WO2019119495A1 - 一种列车牵引救援方法及系统 - Google Patents

一种列车牵引救援方法及系统 Download PDF

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Publication number
WO2019119495A1
WO2019119495A1 PCT/CN2017/119205 CN2017119205W WO2019119495A1 WO 2019119495 A1 WO2019119495 A1 WO 2019119495A1 CN 2017119205 W CN2017119205 W CN 2017119205W WO 2019119495 A1 WO2019119495 A1 WO 2019119495A1
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WIPO (PCT)
Prior art keywords
train
power
traction
power battery
battery pack
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Application number
PCT/CN2017/119205
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English (en)
French (fr)
Inventor
沙淼
沈迪
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中车长春轨道客车股份有限公司
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Application filed by 中车长春轨道客车股份有限公司 filed Critical 中车长春轨道客车股份有限公司
Priority to EP17935740.5A priority Critical patent/EP3617025A4/en
Publication of WO2019119495A1 publication Critical patent/WO2019119495A1/zh

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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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/53—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C3/00—Electric locomotives or railcars
    • B61C3/02—Electric locomotives or railcars with electric accumulators
    • 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
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present application relates to the field of train fault processing, and in particular to a train traction rescue method and system.
  • the purpose of the application is to provide a train traction rescue method, which fully utilizes the working principle of the train traction converter under the premise of maintaining the original high pressure and traction system equipment, and the intermediate DC link of the traction converter
  • the battery power supply device is added, and the electric energy stored in the power battery pack is used to drive the railway train with the power failure of the contact network to leave the current fault occurrence position under the emergency driving condition, thereby improving the safety of the train and ensuring the life safety of the passenger and the running order of the train.
  • Another object of the present application is to provide a train traction rescue system capable of realizing the train traction rescue method.
  • a train traction rescue method which includes:
  • the power stored in the power battery pack is sent to the DC link of the traction converter, and stored in the DC link support capacitor;
  • the method further includes:
  • the power battery pack is charged by electrical energy flowing through the DC link.
  • the method before charging the power battery pack by using the electrical energy flowing through the DC link, the method further includes:
  • the method further includes:
  • the replacement date of the power battery pack is set according to the power battery pack life prediction report.
  • the present application also provides a train traction rescue system, the system comprising:
  • a reactor box having an input end connected to an output end of the power battery box and an output end connected to an input end of the DC/DC converter box for storing a predetermined capacity of electric energy
  • the DC/DC converter box is configured to supply the stored electric energy to the intermediate DC link of the traction converter, so that the traction motor supplies power to the contact network according to the electric energy provided by the inverter device in the traction converter.
  • the train provides the corresponding amount of traction.
  • the power battery box includes:
  • a power battery pack for storing and providing electrical energy
  • the first pre-charging device is connected to the power battery pack for conducting a corresponding contactor control loop according to a difference in magnitude of a voltage value across the first supporting capacitor in the DC/DC converter box.
  • the first pre-charging device is specifically two contactor control loops arranged in parallel, which are respectively a first contactor control loop and a second contactor control loop, and the first contactor control loop is provided with a first pre-charging resistor and a first contactor, and only the first main contactor is disposed on the second contactor control loop;
  • the first contactor control loop When the voltage value across the first supporting capacitor is less than the first voltage threshold, the first contactor control loop is turned on, and the second contactor control loop is turned off, for using the first voltage as the first Charging a supporting capacitor;
  • the second contactor control loop When the voltage value across the first supporting capacitor is not less than the first voltage threshold, the second contactor control loop is turned on, and the first contactor control loop is disconnected for using the second voltage as The first supporting capacitor is charged.
  • the DC/DC converter box includes:
  • the first supporting capacitor is connected to an output end of the chopper for storing electrical energy
  • a second pre-charging device having one end connected to the first supporting capacitor and the other end connected to a second supporting capacitor disposed in the intermediate DC link for utilizing the electrical energy stored in the first supporting capacitor The second supporting capacitor is charged.
  • the intermediate DC link includes:
  • controllable switch configured to charge according to whether the on/off of the switch corresponds to the second supporting capacitor
  • the second supporting capacitor is configured to store electrical energy
  • the power transmission device is connected to the input end of the inverter device for supplying power to the inverter device by using electrical energy stored in the second supporting capacitor.
  • the present invention provides a train traction rescue method for determining the energy storage capacity of a power battery pack in a battery power supply device according to the requirements of the train's emergency traction power, emergency travel speed, and emergency travel distance; when the train cannot be obtained through the contact network
  • an activation signal is sent to the battery power supply device through the train control system; after the battery power supply device receives the activation signal, the power stored in the power battery pack is transmitted to Tracing the DC link of the converter and storing it in the DC link supporting capacitor; determining whether the voltage across the supporting capacitor of the DC link reaches a preset voltage threshold; if yes, using the power reaching the preset voltage threshold is
  • the inverter device in the traction converter supplies power to power the train traction motor after the conversion of the inverter device, and drives the train to leave the current fault occurrence position at the emergency travel speed.
  • the technical solution provided by the present application fully utilizes the working principle of the train traction converter under the premise of maintaining the original high voltage and the traction system equipment, and increases the battery power supply in the middle DC link of the traction converter.
  • the device uses the electric energy stored in the power battery pack to drive the rail train with the power failure of the contact network to leave the current fault occurrence position under the emergency driving condition, thereby improving the safety of the train, ensuring the safety of the passenger and the running order of the train for the passenger. Provides a better ride experience.
  • the present application also provides a train traction rescue system capable of realizing the train traction rescue method, which has the above-mentioned beneficial effects, and details are not described herein again.
  • FIG. 1 is a flowchart of a train traction rescue method according to an embodiment of the present application.
  • FIG. 2 is a flow chart of charging a battery power supply device by using an intermediate direct link reverse in the train traction rescue method provided by the embodiment of the present application;
  • FIG. 3 is a schematic diagram of a circuit principle of a train traction rescue system according to an embodiment of the present application.
