WO2019100720A1 - 一种列车和列车供电控制方法 - Google Patents

一种列车和列车供电控制方法 Download PDF

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Publication number
WO2019100720A1
WO2019100720A1 PCT/CN2018/093650 CN2018093650W WO2019100720A1 WO 2019100720 A1 WO2019100720 A1 WO 2019100720A1 CN 2018093650 W CN2018093650 W CN 2018093650W WO 2019100720 A1 WO2019100720 A1 WO 2019100720A1
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WIPO (PCT)
Prior art keywords
train
power supply
car
vehicle
power
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PCT/CN2018/093650
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English (en)
French (fr)
Inventor
胡洋
刘磊
裴春兴
张�杰
樊永梅
孙少婧
Original Assignee
中车唐山机车车辆有限公司
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Application filed by 中车唐山机车车辆有限公司 filed Critical 中车唐山机车车辆有限公司
Priority to EP18880760.6A priority Critical patent/EP3628561B1/en
Priority to US16/627,323 priority patent/US11535104B2/en
Publication of WO2019100720A1 publication Critical patent/WO2019100720A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/06—Couplings for special purposes not otherwise provided for for, or combined with, couplings or connectors for fluid conduits or electric cables
    • B61G5/10—Couplings for special purposes not otherwise provided for for, or combined with, couplings or connectors for fluid conduits or electric cables for electric cables
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • 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
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present application relates to rail transit technology, and in particular to a train and train power supply control method.
  • China's existing EMUs are mainly composed of 8 vehicles, and operate in the existing 8 group, 16 group and 2 8 groups.
  • the current grouping method of the EMU is fixed.
  • Each car has already specified the position and direction of the whole train at the time of design.
  • the group type cannot be replaced, and the number of vehicles included in the train cannot be changed.
  • the arrangement of each vehicle cannot be changed at any time after the train is grouped, that is, the positioning of the one end and the two ends cannot be rotated when the vehicle is arranged. If the order of each car is changed or the car is turned 180°, the train will be unable to connect or perform an operation error.
  • the existing EMU auxiliary power supply system consists of an intermediate DC circuit of the traction converter, a single auxiliary converter (ACU), a dual auxiliary converter (D-ACU), a charger, a battery, and an auxiliary Control electrical equipment, ground power and other components.
  • auxiliary and control power equipment includes various AC and DC power equipment.
  • the single auxiliary converter is installed under the transformer car (TC07/TC02), and the double auxiliary converter is installed under the first class (FC05) and the dining car (BC04).
  • the charger and battery are installed under the first class (FC05) and the dining car (BC04).
  • the medium voltage 3AC 440V voltage output by the 2, 4, 5, and 7 car auxiliary converters runs through the busbars.
  • the power supply of the power socket equipment needs to be converted by the single-phase inverter of each bicycle (DC 110V/230V 50Hz ). It can be seen that the voltage system of the medium voltage busbar on the existing EMU is 60Hz, and the power supply of the vehicle power socket needs to be converted separately, which not only increases the risk of electrical failure caused by the single-phase inverter, but also increases the cost of trains and equipment. On the existing EMUs, single-channel power supply cannot meet the needs of arbitrary train formation, and there is no effective emergency measures when the power supply line fails.
  • the present application provides a train comprising a train consisting of a head car, a power car and an intermediate car.
  • the first end wall of the first car, the power car and the intermediate car are symmetrically arranged with a connector 2 along a direction perpendicular to the traveling direction of the train; all the connectors 2 of the train end wall are connected by a line;
  • the head vehicle, the power vehicle and the intermediate vehicle communicate with each other through the connector 2 in an arbitrary grouping state;
  • the train is provided with two parallel power supply lines and a plurality of auxiliary power supply systems running through the entire train.
  • the connector 2 includes: an encoded line interface and a power line interface
  • a certain type of interface of each connector 2 is in communication with this type of interface of the other connector 2 through a corresponding line.
  • the arrangement order of the interfaces on the connectors 2 on both sides of the end wall is an axisymmetric arrangement.
  • a junction box is provided in the train; all of the connector 2 connection lines are interconnected through a connection port on the junction box.
  • an encoder for sequential numbering and train type numbering of the current train is provided within the train.
  • the encoder includes four outputs for outputting the current train sequence number and two outputs for outputting the train type number.
