WO2020077688A1 - 一种磁悬浮列车及其牵引控制方法 - Google Patents

一种磁悬浮列车及其牵引控制方法 Download PDF

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Publication number
WO2020077688A1
WO2020077688A1 PCT/CN2018/113511 CN2018113511W WO2020077688A1 WO 2020077688 A1 WO2020077688 A1 WO 2020077688A1 CN 2018113511 W CN2018113511 W CN 2018113511W WO 2020077688 A1 WO2020077688 A1 WO 2020077688A1
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Prior art keywords
power supply
traction
train
control
switch
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PCT/CN2018/113511
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English (en)
French (fr)
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李颖华
刘曰峰
张丽
王永刚
崔玉萌
高明
任百峰
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中车唐山机车车辆有限公司
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Publication of WO2020077688A1 publication Critical patent/WO2020077688A1/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
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/04—Magnetic suspension or levitation for 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
    • 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
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • 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 technical field of electric locomotives, and in particular, to a magnetic levitation train and its traction control method.
  • Maglev train is a modern high-tech rail vehicle. It uses electromagnetic force to achieve non-contact suspension and guidance between the train and the track, and then uses the electromagnetic force generated by the linear motor to draw the train to run.
  • the maglev train is powered by the third rail and the return rail, and the power supply voltage is 1500 V DC or 750 V DC.
  • the maglev train cannot obtain power from the third and return rails, the maglev train cannot run because it loses power.
  • the third rail and the return rail need to be erected in the garage, which results in a complex garage for the maglev train and a high construction cost for the garage.
  • An embodiment of the present application provides a magnetic levitation train and its traction control method to solve the technical problem that the magnetic levitation train cannot run when the relevant magnetic levitation train cannot obtain power from the third rail and the return rail.
  • An embodiment of the present application provides a magnetic levitation train, including:
  • Two external power supply control switches are respectively provided in the two end vehicles of the train, wherein the external power supply control switch is used to control whether an external power supply is connected to the traction system for power supply;
  • the battery pack is used as a power source of the suspension system and as a backup power source of the traction system;
  • a backup power supply switch is used to control whether the battery pack is connected to the traction system for power supply.
  • a traction control method for the above magnetic suspension train includes the following steps:
  • the two external power supply control switches are controlled to open and the standby power conversion switch is closed.
  • the maglev train of the embodiment of the present application only needs to add two external power supply control switches and standby power conversion switches to provide the battery pack traction for the maglev train.
  • the weight of the maglev train is small and the cost is low; at the same time, the application is implemented For example, the maglev train needs to run in the garage and can be pulled by the battery pack. In this way, there is no need to set up the third rail and the return rail in the garage.
  • the garage of the maglev train is relatively simple, and the garage construction cost is low.
  • FIG. 1 is a schematic circuit diagram of a magnetic levitation train according to an embodiment of the present application.
  • FIG. 2 is a schematic circuit diagram of the M car of the maglev train shown in FIG. 1.
  • KM01 external power control switch KM02 backup power transfer switch, K1 power supply selector switch, 1QF1 high-speed circuit breaker, 110 backup power transfer switch box, 111 fuse, 120 high voltage distribution box, 121 current sensor, 130 high voltage electrical box, 140 traction Motor.
  • FIG. 1 is a schematic circuit diagram of a maglev train according to an embodiment of the present application.
  • the magnetic levitation train of the embodiment of the present application includes:
  • Two external power control switches KM01 are respectively provided in the two end vehicles of the train (indicated by MC1 car and MC2 car in FIG. 1), wherein the external power control switch KM01 is used to control whether the external power supply is connected Into the traction system for power supply;
  • the battery pack is used as a power source of the suspension system and as a backup power source of the traction system;
  • the backup power switch KM02 is used to control whether the battery pack is connected to the traction system for power supply.
  • the maglev train of the embodiment of the present application includes a suspension system, a traction system, two external power supply control switches, a battery pack and a backup power supply switch; by controlling the two external power supply control switches to open and the backup power supply switch to close, It is possible to switch from the external power supply to the battery pack power supply, so that the battery pack power supply can run the maglev train.
  • the battery pack is not only used as the power supply of the suspension system, but also as the backup power supply of the traction system, there is no need to add additional equipment to the backup power supply of the traction system, which improves the utilization rate of the battery pack.
  • the maglev train of the embodiment of the present application only needs to add two external power supply control switches and standby power conversion switches to provide the battery pack traction for the maglev train.
