WO2019095779A1 - 一种轨道辅助供电控制系统及其控制方法 - Google Patents
一种轨道辅助供电控制系统及其控制方法 Download PDFInfo
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- WO2019095779A1 WO2019095779A1 PCT/CN2018/102634 CN2018102634W WO2019095779A1 WO 2019095779 A1 WO2019095779 A1 WO 2019095779A1 CN 2018102634 W CN2018102634 W CN 2018102634W WO 2019095779 A1 WO2019095779 A1 WO 2019095779A1
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- power supply
- supply circuit
- contactor
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
- H02J9/02—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which an auxiliary distribution system and its associated lamps are brought into service
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
- H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
- H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
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- the present application relates to the field of rail transit, and in particular to a track auxiliary power supply control system and a control method thereof.
- the auxiliary bus supply system of the railway passenger car is divided into BN1, BN2 and BD power supply, BN1 and BN2 supply power to the common load of the traction unit, and BD supplies power to the important load of the traction unit.
- the existing railway passenger car auxiliary power supply system has designed the BN to BD function in order to overcome the above problems. Once the traction units BN1 and BN2 lose power, part of the load can be switched to BD power supply. However, due to its limited capacity, BD can only carry a part of the relatively important load, which can not meet the power supply requirements of all loads, affecting the normal power supply of the train and passenger comfort.
- embodiments of the present application are expected to provide a track assist power supply control system and a control method thereof.
- the present application provides a track auxiliary power supply control system, including a charger and a battery, the control system further comprising: a first power supply circuit, a second power supply circuit, an uninterruptible power supply circuit, and a power supply selection circuit, the first power supply circuit Connecting a charger to the second power supply circuit, and switching the first power supply circuit and the second power supply circuit to supply power through a power supply selection switch; the uninterruptible power supply circuit is connected to the battery and is in the first When both the power supply circuit and the second power supply circuit fail, power is continuously supplied to the load.
- the power supply selection circuit includes: a power supply selection switch S11 and a circuit breaker F11, one end of the main contact of the circuit breaker F11 is simultaneously connected to a battery and a charger, and the main circuit of the circuit breaker F11 The other end of the contact is connected to the input end of the power supply selection switch S11, the first output end of the power supply selection switch S11 is connected to the first power supply circuit, and the second output end of the power supply selection switch S11 is connected to the second power supply circuit.
- the first power supply circuit includes: a charger start contactor KM3, a circuit breaker F08, a contactor Q11, a forward relay K92, and a backward relay K93;
- One end of the normally open contact of the charger start contactor KM3 is connected to the charger and the battery;
- the other end of the normally open contact of the charger start contactor KM3 is connected to one end of the main contact of the circuit breaker F08;
- the other end of the main contact of the circuit breaker F08 is connected to one end of the main contact of the contactor Q11, and the other end of the main contact of the contactor Q11 is connected to the load;
- the first output end of the power supply selection switch S11 is simultaneously connected to one end of the normally closed contact of the forward relay K92 and one end of the normally open auxiliary contact of the contactor Q11;
- the other end of the normally closed contact of the forward relay K92 is connected to one end of the normally closed contact of the rear relay K93;
- the other end of the normally closed contact of the rearward relay K93 is simultaneously connected to one end of the normally open auxiliary contact of the contactor Q11 and the coil of the contactor Q11.
- the other end of the normally open contact of the charger activation contactor KM3 is also coupled to one side of the vehicle end connector for powering the vehicle forward and backward.
- the second power supply circuit includes: a charger start contactor KM4, a circuit breaker F09, a contactor Q12, a forward relay K92, and a backward relay K93;
- One end of the normally open contact of the charger starting contactor KM4 is connected to the charger and the battery;
- the other end of the normally open contact of the charger start contactor KM4 is connected to one end of the main contact of the circuit breaker F09;
- the other end of the main contact of the circuit breaker F09 is connected to one end of the main contact of the contactor Q12, and the other end of the main contact of the contactor Q12 is connected to the load;
- the second output end of the power supply selection switch S11 is simultaneously connected to one end of the normally closed contact of the forward relay K92 and one end of the normally open auxiliary contact of the contactor Q12;
- the other end of the normally closed contact of the forward relay K92 is connected to one end of the normally closed contact of the rear relay K93;
- the other end of the normally closed contact of the rearward relay K93 is simultaneously connected to one end of the normally open auxiliary contact of the contactor Q12 and the coil of the contactor Q12.