  • a relay for controlling the rotation when the vehicle is rotated 180 degrees is provided in the car 1 of the train and the intermediate car;
  • the relay is connected to an auxiliary power supply system provided in the train.
  • the auxiliary power supply system includes: an auxiliary converter 3 and an onboard power supply box 4;
  • the auxiliary converter 3 is simultaneously connected to two power supply lines;
  • the vehicle power supply box 4 is connected to two power supply lines through a switching device disposed inside thereof;
  • the voltage introduced from the outside of the train is adjusted by the auxiliary power supply system to 50 Hz for use in the in-vehicle equipment.
  • the present application further provides a power supply control method for the above train, the method comprising the steps of:
  • Each car 1 is connected to a power supply line according to a preset line priority
  • each of the cars 1 according to a preset line priority, the previous step of accessing a power supply line includes:
  • each car 1 in the current arbitrary group train is identified, and the auxiliary converter 3 on the head car and/or the car is connected to the two power lines.
  • the access status of the current power supply line is maintained.
  • the switching is to automatically or manually switch through a train control and management system.
  • the previous step of determining whether the currently connected power supply line is faulty includes:
  • the train network status is judged. If the current train network status is good, the train power supply is controlled by the train control and management system.
  • the power supply to the train is controlled manually.
  • the technical solution described in the present application can realize the smooth flow of the power supply line in the case of arbitrarily grouping each train, and is not limited by the order of the vehicle or the adjustment of the car.
  • the solution can reduce the different voltage standard conversion equipment of the EMU, avoid the risk of electrical failure caused by the use of the single-phase inverter, and reduce the cost of the equipment in the vehicle.
  • the topology structure of the redundant power supply auxiliary power supply system By designing the topology structure of the redundant power supply auxiliary power supply system, the number of variable trains and the intermediate vehicle grouping direction of the EMU can be arbitrarily adjusted. At the same time, it is ensured that emergency measures are taken to replace the power supply line when a single power supply line fails. Does not affect the train auxiliary power supply.
  • FIG. 1 is a schematic diagram of a train power supply system according to the prior art
  • FIG. 2 is a schematic diagram of a variable group auxiliary power supply system according to the present embodiment
  • FIG. 3 is a schematic view showing the line connection of each of the car end wall connectors according to the present embodiment
  • FIG. 5 is a schematic diagram of a train power supply control method according to the present scheme.
  • the core idea of this scheme is to design a double redundant design of the train power supply line running through the whole train, using an encoder and a relay for controlling the rotation when the vehicle is rotated 180 degrees; numbering the trains so that the train control and management system can recognize The current vehicle number and vehicle type, and control the train according to the information; then set the power supply direction of the train through the relay, thereby assisting in setting the running direction of each motor train and assisting other subsystems, and finally achieving unrestricted grouping of trains and powered by.
  • the present application discloses a train that includes at least two head cars and one intermediate car.
  • the head car is a power head car.
  • the train consists of a head car, a power car and an intermediate car group
  • both the head car and the power car can be of the power type.
  • the 180° free grouping can be arbitrarily sorted or reversed, and the connector 2 is symmetrically arranged along the traveling direction perpendicular to the train on the car 1 end wall of the head car, the power car and the intermediate car.
  • All the connectors 2 on the train end wall are connected by a line; at this time, the head car, the power car and the intermediate car can communicate the electric lines of the entire train through the connector 2 in an arbitrary grouping state.
  • the train is provided with two parallel power supply lines and a plurality of auxiliary power supply systems running through the entire train.
  • the connector 2 in order to ensure that all the lines of the train remain normally connected and correctly executed when the vehicle is randomly sorted or rotated 180 degrees, the connector 2 includes: a coded line interface and a power line interface; each connector 2 A certain type of interface communicates with this type of interface of other connectors 2 through corresponding lines.
  • FIG. 2 in order to simultaneously satisfy any column insertion group and 180 degree rotation direction grouping of the train, the arrangement order of the interfaces on the left side connector 2 of the same end wall and the arrangement of the interfaces on the right side connector 2 are shown. The order is an axisymmetric setting.
  • the train control and management system is informed of the number and type information of the access train, and an encoder for sequentially numbering the current train and the train type number is set inside each of the cars 1.
  • the encoder uses a six-bit encoder, four of the six-bit encoders are used to output the sequential number of the current train, and the other two outputs are used to output the train type. Numbering.
