WO2020020325A1

WO2020020325A1 - Rail transport power supply system

Info

Publication number: WO2020020325A1
Application number: PCT/CN2019/097831
Authority: WO
Inventors: 陈奎宇; 方长胜; 易咏诗; 蒋德鑫
Original assignee: 比亚迪股份有限公司
Priority date: 2018-07-27
Filing date: 2019-07-26
Publication date: 2020-01-30
Also published as: CN110768243A; CN110768243B

Abstract

A rail transport power supply system, comprising: a power transformation and distribution module (10), the power transformation and distribution module (10) comprising a transformer (T), a primary side of the transformer (T) being connected to a mains grid via a high voltage bus (L1), a first secondary side of the transformer (T) being connected to a first power supply bus (L2), a second secondary side of the transformer (T) being connected to a second power supply bus (L3), where the first power supply bus (L2) is connected to a low voltage load of a rail transport; and a charging module (20), the charging module (20) comprising a charging unit (21) and a current receiver (22), one end of the charging unit (21) being connected to the second power supply bus (L3), the other end of the charging unit (21) being connected to the current receiver (22). Both the power transformation and distribution module (10) and the charging module (20) are provided at a charging station, when a railway vehicle is docked at the charging station, the current receiver (22) is connected to a current collector of the railway vehicle, thus allowing the charging unit (21) to charge the railway vehicle.

Description

Rail transit power system

Cross-reference to related applications

This application is based on a Chinese patent application with an application number of 201810848042.9 and an application date of July 27, 2018, and claims the priority of the Chinese patent application. The entire content of this Chinese patent application is incorporated herein by reference.

Technical field

The present application relates to the field of power supply technology, and in particular, to a rail transit power supply system.

Background technique

At present, in the field of urban rail transit, a lot of electromechanical equipment needs to be set in the power supply system, including high-voltage cabinets, transformers, and low-voltage cabinets. A large number of electromechanical equipment will require very complex protection circuits, which in turn will cause many failure points, and will also Take up a lot of land area and high cost. At the same time, transformers, filters, and leakage protection are installed in the power distribution and distribution modules and charging modules installed at the station. Since the power distribution and distribution modules and charging modules are independently set, their protection will inevitably be separated, causing redundancy. More waste, increased cost, and inconvenient maintenance.

Application content

This application is intended to solve at least one of the technical problems in the related technology. To this end, an object of the present application is to propose a rail transit power supply system, which is relatively simple, complete in function, and highly reliable in power supply.

In order to achieve the above object, a rail transit power supply system proposed in this application includes: a substation and distribution module, the substation and distribution module includes a transformer, and a primary side of the transformer is connected to a mains power line of the city through a high-voltage bus. The first secondary side of the transformer is connected to a first power supply bus, and the second secondary side of the transformer is connected to a second power supply bus, wherein the first power supply bus is connected to a low-voltage load of rail transit; a charging module, The charging module includes a charging unit and a current receiver, one end of the charging unit is connected to the second power supply bus, and the other end of the charging unit is connected to the current receiver; wherein, the power distribution module Both the charging module and the charging module are provided at a charging station. When a rail vehicle is docked at the charging station, the current receiver is connected to a current collector of the rail vehicle so that the charging unit charges the rail vehicle.

The rail transit power supply system of the present application integrates the power distribution module and the charging unit to facilitate unified and coordinated management of the power supply of the rail transit low-voltage load and the charging module, while saving the station area and improving the reliability of the power supply. , And reduce the cost of power supply, thereby improving the economics of power supply.

BRIEF DESCRIPTION OF THE DRAWINGS

1 is a schematic structural diagram of a rail transit power supply system according to a first embodiment of the present application;

2 is a schematic structural diagram of a rail transit power supply system according to a second embodiment of the present application;

3 is a schematic structural diagram of a charging module according to an embodiment of the present application;

4 is a schematic structural diagram of a rail transit power supply system according to a third embodiment of the present application;

FIG. 5 is a schematic structural diagram of a rail transit power supply system according to a fourth embodiment of the present application.

detailed description

Hereinafter, embodiments of the present application will be described in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary, and are intended to explain the present application, and should not be construed as limiting the present application.