  • the weight of the maglev train is small and the cost is low; at the same time, the application is implemented For example, the maglev train needs to run in the garage and can be pulled by the battery pack. In this way, there is no need to set up the third rail and the return rail in the garage.
  • the garage of the maglev train is relatively simple and the construction cost of the garage is low.
  • the two external power supply control switches are opened and the standby power conversion switch is closed to switch from the external power supply to the battery pack. powered by.
  • one of the intermediate vehicles of the train is provided with a backup power conversion switch box 110, and the backup power conversion switch KM02 is provided in the backup power conversion switch box 110.
  • FIG. 1 shows a situation that there are three vehicles of the maglev train in the embodiment of the present application, and the standby power conversion switch box 110 is installed in the middle vehicle.
  • the backup power conversion switch KM02 is provided in the backup power conversion switch box 110, and plays a protective role in the backup power conversion switch KM02.
  • a fuse 111 connected in series with the standby power transfer switch is also provided in the standby power transfer switch box.
  • the fuse acts as a protector against short circuits and overcurrents.
  • the two external power control switches KM01 are respectively located in the high-voltage distribution boxes 120 of the two end vehicles.
  • the external power control switch is set in the high-voltage distribution box, which protects the external power control switch and at the same time makes full use of the space in the high-voltage distribution box.
  • each of the high-voltage distribution boxes 120 is also provided with a multi-position power supply selection switch K1, and the power supply selection switch K1 is provided at the external power supply control switch KM01 and the high-voltage branch
  • the line box is used between the access ends of the external power supply;
  • the position of the power supply selection switch K1 includes: the operating position of the third rail power supply, the storage position of the library socket power supply and the maintenance of a safe grounding position; wherein, the position of the power supply selection switch is used to select the third Rail, the warehouse socket and the grounding switch are connected to the traction system, the third rail is a positive power line in the external power supply, and the warehouse socket is another external power supply.
  • the power supply selection switch K1 is a three-position power supply selection switch, and the “1” position is a storage position for supplying power from a library socket. Connect the positive power cord of the library socket to the traction system. The negative power supply line is grounded; the "2" position is the operating position of the third rail power supply, connect the third rail to the traction system, and the return rail is grounded. At this time, the maglev train is powered by the third rail and the return rail of 1500 volts DC; The 3 ”position is the grounding position. Connect the grounding to the traction system.
  • the power supply selection switch you can select the power supply for the traction system. For example, it can be powered by the third rail and the return rail, it can be powered by the warehouse socket, or it can be grounded without power.
  • a current sensor 121 is also required in the high-voltage distribution box 120, and the current sensor 121 is provided in the power supply
  • the operating position of the selector switch and the access terminal of the high-voltage distribution box used for the third rail access are used to sense the current generated by the third rail and the return rail to supply power to the traction system. That is, this current sensor will only sense the current when the third rail and the return rail generate power to the traction system, and will not sense the current when the library is powered by a socket.
  • the presence of the current sensor provides conditions for judging whether the third rail and the return rail supply current to the traction system power supply. Specifically, the current value sensed by the current sensor is fed back to the control system and displayed on the driver's display screen.
  • control system controls the two external power supply control switches to open and the standby power supply switch to close to switch from the external power supply to the battery pack power supply During the process, the control system is specifically used to:
  • the driver is prompted to press the emergency traction mode button to send an emergency traction enable signal, and the emergency traction mode button is provided on the driver's platform of the train;
  • control signal of the emergency traction It is judged whether the control signal of the emergency traction is valid.
  • the external power supply control switch is controlled to be opened and the backup power supply switch is closed.
  • the preset backup power supply conditions are limited, the current sensor cannot detect the current (ie, the third rail and the return rail do not supply power to the traction system), the emergency traction enable signal is valid, and the emergency traction control signal is valid Only when the conditions of these three levels are met in sequence, the control system controls the external power control switch to open and the backup power switch to close.
  • the step of determining whether the emergency traction enable signal is valid specifically includes the following steps:
  • the train is in non-train automatic driving mode
  • the main control handle of the driver controller of the train is in a non-traction position, wherein the position of the main control handle includes a traction position, a braking position and a zero position;
  • the voltage of the battery pack is higher than a preset traction limit, wherein the traction limit is a low limit of the train power supply requirement;
  • the emergency traction enable signal is valid; otherwise, the emergency traction enable signal is invalid.