  • FIG. 4 is a schematic diagram of a circuit principle of a train provided with a train traction rescue system according to an embodiment of the present application.
  • the core of the application is to provide a train traction rescue method and system. Under the premise of maintaining the original high voltage and traction system equipment, the working principle of the train traction converter is fully utilized, and the intermediate DC link of the traction converter is used. The battery power supply device is added, and the electric energy stored in the power battery pack is used to drive the railway train with the power failure of the contact network to leave the current fault occurrence position under the emergency driving condition, thereby improving the safety of the train and ensuring the life safety of the passenger and the running order of the train. To provide passengers with a better ride experience.
  • FIG. 1 is a flowchart of a train traction rescue method according to an embodiment of the present application.
  • S101 determining an energy storage capacity of the power battery pack in the battery power supply device according to the requirements of the emergency traction power, the emergency travel speed, and the emergency travel distance of the train;
  • the present application makes full use of the working characteristics of the train traction converter, and directly supplies the DC power of the relatively low voltage to the intermediate DC link of the traction converter, and can provide an emergency driving position for the train traction motor after being processed by the inverter device. The electrical energy required.
  • the high-voltage AC power that the train receives from the contact network is firstly depressurized by the traction transformer, and then the DC link of the relatively low voltage is obtained through the rectification link of the traction converter.
  • the intermediate DC link is in progress, and the DC power is passed.
  • the inverter is converted to an alternating current that can be used by the traction motor.
  • the core idea of the application is to skip the rectification of the traction transformer and the traction converter, and directly use the battery power supply device to provide a relatively low voltage DC power for the intermediate DC link, thereby effectively saving costs, without waiting for the arrival of the traction rescue locomotive, and can save itself. The actual use effect is better.
  • the trains described in the present application generally only use the electric energy required for the normal operation of the driving train obtained from the power supply contact network, that is, a single power, and the battery module itself does not exist like the hybrid train, and thus is different from the operating state of the hybrid train.
  • the battery power supply device provided by the present application is only applicable to an emergency state, and only provides a certain electric energy for the traction motor of the train, so that the traction motor can provide a certain driving force for the faulty train, so that the faulty train meets the preset emergency traction power.
  • the preset emergency travel distance is driven at a preset emergency travel speed.
  • the electrical energy supplied to the traction motor generally does not allow the traction motor to be operated at the normal speed of the power supply contact network, and only provides an emergency travel speed with a small speed.
  • the energy storage capacity of the power battery pack in the battery power supply device can be determined according to the emergency traction power of the train, the emergency travel speed, and the emergency travel distance. Since the power battery pack has a series of smaller power batteries connected in series, each power battery pack occupies a certain volume, and after obtaining the required energy storage capacity, it can be selected according to the actual size of the finally formed power battery pack. In the appropriate installation position on the train, you can also refer to the position of the traction converter on the train.
  • how to determine the energy storage capacity of the final power battery pack according to the above emergency parameters is various, and the redundant design can be adopted, that is, not only can the train be provided with only a complete emergency travel distance for driving. Electrical energy, if circumstances permit, can appropriately increase the energy storage capacity of the power battery pack to provide the faulty train with the power needed to travel longer distances to adapt to more complex realities and provide higher protection for trains and passengers. grade.
  • S102 sending an activation signal to the battery power supply device through the train control system when the train cannot obtain the high voltage power required for normal operation through the contact network;
  • this step aims to transmit an activation signal to the battery power supply device through the train control system when the train cannot obtain the high voltage power required for normal operation through the contact network.
  • the activation signal is intended to "notify" that the battery powered device supplies electrical energy to the intermediate DC link of the traction converter.
  • the train can normally obtain the required high-voltage power from the power supply contact network.
  • the power battery pack in the battery-powered device can be charged in reverse, because even if the power battery pack is not used, over time The elapsed power will also be slowly depleted and the battery life will gradually consume.
  • the remaining power value of the power battery pack may be collected every same time interval, and the power loss analysis is performed on the remaining power value according to the preset life prediction algorithm according to the preset time interval, and the power battery pack life prediction report is obtained;
  • the power battery life prediction report sets the replacement date of the power battery pack to avoid the phenomenon that the power battery pack is damaged and cannot be used when the battery power supply device is required.
  • the battery power supply device after receiving the activation signal, supplies the power stored in the power battery pack to the DC link of the traction converter, and stores the power in the DC link support capacitor;
  • S104 determining whether the voltage across the support capacitor of the DC link reaches a preset voltage threshold
  • S102, S103 and S104 are intended to transport the electric energy stored in the power battery pack to the DC link in the middle of the traction converter, and store it in the DC link support capacitor to function as an electric energy storage. After the voltage across the supporting capacitor reaches the preset voltage threshold, the voltage required for the operation of the inverter device can be provided, and finally the traction motor is powered to provide the driving force required for emergency driving.
  • S105 continue to charge the DC link supporting capacitor until the voltage across the DC link supporting capacitor reaches a preset voltage threshold
  • the step of determining in S104 is that the voltage across the support capacitor of the DC link does not reach the preset voltage threshold, that is, the charging condition of the DC link supporting capacitor is continued until the voltage of the DC link supporting capacitor reaches the preset. Voltage threshold.
  • S106 Powering the inverter device in the traction converter with the electric energy reaching the preset voltage threshold, so that after the conversion of the inverter device, the train traction motor is powered, and the driving train drives the emergency fault speed away from the current fault occurrence position.
  • the determination result in S104 is that the voltage across the support capacitor of the DC link has reached the preset voltage threshold, that is, the power of the preset voltage threshold is used to supply power to the inverter device in the traction converter.
  • the train is driven to leave the current fault occurrence position at the emergency travel speed to avoid danger.
  • a train traction rescue method provided by the embodiment of the present application, which fully utilizes the working principle of the train traction converter under the premise of maintaining the original high pressure and traction system equipment, is in the traction converter
  • the middle DC link of the device increases the battery power supply device, and uses the power stored in the power battery pack to drive the track train with the power failure of the contact network to leave the current fault occurrence position under emergency driving conditions, thereby improving the safety of the train and ensuring the safety of the passengers.