- the other end of the normally open contact of the charger activation contactor KM4 is also coupled to the two sides of the vehicle end connector for powering the vehicle forward and backward.
- a circuit breaker is disposed between the first power supply circuit, the second power supply circuit, and the uninterruptible power supply circuit and the load.
- control method of the control system as described above, the control method comprising:
- the uninterruptible power supply circuit is switched to continuously supply power to the load.
- the process of starting the charger, controlling the power supply selection circuit to be turned on, and switching the first power supply circuit to supply power to the load includes:
- the coil of the contactor Q11 is energized, the auxiliary contact of the contactor Q11 is closed, and the main contact of the contactor Q11 is turned on;
- the circuit breaker between the first power supply circuit and the load is closed, and the first power supply circuit is turned on to supply power to the load.
- the process of starting the charger, controlling the power supply selection circuit to be turned on, and switching the second power supply circuit to supply power to the load includes:
- the coil of the contactor Q12 is energized, the auxiliary contact of the contactor Q12 is closed, and the main contact of the contactor Q12 is turned on;
- the circuit breaker between the second power supply circuit and the load is closed, and the second power supply circuit is turned on to supply power to the load.
- the process of switching the uninterruptible power supply circuit to continuously supply power to the load specifically includes: when both the first power supply circuit and the second power supply circuit occur In the event of a fault, the circuit breaker between the uninterrupted power supply circuit and the load is closed, and the uninterrupted power supply circuit is turned on to continuously supply power to the load.
- This application combines the conventional DC bus BN1 and BN2 into one DC bus, and retains the BD bus, that is, the uninterruptible power supply circuit. Then, the combined DC bus is divided into two power supply circuits, which are arranged throughout the train, and a power supply selection switch is set on each bicycle. When one power supply circuit fails, the load of the vehicle can be switched to another power supply circuit, so that The load works fine. The uninterrupted power supply circuit runs through the train. When two power supply circuits fail or other emergencies occur, the uninterrupted power supply circuit supplies power to the important load to ensure that the important load works normally. In addition, the two-way power supply circuit provided on each bicycle is also connected to the vehicle end connector. After the train is rotated 180° and reorganized, the power supply can be ensured smoothly, and the requirements for flexible train formation can be met.
- FIG. 1 is a schematic diagram of a track auxiliary power supply control system according to an embodiment of the present application
- FIG. 2 is a flow chart of a control method of a track auxiliary power supply control system according to an embodiment of the present application.
- the embodiment provides a track auxiliary power supply control system, the control system includes a charger and a battery, and the control system further includes: a first power supply circuit, a second power supply circuit, an uninterruptible power supply circuit, and a power supply selection circuit.
- the first power supply circuit and the second power supply circuit are both connected to the charger, and the first power supply circuit and the second power supply circuit are switched by the power supply selection switch to supply power to the load; the uninterruptible power supply circuit is connected to the battery and The power supply to the load is continuously continued when both the first power supply circuit and the second power supply circuit fail.
- the track auxiliary power supply control system described in this embodiment combines the conventional DC bus BN1 and BN2 into one DC bus, and retains the BD bus, that is, the uninterruptible power supply circuit. Then, the combined DC bus is divided into two power supply circuits, which are arranged throughout the train, and a power supply selection switch is set on each bicycle. When one power supply circuit fails, the load of the vehicle can be switched to another power supply circuit, so that The load works fine. The uninterrupted power supply circuit runs through the train. When two power supply circuits fail or other emergencies occur, the uninterrupted power supply circuit supplies power to the important load to ensure that the important load works normally.
- the control system described in this embodiment specifically includes: a charger, a battery, a power supply selection switch, a circuit breaker F11, a charger start contactor KM3, a circuit breaker F08, a contactor Q11, and a forward.
- the forward relay K92 and the backward relay K93 constitute a first power supply circuit
- the charger start contactor KM4, the circuit breaker F09, the contactor Q12, the forward relay K92 and the backward relay K93 constitute a second power supply circuit, wherein the first power supply The circuit and the second power supply circuit share the forward relay K92 and the backward relay K93.
- one end of the main contact of the circuit breaker F11 is simultaneously connected to the battery and the charger, and the other end of the main contact of the circuit breaker F11 is connected to the input end of the power supply selection switch S11, and the power supply selection switch S11 An output terminal is connected to the first power supply circuit, and a second output terminal of the power supply selection switch S11 is connected to the second power supply circuit.
