴端接地装置相连；图2中虚线框中的电路为直流供电网机车主电路，其输入端与高压隔离开关的输出端相连，其输出端与轴端接地装置相连。
然而一些特殊地区(如南非及西欧等地)其干线铁路网会出现交直流接触网同时并存的局面(即该区域一部分接触网供电制式为AC25kV@50HZ，而另外一部分接触网其供电制式为DC3kV)。为实现电力机车能够在交直流接触网下兼容运行，亟需解决电力机车交直运行模式的自动转换问题。
发明内容
本发明的目的是提供一种电力机车主电路及电力机车，该电路能通过交直流网压检测装置能够实时检测当前触网状态，并根据当前触网状态自动转换运行模式，以实现电力机车在交直流接触网下兼容运行。
为解决上述技术问题，本发明提供一种电力机车主电路，包括交流供电网机车主电路，直流供电网机车主电路，还包括：交直流网压检测装置，第一转换开关，控制装置；其中，
所述交直流网压检测装置与高压隔离开关的输出端相连，用于检测线路当前网压，并将所述当前网压发送给所述控制装置；
所述控制装置分别与所述交直流网压检测装置及所述第一转换开关的控制端相连，用于根据所述当前网压确定当前触网状态，并控制所述第一转换开关的开关状态；
所述第一转换开关的第一端与接地端相连，所述第一转换开关的第二端与所述直流供电网机车主电路的输入端相连。
可选的，本方案还包括：第二转换开关，第三转换开关；其中，
所述控制装置分别与所述第二转换开关的控制端及所述第三转换开关的控制端相连，用于根据所述当前网压确定当前触网状态，并控制所述第一转换开关，所述第二转换开关，所述第三转换开关的开关状态；
所述第二转换开关的第一端与第一牵引变流器的直流输出端相连，所述第二转换开关的第二端与直流电流传感器的输入端相连；
所述第三转换开关的第一端与第二牵引变流器的直流输出端相连，所述第三转换开关的第二端与所述直流电流传感器的输入端相连。
可选的，所述第一转换开关具体为单刀双掷开关；其中，当所述当前触网状态为交流时，所述单刀双掷开关的触点闭合于所述单刀双掷开关的第一端，所述第二转换开关及所述第三转换开关断开；当所述当前触网状态为直流时，所述单刀双掷开关的触点闭合于所述单刀双掷开关的第二端，所述第二转换开关及所述第三转换开关闭合。
可选的，所述第一转换开关具体为继电器。
可选的，所述第二转换开关和所述第三转换开关均为继电器。
可选的，所述控制装置具体为机车网络控制系统中的处理器。
可选的，本方案还包括：
与所述控制装置相连，显示当前触网状态的显示装置。
可选的，所述控制装置包括：
与所述第一转换开关相连，检测所述第一转换开关的开关状态的检测部件。
可选的，本方案还包括：
与所述控制装置相连，开关状态异常时进行报警的报警装置。
本发明还提供一种电力机车，包括如上述所述的电力机车主电路。
本发明所提供的一种电力机车主电路，包括交流供电网机车主电路，直流供电网机车主电路，还包括：交直流网压检测装置，第一转换开关，控制装置；其中，所述交直流网压检测装置与高压隔离开关的输出端相连，用于检测线路当前网压，并将所述当前网压发送给所述控制装置；所述控制装置分别与所述交直流网压检测装置及所述第一转换开关的控制端相连，用于根据所述当前网压确定当前触网状态，并控制所述第一转换开关的开关状态；所述第一转换开关的第一端与接地端相连，所述第一转换开关的第二端与所述直流供电网机车主电路的输入端相连；
可见，该电路能通过交直流网压检测装置能够实时检测当前触网状态，并根据当前触网状态(即当前电流制式)控制第一转换开关的开关状态，从而自动转换运行模式，以实现电力机车在交直流接触网下兼容运行；本发明还提供了一种电力机车，具有上述有益效果，在此不再赘述。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据提供的附图获得其他的附图。
图1为现有技术中所提供的交流供电网的电力机车主电路的结构示意图；
图2为现有技术中所提供的直流供电网的电路机车主电路的结构示意 图；
图3为本发明实施例所提供的一种电力机车主电路的结构框图；
图4为本发明实施例所提供的另一电力机车主电路的结构示意图。
具体实施方式
本发明的核心是提供一种电力机车主电路及电力机车，该电路能通过交直流网压检测装置能够实时检测当前触网状态，并根据当前触网状态自动转换运行模式，以实现电力机车在交直流接触网下兼容运行。