  • the order of the trains provides passengers with a better ride experience.
  • FIG. 2 is a flow chart of charging a battery power supply device by using a direct direct link reverse in the train traction rescue method provided by the embodiment of the present application.
  • S202 determining whether the remaining power value enables the train to travel at an emergency travel speed to reach an emergency travel distance
  • This step sets the criterion for determining the charging of the power battery pack, that is, whether the remaining power value can provide the train with a full length of the emergency travel distance after running at the emergency travel speed.
  • the determination result of the step S202 is that the remaining power value enables the train to travel at the emergency travel speed to reach the emergency travel distance, that is, it can be determined that the remaining power of the power battery pack is sufficient, and the power battery pack does not need to be charged.
  • S204 It is determined that the remaining power of the power battery pack is insufficient, and charging is required.
  • the determination result of the step S202 is that the remaining power value cannot make the train travel at the emergency travel speed to reach the emergency travel distance, that is, it can be determined that the remaining power of the power battery pack is insufficient, and the power battery pack needs to be charged.
  • a train traction rescue method provided by the embodiment of the present application, which fully utilizes the working principle of the train traction converter under the premise of maintaining the original high pressure and traction system equipment, is in the traction converter
  • the middle DC link of the device increases the battery power supply device, and uses the power stored in the power battery pack to drive the track train with the power failure of the contact network to leave the current fault occurrence position under emergency driving conditions, thereby improving the safety of the train and ensuring the safety of the passengers.
  • the order of the trains provides passengers with a better ride experience.
  • FIG. 3 is a schematic diagram of a circuit principle of a train traction rescue system according to an embodiment of the present application
  • FIG. 4 is a train provided with a train traction rescue system according to an embodiment of the present application
  • the train traction rescue system can include:
  • a reactor box the input end of which is connected to the output end of the power battery box, and the output end is connected to the input end of the DC/DC converter box for storing the preset capacity of electric energy
  • the DC/DC converter box is used for conveying the stored electric energy to the intermediate DC link of the traction converter, so that the traction motor provides corresponding power to the train of the contact network according to the electric energy provided by the inverter device in the traction converter.
  • the size of the traction is used for conveying the stored electric energy to the intermediate DC link of the traction converter, so that the traction motor provides corresponding power to the train of the contact network according to the electric energy provided by the inverter device in the traction converter.
  • the power battery box includes:
  • a power battery pack for storing electrical energy of a corresponding capacity
  • the first pre-charging device is connected to the power battery pack for conducting the corresponding contactor control circuit according to the magnitude of the voltage value across the first supporting capacitor in the DC/DC converter box.
  • the first pre-charging device is specifically two contactor control loops arranged in parallel, which are respectively a first contactor control loop and a second contactor control loop, and the first contactor control loop is provided with a first pre-charge a resistor and a first contactor, and only a first main contactor is disposed on the second contactor control loop;
  • the first contactor control loop When the voltage value across the first supporting capacitor is less than the first voltage threshold, the first contactor control loop is turned on, and the second contactor control loop is turned off, for charging the first supporting capacitor using the first voltage;
  • the second contactor control loop When the voltage value across the first supporting capacitor is not less than the first voltage threshold, the second contactor control loop is turned on, and the first contactor control loop is disconnected for charging the first supporting capacitor using the second voltage.
  • the DC/DC converter box includes:
  • a first supporting capacitor connected to the output of the chopper for storing electrical energy
  • the second pre-charging device has one end connected to the first supporting capacitor and the other end connected to the second supporting capacitor disposed in the intermediate DC link for charging the second supporting capacitor by using the electrical energy stored in the first supporting capacitor.
  • the intermediate DC link may include:
  • the controllable switch is configured to charge according to whether the on/off of the switch corresponds to the second support capacitor
  • the power transmission device is connected to the input end of the inverter device for supplying power to the inverter device by using the electrical energy stored in the second supporting capacitor.
  • the energy required for operation comes from the power supply contact net, and the AC power is introduced into the high-voltage equipment through the pantograph, and the high-voltage power is converted into the AC power with relatively low voltage through the traction transformer.
  • the AC drive is used to drive the traction converter.
  • the main circuit of the traction converter includes at least a four-quadrant rectifier, an intermediate DC link, a three-phase inverter, and the like.
  • the traction converter uses the alternating current output from the inverter to drive the traction motor of the train to meet the requirements of the electric traction, regenerative braking and auxiliary system power supply of the EMU.
  • the present embodiment directly increases the power battery box, the reactor box, and the DC/DC converter box in the main circuit of the existing EMU to realize the high-speed power supply of the high-speed rail train.
  • the reserve power is supplied to the intermediate DC link of the traction converter to activate the three-phase inverter to drive the traction motor to operate, and finally forms the train traction rescue system provided by the present application.
  • the electric energy stored in the power battery in the power battery box is a source of energy for driving the high-speed rail train.
  • the pre-charging device 1 in the power battery box is located on the circuit between the power battery box and the reactor box, and the pre-charging device 2 in the DC/DC converter box is located between the DC/DC converter box and the DC link of the traction converter.
  • the precharge device 1 and the precharge device 2 function the same.
  • the pre-charging device 1 includes a pre-charging resistor Rpre, a pre-charging contactor KM5, and a main contactor KM4.
  • the pre-charging device 2 includes a charging resistor R1, a pre-charging contactor AK1, and a main contactor K1.
  • the reactor box provides energy storage for the DC/DC converter. The specific work flow is as follows:
  • the pre-charging contactor KM5 of the pre-charging device 1 is first closed, and the anti-parallel diode of the pre-charging device 1 pre-charging resistor Rpre and the DC/DC converter is a DC/DC converter.
  • the supporting capacitor C1 is charged.
  • the main contactor KM4 is closed, the pre-charging contactor KM5 is disconnected, and the chopper module of the DC/DC converter is started;
  • the boost is realized by controlling the switch of the chopper.