  • the step of determining whether the control signal of the emergency traction is effective specifically includes the following steps:
  • the main control handle of the driver controller of the train is located in a non-traction position, wherein the position of the main control handle includes a traction position, a braking position and a zero position;
  • the direction handle of the driver controller of the train is not at the zero position, wherein the position of the direction handle includes the forward position, the zero position, and the backward position;
  • the high-speed circuit breaker of the high-voltage electrical cabinet of the train is in an open state, wherein the high-speed circuit breaker is used to control the opening and closing of electrical lines in the voltage electrical cabinet, that is, the The electrical circuit is disconnected, and the equipment in the high-voltage electrical cabinet is closed to protect the equipment in the high-voltage electrical cabinet;
  • the emergency traction control signal is valid; otherwise, the emergency traction control signal is invalid.
  • the condition is that the train can be powered by the battery pack, (3) The condition is that the equipment in the train is suitable for re-powering, (4) The condition is that the train's traction system is connected to an external power supply but the external power supply does not need electricity Traction by the battery pack.
  • the problem of resetting the backup power supply is also involved, that is, switching from the battery pack power supply to the external power supply.
  • the control system is also used to control the external power supply control switch to close and the backup power supply switch to open when the battery pack is powered and reaches a preset backup power supply reset condition to switch to the external power supply .
  • reaching the preset standby power reset condition means meeting any of the following conditions:
  • the train is in automatic driving mode
  • the voltage of the battery pack is lower than the preset traction limit, wherein the traction limit is a low limit of the train power supply requirement;
  • n is a positive integer greater than or equal to 1.
  • the maglev train can not only switch from the external power supply to the battery pack power supply when the preset standby power supply condition is reached; but also when the battery pack power supply reaches the preset standby power supply reset condition, Switch from the battery pack power supply to the external power supply.
  • the driver only needs to press the emergency traction mode button at the prompt of the control system, and the rest is done by the control system, and the operation is relatively simple.
  • the control system can not only control the switching of the power supply of the battery pack, but also can select the vehicles that tow the train:
  • the control system is also used to control at least one of the vehicles with traction motors for traction of the train when the battery pack is powered;
  • the m vehicles of the train with traction motors are divided into first priority vehicles, second priority vehicles, ..., mth priority vehicles, where m is a positive integer greater than or equal to 3;
  • the control system is also used to control the first-priority vehicle to haul the train when the battery pack is powered; when the first-priority vehicle cannot haul the train , To control the second priority vehicle to tow the train; ...; when the first priority vehicle to the m-1th priority vehicle cannot tow the train, control the mth Priority vehicles tow the train.
  • the middle vehicle M is a first priority vehicle
  • the left end vehicle MC1 is a second priority vehicle
  • the right end vehicle MC2 is a third priority vehicle.
  • FIG. 2 is a schematic circuit diagram of the M car of the maglev train shown in FIG. 1.
  • the control system controls the two external power control switches KM01 to open and the backup power switch KM02 to close, and the train is powered by the third rail and the return rail Switch to the battery pack power supply; the VVVF traction inverters of the M car, MC1 car and MC2 car judge their respective states and feed back to the control system.
  • VVVF is the abbreviation of Variable Voltage and Variable Frequency, which is a frequency conversion speed regulation system.
  • each battery of the battery pack is distributed to each vehicle of the train.
  • FIG. 1 shows that the battery pack in the maglev train of the embodiment of the present application includes three batteries in parallel, and the three batteries are distributed in three vehicles.
  • control system is also used to control the external power supply control switch in the other high-voltage distribution box to be turned off when any one of the power supply selection switches in the two high-voltage distribution boxes is in the storage position Open, that is to realize the interlocking of the warehouse.
  • the control system detects the storage position signal, then disconnect the outside of the high-voltage distribution box at the other end Power control switch to avoid the danger of the high-voltage power supply of the warehouse socket being connected to the current receiver and the current receiving cabinet of the maglev train.
  • the external power supply control switch uses an electric contactor
  • the standby power conversion switch uses an electric contactor
  • the power supply selection switch uses a manual contactor
  • the full capacity of each battery in parallel with the battery pack is 40A.H (ampere-hour).
  • the total capacity of the battery pack is 120A.H (ampere-hour).
  • the technical parameters of the battery are as follows: 330V (volt) lithium titanate battery pack parameters
  • the traction control method of the maglev train in the embodiment of the present application is a traction control method for a specific suspension train.
  • the suspension train includes:
  • Two external power supply control switches are respectively provided in the two end vehicles of the train, wherein the external power supply control switch is used to control whether the external power supply is connected to the traction system for power supply;
  • the battery pack is used as a power source of the suspension system and as a backup power source of the traction system;
  • a backup power supply switch is used to control whether the battery pack is connected to the traction system for power supply.