- One end of the normally open contact of the charger start contactor KM3 is connected to the charger and the battery;
- the other end of the normally open contact of the charger start contactor KM3 is connected to one end of the main contact of the circuit breaker F08;
- the other end of the main contact of the circuit breaker F08 is connected to one end of the main contact of the contactor Q11, and the other end of the main contact of the contactor Q11 is connected to the load;
- the first output end of the power supply selection switch S11 is connected to one end of the normally closed contact of the contactor Q12;
- the other end of the normally closed contact of the contactor Q12 is simultaneously connected to one end of the normally closed contact of the front relay K92 and one end of the normally open auxiliary contact of the contactor Q11;
- the other end of the normally closed contact of the forward relay K92 is connected to one end of the normally closed contact of the rear relay K93;
- the other end of the normally closed contact of the rearward relay K93 is simultaneously connected to one end of the normally open auxiliary contact of the contactor Q11 and the coil of the contactor Q11.
- One end of the normally open contact of the charger starting contactor KM4 is connected to the charger and the battery;
- the other end of the normally open contact of the charger start contactor KM4 is connected to one end of the main contact of the circuit breaker F09;
- the other end of the main contact of the circuit breaker F09 is connected to one end of the main contact of the contactor Q12, and the other end of the main contact of the contactor Q12 is connected to the load;
- the second output end of the power supply selection switch S11 is connected to one end of the normally closed contact of the contactor Q11;
- the other end of the normally closed contact of the contactor Q11 is simultaneously connected to one end of the normally closed contact of the forward relay K92 and one end of the normally open auxiliary contact of the contactor Q12;
- the other end of the normally closed contact of the forward relay K92 is connected to one end of the normally closed contact of the rear relay K93;
- the other end of the normally closed contact of the rearward relay K93 is simultaneously connected to one end of the normally open auxiliary contact of the contactor Q12 and the coil of the contactor Q12.
- the charger is first activated, and the charger starts the contactor KM3 to normally open the contact closure.
- the main contact of the circuit breaker F11 is electrically closed, the main contact of the circuit breaker F08 is electrically closed, the main contact of the circuit breaker F09 is electrically closed, and the power supply selection switch S11 is directly powered by the battery, and the power supply selection switch S11 is selected.
- the coil of the contactor Q12 of the second power supply circuit When the position of the first power supply circuit is connected, the coil of the contactor Q12 of the second power supply circuit is not energized, the normally closed contact of the contactor Q12 is closed, the normally closed contact of the forward relay K92 and the normally closed contact of the backward relay K93
- the coil of the contactor Q11 When the point is turned on, at this time, the coil of the contactor Q11 is energized, the auxiliary contact of the contactor Q11 is turned on, and the contactor Q11 is self-locked.
- the main contact of the contactor Q11 is turned on, and the circuit breakers F01, F02 and F03 between the first power supply circuit and the load are closed, so that the first power supply circuit supplies power to the load.
- the power supply selection switch S11 when the power supply selection switch S11 is selected to the position where the second power supply circuit is connected, the normally closed contact of the forward relay K92 and the normally closed contact of the backward relay K93 When it is turned on, at this time, the coil of the contactor Q12 is energized, the auxiliary contact of the contactor Q12 is turned on, and the contactor Q12 is self-locked. At the same time, the main contact of the contactor Q12 is turned on, and the second power supply circuit is supplied with power to the load after the circuit breaker between the second power supply circuit and the load is closed.
- the first power supply circuit and the second power supply circuit are powered by a charger of sufficient capacity, and the power supply can be ensured normally if there are two internal charger failures, and the first power supply circuit and the second power supply circuit
- the power supply circuits are respectively arranged in the charger, that is, the first power supply circuit and the second power supply circuit respectively comprise two pairs of busbars, wherein one pair of busbars is used to supply power to the vehicle load, and the other pair of busbars are connected to the vehicle end connector to other The car is powered.
- busbars of the first power supply circuit that supply power to other vehicles are connected to the two sides of the vehicle end connector, and the busbars of the second power supply circuit that supply power to other vehicles are connected to one side of the vehicle end connector, when the vehicle rotates by 180°,
- the vehicle end connector can still be docked, and the first power supply circuit and the second power supply circuit bus are interchanged, so that the power supply of the whole train is not affected, and the flexible grouping of the train is realized.