  • the intermediate DC link contactor K11 of the traction converter is closed by the train control system, and then the precharge device 2 is closed.
  • the charging contactor AK1 is charged by the pre-charging device 2 pre-charging resistor R1 for the intermediate DC link supporting capacitor Csk.
  • the main contactor K1 is closed, the pre-charging contactor AK1 is turned off, and the pre-charging contactor AK1 is turned on.
  • the auxiliary converter supplies power to the EMU auxiliary load and activates the traction converter three-phase inverter to drive the traction motor.
  • the charging device 2 charges the DC/DC converter supporting capacitor C1, activates the DC/DC converter chopper module after charging, realizes step-down by switching control of the chopper module, and starts the pre-charging device 1 when the voltage reaches a certain value. Charge the power battery.
  • the DC/DC converter performs information interaction with the traction converter through the train control system of the high-speed rail train, and the DC/DC converter and the power battery box realize information interaction through a directly connected communication cable.
  • the system protection is realized by disconnecting the intermediate DC link contactor K11; when the DC/DC converter detects a power failure through TV4 or TA1, by disconnecting the precharge device 2
  • the main contactor K1 implements system protection; when the DC/DC converter detects a fault or the power battery detects a fault, system protection is achieved by disconnecting the main contactor KM4 of the pre-charging device 2.
  • the other components in the figure are common components for numerical detection or for ensuring function realization, and will not be described here.
  • the network system reads the relevant start signal after the network system reads the relevant start signal, and then activates through the network communication interface with the DC/DC converter.
  • the information is transmitted to the power battery box, the power battery pre-charging device 1 is activated, the power battery output is activated, and the output voltage is boosted by the DC/DC converter, and the electric power is supplied to the intermediate DC link of the traction converter to drive the traction motor to work.
  • the traction converter inverter In this mode of operation, the traction converter inverter is prohibited from activating the regenerative braking function, and the parking is based on air braking; at the same time, in this emergency mode, the traction converter can only provide partial traction power and cannot be fully powered. run. When running until the battery capacity is low, the chopper module of the traction converter inverter module and the DC/DC converter is blocked and the power output of the power battery is disconnected.

Abstract