  • the two external power supply control switches are controlled to open and the standby power conversion switch is closed.
  • the steps of controlling the two external power supply control switches to open and closing the standby power conversion switch specifically include the following steps:
  • an emergency traction enable signal is sent, wherein the current sensor is used to sense the current generated by the third rail supplying power to the traction system;
  • the preset backup power supply conditions are limited, the current sensor cannot detect the current (ie, the third rail and the return rail do not supply power to the traction system), the emergency traction enable signal is valid, and the emergency traction control signal is valid Only when the conditions of these three levels are met in sequence, the control system controls the external power control switch to open and the backup power switch to close.
  • the step of determining whether the emergency traction enable signal is valid specifically includes the following steps:
  • the train is in non-train automatic driving mode
  • the main control handle of the driver controller of the train is in a non-traction position, wherein the position of the main control handle includes a traction position, a braking position and a zero position;
  • the voltage of the battery pack is higher than a preset traction limit, wherein the traction limit is a low limit of the train power supply requirement;
  • the emergency traction enable signal is valid; otherwise, the emergency traction enable signal is invalid.
  • the step of determining whether the control signal of the emergency traction is effective specifically includes the following steps:
  • the main control handle of the driver controller of the train is located in a non-traction position, wherein the position of the main control handle includes a traction position, a braking position and a zero position;
  • the direction handle of the driver controller of the train is not at the zero position, wherein the position of the direction handle includes the forward position, the zero position, and the backward position;
  • the high-speed circuit breaker of the high-voltage electrical cabinet of the train is in an open state, wherein the high-speed circuit breaker is used to control the opening and closing of electrical lines in the voltage electrical cabinet;