  • the encoder output and display rules are in binary mode. When grouped into 16 columns, the numbering method is as follows:
  • the train type includes two types, the motor car or the trailer.
  • the motor car code output is: 01
  • the trailer code output is: 10. This indicates the current type of train.
  • the setting of the train encoder can be manually set, or it can be embedded in the train control and management system by writing a program to automatically encode.
  • a relay for controlling the rotation of the vehicle when the vehicle is rotated 180 degrees is provided inside the compartment 1, and the relay is used to assist in setting the running direction of each train and converting other auxiliary functions. System power supply direction.
  • the auxiliary power supply system includes: an auxiliary converter 3 and an on-board power supply box 4; the auxiliary converter 3 is simultaneously connected to two power supply lines; the vehicle power supply box 4 passes The switching device disposed inside is connected to two power supply lines; the voltage introduced from the outside of the train is adjusted to 50 Hz by the auxiliary power supply system for use in the vehicle.
  • the auxiliary converter 3 may be disposed on the compartment 1 of the power receiving prevention device according to the placement position of the vehicle power receiving apparatus and the type of the cabin 1 that has been determined, or the type of the compartment 1 is a power head vehicle or On the compartment 1 of the power car.
  • an auxiliary converter 3 can also be provided on each vehicle. According to the train control and management system, the number and type of the car 1 are identified, and the type of the car 1 is auxiliary flow in the power head car and the power car. The device 3 is connected to two power supply lines.
  • the solution further discloses a power supply control method for the above train, the method flow is as shown in FIG. 5, the power supply control method can select the line of the car 1, and according to the current state of the power supply line and the network state of the train Switch control of power supply.
  • the specific steps of the method are as follows:
  • the train control and management system is used to identify the codes of the respective cars 1 in the currently arbitrarily grouped trains, and the auxiliary converters 3 on the head cars and/or the power cars are connected to the two power supply lines.
  • the head car code is fixed, and can be directly identified by the train control and management system.
  • the car 1 is coded by the encoder, the train The control and management system identifies the code of the car 1 and determines its number and type of car 1; after determining the number and type of the car 1, it can manage and control functions such as power supply, braking, and alarm of the car 1.
  • the train control and management system After determining the specific code and type of the car 1, the train control and management system connects the onboard power supply box 4 of the car 1 to a power supply line according to the preset line priority according to each car 1; preferably, all the cars in the group 1 Both are preferentially connected to the same power supply line, which facilitates the unified control of the train control and management system, and can also control the connection line of the car 1 according to special circumstances.
  • the train control and management system judges the fault of the power supply line currently connected to the car 1 in real time. If the currently connected power supply line fails, it switches to another power supply line; if the currently connected power supply line does not fail, keep the current The access status of the power supply line. In the solution, the switching is automatic switching or manual switching by the train control and management system.
  • the train control and management system also monitors the network status of the train. If the current train network status is good, the train control and management system is directly used to control the power supply of the train; if the current train network is faulty, the manual is used. The way to control the power supply of the train.
  • a high voltage is input to the auxiliary converter 3, in this example, a voltage of 2800V DC is input to the auxiliary converter 3, and a voltage of DC2800V is processed by inverter, filtering, step-down, etc., and outputs a three-phase four-wire.
  • AC 380V/50Hz voltage As shown in FIG. 3, the auxiliary converter 3 is divided into two capacities of 100KVA and 230KVA, and the power factor is 0.85, which is respectively located in the head car (1, 8 cars, 100KVA or 85KW) and the middle power car (2 6, 6 and 7 cars, 230KVA or 200KW), the total capacity of the auxiliary auxiliary converter 3 is 890KVA, and the power is 757KW.
  • the maximum AC load of the power head car MC car is 112KW
  • the maximum AC load of the power car M car is 87KW
  • the maximum AC load of the intermediate car T car is 62KW. Therefore, any adjustment of the number of groups can be performed according to the power and load size of the auxiliary converter 3.
  • the auxiliary converter 3 in each motor train forms a two-way three-phase four-wire AC bus through the output contactor MK1, that is, the power supply 1 and the power supply 2, thereby achieving uninterrupted three-phase communication to the entire train. Bus power supply.
  • the train control and management system can directly control the output contactor MK1 to connect the auxiliary converter 3 to the power supply line or disconnect.
  • the output contactor MK1 can be manually controlled.