The following describes a rail transit power supply system according to an embodiment of the present application with reference to the drawings.

FIG. 1 is a schematic structural diagram of a rail transit power supply system according to an embodiment of the present application. As shown in FIG. 1, the power supply system includes a power distribution module 10 and a charging module 20.

Referring to FIG. 1, the substation and distribution module 10 includes a transformer T. The primary side of the transformer T is connected to the mains power line through the high-voltage bus L1. The first secondary side of the transformer T is connected to the first power supply bus L2. The secondary side is connected to the second power supply bus L3, wherein the first power supply bus L2 is connected to the low-voltage load of the rail transit; the charging module 20 includes a charging unit 21 and a current receiver 22, and one end of the charging unit 21 is connected to the second power supply bus L3 The other end of the charging unit 21 is connected to the current receiver 22. Among them, the power distribution module 10 and the charging module 20 are both installed at a charging station. When the rail vehicle is docked at the charging station, the current receiver 22 is connected to the rail vehicle's current taker so that the charging unit 21 charges the rail vehicle.

In this embodiment, the low-voltage load of the rail transit may include a dynamic load, an air-conditioning load, and the like. Among them, the dynamic lighting load may include, but is not limited to, lighting distribution cabinets, emergency power distribution cabinets, intelligent evacuation indication systems, electrical fire monitoring systems, lighting fixtures, sockets, and lighting switches.

It should be understood that, in order to facilitate the charging of rail vehicles, the charging station is the stopping station of the rail vehicle. Among them, the rail vehicle may be a tram, such as a Yunba, a cloud-rail train, and the like.

The power supply system can realize the power demand for low-voltage loads and rail vehicle charging through a transformer, which can save the area of the station, improve the reliability of power supply, and reduce the cost of power supply, thereby improving the economics of power supply.

Further, in an embodiment of the present application, the charging unit 21 and the power distribution module 10 may be integrated and disposed. In other words, the charging unit 21 and the power distribution module 10 are taken as an organic whole. For example, the charging unit 21 and the power distribution module 10 can be unifiedly arranged in a cabinet, and the charging unit can be realized by an integrated controller. 21 and the control of the power distribution module 10. Therefore, it is convenient to perform unified and coordinated management on the power supply of the rail transit low-voltage load and the charging module.

In an embodiment of the present application, as shown in FIG. 2, 10 kV AC power is introduced from a mains power line, that is, after 10 kV AC power is input to the primary side of the transformer T, the first secondary side of the transformer T outputs 400 V AC power. The second secondary side outputs 640V AC power.

Among them, 400V AC power supplies power to the low-voltage load of the rail transit (such as moving photo load) through the first power supply bus L2, and 640V AC power supplies power to the charging module 20 through the second power supply bus L3.

In an embodiment of the present application, as shown in FIG. 2, the power distribution module 10 further includes a switch cabinet 11. Among them, the switch cabinet 11 includes an incoming cabinet 111 and a feeder cabinet 112. The incoming cabinet 111 is connected to the mains power line through the high-voltage bus L1, and the feeder cabinet 112 is connected to the primary side of the transformer T through the high-voltage bus L1.

Further, as shown in FIG. 2, the switch cabinet 11 further includes a power outlet cabinet 113, which is connected to the power grid outlet of the city grid. The power grid outlet can be used as the power grid incoming line of other power distribution modules.

Therefore, the installation of the switch cabinet 11 can facilitate the introduction of the 10 kV medium voltage of the city grid into the power distribution module 10 and the power distribution module to be transmitted to the next station.

In an embodiment of the present application, as shown in FIGS. 2 and 3, the charging unit 21 includes a first AC / DC converter 211, a charging circuit 212, and a controller 213.