- the embodiment further provides a control method of the track auxiliary power supply control system as described above, and the control method includes:
- the uninterruptible power supply circuit is switched to continuously supply power to the load.
- the process of starting the charger, controlling the power supply selection circuit to be turned on, and switching the power supply of the first power supply circuit to the load specifically includes:
- the coil of the contactor Q11 is energized, the auxiliary contact of the contactor Q11 is closed, and the main contact of the contactor Q11 is turned on;
- the circuit breaker between the first power supply circuit and the load is closed, and the first power supply circuit is turned on to supply power to the load.
- the process of starting the charger, controlling the power supply selection circuit to be turned on, and switching the second power supply circuit to supply power to the load includes:
- the coil of the contactor Q12 is energized, the auxiliary contact of the contactor Q12 is closed, and the main contact of the contactor Q12 is turned on;
- the circuit breaker between the second power supply circuit and the load is closed, and the second power supply circuit is turned on to supply power to the load.
- the process of switching the uninterruptible power supply circuit to continuously supply power to the load specifically includes: when the first power supply circuit and the second power supply circuit both fail, closing the uninterruptible power supply circuit and The circuit breaker between the loads, the uninterruptible power supply circuit is turned on to continuously supply power to the load.
- control method described in this embodiment can not only effectively avoid the situation that the load power failure of the auxiliary power supply equipment fails to work normally, but also meet the requirements of the 180° grouping of the vehicle.
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Abstract