  • the two-way three-phase AC busbars are operated in parallel, and are supplied to the three-phase load and the single-phase load through the contactor Q01 in the vehicle power supply box 4 (closed when the power supply line I is powered) or Q02 (closed when the power supply line II is powered).
  • the three-phase load takes the U, V, and W phase power sources in the vehicle power supply box 4, and supplies the 3AC380V/50 Hz power supply to the load of the charger, the cooling fan, the air conditioner, and the air compressor.
  • the single-phase load is uniformly charged in each phase of the vehicle power supply box 4, that is, the UN, VN, and WN phases are electrically charged, and the AC 220V/50 Hz power supply is supplied to the load of the sanding device, the kitchen electrical equipment, and the socket.
  • the on/off state of the switch in the vehicle power supply box 4 can be controlled according to the train control and management system to realize the selection of the power supply line;
  • the switch is manually selected to close the power contactor (Q01, Q02) in the vehicle power supply box 4 to realize the selection of the power supply line I and the power supply line II.
  • the train Due to the setting of the end wall redundant connector 2, the train can be arbitrarily sorted and 180° transferred, and the number and type of the current car 1 can be determined by receiving the signals of the train control and management system, thereby satisfying the variable grouping of the vehicle.
  • the dual redundant power supply lines are connected, and the bus bars that need to be powered can be automatically selected according to the number of the current car 1. For example, under the original working condition of the No. 2 power car, the power contactor Q01 is closed and connected to the power supply line I.
  • the current car state is determined by the train control and management system, and according to the current
  • the power supply line of the car 1 is connected to the priority level, and the contactor Q02 is selected to be connected to the power supply line II for power supply. If, at this time, the power supply line II connected to the second power car is faulty, the power supply contactor Q01 can be directly closed by the train control and management system or manually, the power supply contactor Q02 is disconnected, and the power supply line I is powered.