一种列车牵引救援方法，在保持原有高压、牵引系统设备不变的前提下，在牵引变流器的中间直流环节增加电池供电装置，利用动力电池组储存的电能将发生接触网供电故障的轨道列车在应急行驶条件下驶离当前故障发生位置。以及一种能够实现该列车牵引救援方法的列车牵引救援系统。本发明提升了列车的安全性，保障了乘客的生命安全及列车的运行秩序。

Description

一种列车牵引救援方法及系统
本申请要求于2017年12月20日提交中国专利局、申请号为201711384553.1、发明名称为“一种列车牵引救援方法及系统”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及列车故障处理领域，特别涉及一种列车牵引救援方法及系统。
背景技术
随着我国经济、科技领域的快速发展，时速越来越高的轨道列车已经广泛被乘客使用，而列车主要使用电力驱动，因此始终保证列车的供电正常是保障乘客生命安全及列车运行秩序的重要因素。
现有的高速轨道列车，诸如动车组、高铁均仅单一的从轨道上方假设的供电接触网上受电，将接收到的高压电首先利用牵引变压器降低电压，再经列车牵引变流器的交流、直流、再交流的变换后，得到为牵引电机提供正常工作所需的电能，以使牵引电机为列车的行驶提供驱动力。一旦接触网异常断电或高压系统故障时，无法向牵引变流器提供正常工作所需电能，轨道列车也将停止行驶，此时只能依靠牵引救援机车或其他轨道列车使该故障列车驶离危险位置，以防止列车长时停留在故障发生位置而出现旅客滞留甚至与后续列车相碰撞的事故发生，但无法保证牵引救援机车能够克服复杂实际情况下的种种因素，及时救援该故障列车驶离危险位置，时效性较差。
所以，如何克服现有列车牵引救援系统存在的种种技术缺陷，提供一种无须依靠外部牵引救援机车的列车自救机制是本领域技术人员亟待解决的问题。
发明内容
本申请的目的是提供一种列车牵引救援方法，该方法在保持原有高压、牵引系统设备不变的前提下，充分利用列车牵引变流器的工作原理，在牵引变流器的中间直流环节增加电池供电装置，利用动力电池组储存的电能将接触网供电故障的轨道列车在应急行驶条件下驶离当前故障发生位置，提升了列车的安全性，保障了乘客的生命安全及列车的运行秩序，为乘客提供了更佳的乘车体验。
本申请的另一目的在于提供了一种能够实现该列车牵引救援方法的列车牵引救援系统。
为实现上述目的，本申请提供一种列车牵引救援方法，该方法包括：
根据列车的应急牵引功率、应急行驶速度以及应急行驶距离的要求确定电池供电装置中动力电池组的储能容量；
当所述列车无法通过接触网获得正常运行所需的高压电时，通过列车控制系统向所述电池供电装置发送激活信号；
在所述电池供电装置接收到所述激活信号后，将所述动力电池组中储存的电能输送至牵引变流器的直流环节，并储存在直流环节支撑电容中；
判断所述直流环节支撑电容两端的电压是否达到预设电压阈值；
若是，则利用达到所述预设电压阈值的电能为所述牵引变流器中的逆变装置供电，以使经过所述逆变装置的转换后为列车牵引电机供电，驱动所述列车以所述应急行驶速度驶离当前故障发生位置。
可选的，该方法还包括：
当所述列车能够通过所述接触网获得正常运行所需的高压电时，利用流经所述直流环节的电能为所述动力电池组充电。
可选的，在利用流经所述直流环节的电能为所述动力电池组充电之前，还包括：
获取所述动力电池组的剩余电量值，并通过预设路径发送至所述列车控制系统；
判断所述剩余电量值是否能够使所述列车在所述应急行驶速度下行驶达到所述应急行驶距离；
若否，则判定所述动力电池组的剩余电量不足，需要进行充电。
可选的，该方法还包括：
每隔相同时间间隔收集所述剩余电量值，并根据所述时间间隔按预设寿命预测算法对所述剩余电量值进行电量损耗分析，得到动力电池组寿命预测报告；
根据所述动力电池组寿命预测报告设定所述动力电池组的更换日期。
为实现上述目的，本申请还提供了一种列车牵引救援系统，该系统包括：
动力电池箱，用于对DC/DC变换器箱进行充电；
电抗器箱，其输入端与所述动力电池箱的输出端相连、输出端与所述DC/DC变换器箱的输入端相连，用于储存预设容量的电能；
所述DC/DC变换器箱，用于将自身储存的电能输送给牵引变流器的中间直流环节，以使牵引电机根据所述牵引变流器中逆变装置提供的电能为接触网供电故障的列车提供相应大小的牵引力。
可选的，所述动力电池箱包括：
动力电池组，用于储存并提供电能；
第一预充电装置，与所述动力电池组相连，用于根据所述DC/DC变换器箱中第一支撑电容两端电压值大小的不同导通相应的接触器控制回路。
可选的，所述第一预充电装置具体为两个并联设置的接触器控制回路，分别为第一接触器控制回路和第二接触器控制回路，所述第一接触器控制回路上设置有第一预充电电阻和第一次接触器，所述第二接触器控制回路上仅设置有第一主接触器；
具有两种工作模式：
当所述第一支撑电容两端的电压值小于第一电压阈值时，所述第一接触器控制回路导通，所述第二接触器控制回路断开，用于使用第一电压为所述第一支撑电容充电；
当所述第一支撑电容两端的电压值不小于所述第一电压阈值时，所述第二接触器控制回路导通，所述第一接触器控制回路断开，用于使用第二电压为所述第一支撑电容充电。
可选的，所述DC/DC变换器箱包括：
斩波器；
所述第一支撑电容，与所述斩波器的输出端相连，用于储存电能；
第二预充电装置，其一端与所述第一支撑电容相连、另一端与所述中间直流环节中设置的第二支撑电容相连，用于利用所述第一支撑电容中储存的电能对所述第二支撑电容进行充电。
可选的，所述中间直流环节包括：
可控开关，用于根据开关的通断对应是否为所述第二支撑电容进行充电；
所述第二支撑电容，用于储存电能；
电能输送装置，与所述逆变装置的输入端相连，用于利用所述第二支撑电容中储存的电能为所述逆变装置供电。
本申请所提供的一种列车牵引救援方法，根据列车的应急牵引功率、应急行驶速度以及应急行驶距离的要求确定电池供电装置中动力电池组的储能容量；当所述列车无法通过接触网获得正常运行所需的高压电时，通过列车控制系统向所述电池供电装置发送激活信号；在所述电池供电装置接收到所述激活信号后，将所述动力电池组中储存的电能输送至牵引变流器的直流环节，并储存在直流环节支撑电容中；判断所述直流环节支撑电容两端的电压是否达到预设电压阈值；若是，则利用达到所述预设电压阈值的电能为所述牵引变流器中的逆变装置供电，以使经过所述逆变装置的转换后为列车牵引电机供电，驱动所述列车以所述应急行驶速度驶离当前故障发生位置。