3, the AC side of the first AC / DC converter 211 is connected to the second power supply bus L3; one end of the charging circuit 212 is connected to the DC side of the first AC / DC converter 211, and the other end of the charging circuit 212 is connected to the receiving side. The converter 22 is connected; the controller 213 is respectively connected to the control ends of the first AC / DC converter 211 and the charging circuit 212, and the controller 213 is used to adjust the charging power of the first AC / DC converter 211 and control the charging circuit 212 is turned on and off.

In one embodiment, the current receiver 22 is a charging tank and the current collector is a charging blade. The charging tank is disposed along the extending direction of the running rail, and the charging blade is disposed on the bottom of the rail vehicle. The length of the charging tank and the corresponding charging The blades are of equal length.

Optionally, when one or more pairs of charging blades are provided on the rail vehicle, one or more charging modules 20 (two are shown in FIG. 2) may be correspondingly provided at the charging station, that is, each pair of charging blades has a charging slot. Corresponding.

Further, the charging tank includes a first tank body 221 and a second tank body 222. In this embodiment, as shown in FIGS. 2 and 3, the charging circuit 212 includes a positive contactor K1, a negative contactor K2, a precharge contactor K3, and a precharge resistor R.

One end of the positive contactor K1 is connected to the positive electrode of the DC side of the first AC / DC converter 211, and the other end of the positive contactor K1 is connected to the first tank 221. One end of the negative contactor K2 is connected to the first AC / The negative terminal of the DC side of the DC converter 211 is connected, the other end of the negative contactor K2 is connected to the second tank 222; one end of the precharge contactor K3 is connected to the positive side of the DC side of the first AC / DC converter 211; One end of the charging resistor R is connected to the other end of the pre-charge contactor K3, and the other end of the pre-charging resistor R is connected to the first tank 211. Among them, the controller 213 is used to control the positive contactor K1, the negative contactor K2, and the pre-contactor. The closing and opening of the charging contactor K3 is controlled.

Specifically, as shown in FIG. 3, when the rail vehicle is about to enter the charging station, for example, when the rail vehicle is heading to the charging station, and the charging blade at the forefront of the rail vehicle just begins to “contact” the charging slot, the rail vehicle moves toward the charging module 20 Send a precharge command. The charging module 20 performs a self-check. For a charging module 20 that has a normal self-test, its controller 213 controls the negative contactor K2 and the pre-charge contactor K3 to close after receiving the pre-charge instruction, so as to charge the charging tank through the pre-charge resistor R Perform pre-charging. As a result, it is possible to reduce a sudden change in the voltage of the rail vehicle current collector and protect the rail vehicle current collector.

Further, when the rail vehicle is stationary at the charging station, the charging blade is directly opposite the corresponding charging slot, and the rail vehicle sends a charging permission instruction to the charging module 20. At this time, the controller 213 controls the pre-charge contactor K3 to be disconnected, and Control the positive contactor K1 to close to perform main charging for rail vehicles. When the charging of the rail vehicle is completed, for example, the SOC (State of Charge) of the power battery in the rail vehicle reaches 100%, the rail vehicle will send a charging end command to the charging module 20, and the controller 213 will receive the charging end After the instruction, the charging power of the first AC / DC converter 211 is limited to 0, and the positive contactor K1 is controlled to open to complete the charging of the rail vehicle into the station.

In an embodiment of the present application, as shown in FIG. 2, the charging unit 21 further includes a filter 214. One end of the filter 214 is connected to the DC side of the first AC / DC converter 211, and the other end of the filter 214 is connected to one end of the charging circuit 212.

Therefore, the DC power output from the first AC / DC converter 211 can be filtered by the filter 214 so that the DC power input to the current receiver 22 is stable, and the charging effect can be improved.

In an embodiment of the present application, as shown in FIG. 2, the rail transit power supply system may further include an SPD (Surge Protection Device, Surge Protector). The surge protector is disposed between the transformer T and the high-voltage bus L1. Used to ensure the safety of the primary circuit of the transformer T.