  • the emergency traction control signal is valid; otherwise, the emergency traction control signal is invalid.
  • the condition is that the train can be powered by the battery pack.
  • the condition is that the equipment in the train is suitable for re-powering.
  • the condition is that the train's traction system is not connected to external power and needs to be powered by the battery pack Traction.
  • the traction control method also includes the following steps:
  • the external power supply control switch is controlled to close and the backup power supply switch is turned off to switch from the battery pack power supply to the external power supply. In this way, the backup power supply is reset.
  • reaching the preset standby power reset condition means meeting any of the following conditions:
  • the train is in automatic driving mode
  • the voltage of the battery pack is lower than the preset traction limit, wherein the traction limit is a low limit of the train power supply requirement;
  • n is a positive integer greater than or equal to 1.
  • the maglev train can not only switch from the external power supply to the battery pack power supply when the preset standby power supply condition is reached; but also when the battery pack power supply reaches the preset standby power supply reset condition, Switch from the battery pack power supply to the external power supply.

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Abstract

一种磁悬浮列车及其牵引控制方法，悬浮列车包括：悬浮系统和牵引系统；两个外部电源控制开关(KM01)，分别设置在所述列车两个端部车辆(MC1，MC2)中，其中，所述外部电源控制开关(KM01)用于控制外部电源是否接入所述牵引系统进行供电；蓄电池组，用于作为所述悬浮系统的电源且作为所述牵引系统的备用电源；备用电源转换开关（KM02），用于控制所述蓄电池组是否接入所述牵引系统进行供电。牵引控制方法包括如下步骤：在达到预设的备用电源供电条件时，控制两个所述外部电源控制开关(KM01)断开且所述备用电源转换开关（KM02）闭合。该技术方案解决了相关的磁悬浮列车在无法从第三轨和回流轨取得供电的情况下，磁悬浮列车就无法运行的技术问题。

Description

一种磁悬浮列车及其牵引控制方法 技术领域
本申请涉及电力机车技术领域，具体地，涉及一种磁悬浮列车及其牵引控制方法。
背景技术
磁悬浮列车是一种现代高科技轨道交通工具，它通过电磁力实现列车与轨道之间的无接触的悬浮和导向，再利用直线电机产生的电磁力牵引列车运行。当磁悬浮列车正常运行时，磁悬浮列车由第三轨和回流轨供电，供电电压是直流1500伏或直流750伏。但是，在磁悬浮列车无法从第三轨和回流轨取得供电的情况下，磁悬浮列车因为失去动力无法运行。另外，为了实现磁悬浮列车在车库内的运行，需要在车库内架设第三轨和回流轨，导致磁悬浮列车的车库比较复杂，车库的建设费用很高。
因此，如何克服相关的磁悬浮列车在无法从第三轨和回流轨取得供电的情况下，磁悬浮列车就无法运行，是本领域技术人员急需要解决的技术问题。
在背景技术中公开的上述信息仅用于加强对本申请的背景的理解，因此其可能包含没有形成为本领域普通技术人员所知晓的相关技术的信息。