本申请实施例中提供了一种轨道辅助供电控制系统，所述系统包括充电机、蓄电池、第一供电电路、第二供电电路、不间断供电电路和供电选择电路，所述第一供电电路与所述第二供电电路均连接充电机，并通过供电选择开关切换所述第一供电电路和所述第二供电电路对负载进行供电；所述不间断供电电路连接蓄电池并在所述第一供电电路和第二供电电路均发生故障时持续向负载进行供电。本申请还提供了如上所述控制系统的控制方法。本申请将直流母线BN1和BN2合并为一条直流母线并保留BD母线。将合并后的直流母线分为两个供电电路，贯穿全列车，每个单车上设置供电选择开关，当有一路供电电路发生故障时，可将本车负载切换到另一路供电电路，使负载能够正常工作。
Description
本申请涉及轨道交通领域，尤其涉及一种轨道辅助供电控制系统及其控制方法。
目前轨道客车辅助供电系统分为BN1、BN2和BD供电，BN1和BN2给本牵引单元普通负载供电，BD给本牵引单元重要负载供电。一旦充电机或辅助变流器发生故障，本牵引单元除BD负载外，其他负载将会断电停止工作，影响车辆正常运行。
现有的轨道客车辅助供电系统为了克服以上问题设计了BN转BD功能，一旦本牵引单元BN1、BN2失电，可将部分负载切换为BD供电。但是由于BD自身容量有限，只能带一部分相对重要的负载，不能满足所有负载的供电需求，影响列车正常供电和旅客舒适度。
发明内容
有鉴于此，本申请实施例期望提供一种轨道辅助供电控制系统及其控制方法。
为达到上述目的，本申请实施例的技术方案是这样实现的：
本申请提供了一种轨道辅助供电控制系统，包括充电机和蓄电池，所述控制系统还包括：第一供电电路、第二供电电路、不间断供电电路和供电选择电路，所述第一供电电路与所述第二供电电路均连接充电机，并通过供电选择开关切换所述第一供电电路和所述第二供电电路对负载进行供电；所述不间断供电电路连接蓄电池并在所述第一供电电路和第二供电电路均发生故障时持续向负载进行供电。
在一些可选的实现方式中，所述供电选择电路包括：供电选择开关S11和断路器F11，所述断路器F11的主触点的一端同时连接蓄电池和充电机，所述断路器F11的主触点的另一端连接供电选择开关S11的输入端，所述供电选择开关S11的第一输出端连接第一供电电路，所述供电选择开关S11的第二输出端连接第二供电电路。
在一些可选的实现方式中，所述第一供电电路包括：充电机启动接触器KM3、断路器F08、接触器Q11、向前继电器K92和向后继电器K93；
所述充电机启动接触器KM3的常开触点的一端连接所述充电机和蓄电池；
所述充电机启动接触器KM3的常开触点的另一端连接所述断路器F08的主触点的一端；
所述断路器F08的主触点的另一端连接所述接触器Q11的主触点的一端，所述接触器Q11的主触点的另一端连接负载；
所述供电选择开关S11的第一输出端同时连接向前继电器K92的常闭触点的一端和接触器Q11的常开辅助触点的一端；
所述向前继电器K92的常闭触点的另一端连接向后继电器K93的常闭触点的一端；
所述向后继电器K93的常闭触点的另一端同时连接接触器Q11的常开辅助触点的一端和所述接触器Q11的线圈。
在一些可选的实现方式中，所述充电机启动接触器KM3的常开触点的另一端还连接车端连接器的一位侧，用于向前后车辆供电。
在一些可选的实现方式中，所述第二供电电路包括：充电机启动接触器KM4、断路器F09、接触器Q12、向前继电器K92和向后继电器K93；
所述充电机启动接触器KM4的常开触点的一端连接所述充电机和蓄电池；
所述充电机启动接触器KM4的常开触点的另一端连接所述断路器F09的主触点的一端；
所述断路器F09的主触点的另一端连接所述接触器Q12的主触点的一端， 所述接触器Q12的主触点的另一端连接负载；
所述供电选择开关S11的第二输出端同时连接向前继电器K92的常闭触点的一端和接触器Q12的常开辅助触点的一端；
所述向前继电器K92的常闭触点的另一端连接向后继电器K93的常闭触点的一端；
所述向后继电器K93的常闭触点的另一端同时连接接触器Q12的常开辅助触点的一端和所述接触器Q12的线圈。
在一些可选的实现方式中，所述充电机启动接触器KM4的常开触点的另一端还连接车端连接器的二位侧，用于向前后车辆供电。
在一些可选的实现方式中，所述第一供电电路、第二供电电路和所述不间断供电电路与负载之间均设置有断路器。
为解决上述技术问题之一，本申请还提出了一种如上所述控制系统的控制方法，所述控制方法包括：
启动充电机，控制供电选择电路导通并切换第一供电电路或第二供电电路对负载供电；
当第一供电电路和第二供电电路均发生故障时，切换不间断供电电路对负载持续供电。
在一些可选的实现方式中，所述启动充电机，控制供电选择电路导通并切换第一供电电路对负载供电的过程具体包括：
启动充电机；
闭合充电机启动接触器KM3常开触点、断路器F11的主触点和断路器F08的主触点；
控制供电选择开关S11选择导通第一供电电路；
接触器Q11的线圈得电，接触器Q11的辅助触点闭合，接触器Q11的主触点接通；