Compared with the prior art, this application integrates various mechanical and electrical equipment of medium voltage cabinets, transformers, low voltage cabinets, and charging tanks according to functional modules to make it a highly integrated device. The device can be a black box-like device. Equipment, which has the functions of high voltage to low voltage, AC / DC conversion, and power distribution. Specifically, it is to integrate the repeated functions in the prior art. In the prior art, it is necessary to reduce the medium voltage to a low voltage, and then boost the voltage to the required voltage in the charging cabinet. Two sets of transformer devices are needed, which wastes materials and increases costs. In this application, these two voltage transformation processes are completed at once, that is, the transformer T shown in FIG. 1 is used to directly reduce the voltage to the required voltage; in the prior art, it is necessary to separately set up the transformer substation and the charging cabinet. One set of leakage protection device, one set of surge protection device, one set of filter device, etc. This application integrates the substation and the charging cabinet together. All only need one set of leakage protection device and one set of surge protection device. A set of filtering device is sufficient.

Therefore, the power supply system of the present application is more streamlined, integrated, and saves more materials (including some components and cables and copper bars) on the premise that it meets the same function as the power supply system of the prior art. The cost has been greatly reduced, making rail vehicle power supply more economical and reliable. At the same time, the supply, distribution, distribution and charging are unified and coordinated, with fewer interfaces, lower failure rates, more economical, applicable, safe and reliable.

In an embodiment of the present application, as shown in FIG. 4, the rail transit power supply system further includes an energy storage device 30, wherein the energy storage device 30 includes a second AC / DC converter 31, an energy storage battery 32, and a third AC / DC converter 33 and DC / DC converter 34.

Referring to FIG. 4, the AC side of the second AC / DC converter 31 is connected to the first power supply bus L2, the energy storage battery 32 is connected to the DC side of the second AC / DC converter 31, and the third AC / DC converter 33 The AC side is connected to the second power supply bus L3, one end of the DC / DC converter 34 is connected to the DC side of the third AC / DC converter 33, and the other end of the DC / DC converter 34 is connected to the energy storage battery 32.

In this embodiment, as shown in FIG. 4, the AC side of the second AC / DC converter 31 may be connected to the first power supply bus L2 through a circuit breaker QF1, and the AC side of the third AC / DC converter 33 may be opened by an open circuit. The converter QF2 is connected to the second power supply bus L3, and the second AC / DC converter 31, the third AC / DC converter 33, and the DC / DC converter 34 may all be bidirectional converters. When the city grid power supply is normal, and the low-voltage load and the charging module 20 are sufficient, the QF1 and / or QF2 can be controlled to close, and the energy storage device 30 can be controlled to store electrical energy; when the city grid power supply is abnormal, the QF1 and The QF2 is closed, and the energy storage device 30 is controlled to release electric energy to power the low-voltage load through the first power supply bus L2, and / or the power is supplied to the charging module 20 through the second power bus L3.

In an embodiment of the present application, when the low-voltage load and the charging module 20 have an electrical demand at the same time, QF2 may be controlled to be closed preferentially, and the energy storage device 30 may be controlled to supply power to the charging module 20 through the second power supply bus L3.

In an embodiment of the present application, as shown in FIG. 5, the rail transit power supply system may further include a photovoltaic power generation device 40, wherein the photovoltaic power generation device 40 includes a photovoltaic power generation component 41 and a fourth AC / DC converter 42.

In this embodiment, the photovoltaic power generation module 41 is used to generate power using solar energy. 5, the AC side of the fourth AC / DC converter 42 is connected to the second power supply bus L3, and the DC side of the fourth AC / DC converter 42 is connected to the photovoltaic power generation module 41.

Of course, in order to ensure the stability of the voltage input from the photovoltaic power generation device 40 to the first power supply bus L2, the photovoltaic power generation module 41 may include a storage battery for storing electrical energy.