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
本实施例提供的电力机车主电路能够实现图1中的交流供电网的电力机车主电路的功能及图2中的直流供电网的电路机车主电路的功能，即可以实现自动转换电力机车交直流运行模式，以实现电力机车在交直流接触网下兼容运行。具体请参考图3，图3为本发明实施例所提供的一种电力机车主电路的结构框图；包括交流供电网机车主电路100，直流供电网机车主电路200，还包括：交直流网压检测装置36，第一转换开关371，控制装置；其中，
交直流网压检测装置36与高压隔离开关32的输出端相连，用于检测线路当前网压，并将当前网压发送给所述控制装置；
控制装置分别与交直流网压检测装置36及第一转换开关371的控制端相连，用于根据当前网压确定当前触网状态，并控制第一转换开关371的开关状态；
第一转换开关371的第一端与接地端相连，第一转换开关371的第二端与直流供电网机车主电路200的输入端相连。
具体的，图3中的交流供电网机车主电路100是电力机车在交流供电网 下运行主电路，其具体形式可以如图1中虚线框中的电路即交流供电网机车主电路，其输入端与高压隔离开关2的输出端相连，其输出端与轴端接地装置11相连；图3中的直流供电网机车主电路200是电力机车在直流供电网下运行主电路，其具体形式可以如图2中虚线框中的电路为直流供电网机车主电路，其输入端与高压隔离开关2的输出端相连，其输出端与轴端接地装置10相连。在本实施例中轴端接地装置即指图3中的45，图3中的31为受电弓，32为高压隔离开关。
具体的该电力机车主电路的自动转换电力机车交直流运行模式的过称为：交直流网压检测装置36检测线路当前网压，并将当前网压发送给所述控制装置，控制装置分别与交直流网压检测装置36及第一转换开关371的控制端相连，用于根据当前网压确定当前触网状态，并控制第一转换开关371的开关状态；当控制装置判断当前触网状态为交流时，控制装置控制第一转换开关371与第一端导通即与接地端相连，此时交流供电网机车主电路100中开关闭合(这里的开关即现有技术中将交流供电网机车主电路接入电路的开关，可以理解为图1中的4即真空断路器)，即将交流供电网机车主电路100连接入电路中，即使交流供电网机车主电路100的输入端与高压隔离开关32连通，此时电力机车主电路的运行模式为交流模式；其中，当机车处于交流模式下，第一转换开关置于接地位，能避免当机车处于交流工况时，由于交流感应网压导致直流避雷器击穿。
当控制装置判断当前触网状态为直流时，控制装置控制第一转换开关371与第二端导通，此时直流供电网机车主电路200中开关闭合(这里的开关即现有技术中将直流供电网机车主电路接入电路的开关，可以理解为图2中的4即快速断路器)，即将直流供电网机车主电路200连接入电路中，即使直流供电网机车主电路200的输入端与高压隔离开关32连通，此时电力机车主电路的运行模式为直流模式。本实施例中，当处于交流运行模式时，交流供电网机车主电路100的工作过程与现有技术中一致；当处于直流运行模式时，直流供电网机车主电路200的工作过程与现有技术中一致。
进一步，由于交直流网压检测装置36可以是实时检测线路当前网压，也可以是按照预定检测周期检测线路当前网压；这时控制装置需要根据接 收到的当前网压实时或者按照预定检测周期进行当前触网状态的判定，并需要根据判定结果实时或者按照预定检测周期控制第一转换开关371的开关状态。这时控制装置需要实时或者按照预定检测周期向第一转换开关371发送控制指令。为了减少控制装置发送控制指令的数量。可选的，这里的控制装置在得到当前触网状态后需要获取当前第一转换开关371的开关状态，并判断当前第一转换开关371的状态是否与当前触网状态相对应，若是则不需要向第一转换开关371发送控制指令。例如当第一转换开关371与第一端导通，即交流供电网机车主电路100连接入电路的状态，之后控制装置根据获取的当前网压判定出当前触网状态为交流时，检测第一转换开关371是否与第一端导通，此时第一转换开关371与第一端导通，因此控制装置不需要给第一转换开关371发送控制指令。