发明内容
本申请实施例中提供了一种磁悬浮列车及其牵引控制方法，以解决相关的磁悬浮列车在无法从第三轨和回流轨取得供电的情况下，磁悬浮列车就无法运行的技术问题。
本申请实施例提供了一种磁悬浮列车，包括：
悬浮系统和牵引系统；
两个外部电源控制开关，分别设置在所述列车两个端部车辆中，其中，所 述外部电源控制开关用于控制外部电源是否接入所述牵引系统进行供电；
蓄电池组，用于作为所述悬浮系统的电源且作为所述牵引系统的备用电源；
备用电源转换开关，用于控制所述蓄电池组是否接入所述牵引系统进行供电。
本申请实施例还提供以下技术方案：
一种上述磁悬浮列车的牵引控制方法，包括如下步骤：
在达到预设的备用电源供电条件时，控制两个所述外部电源控制开关断开且所述备用电源转换开关闭合。
本申请实施例由于采用以上技术方案，具有以下技术效果：
通过控制两个所述外部电源控制开关断开且所述备用电源转换开关闭合，能够从所述外部电源供电切换至所述蓄电池组供电，这样蓄电池组供电能够使磁悬浮列车运行。同时，由于蓄电池组不仅作为悬浮系统的电源，而且作为牵引系统的备用电源，不需要为牵引系统的备用电源增加额外的设备，提高了蓄电池组的利用率。本申请实施例的磁悬浮列车仅需要增加两个外部电源控制开关和备用电源转换开关的情况下，就能为磁悬浮列车提供蓄电池组牵引，磁悬浮列车重量较小，成本较低；同时，本申请实施例的磁悬浮列车需要在车库内的运行，可以由蓄电池组牵引，这样，在车库就不需要架设第三轨和回流轨，磁悬浮列车的车库比较简单，车库的建设费用较低。
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为本申请实施例的一种磁悬浮列车的电路示意图；
图2为图1所示的磁悬浮列车的M车的电路示意图。
附图标记说明：
KM01外部电源控制开关，KM02备用电源转换开关，K1供电选择开关， 1QF1高速断路器，110备用电源转换开关箱，111熔断器，120高压分线箱，121电流传感器，130高压电器箱，140牵引电机。
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。
实施例一
图1为本申请实施例的一种磁悬浮列车的电路示意图。如图1所示，本申请实施例的磁悬浮列车包括：
牵引系统和悬浮系统；
两个外部电源控制开关KM01，分别设置在所述列车两个端部车辆(在图1中用MC1车和MC2车表示)中，其中，所述外部电源控制开关KM01用于控制外部电源是否接入所述牵引系统进行供电；
蓄电池组，用于作为所述悬浮系统的电源且作为所述牵引系统的备用电源；
备用电源转换开关KM02，用于控制所述蓄电池组是否接入所述牵引系统进行供电。
本申请实施例的磁悬浮列车包括悬浮系统，牵引系统，两个外部电源控制开关，蓄电池组和备用电源转换开关；通过控制两个所述外部电源控制开关断开且所述备用电源转换开关闭合，能够从所述外部电源供电切换至所述蓄电池组供电，这样蓄电池组供电能够使磁悬浮列车运行。同时，由于蓄电池组不仅作为悬浮系统的电源，而且作为牵引系统的备用电源，不需要为牵引系统的备用电源增加额外的设备，提高了蓄电池组的利用率。本申请实施例的磁悬浮列车仅需要增加两个外部电源控制开关和备用电源转换开关的情况下，就能为磁悬浮列车提供蓄电池组牵引，磁悬浮列车重量较小，成本较低；同时，本申请实施例的磁悬浮列车需要在车库内的运行，可以由蓄电池组牵引，这样，在车 库就不需要架设第三轨和回流轨，磁悬浮列车的车库比较简单，车库的建设费用较低。
实施中，为了实现对两个所述外部电源控制开关和所述备用电源转换开关的自动控制，还需要包括：
控制系统，用于在达到预设的备用电源供电条件时，控制两个所述外部电源控制开关KM01断开且所述备用电源转换开关KM02闭合，以从所述外部电源供电切换至所述蓄电池组供电，即所述蓄电池组供电时，两个所述外部电源控制开关断开实现了蓄电池组供电时的高压联锁。
通过控制系统可以在达到预设的备用电源供电条件时，便捷的控制两个所述外部电源控制开关断开且所述备用电源转换开关闭合，以从所述外部电源供电切换至所述蓄电池组供电。
实施中，如图1所示，所述列车的其中一辆中间车辆设置有备用电源转换开关箱110，所述备用电源转换开关KM02设置在所述备用电源转换开关箱110内。图1示出了本申请实施例的磁悬浮列车的车辆为三辆，备用电源转换开关箱110设置在中间车辆的情形。备用电源转换开关KM02设置在备用电源转换开关箱110内，对备用电源转换开关KM02起到了保护作用。
实施中，如图1所示，所述备用电源转换开关箱内还设置有与所述备用电源转换开关串联的熔断器111。熔断器作为短路和过电流的保护器。
实施中，如图1所示，两个所述外部电源控制开关KM01分别位于两个所述端部车辆的高压分线箱120内。
外部电源控制开关设置在高压分线箱内，对外部电源控制开关起到了保护作用，同时又充分利用了高压分线箱内的空间。
实施中，如图1所示，每个所述高压分线箱120内还设置有多位置的供电选择开关K1，所述供电选择开关K1设置在所述外部电源控制开关KM01和所述高压分线箱用于所述外部电源接入的接入端之间；
所述供电选择开关K1的位置包括：第三轨供电的运行位，库用插座供电 的库用位和维护安全的接地位；其中，所述供电选择开关的位置用于选择将所述第三轨，所述库用插座和所述接地开关接入所述牵引系统，所述第三轨是一种所述外部电源中的正电源线，所述库用插座是另一种外部电源。