Specifically, referring to FIG. 5, a circuit breaker QF3 may be connected between the photovoltaic power generation device 40 and the first power supply bus L2. The photovoltaic power generation device 40 can be used as the auxiliary power supply for the municipal power grid. When the municipal power supply is normal and the power supply is insufficient, QF3 can be controlled to close so that the photovoltaic power generation device 40 and the municipal power grid are connected to the grid for power supply. The QF3 can be controlled to be closed so that the photovoltaic power generation device 40 can supply low voltage loads through the first power supply bus L2. If the photovoltaic power generation device 40 has sufficient power at this time, the QF1 can be controlled to close and the energy storage device 30 can be controlled to store energy.

Therefore, through photovoltaic power generation and AC energy storage technology, the function of the power supply system can be made more perfect. In the case of a power grid outage, the energy storage device can be used to provide power to the low-voltage load and / or charging module in time to ensure the power supply system. The reliability has reduced the bad influence caused by the city power outage.

In addition, referring to Figures 4 and 5, in order to facilitate the power supply control and maintenance of the power supply system, a circuit breaker QF4 can be connected between the incoming line of the municipal power grid and the high-voltage bus L1, and an open circuit can be connected between the outgoing line of the municipal power grid and the high-voltage bus L1. Circuit breaker QF5, a circuit breaker QF6 may be connected between the primary side of the transformer T and the high-voltage bus L1, and a circuit breaker QF7 may be connected between the first secondary side of the transformer T and the first power bus L2, and the low-voltage load and the first power supply A circuit breaker QF8 may be connected between the bus bars L2, and a circuit breaker QF9 may be connected between the charging module 20 and the second power supply bus L3.

In summary, the rail transit power supply system in the embodiment of the present application integrates the power distribution module and the charging unit, which facilitates unified and coordinated management of the power supply of the rail transit low-voltage load and the charging module, while saving the station's area and improving the The reliability of power supply is reduced, and the cost of power supply is reduced, thereby improving the economics of power supply. In addition, the installation of energy storage devices and photovoltaic power generation devices can improve the power supply reliability of the power supply system and alleviate the adverse effects of power outages in the city grid.

In the description of this specification, the description with reference to the terms “one embodiment”, “some embodiments”, “examples”, “specific examples”, or “some examples” and the like means specific features described in conjunction with the embodiments or examples , Structure, material, or characteristic is included in at least one embodiment or example of the present application. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

In addition, the terms "first" and "second" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "a plurality" is at least two, for example, two, three, etc., unless it is specifically and specifically defined otherwise.

In this application, the terms "installation," "connected," "connected," and "fixed" should be broadly understood unless otherwise specified and limited. For example, they can be fixed connections or removable connections. , Or integrated; it can be mechanical or electrical; it can be directly connected or indirectly connected through an intermediate medium, it can be the internal connection of the two elements or the interaction between the two elements, unless otherwise specified The limit. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific situations.

In this application, unless explicitly stated and defined otherwise, the first feature "on" or "down" of the second feature may be the first and second features in direct contact, or the first and second features indirectly through an intermediate medium. contact. Moreover, the first feature is "above", "above", and "above" the second feature. The first feature is directly above or obliquely above the second feature, or only indicates that the first feature is higher in level than the second feature. The first feature is “below”, “below”, and “below” of the second feature. The first feature may be directly below or obliquely below the second feature, or it may simply indicate that the first feature is less horizontal than the second feature.

Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limitations on the present application. Those skilled in the art can understand the above within the scope of the present application. Embodiments are subject to change, modification, substitution, and modification.