  • the whole AC load power supply system uses two three-phase four-wire AC busbars to run through the whole column to ensure the redundancy of the three-phase AC bus and load power supply.
  • the AC busbar switch and the train control and management system control contactor satisfy the power supply line I.
  • Switching with the power supply line II realizes the number of variable trains of the EMU and the arbitrary adjustment function of the intermediate vehicle grouping direction.
  • the number of different groups of the EMU is shown in Figure 4.
  • This scheme can realize AC auxiliary power supply of trains on the basis of variable grouping.
  • the output voltage system is 50Hz, which can form single-phase AC 220V/50Hz voltage through each phase and N line, and reduce one single-phase inverter per bicycle. That is to reduce the technical risks brought by the different voltage system conversion of the EMU and also reduce the equipment cost.
  • the redundant power supply auxiliary power supply control system that is, the two-way three-phase four-wire AC bus, can realize the 180° adjustment of any bicycle vehicle, which reduces the difficulty of operation and maintenance grouping; the number of variable groups in the whole column is realized.
  • the volume demand is flexible and grouped.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种列车，包括由头车、动力车和中间车组成的列车编组，所述头车、动力车和中间车的车厢端墙上，沿垂直于列车的行进方向，对称设置有连接器2；所述列车端墙上的所有连接器2通过线路连通；所述头车、动力车和中间车通过所述连接器在任意编组状态下，连通整列列车的电气线路；所述列车上设有贯穿整辆列车的两条并行供电线路和多个辅助供电系统。能够减少动车组不同电压制式转换设备，降低了车内设备的成本。通过设计冗余供电的辅助供电系统拓扑结构，实现动车组的可变列车编组数量及中间车辆编组方向任意对调，同时，能够保证在单条供电线路故障时，及时采取应急措施更换供电线路，不影响列车辅助供电。

Description

一种列车和列车供电控制方法 技术领域
本申请涉及轨道交通技术，具体地，涉及一种列车和列车供电控制方法。
背景技术
我国现有动车组以8辆编组为主型，并以现有的8辆编组、16辆编组和2个8辆编组重联运行的模式运营。但目前的动车组的编组方式固定，每辆车在设计时就已经规定好其所在整列车中的位置和方向，其编组型式不能更换，列车所含车辆数目也不能改变。
在列车的设计过程中车辆的排布方式被确定后，以后任何时候列车编组时，每辆车的排布方式不能变，即车辆在排布时不能旋转其一位端和二位端的定位，若将各车厢的次序调换或车厢180°调转，则该列车将会出现无法连接或执行动作错误等现象。