本实施例中交流供电网机车主电路100以及直流供电网机车主电路200可以分别具有其对应的受电弓，高压隔离开关以及轴端接地装置，也可以交流供电网机车主电路100和直流供电网机车主电路200共用受电弓，高压隔离开关以及轴端接地装置中至少一种。即为了提高电力机车主电路的集成度，优选的，交流供电网机车主电路100和直流供电网机车主电路200共用受电弓，高压隔离开关以及轴端接地装置。从而提升系统集成度，简化电路结构。
本实施例中的控制装置可以设置于电力机车主电路中，也可以是集成于交直流网压检测装置36中或集成于第一转换开关371中；或者是利用机车网络控制系统中的处理器作为控制装置。因此，本实施例并不限定控制装置的位置及具体形式。为了减少电路器件，提高已有器件的利用率，进一步简化电路结构。优选的，可以利用机车网络控制系统中的处理器作为控制装置。机车网络控制系统中的处理器具有处理速度快，可靠性高的优点。此时本实施例的工作过程可以是：
当受电弓升起且高压隔离开关处于闭合状态，交直流网压检测装置将检测当前网压，并将感应到的网侧电压幅值信息及制式信息实时发送给机车网络控制系统(以下简称“控制系统”)，机车由此获取当前接触网状态。当机车获取到当前接触网状态后(“交流”/“直流”)，控制系统将配置第 一转换开关到对应的位置(“交流位”即第一端/“直流位”即第二端)。当第一转换开关被配置为“交流位”即第一端时，机车将通过交流通路(即：受电弓→高压隔离开关→第一转换开关→真空断路器→牵引变压器→牵引变流器→牵引电机→轴端接地装置)以获得牵引；其中，真空断路器，牵引变压器，牵引变流器，牵引电机为交流供电网机车主电路100的一种具体形式；而当第一转换开关被配置为“直流位”即第二端时，机车将通过直流通路(即：受电弓→高压隔离开关→第一转换开关→快速断路器→牵引变流器→牵引电机→轴端接地装置)以获得牵引；其中，快速断路器，牵引变流器，牵引电机为直流供电网机车主电路200的一种具体形式。
本实施例并不对第一转换开关进行限定，其可以是任意一种可以根据指令进行切换的开关，例如单刀双掷开关，或者是继电器等。
基于上述技术方案，本发明实施例提的电力机车主电路，电路结构简单、集成度高，交直流通路共用受电弓、高压隔离开关、轴端接地装置等设备，在提高了设备利用率的同时，节约了机车设备布置所需的空间；该电路设有交直流网压检测装置，该装置将所感应到的网侧电压幅值信息及制式信息实时发送给控制装置(如机车网络控制系统)，机车由此获取当前接触网状态；该电路同时设有第一转换开关，该第一转换开关受控制装置(如机车网络控制系统)所控制，控制装置(如机车网络控制系统)通过当前接触网状态向该第一转换开关发出对应开关状态指令(“交流位”/“直流位”)，从而自动转换机车交直流运行模式，以实现机车在交直流接触网下兼容运行。
为了进一步提高了设备利用率，可以将牵引变流器作为共用器件，具体请参考图4，图4为本发明实施例所提供的另一电力机车主电路的结构示意图；包括交流供电网机车主电路，直流供电网机车主电路，还可以包括：交直流网压检测装置36，第一转换开关371，第二转换开关372，第三转换开关373，控制装置；其中，
交直流网压检测装置36与高压隔离开关32的输出端相连，用于检测线路当前网压，并将当前网压发送给控制装置；
控制装置分别与交直流网压检测装置36，第一转换开关371的控制端， 第二转换开关372的控制端及第三转换开关373的控制端相连，用于根据当前网压确定当前触网状态，并控制第一转换开关371，第二转换开关372，第三转换开关373的开关状态；
第一转换开关371的第一端与接地端相连，第一转换开关371的第二端与直流供电网机车主电路的输入端相连；
第二转换开关372的第一端与第一牵引变流器431的直流输出端相连，第二转换开关的第二端与直流电流传感器411的输入端相连；
第三转换开关373的第一端与第二牵引变流器432的直流输出端相连，第三转换开关373的第二端与直流电流传感器411的输入端相连。