闭合第一供电电路与负载之间的断路器，第一供电电路导通对负载进行供 电。
在一些可选的实现方式中，所述启动充电机，控制供电选择电路导通并切换第二供电电路对负载供电的过程具体包括：
启动充电机；
闭合充电机启动接触器KM4常开触点、断路器F11的主触点和断路器F09的主触点；
控制供电选择开关S11选择导通第二供电电路；
接触器Q12的线圈得电，接触器Q12的辅助触点闭合，接触器Q12的主触点接通；
闭合第二供电电路与负载之间的断路器，第二供电电路导通对负载进行供电。
在一些可选的实现方式中，当第一供电电路和第二供电电路均发生故障时，切换不间断供电电路对负载持续供电的过程具体包括：当第一供电电路和第二供电电路均发生故障时，闭合不间断供电电路与负载之间的断路器，不间断供电电路导通对负载进行持续供电。
本申请的有益效果如下：
本申请将传统的直流母线BN1和BN2合并为一条直流母线，并保留BD母线，即不间断供电电路。然后将合并后的直流母线分为两个供电电路，贯穿全列车，在每个单车上设置供电选择开关，当有一路供电电路发生故障时，可将本车负载切换到另一路供电电路，使负载能够正常工作。不间断供电电路贯穿全列车，在两路供电电路均发生故障或者其他紧急情况发生时，由不间断供电电路向重要负载进行供电，以保证重要负载正常工作。另外，每个单车上设置的两路供电电路还连接车端连接器，列车旋转180°重新编组后，依然能够保证供电畅通，满足列车灵活编组的要求。
图1为本申请实施例所述的轨道辅助供电控制系统的原理图；
图2为本申请实施例所述的轨道辅助供电控制系统的控制方法流程图。
为了使本申请实施例中的技术方案及优点更加清楚明白，以下结合附图对本申请的示例性实施例进行进一步详细的说明，显然，所描述的实施例仅是本申请的一部分实施例，而不是所有实施例的穷举。需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。
本实施例提出了一种轨道辅助供电控制系统，所述控制系统包括充电机和蓄电池，所述控制系统还包括：第一供电电路、第二供电电路、不间断供电电路和供电选择电路，所述第一供电电路与所述第二供电电路均连接充电机，并通过供电选择开关切换所述第一供电电路和所述第二供电电路对负载进行供电；所述不间断供电电路连接蓄电池并在所述第一供电电路和第二供电电路均发生故障时持续向负载进行供电。
具体的，本实施例所述的轨道辅助供电控制系统将传统的直流母线BN1和BN2合并为一条直流母线，并保留BD母线，即不间断供电电路。然后将合并后的直流母线分为两个供电电路，贯穿全列车，在每个单车上设置供电选择开关，当有一路供电电路发生故障时，可将本车负载切换到另一路供电电路，使负载能够正常工作。不间断供电电路贯穿全列车，在两路供电电路均发生故障或者其他紧急情况发生时，由不间断供电电路向重要负载进行供电，以保证重要负载正常工作。
进一步的，如图1所示，本实施例所述的控制系统具体包括：充电机、蓄电池、供电选择开关、断路器F11、充电机启动接触器KM3、断路器F08、接触器Q11、向前继电器K92、向后继电器K93、充电机启动接触器KM4、断路器F09和接触器Q12，其中供电选择开关和断路器F11构成供电选择电路，充电机启动接触器KM3、断路器F08、接触器Q11、向前继电器K92和向后继电器K93构成第一供电电路，充电机启动接触器KM4、断路器F09、接触器Q12、向前继电器K92和向后继电器K93构成第二供电电路，其中第一供电电路和第二供电电 路共用向前继电器K92和向后继电器K93。
具体的，所述断路器F11的主触点的一端同时连接蓄电池和充电机，所述断路器F11的主触点的另一端连接供电选择开关S11的输入端，所述供电选择开关S11的第一输出端连接第一供电电路，所述供电选择开关S11的第二输出端连接第二供电电路。
所述充电机启动接触器KM3的常开触点的一端连接所述充电机和蓄电池；
所述充电机启动接触器KM3的常开触点的另一端连接所述断路器F08的主触点的一端；
所述断路器F08的主触点的另一端连接所述接触器Q11的主触点的一端，所述接触器Q11的主触点的另一端连接负载；
所述供电选择开关S11的第一输出端连接接触器Q12的常闭触点的一端；
所述接触器Q12的常闭触点的另一端同时连接向前继电器K92的常闭触点的一端和接触器Q11的常开辅助触点的一端；
所述向前继电器K92的常闭触点的另一端连接向后继电器K93的常闭触点的一端；
所述向后继电器K93的常闭触点的另一端同时连接接触器Q11的常开辅助触点的一端和所述接触器Q11的线圈。
所述充电机启动接触器KM4的常开触点的一端连接所述充电机和蓄电池；
所述充电机启动接触器KM4的常开触点的另一端连接所述断路器F09的主触点的一端；
所述断路器F09的主触点的另一端连接所述接触器Q12的主触点的一端，所述接触器Q12的主触点的另一端连接负载；