显然，本申请所提供的技术方案，该方法在保持原有高压、牵引系统设备不变的前提下，充分利用列车牵引变流器的工作原理，在牵引变流器的中间直流环节增加电池供电装置，利用动力电池组储存的电能将接触网供电故障的轨道列车在应急行驶条件下驶离当前故障发生位置，提升了列车的安全性，保障了乘客的生命安全及列车的运行秩序，为乘客提供了更佳的乘车体验。本申请同时还提供了一种能够实现该列车牵引救援方法的列车牵引救援系统，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申请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申请的实施例，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为本申请实施例所提供的一种列车牵引救援方法的流程图；
图2为本申请实施例所提供的列车牵引救援方法中一种利用中间直接环节反向为电池供电装置充电的流程图；
图3为本申请实施例所提供的一种列车牵引救援系统的电路原理示意图；
图4为本申请实施例所提供的一种设置有列车牵引救援系统的列车供电的电路原理示意图。
具体实施方式
本申请的核心是提供一种列车牵引救援方法及系统，在保持原有高压、牵引系统设备不变的前提下，充分利用列车牵引变流器的工作原理，在牵引变流器的中间直流环节增加电池供电装置，利用动力电池组储存的电能将接触网供电故障的轨道列车在应急行驶条件下驶离当前故障发生位置，提升了列车的安全性，保障了乘客的生命安全及列车的运行秩序，为乘客提供了更佳的乘车体验。
为使本申请实施例的目的、技术方案和优点更加清楚，下面将结合本申请实施例中的附图，对本申请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申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，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它实施例，都属于本申请保护的范围。
以下结合图1，图1为本申请实施例所提供的一种列车牵引救援方法的流程图。
其具体包括以下步骤：
S101：根据列车的应急牵引功率、应急行驶速度以及应急行驶距离的要求确定电池供电装置中动力电池组的储能容量；
由于使用电池临时为接触网供电异常的列车提供应急行驶所需的电能，很难像供电接触网一样向列车牵引变流器提供高压电，并走完正常的供电区间，若要实现不但会大幅增加成本，也会显著增大电池部分的体积，导致列车重量显著增加。因此本申请充分利用列车牵引变流器的工作特性，直接向牵引变流器的中间直流环节提供电压相对较低的直流电，在经过逆变装置的处理后就能够为列车牵引电机提供应急行驶所需的电能。
通常情况下，列车从接触网上获取到的高压交流电首先经过牵引变压器进行降压，再通过牵引变流器的整流环节，得到电压相对较低的直流电，此处即处于中间直流环节，同时直流电通过逆变装置转换为牵引电机能够使用的交流电。本申请的核心思想即略过牵引变压器以及牵引变流器的整流环节，直接利 用电池供电装置为中间直流环节提供电压相对较低的直流电，有效节省成本，无须等待牵引救援机车的到来，可以自救，实际使用效果更佳。
本申请所描述的列车通常仅使用从供电接触网获得的驱动列车正常运行所需的电能，即单一动力，并不像混合动力列车一样本身就存在电池模块，因此区别于混合动力列车的运行状态，本申请提供的电池供电装置仅适用于紧急状态下，仅为列车牵引电机提供一定的电能，使牵引电机能够为故障列车提供一定的驱动力，以使故障列车在满足预设的应急牵引功率下，以预设的应急行驶速度行驶预设的应急行驶距离。在此种情况下向牵引电机提供的电能通常不能使牵引电机像使用供电接触网正常时达到的运转功率，也就只能提供时速较小的应急行驶速度。
在确定动力电池容量时，可以根据列车的应急牵引功率、应急行驶速度以及应急行驶距离来确定电池供电装置中动力电池组的储能容量。由于动力电池组是有一个个较小的动力电池串联而成，每个动力电池组都会占用一定的体积，在得到所需的储能容量后，可以根据最终形成的动力电池组的实际大小选择在列车上合适的安装位置，同时还可以参考列车上牵引变流器所处的位置。
具体的，如何根据上述应急参数来确定最终的动力电池组的储能容量，方法多种多样，可以采用冗余设计，即不仅能够为该列车提供仅能行驶一段完整的应急行驶距离所需的电能，在情况允许的情况下可以适当的增加动力电池组的储能容量，以为故障列车提供行驶更远距离所需的电能，以适应更复杂的实际情况，为列车和乘客提供更高的保护等级。
S102：当列车无法通过接触网获得正常运行所需的高压电时，通过列车控制系统向电池供电装置发送激活信号；
在S101的基础上，本步骤旨在当列车无法通过接触网获得正常运行所需的高压电时，通过列车控制系统向电池供电装置发送激活信号。其中，该激活信号旨在“通知”该电池供电装置向牵引变流器的中间直流环节提供电能。
当然，通常情况下，列车可正常的从供电接触网获取所需的高压电，此时可以反向为电池供电装置中的动力电池组充电，因为即使动力电池组并未使用，随着时间的流逝其电量也会缓慢损耗和电池有效使用寿命逐渐消耗。进一步的，还可以设定在何种条件下为该动力电池组充电，情况多种多样，可以根 据实际情况下不同要求和限制因素灵活设定和选择，此处并不做具体限定。
进一步的，还可以每隔相同时间间隔采集该动力电池组的剩余电量值，并根据该时间间隔按预设寿命预测算法对剩余电量值进行电量损耗分析，得到动力电池组寿命预测报告；并根据该动力电池组寿命预测报告设定动力电池组的更换日期，以免在需要使用该电池供电装置时出现动力电池组损坏而无法使用的现象。
S103：在电池供电装置接收到激活信号后，将动力电池组中储存的电能输送至牵引变流器的直流环节，并储存在直流环节支撑电容中；
S104：判断直流环节支撑电容两端的电压是否达到预设电压阈值；
在S102的基础上，S103和S104旨在将动力电池组中储存的电能输送至牵引变流器中间的直流环节，并储存在直流环节支撑电容中，起电能储存作用。该支撑电容两端的电压达到预设电压阈值后即可为逆变装置提供工作所需电压，最终为牵引电机供电来为列车提供应急行驶所需的驱动力。
S105：继续为直流环节支撑电容充电，直至直流环节支撑电容两端的电压达到预设电压阈值；
本步骤建立在S104的判断结果为该直流环节支撑电容两端的电压未达到该预设电压阈值的基础上，即满足继续为直流环节支撑电容充电条件，直至直流环节支撑电容两端的电压达到预设电压阈值。
S106：利用达到预设电压阈值的电能为牵引变流器中的逆变装置供电，以使经过逆变装置的转换后为列车牵引电机供电，驱动列车以应急行驶速度驶离当前故障发生位置。
本步骤建立在S104的判断结果为该直流环节支撑电容两端的电压已达到了该预设电压阈值的基础上，即利用达到预设电压阈值的电能为牵引变流器中的逆变装置供电，以使经过逆变装置的转换后为列车牵引电机供电，驱动列车以应急行驶速度驶离当前故障发生位置，以避免发生危险。