具体的，为了使交流供电网机车主电路和直流供电网机车主电路可以共用牵引变流器，可以按照图4中的形式设置第二转换开关372及第三转换开关373。使得在交流供电网机车主电路导通时，牵引变流器为整个431和432，在直流供电网机车主电路导通时，牵引变流器为仅包含431和432中后两个器件，即第二转换开关372及第三转换开关373用于控制431和432的结构。将直流电流传感器412的输出端分别于牵引变流器431和432中的电感一端相连如图4所示，第二转换开关372的第一端与第一牵引变流器431的直流输出端相连，第三转换开关373的第一端与第二牵引变流器432的直流输出端相连；具体连接形式请参考图4。
此时，当控制装置判断当前触网状态为交流时，控制装置控制第一转换开关371与第一端导通，第二转换开关372闭合于第一端及第三转换开关373闭合于第一端，真空断路器34闭合，即将交流供电网机车主电路连接入电路中，即使交流供电网机车主电路的输入端与高压隔离开关32连通，且整个431和432均在连通电路中，此时电力机车主电路的运行模式为交流模式；当控制装置判断当前触网状态为直流时，控制装置控制第一转换开关371与第二端导通，第二转换开关372与第一端断开及第三转换开关373与第一端断开，快速断路器38闭合，即将直流供电网机车主电路连接入电路中，即使直流供电网机车主电路的输入端与高压隔离开关32连通，且部分431和432均在连通电路中，此时电力机车主电路的运行模式为直流模式。
请参考图4，在该拓扑图中，交直流通路共用受电弓31、高压隔离开关32、牵引变流器431和432及轴端接地装置45等设备，拓扑结构简单、系统集成度高。其中，受电弓31；高压隔离开关32；避雷器33；真空断路器34；交流接地开关35；交直流网压检测装置36；第一转换开关37；快速断路器38；直流接地开关39；高压电流互感器40；直流电流传感器411和412；牵引变压器42，第一牵引变流器431；第二牵引变流器432；牵引电机44；轴端接地装置45。
基于上述任意实施例，本实施例中第一转换开关具体为单刀双掷开关；其中，当所述当前触网状态为交流时，所述单刀双掷开关的触点闭合于所述单刀双掷开关的第一端，所述第二转换开关及所述第三转换开关断开；当所述当前触网状态为直流时，所述单刀双掷开关的触点闭合于所述单刀双掷开关的第二端，所述第二转换开关及所述第三转换开关闭合。
具体的，单刀双掷开关为常用器件成本低。且当机车处于交流模式下，第一转换开关置于接地位，能避免当机车处于交流工况时，由于交流感应网压导致直流避雷器击穿。
本实施例的基本工作过程可以是：当受电弓升起且高压隔离开关处于闭合状态交直流网压检测装置将检测当前网压，并将感应到的网侧电压幅值信息及制式信息实时发送给机车网络控制系统(以下简称“控制系统”)，机车由此获取当前接触网状态。当机车获取到当前接触网状态后(“交流”/“直流”)，控制系统将配置第一转换开关切换到对应的位置(“交流位”/“直流位”)。当第一转换开关被配置为“交流位”时，机车将通过交流通路(即：受电弓→高压隔离开关→第一转换开关→真空断路器→牵引变压器→牵引变流器→牵引电机→轴端接地装置)以获得牵引；而当第一转换开关被配置为“直流位”时，机车将通过直流通路(即：受电弓→高压隔离开关→第一转换开关→快速断路器→牵引变流器→牵引电机→轴端接地装置)以获得牵引。
在另一实施例中，所述第一转换开关，所述第二转换开关和所述第三转换开关均可以是继电器。由于继电器也是常用开关器件，可靠性好，因 此上述各个实施例中的开关可以均替换为继电器，此时其连接都适应性配合改变。
为了使得电力机车工作人员及时得知目前电机机车的运行模式，因此在本实施例中还可以包括显示装置，其与所述控制装置相连，显示当前触网状态。当然也可以直接显示当前运行模式，或者各个开关的开关状态，这里的开关可以包括第一转换开关，第二转换开关和第三转换开关。
为了进一步提高开关状态转换的准确性，在本实施例中所述控制装置可以包括：与所述第一转换开关相连，检测所述第一转换开关的开关状态的检测部件。与所述控制装置相连，开关状态异常时进行报警的报警装置。此时，当检测到开关状态异常时及时报警，以提高电力机车运行安全性。报警装置可以是蜂鸣器等。这里报警装置可以在报警的同时触发紧急制动模式，以保证电力机车的安全运行。