具体的，如图1所示，供电选择开关K1是三位置供电选择开关，“1”位置是库用插座供电的库用位，将库用插座的正电源线接入牵引系统，库用插座的负电源线接地；“2”位置是第三轨供电的运行位，将第三轨接入牵引系统，回流轨接地，此时磁悬浮列车由直流1500伏的第三轨和回流轨供电；“3”位置是接地位，将接地接入牵引系统。
通过供电选择开关，可以为牵引系统选择供电，如可以是第三轨和回流轨供电，可以是库用插座供电，还可以是接地不供电。
为了能够感应所述第三轨对所述牵引系统供电产生的电流，如图1所示，所述高压分线箱120内还需要设置有电流传感器121，所述电流传感器121设置在所述供电选择开关的运行位和所述高压分线箱用于所述第三轨接入的接入端之间，用于感应所述第三轨和回流轨对所述牵引系统供电产生的电流。即此电流传感器仅在所述第三轨和回流轨对所述牵引系统供电产生电流时会感应到电流，在库用插座供电时不会感应到电流。电流传感器的存在为判断第三轨和回流轨是否对牵引系统供电产生电流提供了条件。具体的，电流传感器感应到的电流值反馈给控制系统并在司机显示屏上显示。
实施中，控制系统在达到预设的备用电源供电条件时，控制两个所述外部电源控制开关断开且所述备用电源转换开关闭合，以从所述外部电源供电切换至所述蓄电池组供电的过程中，所述控制系统具体用于：
在所述电流传感器121检测不到电流时，提示司机按下应急牵引模式按钮，以发送应急牵引的使能信号，所述应急牵引模式按钮设置在所述列车的司机台；
判断所述应急牵引的使能信号是否有效，在所述应急牵引的使能信号有效时，发送应急牵引的控制信号；
判断所述应急牵引的控制信号是否有效，在所述应急牵引的控制信号有效 时，控制所述外部电源控制开关断开且所述备用电源转换开关闭合。
即对预设的备用电源供电条件进行了限定，所述电流传感器检测不到电流(即第三轨和回流轨没有对牵引系统供电)，应急牵引的使能信号有效，应急牵引的控制信号有效，顺序满足这三个层级的条件时，控制系统才控制所述外部电源控制开关断开且所述备用电源转换开关闭合。
实施中，判断所述应急牵引的使能信号是否有效的步骤具体包括如下步骤：
判断以下条件时是否全部满足：
(1)所述列车为非列车自动驾驶模式；
(2)所述列车的司机控制器的主控手柄位于非牵引位，其中，所述主控手柄的位置包括牵引位，制动位和零位；
(3)所述列车静止；
(4)所述蓄电池组的电压高于预设的牵引限值，其中，所述牵引限值是所述列车供电要求的低位限值；
(5)所述蓄电池组的输出母线接地检测正常；
如果全部满足，则所述应急牵引的使能信号有效；否则，所述应急牵引的使能信号无效。
(1)(2)(3)条件是列车需要蓄电池牵引，(4)(5)条件是蓄电池组能够供电，因此，所述应急牵引的使能信号有效，是列车需要蓄电池牵引且蓄电池组能够供电的含义。
实施中，判断所述应急牵引的控制信号是否有效的步骤具体包括如下步骤：
判断以下条件时是否全部满足：
(1)所述列车的司机控制器的主控手柄位于非牵引位，其中，所述主控手柄的位置包括牵引位，制动位和零位；
(2)所述列车的司机控制器的方向手柄不处于零位，其中，所述方向手柄的位置包括前进位，零位，后退位；
(3)所述列车的高压电器柜的高速断路器位于断开状态，其中，所述高 速断路器用于控制所述电压电器柜内电气线路的断开和闭合，即列车的高压电器柜内的电气线路断开，高压电器柜内的设备处于关闭状态对高压电器柜内的设备是一种保护；
(4)两个所述供电选择开关位于运行位；
如果全部满足，则所述应急牵引的控制信号有效；否则，所述应急牵引的控制信号无效。
(1)(2)条件是列车能够被蓄电池组供电牵引，(3)条件是列车内的设备的状态适合再次供电，(4)条件是列车的牵引系统接入外部电源但是外部电源无电需要被蓄电池组供电牵引。
实施中，在所述蓄电池组供电的情况下，还涉及到备用电源复位的问题，即从蓄电池组供电切换至外部电源供电。所述控制系统还用于在所述蓄电池组供电且达到预设的备用电源复位条件时，控制所述外部电源控制开关闭合且所述备用电源转换开关断开，以切换至所述外部电源供电。
具体的，达到预设的备用电源复位条件是指满足以下任一条件：
(1)所述列车为自动驾驶模式；
(2)所述蓄电池组的电压低于预设的牵引限值，其中，所述牵引限值是所述列车供电要求的低位限值；
(3)所述蓄电池组的牵引母线接地检测到短路；
(4)判断收到所述应急牵引的控制信号有效n秒后，所述列车保持制动未缓解，其中，n是大于等于1的正整数。
这样，磁悬浮列车不仅能够在达到预设的备用电源供电条件时，从所述外部电源供电切换至所述蓄电池组供电；而且能够在所述蓄电池组供电且达到预设的备用电源复位条件时，从所述蓄电池组供电切换至所述外部电源供电。在这个过程中，需要司机操作的仅仅是在控制系统的提示下按下应急牵引模式按钮，其他的都是控制系统完成的，操作较为简单。
控制系统不仅能够控制蓄电池组供电的切换，而且能够选择对所述列车进 行牵引的车辆：
所述控制系统还用于在所述蓄电池组供电的情况下，控制所述列车具有牵引电机的车辆中的至少一辆对所述列车进行牵引；
或者所述列车具有牵引电机的m辆车辆分为第一优先级车辆，第二优先级车辆，…，第m优先级车辆，其中，m是大于等于3的正整数；