基于上述技术方案，本申请实施例提供的一种列车牵引救援方法，该方法在保持原有高压、牵引系统设备不变的前提下，充分利用列车牵引变流器的工作原理，在牵引变流器的中间直流环节增加电池供电装置，利用动力电池组储存的电能将接触网供电故障的轨道列车在应急行驶条件下驶离当前故障发生 位置，提升了列车的安全性，保障了乘客的生命安全及列车的运行秩序，为乘客提供了更佳的乘车体验。
以下结合图2，图2为本申请实施例所提供的列车牵引救援方法中一种利用中间直接环节反向为电池供电装置充电的流程图。
其具体包括以下步骤：
S201：当列车能够通过接触网获得正常运行所需的高压电时，获取动力电池组的剩余电量值，并通过预设路径发送至列车控制系统；
S202：判断剩余电量值是否能够使列车在应急行驶速度下行驶达到应急行驶距离；
本步骤设定了为该动力电池组充电的判断标准，即判断剩余电量值是否能够为该列车提供在应急行驶速度下行驶完一整段该应急行驶距离。
S203：判定动力电池组的剩余电量充足，无需进行充电；
本步骤建立在S202的判断结果为该剩余电量值能够使列车在应急行驶速度下行驶达到应急行驶距离，即可以判定动力电池组的剩余电量充足，无需对该动力电池组进行充电。
S204：判定动力电池组的剩余电量不足，需要进行充电。
本步骤建立在S202的判断结果为该剩余电量值无法使列车在应急行驶速度下行驶达到应急行驶距离，即可以判定动力电池组的剩余电量不足，需要对该动力电池组进行充电。
基于上述技术方案，本申请实施例提供的一种列车牵引救援方法，该方法在保持原有高压、牵引系统设备不变的前提下，充分利用列车牵引变流器的工作原理，在牵引变流器的中间直流环节增加电池供电装置，利用动力电池组储存的电能将接触网供电故障的轨道列车在应急行驶条件下驶离当前故障发生位置，提升了列车的安全性，保障了乘客的生命安全及列车的运行秩序，为乘客提供了更佳的乘车体验。
因为情况复杂，无法一一列举进行阐述，本领域技术人员应能意识到根据本申请提供的基本方法原理结合实际情况可以存在很多的例子，在不付出足够的创造性劳动下，应均在本申请的保护范围内。
下面请参见图3和图4，图3为本申请实施例所提供的一种列车牵引救援系统的电路原理示意图；图4为本申请实施例所提供的一种设置有列车牵引救援系统的列车供电的电路原理示意图。
该列车牵引救援系统可以包括：
动力电池箱，用于对DC/DC变换器箱进行充电；
电抗器箱，其输入端与动力电池箱的输出端相连、输出端与DC/DC变换器箱的输入端相连，用于储存预设容量的电能；
DC/DC变换器箱，用于将自身储存的电能输送给牵引变流器的中间直流环节，以使牵引电机根据牵引变流器中逆变装置提供的电能为接触网供电故障的列车提供相应大小的牵引力。
其中，动力电池箱包括：
动力电池组，用于储存相应容量大小的电能；
第一预充电装置，与动力电池组相连，用于根据DC/DC变换器箱中第一支撑电容两端电压值大小的不同导通相应的接触器控制回路。
进一步的，该第一预充电装置具体为两个并联设置的接触器控制回路，分别为第一接触器控制回路和第二接触器控制回路，第一接触器控制回路上设置有第一预充电电阻和第一次接触器，第二接触器控制回路上仅设置有第一主接触器；
具有两种工作模式：
当第一支撑电容两端的电压值小于第一电压阈值时，第一接触器控制回路导通，第二接触器控制回路断开，用于使用第一电压为第一支撑电容充电；
当第一支撑电容两端的电压值不小于第一电压阈值时，第二接触器控制回路导通，第一接触器控制回路断开，用于使用第二电压为第一支撑电容充电。
其中，DC/DC变换器箱包括：
斩波器；
第一支撑电容，与斩波器的输出端相连，用于储存电能；
第二预充电装置，其一端与第一支撑电容相连、另一端与中间直流环节中设置的第二支撑电容相连，用于利用第一支撑电容中储存的电能对第二支撑电 容进行充电。
进一步的，该中间直流环节可以包括：
可控开关，用于根据开关的通断对应是否为第二支撑电容进行充电；
第二支撑电容，用于储存电能；
电能输送装置，与逆变装置的输入端相连，用于利用第二支撑电容中储存的电能为逆变装置供电。
以上各单元可以应用于以下的一个具体的实际使用过程：
可参见图4，在高速轨道列车正常运行时，运行所需能量来源于供电接触网，通过受电弓把交流电源引入高压设备，通过牵引变压器将高压电转换为电压相对较低的交流电，并利用该交流电驱动牵引变流器工作。牵引变流器主电路中至少包含四象限整流器、中间直流环节、三相逆变器等。牵引变流器利用逆变器输出的交流电驱动该列车的牵引电动机运转，满足动车组电气牵引、再生制动和辅助系统供电要求。
如图4所示，本实施例通过在既有动车组主电路中增加动力电池箱、电抗器箱、DC/DC变换器箱实现在高速轨道列车失去供电接触网高压动力电源的情况下，直接为牵引变流器中间直流环节提供储备电能，以激活三相逆变器来驱动牵引电机运转，最终形成本申请提供的列车牵引救援系统。
请参见图3，动力电池箱中电力电池所储备电能是驱动该高速轨道列车运行的能量来源。动力电池箱内预充电装置1位于动力电池箱与电抗器箱之间的电路上，DC/DC变换器箱内预充电装置2位于DC/DC变换器箱与牵引变流器直流环节之间的电路上，预充电装置1和预充电装置2作用相同。其中，预充电装置1包括预充电电阻Rpre、预充电接触器KM5、主接触器KM4；预充电装置2包括充电电阻R1、预充电接触器AK1、主接触器K1。电抗器箱为DC/DC变换器提供储能，其具体工作流程如下：
当使用动力电池输出储备电能时，先闭合预充电装置1的预充电接触器KM5，通过预充电装置1预充电电阻Rpre和DC/DC变换器的斩波模块反并联二极管为DC/DC变换器支撑电容C1充电，当支撑电容C1两端的电压达到一定值后，闭合主接触器KM4，断开预充电接触器KM5，启动DC/DC变换器斩波模块；
在DC/DC变换器启动后，通过控制斩波器的开关实现升压，当电压达到一定值后通过列车控制系统闭合牵引变流器中间直流环节接触器K11，然后闭合预充电装置2的预充电接触器AK1，通过预充电装置2预充电电阻R1为中间直流环节支撑电容Csk充电，当支撑电容Csk两端的电压达到一定值后，闭合主接触器K1，断开预充电接触器AK1，启动辅助变流器向动车组辅助负载供电，并激活牵引变流器三相逆变器实现驱动牵引电机运转。
当动力电池组的剩余电量低，无法为故障列车满足一次应急行驶要求时，需通过供电接触网为牵引变流器四象限整流器提供电能，经中间直流环节为该动力电池组充电：依次启动预充电装置2为DC/DC变换器支撑电容C1充电，充电完成后激活DC/DC变换器斩波模块，通过对斩波模块的开关控制实现降压，当电压达到一定值后启动预充电装置1为动力电池充电。