如图1所示，现有动车组辅助供电系统由牵引变流器的中间直流电路、单辅助变流器(ACU)、双辅助变流器(D－ACU)、充电机、蓄电池、辅助及控制用电设备、地面电源等几部分组成。其中辅助及控制用电设备包括各种交流及直流用电设备。单辅助变流器安装在变压器车(TC07/TC02)车下，双辅助变流器安装在一等车(FC05)和餐车(BC04)车下。充电机、蓄电池安装在一等车(FC05)和餐车(BC04)车下。图中，2,4,5,7车辅助变流器输出的中压3AC 440V电压通过母线全列贯穿，电源插座设备供电需要通过各单车的单相逆变器进行转换(DC 110V/230V 50Hz)。可见，现有动车组上中压母线电压制式为60Hz，车载电源插座供电需要单独进行转换，不但增加了单相逆变器带来的电气故障风险，还增加了列车及设备成本。现有动车组上，为单路供电，无法满足列车任意编组的需求，同时当供电线路故障时，没有有效的应急措施。
发明内容
为解决上述技术问题之一，本申请提供了一种列车，包括由头车、动力车和中间车组成的列车编组，
所述头车、动力车和中间车的车厢1端墙上，沿垂直于列车的行进方向，对称设置有连接器2；所述列车端墙上的所有连接器2通过线路连通；
所述头车、动力车和中间车通过所述连接器2在任意编组状态下，连通整列列车的电气线路；
所述列车上设有贯穿整辆列车的两条并行供电线路和多个辅助供电系统。
在一些可选的实现方式中，所述连接器2包括：编码线路接口和供电线路接口；
每个连接器2的某一类型接口通过对应的线路与其他连接器2的该类型接口连通。
在一些可选的实现方式中，所述端墙两侧的连接器2上接口的排布顺序为轴对称布置。
在一些可选的实现方式中，所述列车内设有接线箱；所有连接器2的连接线路均通过接线箱上的接线口连接互通。
在一些可选的实现方式中，所述列车内设有用于对当前列车的顺序编号和列车类型编号的编码器。
在一些可选的实现方式中，所述编码器包括：四个用于输出当前列车顺序编号的输出端和两个用于输出列车类型编号的输出端。
在一些可选的实现方式中，所述列车的动力车和中间车的车厢1内设有用于车辆180度调转时进行控制调转的继电器；
所述继电器与列车内配备的辅助供电系统相连接。
在一些可选的实现方式中，所述辅助供电系统包括：辅助变流器3和车载电源箱4；
所述辅助变流器3同时与两条供电线路连接；
所述车载电源箱4通过设置在其内部的切换设备与两条供电线路连接；
通过所述辅助供电系统将从列车外部引入的电压调整为50Hz供车内设备使用。
为解决上述技术问题之一，本申请进一步提供了一种用于上述列车的供电控制方法，该方法的步骤包括：
每个车厢1根据预先设置的线路优先级，接入一条供电线路；
判断当前接入的供电线路是否故障，若当前接入的供电线路故障，则切换至另一条供电线路。
在一些可选的实现方式中，所述每个车厢1根据预先设置的线路优先级，接入一条供电线路的前一步包括：
识别当前任意编组列车中各车厢1的编码，并将车厢类型为头车和/或动力车上的辅助变流器3接入两条供电线路中。
在一些可选的实现方式中，若当前接入的供电线路未出现故障，则保持当前供电线路的接入状态。
在一些可选的实现方式中，所述切换为通过列车控制和管理系统进行自动切换或手动切换。
在一些可选的实现方式中，所述判断当前接入的供电线路是否故障的前一步骤包括：
判断列车网络状态，若当前列车网络状态良好，则利用列车控制和管理系统对列车的供电进行控制。
在一些可选的实现方式中，若当前列车网络故障，则利用手动方式对列车的供电进行控制。
本申请的有益效果如下：
本申请所述技术方案可以实现在每辆列车任意编组的情况下，保证供电线路的畅通，不受车辆次序调整或车厢调转等编组的限制。本方案能够减少动车组不同电压制式转换设备，避免了使用单相逆变器带来的电气故障风险，同时降低了车内设备的成本。本方案通过设计冗余供电的辅助供电系统拓扑结构，实现动车组的可变列车编组数量及中间车辆编组方向任意对调，同时，能够保 证在单条供电线路故障时，及时采取应急措施更换供电线路，不影响列车辅助供电。
附图说明
此处所说明的附图用来提供对本申请的进一步理解，构成本申请的一部分，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1为现有技术所述的列车供电系统的示意图；
图2为本方案所述可变编组辅助供电系统的示意图；
图3为本方案所述各车厢端墙连接器的线路连通的示意图；
图4为本方案所述列车编组的示意图；
图5为本方案所述列车供电控制方法的示意图。
附图标号
1、车厢，2、连接器，3、辅助变流器，4、车载电源箱。
具体实施方式
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。
本方案的核心思路是将贯穿全列车的列车供电线路进行双冗余设计，利用编码器和用于车辆180度调转时进行控制调转的继电器；对列车进行编号，便于列车控制和管理系统能够识别当前车辆的编号和车类型，并根据该信息进行列车的控制；再通过继电器设置列车的供电方向，从而辅助设定每辆动车的运行方向及辅助其它子系统，最终实现列车的无限制编组和供电。
具体的，本申请公开了一种列车，该列车至少包括两个头车和一个中间车，此时，头车为动力头车。当列车由头车、动力车和中间车编组组成时，头车和 动力车均可以为动力类型。为了满足动力车和中间车可以任意排序或调转180°自由编组，在所述头车、动力车和中间车的车厢1端墙上，沿垂直于列车的行进方向，对称设置有连接器2，列车端墙上的所有连接器2通过线路连通；此时，所述头车、动力车和中间车可以通过所述连接器2在任意编组状态下，连通整列列车的电气线路。所述列车上设有贯穿整辆列车的两条并行供电线路和多个辅助供电系统。