所述供电选择开关S11的第二输出端连接接触器Q11的常闭触点的一端；
所述接触器Q11的常闭触点的另一端同时连接向前继电器K92的常闭触点的一端和接触器Q12的常开辅助触点的一端；
所述向前继电器K92的常闭触点的另一端连接向后继电器K93的常闭触点 的一端；
所述向后继电器K93的常闭触点的另一端同时连接接触器Q12的常开辅助触点的一端和所述接触器Q12的线圈。
本实施例所述的控制系统在实际使用过程中，首先启动充电机，充电机启动接触器KM3常开触点闭合。断路器F11的主触点上电闭合，断路器F08的主触点上电闭合，断路器F09的主触点上电闭合，供电选择开关S11直接由蓄电池进行供电，将供电选择开关S11选择到连接第一供电电路的位置时，第二供电电路的接触器Q12的线圈不得电，接触器Q12的常闭触点闭合，向前继电器K92的常闭触点和向后继电器K93的常闭触点接通，此时，接触器Q11的线圈得电，接触器Q11的辅助触点接通，接触器Q11实现自锁。同时，接触器Q11的主触点接通，闭合第一供电电路与负载之间的断路器F01、F02和F03，实现第一供电电路对负载供电。
同理，如果需要由第二供电电路对负载供电，则将供电选择开关S11选择到连接第二供电电路的位置时，向前继电器K92的常闭触点和向后继电器K93的常闭触点接通，此时，接触器Q12的线圈得电，接触器Q12的辅助触点接通，接触器Q12实现自锁。同时，接触器Q12的主触点接通，闭合第二供电电路与负载之间的断路器后实现第二供电电路对负载供电。
本实施例所述的第一供电电路和第二供电电路都通过足够容量的充电机进行供电，一旦有两台以内充电机发生故障也能够保证供电正常，并且所述第一供电电路和第二供电电路各在充电机分线，即在第一供电电路和第二供电电路均包括两对母线，其中一对母线用于给本车负载进行供电，另外一对母线连接车端连接器给其他车进行供电。且第一供电电路的给其他车供电的母线连接车端连接器的二位侧，第二供电电路的给其他车供电的母线连接车端连接器的一位侧，当车辆旋转180°时，车端连接器仍然可以对接，第一供电电路和第二供电电路母线互换，对于整列车供电不受任何影响，实现列车的灵活编组。
对应的，如图2所示，本实施例还提出了一种如上所述轨道辅助供电控制 系统的控制方法，所述控制方法包括：
启动充电机，控制供电选择电路导通并切换第一供电电路或第二供电电路对负载供电；
当第一供电电路和第二供电电路均发生故障时，切换不间断供电电路对负载持续供电。
具体的，所述启动充电机，控制供电选择电路导通并切换第一供电电路对负载供电的过程具体包括：
启动充电机；
闭合充电机启动接触器KM3常开触点、断路器F11的主触点和断路器F08的主触点；
控制供电选择开关S11选择导通第一供电电路；
接触器Q11的线圈得电，接触器Q11的辅助触点闭合，接触器Q11的主触点接通；
闭合第一供电电路与负载之间的断路器，第一供电电路导通对负载进行供电。
所述启动充电机，控制供电选择电路导通并切换第二供电电路对负载供电的过程具体包括：
启动充电机；
闭合充电机启动接触器KM4常开触点、断路器F11的主触点和断路器F09的主触点；
控制供电选择开关S11选择导通第二供电电路；
接触器Q12的线圈得电，接触器Q12的辅助触点闭合，接触器Q12的主触点接通；
闭合第二供电电路与负载之间的断路器，第二供电电路导通对负载进行供电。
当第一供电电路和第二供电电路均发生故障时，切换不间断供电电路对负 载持续供电的过程具体包括：当第一供电电路和第二供电电路均发生故障时，闭合不间断供电电路与负载之间的断路器，不间断供电电路导通对负载进行持续供电。
本实施例所述的控制方法不仅能够有效的避免辅助供电设备故障状况下负载失电不能正常工作的情况，而且还可以满足车辆旋转180°编组的要求。
显然，本领域的技术人员可以对本申请进行各种改动和变型而不脱离本申请的精神和范围。这样，倘若本申请的这些修改和变型属于本申请权利要求及其等同技术的范围之内，则本申请也意图包含这些改动和变型在内。
Claims (11)
- 一种轨道辅助供电控制系统，包括充电机和蓄电池，其特征在于，所述控制系统还包括：第一供电电路、第二供电电路、不间断供电电路和供电选择电路，所述第一供电电路与所述第二供电电路均连接充电机，并通过供电选择开关切换所述第一供电电路和所述第二供电电路对负载进行供电；所述不间断供电电路连接蓄电池并在所述第一供电电路和第二供电电路均发生故障时持续向负载进行供电。
- 根据权利要求1所述的控制系统，其特征在于，所述供电选择电路包括：供电选择开关S11和断路器F11，所述断路器F11的主触点的一端同时连接蓄电池和充电机，所述断路器F11的主触点的另一端连接供电选择开关S11的输入端，所述供电选择开关S11的第一输出端连接第一供电电路，所述供电选择开关S11的第二输出端连接第二供电电路。