其中，该DC/DC变换器通过该高速轨道列车的列车控制系统与牵引变流器进行信息交互，DC/DC变换器与动力电池箱通过直连的通讯电缆实现信息交互。当牵引变流器的中间直流环节发生故障时，通过断开中间直流环节接触器K11实现系统保护；当DC/DC变换器通过TV4或TA1检测到电源故障时，通过断开预充电装置2的主接触器K1实现系统保护；当DC/DC变换器检测到故障或动力电池检测到故障时，通过断开预充电装置2的主接触器KM4实现系统保护。图中的其它元器件，均为进行数值检测或为保证功能实现而设置的常见元器件，在此不再赘述。
一种实际工作过程：当该高速轨道列车由于接触网供电故障导致无法继续运行时，通过司机人工操作，网络系统读取相关启动信号后，通过与DC/DC变换器的网络通讯接口并将激活信息传递至动力电池箱，启动动力电池预充电装置1，激活动力电池输出，并通过DC/DC变换器提升输出电压，向牵引变流器中间直流环节提供电能，驱动牵引电机工作。
在此工作模式下，禁止牵引变流器逆变器激活再生制动功能，停车则依靠空气制动；同时，在此应急运行模式下，牵引变流器仅能提供部分牵引功率，无法满功率运行。当运行至电池容量低时，封锁牵引变流器逆变器模块和DC/DC变换器的斩波模块脉冲，并断开动力电池输出电源。
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。对于实施例公开的装置而言，由于其与实施例公开的方法相对应，所以描述的比较简单，相关之处参见方法部分说明即可。
专业人员还可以进一步意识到，结合本文中所公开的实施例描述的各示例的单元及算法步骤，能够以电子硬件、计算机软件或者二者的结合来实现，为了清楚地说明硬件和软件的可互换性，在上述说明中已经按照功能一般性地描述了各示例的组成及步骤。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本申请的范围。
本文中应用了具体个例对本申请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申请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，在不脱离本申请原理的前提下，还可以对本申请进行若干改进和修饰，这些改进和修饰也落入本申请权利要求的保护范围内。
还需要说明的是，在本说明书中，诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其它变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其它要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括要素的过程、方法、物品或者设备中还存在另外的相同要素。

Claims (9)

  1. 一种列车牵引救援方法，其特征在于，包括：
    根据列车的应急牵引功率、应急行驶速度以及应急行驶距离的要求确定电池供电装置中动力电池组的储能容量；
    当所述列车无法通过接触网获得正常运行所需的高压电时，通过列车控制系统向所述电池供电装置发送激活信号；
    在所述电池供电装置接收到所述激活信号后，将所述动力电池组中储存的电能输送至牵引变流器的直流环节，并储存在直流环节支撑电容中；
    判断所述直流环节支撑电容两端的电压是否达到预设电压阈值；
    若是，则利用达到所述预设电压阈值的电能为所述牵引变流器中的逆变装置供电，以使经过所述逆变装置的转换后为列车牵引电机供电，驱动所述列车以所述应急行驶速度驶离当前故障发生位置。
  2. 根据权利要求1所述的方法，其特征在于，还包括：
    当所述列车能够通过所述接触网获得正常运行所需的高压电时，利用流经所述直流环节的电能为所述动力电池组充电。
  3. 根据权利要求2所述的方法，其特征在于，在利用流经所述直流环节的电能为所述动力电池组充电之前，还包括：
    获取所述动力电池组的剩余电量值，并通过预设路径发送至所述列车控制系统；
    判断所述剩余电量值是否能够使所述列车在所述应急行驶速度下行驶达到所述应急行驶距离；
    若否，则判定所述动力电池组的剩余电量不足，需要进行充电。
  4. 根据权利要求3所述的方法，其特征在于，还包括：
    每隔相同时间间隔收集所述剩余电量值，并根据所述时间间隔按预设寿命预测算法对所述剩余电量值进行电量损耗分析，得到动力电池组寿命预测报告；
    根据所述动力电池组寿命预测报告设定所述动力电池组的更换日期。
  5. 一种列车牵引救援系统，其特征在于，包括：
    动力电池箱，用于对DC/DC变换器箱进行充电；
    电抗器箱，其输入端与所述动力电池箱的输出端相连、输出端与所述DC/DC变换器箱的输入端相连，用于储存预设容量的电能；
    所述DC/DC变换器箱，用于将自身储存的电能输送给牵引变流器的中间直流环节，以使牵引电机根据所述牵引变流器中逆变装置提供的电能为接触网供电故障的列车提供相应大小的牵引力。
  6. 根据权利要求5所述的列车牵引救援系统，其特征在于，所述动力电池箱包括：
    动力电池组，用于储存并提供电能；
    第一预充电装置，与所述动力电池组相连，用于根据所述DC/DC变换器箱中第一支撑电容两端电压值大小的不同导通相应的接触器控制回路。
  7. 根据权利要求6所述的列车牵引救援系统，其特征在于，所述第一预充电装置具体为两个并联设置的接触器控制回路，分别为第一接触器控制回路和第二接触器控制回路，所述第一接触器控制回路上设置有第一预充电电阻和第一次接触器，所述第二接触器控制回路上仅设置有第一主接触器；
    具有两种工作模式：
    当所述第一支撑电容两端的电压值小于第一电压阈值时，所述第一接触器控制回路导通，所述第二接触器控制回路断开，用于使用第一电压为所述第一支撑电容充电；
    当所述第一支撑电容两端的电压值不小于所述第一电压阈值时，所述第二接触器控制回路导通，所述第一接触器控制回路断开，用于使用第二电压为所述第一支撑电容充电。
  8. 根据权利要求7所述的列车牵引救援系统，其特征在于，所述DC/DC变换器箱包括：
    斩波器；
    所述第一支撑电容，与所述斩波器的输出端相连，用于储存电能；
    第二预充电装置，其一端与所述第一支撑电容相连、另一端与所述中间直流环节中设置的第二支撑电容相连，用于利用所述第一支撑电容中储存的电能对所述第二支撑电容进行充电。
  9. 根据权利要求8所述的列车牵引救援系统，其特征在于，所述中间直 流环节包括：
    可控开关，用于根据开关的通断对应是否为所述第二支撑电容进行充电；
    所述第二支撑电容，用于储存电能；
    电能输送装置，与所述逆变装置的输入端相连，用于利用所述第二支撑电容中储存的电能为所述逆变装置供电。
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