本方案中，为了保证车辆任意排序或调转180°的自由编组时列车的所有线路依然保持正常连通和正确执行，所述连接器2包括：编码线路接口和供电线路接口；每个连接器2的某一类型接口通过对应的线路与其他连接器2的该类型接口连通。如图2所示，为了同时满足列车的任一列插入编组和180度调转方向编组，同一端墙上的左侧连接器2上的接口排布顺序和右侧连接器2上的接口的排布顺序为轴对称设置。
本方案为了进一步实现列车的灵活编组，让列车控制和管理系统统获知接入列车的编号和类型信息，在每个车厢1内部设置用于对当前列车的顺序编号和列车类型编号的编码器。在一些可选的实现方式中，本方案中，编码器采用六位编码器，六位编码器中的四个输出端用于输出当前列车的顺序编号，其余两个输出端用于输出列车类型编号。编码器输出及显示规则采用二进制方式，当编组为16列时，编号方式如下表所示：
表1：车辆编码表
B0 B1 B2 B3 车号
0 0 0 1 1
0 0 1 0 2
0 0 1 1 3
0 1 0 0 4
0 1 0 1 5
0 1 1 0 6
0 1 1 1 7
1 0 0 0 8
1 0 0 1 9
1 0 1 0 10
1 0 1 1 11
1 1 0 0 12
1 1 0 1 13
1 1 1 0 14
1 1 1 1 15
0 0 0 0 16
列车类型包括两种，动车或者拖车，当动车编码输出为：01时，则拖车编码输出为：10。以此表示列车当前的类型。对于列车编码器的设置可以通过人工设置，也可以通过编写程序的方式嵌入列车控制和管理系统，自动进行编码。
本方案中，为了进一步实现列车180度调转后的灵活编组，在车厢1内部设置有用于车辆180度调转时进行控制调转的继电器，通过该继电器辅助设定每辆列车的运行方向及转换其他辅助系统供电方向。
如图3所示，本方案中，所述辅助供电系统包括：辅助变流器3和车载电源箱4；所述辅助变流器3同时与两条供电线路连接；所述车载电源箱4通过设置在其内部的切换设备与两条供电线路连接；通过所述辅助供电系统将从列车外部引入的电压调整为50Hz供车内设备使用。本实例中，可以根据车辆受电装置的放置位置，以及已经确定的车厢1类型，将所述辅助变流器3设置在防止受电装置的车厢1上，或车厢1类型为动力头车或动力车的车厢1上。本实例中，也可以每辆车上都设有辅助变流器3，根据列车控制和管理系统对车厢1编号和类型的识别，将车厢1类型为动力头车和动力车中的辅助变流器3连入两条供电线路中。
本方案进一步公开了一种用于上述列车的供电控制方法，其方法流程如图5所示，该供电控制方法可以对车厢1的线路进行选择，并根据供电线路的当前状态和列车的网络状态对供电进行切换控制。该方法具体的步骤如下：
利用列车控制和管理系统对当前任意编组列车中各车厢1的编码进行识别，并将车厢类型为头车和/或动力车上的辅助变流器3接入两条供电线路中。其中，当车厢1按照所需编组顺序编入整列后，头车编码固定，可以直接利用列车控制和管理系统对其进行识别，对于中间的车厢1，利用编码器对该车厢1进行编码，列车控制和管理系统对该车厢1的编码进行识别，确定其的编号和 车厢1类型；确定该车厢1的编号和类型后，可以对车厢1的供电、制动、报警等功能进行管理和控制。
确定车厢1的具体编码和类型后，列车控制和管理系统根据每个车厢1根据预先设置的线路优先级，将车厢1的车载电源箱4接入一条供电线路；优选的，所有编组内的车厢1都优先接入同一个供电线路，便于列车控制和管理系统进行统一控制，也可以根据特殊情况，分别控制车厢1的连入线路。
列车控制和管理系统实时对车厢1当前接入的供电线路进行故障判断，若当前接入的供电线路故障，则切换至另一条供电线路；若当前接入的供电线路未出现故障，则保持当前供电线路的接入状态。本方案中，所述切换为通过列车控制和管理系统进行自动切换或手动切换。
本方案中，列车控制和管理系统还会对列车的网络状态进行监控，若当前列车网络状态良好，则直接利用列车控制和管理系统对列车的供电进行控制；若当前列车网络故障，则利用手动方式对列车的供电进行控制。
下面通过一组实例对本方案作进一步说明。
本方案中，向所述辅助变流器3输入高电压，本实例中，向辅助变流器3输入DC 2800V的电压，DC2800V电压经过逆变、滤波、降压等处理后输出三相四线AC 380V/50Hz电压。本实例中，如图3所示，辅助变流器3分为100KVA和230KVA两种容量，功率因数为0.85，分别位于头车(1,8车，100KVA即85KW)和中间的动力车(2、6、7车，230KVA即200KW)，全列辅助变流器3的总容量为890KVA，功率为757KW。
表1 可变编组交流负载计算
Figure PCTCN2018093650-appb-000001
根据负载功率统计计算，动力头车MC车最大交流负载为112KW，动力车M车最大交流负载为87KW，中间车T车最大交流负载为62KW。因此，可根据辅助变流器3功率与负载大小，进行编组数量的任意调整。
如图3所示，各动车中的辅助变流器3经过输出接触器MK1形成两路三相四线制交流母线，即供电1路和供电2路，从而实现不间断向整列车三相交流母线供电。在网络状态良好时，列车控制和管理系统可以直接控制输出接触器MK1将辅助变流器3接入供电线路或断开，当网络状态故障时，可以利用手动方式对输出接触器MK1进行控制。两路三相交流母线并联运行，经过车载电源箱4内的接触器Q01(供电线路I供电时闭合使用)或Q02(供电线路II供电时闭合使用)给三相负载及单相负载供电。