- 根据权利要求2所述的控制系统，其特征在于，所述第一供电电路包括：充电机启动接触器KM3、断路器F08、接触器Q11、向前继电器K92和向后继电器K93；所述充电机启动接触器KM3的常开触点的一端连接所述充电机和蓄电池；所述充电机启动接触器KM3的常开触点的另一端连接所述断路器F08的主触点的一端；所述断路器F08的主触点的另一端连接所述接触器Q11的主触点的一端，所述接触器Q11的主触点的另一端连接负载；所述供电选择开关S11的第一输出端同时连接向前继电器K92的常闭触点的一端和接触器Q11的常开辅助触点的一端；所述向前继电器K92的常闭触点的另一端连接向后继电器K93的常闭触点的一端；所述向后继电器K93的常闭触点的另一端同时连接接触器Q11的常开辅助触点的一端和所述接触器Q11的线圈。
- 根据权利要求3所述的控制系统，其特征在于，所述充电机启动接触器KM3的常开触点的另一端还连接车端连接器的一位侧，用于向前后车辆供电。
- 根据权利要求3所述的控制系统，其特征在于，所述第二供电电路包括：充电机启动接触器KM4、断路器F09、接触器Q12、向前继电器K92和向后继电器K93；所述充电机启动接触器KM4的常开触点的一端连接所述充电机和蓄电池；所述充电机启动接触器KM4的常开触点的另一端连接所述断路器F09的主触点的一端；所述断路器F09的主触点的另一端连接所述接触器Q12的主触点的一端，所述接触器Q12的主触点的另一端连接负载；所述供电选择开关S11的第二输出端同时连接向前继电器K92的常闭触点的一端和接触器Q12的常开辅助触点的一端；所述向前继电器K92的常闭触点的另一端连接向后继电器K93的常闭触点的一端；所述向后继电器K93的常闭触点的另一端同时连接接触器Q12的常开辅助触点的一端和所述接触器Q12的线圈。
- 根据权利要求5所述的控制系统，其特征在于，所述充电机启动接触器KM4的常开触点的另一端还连接车端连接器的二位侧，用于向前后车辆供电。
- 根据权利要求1所述的控制系统，其特征在于，所述第一供电电路、第二供电电路和所述不间断供电电路与负载之间均设置有断路器。
- 如权利要求6所述的控制系统的控制方法，其特征在于，所述控制方法包括：启动充电机，控制供电选择电路导通并切换第一供电电路或第二供电电路对负载供电；当第一供电电路和第二供电电路均发生故障时，切换不间断供电电路对负载持续供电。
- 根据权利要求8所述的控制方法，其特征在于，所述启动充电机，控制供电选择电路导通并切换第一供电电路对负载供电的过程具体包括：启动充电机；闭合充电机启动接触器KM3常开触点、断路器F11的主触点和断路器F08的主触点；控制供电选择开关S11选择导通第一供电电路；接触器Q11的线圈得电，接触器Q11的辅助触点闭合，接触器Q11的主触点接通；闭合第一供电电路与负载之间的断路器，第一供电电路导通对负载进行供电。
- 根据权利要求8或9所述的控制方法，其特征在于，所述启动充电机，控制供电选择电路导通并切换第二供电电路对负载供电的过程具体包括：启动充电机；闭合充电机启动接触器KM4常开触点、断路器F11的主触点和断路器F09的主触点；控制供电选择开关S11选择导通第二供电电路；接触器Q12的线圈得电，接触器Q12的辅助触点闭合，接触器Q12的主触点接通；闭合第二供电电路与负载之间的断路器，第二供电电路导通对负载进行供电。
- 根据权利要求10所述的控制方法，其特征在于，当第一供电电路和第二供电电路均发生故障时，切换不间断供电电路对负载持续供电的过程具体包括：当第一供电电路和第二供电电路均发生故障时，闭合不间断供电电路与负载之间的断路器，不间断供电电路导通对负载进行持续供电。
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| CN105790419B (zh) * | 2016-03-09 | 2019-03-05 | 中车青岛四方机车车辆股份有限公司 | 一种动车组辅助供电装置 |
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| CN201423931Y (zh) * | 2009-05-21 | 2010-03-17 | 唐山轨道客车有限责任公司 | 高速动车组大功率集中式辅助供电系统 |
| CN105501065A (zh) * | 2014-09-26 | 2016-04-20 | 中车大连电力牵引研发中心有限公司 | 地铁车辆辅助供电系统 |
| CN105576818A (zh) * | 2016-01-12 | 2016-05-11 | 中车南京浦镇车辆有限公司 | 一种地铁列车基于网络系统控制的中压冗余供电方案 |
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