基于上述技术方案，本发明实施例提的电力机车主电路，电路结构简单、集成度高，交直流通路共用受电弓、高压隔离开关、牵引变流器及轴端接地装置等设备，在提高了设备利用率的同时，节约了机车设备布置所需的空间；该电路设有交直流网压检测装置，该装置将所感应到的网侧电压幅值信息及制式信息实时发送给机车网络控制系统，机车由此获取当前接触网状态；该电路同时设有第一转换开关，第二转换开关，第三转换开关，该第一转换开关，第二转换开关，第三转换开关受机车网络控制系统所控制，机车网络控制系统通过当前接触网状态向该第一转换开关，第二转换开关，第三转换开关发出对应开关状态指令，从而自动转换机车交直流运行模式，以实现机车在交直流接触网下兼容运行。
下面对本发明实施例提供的电力机车进行介绍，下文描述的电力机车与上文描述的电力机车主电路可相互对应参照。
本发明实施例还提供一种电力机车，包括上述任意实施例所述的电力机车主电路。
说明书中各个实施例采用递进的方式描述，每个实施例重点说明的都 是与其他实施例的不同之处，各个实施例之间相同相似部分互相参见即可。对于实施例公开的电力机车而言，由于其与实施例公开的电力机车主电路相对应，所以描述的比较简单，相关之处参见电力机车主电路部分说明即可。
以上对本发明所提供的电力机车主电路及电力机车进行了详细介绍。本文中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的方法及其核心思想。应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以对本发明进行若干改进和修饰，这些改进和修饰也落入本发明权利要求的保护范围内。

Claims (10)

  1. 一种电力机车主电路，包括交流供电网机车主电路，直流供电网机车主电路，其特征在于，还包括：交直流网压检测装置，第一转换开关，控制装置；其中，
    所述交直流网压检测装置与高压隔离开关的输出端相连，用于检测线路当前网压，并将所述当前网压发送给所述控制装置；
    所述控制装置分别与所述交直流网压检测装置及所述第一转换开关的控制端相连，用于根据所述当前网压确定当前触网状态，并控制所述第一转换开关的开关状态；
    所述第一转换开关的第一端与接地端相连，所述第一转换开关的第二端与所述直流供电网机车主电路的输入端相连。
  2. 根据权利要求1所述的电力机车主电路，其特征在于，还包括：第二转换开关，第三转换开关；其中，
    所述控制装置分别与所述第二转换开关的控制端及所述第三转换开关的控制端相连，用于根据所述当前网压确定当前触网状态，并控制所述第一转换开关，所述第二转换开关，所述第三转换开关的开关状态；
    所述第二转换开关的第一端与第一牵引变流器的直流输出端相连，所述第二转换开关的第二端与直流电流传感器的输入端相连；
    所述第三转换开关的第一端与第二牵引变流器的直流输出端相连，所述第三转换开关的第二端与所述直流电流传感器的输入端相连。
  3. 根据权利要求1所述的电力机车主电路，其特征在于，所述第一转换开关具体为单刀双掷开关；其中，当所述当前触网状态为交流时，所述单刀双掷开关的触点闭合于所述单刀双掷开关的第一端，所述第二转换开关及所述第三转换开关断开；当所述当前触网状态为直流时，所述单刀双掷开关的触点闭合于所述单刀双掷开关的第二端，所述第二转换开关及所述第三转换开关闭合。
  4. 根据权利要求3所述的电力机车主电路，其特征在于，所述第一转换开关具体为继电器。
  5. 根据权利要求4所述的电力机车主电路，其特征在于，所述第二转 换开关和所述第三转换开关均为继电器。
  6. 根据权利要求1-5任一项所述的电力机车主电路，其特征在于，所述控制装置具体为机车网络控制系统中的处理器。
  7. 根据权利要求6所述的电力机车主电路，其特征在于，还包括：
    与所述控制装置相连，显示当前触网状态的显示装置。
  8. 根据权利要求7所述的电力机车主电路，其特征在于，所述控制装置包括：
    与所述第一转换开关相连，检测所述第一转换开关的开关状态的检测部件。
  9. 根据权利要求8所述的电力机车主电路，其特征在于，还包括：
    与所述控制装置相连，开关状态异常时进行报警的报警装置。
  10. 一种电力机车，其特征在于，包括如权利要求1-9任一项所述的电力机车主电路。
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