如图3所示，三相负载在车载电源箱4取U、V、W相电源，给充电机、冷却风机、空调、空压机等负载提供3AC380V/50Hz电源。
单相负载在车载电源箱4每相均匀取电，即取UN、VN、WN相电，为撒沙装置、厨房用电设备、插座等负载供电AC220V/50Hz电源。
每个车厢1中车载电源箱4内设置的开关在自动位置时，均可根据列车控制和管理系统来控制车载电源箱4内的开关通断状态，实现供电线路的选择；同时也可直接通过转换开关手动选择，使车载电源箱4内供电接触器(Q01、Q02)闭合，实现供电线路I和供电线路II的选择。
由于端墙冗余式连接器2的设置，可以实现列车任意排序和180°调转编组，再通过接收列车控制和管理系统的信号确定当前车厢1的编号和类型，以此满足车辆可变编组的情况下，双冗余供电线路的连通，并且能够根据当前车厢1的编号自动选择需要供电的母线。例如，二号动力车原有工况下、供电接触器Q01闭合，连入供电线路I供电；当二号动力车调转180°时，通过列车控制和管理系统确定当前车的状态，并根据当前车厢1的供电线路接入优先级，选择闭合接触器Q02，连入供电线路II供电。如果，此时二号动力车连入的供电线路II故障，可利用列车控制和管理系统或手动直接将供电接触器Q01闭合，断开供电接触器Q02，转换为供电线路I供电。
整个交流负载供电系统采用两路三相四线交流母线贯穿全列，保证三相交流母线和负载供电冗余性，同时通过交流母线转换开关和列车控制和管理系统控制接触器满足了供电线路I和供电线路II的切换，实现了动车组的可变列车编组数量及中间车辆编组方向任意对调功能。所述动车组的不同编组数量如图4所示。
本方案可以在可变编组的基础上实现列车的交流辅助供电，输出电压制式为50Hz，可通过各相与N线形成单相交流220V/50Hz电压，每节单车减少1个单相逆变器，即减少了动车组不同电压制式转换带来的技术风险同时也降低了设备成本。另外，设计冗余供电的辅助供电控制系统即两路三相四线制交流母线，可实现任意单车车辆的180°调转降低了运营维护编组作业难度；全列的可变编组数量，实现了根据运量需求实现灵活编组。
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 (14)

  1. 一种列车，包括由头车、动力车和中间车组成的列车编组，其特征在于，
    所述头车、动力车和中间车的车厢端墙上，沿垂直于列车的行进方向，对称设置有连接器；所述列车端墙上的所有连接器通过线路连通；
    所述头车、动力车和中间车通过所述连接器在任意编组状态下，连通整列列车的电气线路；
    所述列车上设有贯穿整辆列车的两条并行供电线路和多个辅助供电系统。
  2. 根据权利要求1所述的列车，其特征在于，所述连接器包括：编码线路接口和供电线路接口；
    每个连接器的某一类型接口通过对应的线路与其他连接器的该类型接口连通。
  3. 根据权利要求2所述的列车，其特征在于，所述端墙两侧的连接器上接口的排布顺序为轴对称布置。
  4. 根据权利要求3所述的列车，其特征在于，所述列车内设有接线箱；所有连接器的连接线路均通过接线箱上的接线口连接互通。
  5. 根据权利要求1或2的列车，其特征在于，所述列车内设有用于对当前列车的顺序编号和列车类型编号的编码器。
  6. 根据权利要求5所述的列车，其特征在于，所述编码器包括：四个用于输出当前列车顺序编号的输出端和两个用于输出列车类型编号的输出端。
  7. 根据权利要求1所述的列车，其特征在于，所述列车的动力车和中间车的车厢内设有用于车辆180度调转时进行控制调转的继电器；
    所述继电器与列车内配备的辅助供电系统相连接。
  8. 根据权利要求1所述的列车，其特征在于，所述辅助供电系统包括： 辅助变流器和车载电源箱；
    所述辅助变流器同时与两条供电线路连接；
    所述车载电源箱通过设置在其内部的切换设备与两条供电线路连接；
    通过所述辅助供电系统将从列车外部引入的电压调整为50Hz供车内设备使用。
  9. 一种用于权利要求1至8任一项所述列车的供电控制方法，其特征在于，该方法的步骤包括：
    每个车厢根据预先设置的线路优先级，接入一条供电线路；
    判断当前接入的供电线路是否故障，若当前接入的供电线路故障，则切换至另一条供电线路。
  10. 根据权利要求9所述的供电控制方法，其特征在于，所述每个车厢根据预先设置的线路优先级，接入一条供电线路的前一步包括：
    识别当前任意编组列车中各车厢1的编码，并将车厢类型为头车和/或动力车上的辅助变流器接入两条供电线路中。
  11. 根据权利要求9所述的供电控制方法，其特征在于，若当前接入的供电线路未出现故障，则保持当前供电线路的接入状态。
  12. 根据权利要求9至11任意一项所述的供电控制方法，其特征在于，所述切换为通过列车控制和管理系统进行自动切换或手动切换。
  13. 根据权利要求9至11任意一项所述的供电控制方法，其特征在于，所述判断当前接入的供电线路是否故障的前一步骤包括：
    判断列车网络状态，若当前列车网络状态良好，则利用列车控制和管理系统对列车的供电进行控制。
  14. 根据权利要求13所述的供电控制方法，其特征在于，若当前列车网络故障，则利用手动方式对列车的供电进行控制。
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