Claims

A rail transit power supply system, comprising:

Power distribution module, the power distribution module includes a transformer, a primary side of the transformer is connected to a mains power line through a high-voltage bus, a first secondary side of the transformer is connected to a first power supply bus, The second secondary side is connected to a second power supply bus, wherein the first power supply bus is connected to a low-voltage load of rail transit;

A charging module comprising a charging unit and a current receiver, one end of the charging unit is connected to the second power supply bus, and the other end of the charging unit is connected to the current receiver;

Wherein, the power distribution module and the charging module are both provided at a charging station, and when a rail vehicle is parked at the charging station, the current receiver is connected to the current collector of the rail vehicle so that the charging The unit charges the rail vehicle.
The rail transit power supply system according to claim 1, wherein the charging unit comprises:

A first AC / DC converter, the AC side of the first AC / DC converter is connected to the second power supply bus;

A charging circuit, one end of the charging circuit is connected to the DC side of the first AC / DC converter, and the other end of the charging circuit is connected to the current receiver;

A controller, which is connected to the first AC / DC converter and the control end of the charging circuit, and the controller is used to adjust the charging power of the first AC / DC converter and control The charging circuit is turned on and off.
The rail transit power supply system according to claim 2, wherein the current receiver is a charging tank, and the current collector is a charging blade, wherein the charging tank is provided along an extension direction of the running rail, and A charging blade is provided on the bottom of the rail vehicle.
The rail transit power supply system according to claim 3, wherein the charging tank includes a first tank body and a second tank body, and the charging circuit includes:

A positive contactor, one end of which is connected to a positive electrode on the DC side of the first AC / DC converter, and the other end of which is connected to the first tank;

A negative contactor, one end of which is connected to a negative electrode on the DC side of the first AC / DC converter, and the other end of which is connected to the second tank;

A precharge contactor, one end of the precharge contactor is connected to a positive electrode on a DC side of the first AC / DC converter;

A pre-charge resistor, one end of the pre-charge resistor is connected to the other end of the pre-charge contactor, and the other end of the pre-charge resistor is connected to the first tank body;

The controller is configured to control closing and opening of the positive contactor, the negative contactor, and the pre-charged contactor.
The rail transit power supply system according to any one of claims 2-4, wherein the charging unit further comprises:

A filter, one end of the filter is connected to the DC side of the first AC / DC converter, and the other end of the filter is connected to one end of the charging circuit.
The rail transit power supply system according to any one of claims 1-5, further comprising:

A surge protector provided between the transformer and the high-voltage bus.
The rail transit power supply system according to any one of claims 1-6, wherein the power distribution module further comprises:

A switch cabinet comprising an incoming cabinet and a feeder cabinet, wherein the incoming cabinet is connected to an incoming line of the utility grid through the high-voltage bus, and the feeder cabinet is connected to a primary side of the transformer through the high-voltage bus Connected.
The rail transit power supply system according to claim 7, characterized in that the switch cabinet further comprises an outlet cabinet, the outlet cabinet is connected to a city grid outlet, and wherein the city grid outlet is used as another power distribution module City grid into the line.
The rail transit power supply system according to any one of claims 1 to 8, further comprising an energy storage device, wherein the energy storage device comprises:

A second AC / DC converter, the AC side of the second AC / DC converter is connected to the first power supply bus;

An energy storage battery connected to the DC side of the second AC / DC converter;

A third AC / DC converter, the AC side of the third AC / DC converter is connected to the second power supply bus;

A DC / DC converter, one end of the DC / DC converter is connected to a DC side of the third AC / DC converter, and the other end of the DC / DC converter is connected to the energy storage battery.
The rail transit power supply system according to any one of claims 1-9, further comprising a photovoltaic power generation device, the photovoltaic power generation device comprising:

Photovoltaic power generation module, which is used to generate power by using solar energy;

A fourth AC / DC converter, an AC side of the fourth AC / DC converter is connected to the second power supply bus, and a DC side of the fourth AC / DC converter is connected to the photovoltaic power generation component.
The rail transit power supply system according to any one of claims 1 to 10, characterized in that when 10 kV AC power is input to the primary side of the transformer, 400 V AC power is output from the first secondary side of the transformer, and the transformer The second secondary side outputs 640V AC.
The rail transit power supply system according to any one of claims 1-11, wherein the charging unit is integrated with the power distribution module.