所述控制系统还用于在所述蓄电池组供电的情况下，控制所述第一优先级车辆对所述列车进行牵引；在所述第一优先级车辆无法对所述列车进行牵引的情况下，控制所述第二优先级车辆对所述列车进行牵引；…；在所述第一优先级车辆到第m-1优先级车辆无法对所述列车进行牵引的情况下，控制所述第m优先级车辆对所述列车进行牵引。具体的，如图1所示，中间车辆M车作为第一优先级车辆，左端的端部车辆MC1车作为第二优先级车辆，右端的端部车辆MC2车作为第三优先级车辆。
图2为图1所示的磁悬浮列车的M车的电路示意图。如图2所示，控制系统在达到预设的备用电源供电条件时，控制两个所述外部电源控制开关KM01断开且所述备用电源转换开关KM02闭合，列车由第三轨和回流轨供电切换至所述蓄电池组供电；M车，MC1车和MC2车的VVVF牵引逆变器判断各自状态并反馈至控制系统，当M车牵引逆变器正常时，蓄电池组的直流330V(伏)电经过备用电源转换开关KM02进入M车高压电器箱内，M车高压电器箱130的高速断路器1QF1闭合，经预充电及短接电路进入M车的VVVF牵引逆变器，经过整流逆变后给M车的的10台牵引电机140供电。断开MC1车、MC2车的高速断路器，切除两车牵引；其中，VVVF是Variable Voltage and Variable Frequency的缩写，是变频调速系统。
实施中，所述蓄电池组的各个蓄电池分布于所述列车的各个车辆。图1示出了本申请实施例的磁悬浮列车中蓄电池组包括三个并联的蓄电池，三个蓄电池分布于三个车辆。
实施中，所述控制系统还用于在两个所述高压分线箱内的供电选择开关 中的任一个位于库用位时，控制另一个所述高压分线箱内的外部电源控制开关断开，即实现了库用位联锁。磁悬浮列车需要在车库内进行供电试验时，将任意一端高压分线箱内的供电选择开关打到库用位，控制系统检测到库用位信号，则断开另一端高压分线箱内的外部电源控制开关，避免库用插座的高压电源串到磁悬浮列车的受流器、受流柜造成危险。
实施中，所述外部电源控制开关采用电动接触器，所述备用电源转换开关采用电动接触器，所述供电选择开关是采用手动接触器。
具体的，蓄电池组并联的每个蓄电池的满容量40A.H(安时)，以蓄电池组并联三个蓄电池为例，蓄电池组总容量为120A.H(安时)。
蓄电池技术参数如下表：330V(伏)钛酸锂电池组参数
Figure PCTCN2018113511-appb-000001
实施例二
本申请实施例磁悬浮列车的牵引控制方法是针对特定悬浮列车的牵引控制方法。该悬浮列车包括：
悬浮系统和牵引系统；
两个外部电源控制开关，分别设置在所述列车两个端部车辆中，其中，所述外部电源控制开关用于控制外部电源是否接入所述牵引系统进行供电；
蓄电池组，用于作为所述悬浮系统的电源且作为所述牵引系统的备用电源；
备用电源转换开关，用于控制所述蓄电池组是否接入所述牵引系统进行供电。
本申请实施例磁悬浮列车的牵引控制方法，包括如下步骤：
在达到预设的备用电源供电条件时，控制两个所述外部电源控制开关断开且所述备用电源转换开关闭合。
这样，在达到预设的备用电源供电条件时，从所述外部电源供电切换至所述蓄电池组供电。
实施中，在达到预设的备用电源供电条件时，控制两个所述外部电源控制开关断开且所述备用电源转换开关闭合的步骤具体包括如下步骤：
在电流传感器检测不到电流时，发送应急牵引的使能信号，其中，所述电流传感器用于感应第三轨对所述牵引系统供电产生的电流；
判断所述应急牵引的使能信号是否有效，在所述应急牵引的使能信号有效时，发送应急牵引的控制信号；
判断所述应急牵引的控制信号是否有效，在所述应急牵引的控制信号有效时，控制所述外部电源控制开关断开且所述备用电源转换开关闭合。
即对预设的备用电源供电条件进行了限定，所述电流传感器检测不到电流(即第三轨和回流轨没有对牵引系统供电)，应急牵引的使能信号有效，应急牵引的控制信号有效，顺序满足这三个层级的条件时，控制系统才控制所述外部电源控制开关断开且所述备用电源转换开关闭合。
实施中，判断所述应急牵引的使能信号是否有效的步骤具体包括如下步骤：
判断以下条件时是否全部满足：
(1)所述列车为非列车自动驾驶模式；
(2)所述列车的司机控制器的主控手柄位于非牵引位，其中，所述主控手柄的位置包括牵引位，制动位和零位；
(3)所述列车静止；
(4)所述蓄电池组的电压高于预设的牵引限值，其中，所述牵引限值是所述列车供电要求的低位限值；
(5)所述蓄电池组的输出母线接地检测正常；
如果全部满足，则所述应急牵引的使能信号有效；否则，所述应急牵引的使能信号无效。
(1)(2)(3)条件是列车需要蓄电池牵引，(4)(5)条件是蓄电池组能够供电，因此，所述应急牵引的使能信号有效，是列车需要蓄电池牵引且蓄电池组能够供电的含义。
实施中，判断所述应急牵引的控制信号是否有效的步骤具体包括如下步骤：
判断以下条件时是否全部满足：
(1)所述列车的司机控制器的主控手柄位于非牵引位，其中，所述主控手柄的位置包括牵引位，制动位和零位；
(2)所述列车的司机控制器的方向手柄不处于零位，其中，所述方向手柄的位置包括前进位，零位，后退位；
(3)所述列车的高压电器柜的高速断路器位于断开状态，其中，所述高速断路器用于控制所述电压电器柜内电气线路的断开和闭合；
(4)两个所述供电选择开关位于接地位；
如果全部满足，则所述应急牵引的控制信号有效；否则，所述应急牵引的控制信号无效。
(1)(2)条件是列车能够被蓄电池组供电牵引，(3)条件是列车内的设备的状态适合再次供电，(4)条件是列车的牵引系统没有接入外部电源需要被蓄电池组供电牵引。
实施中，在所述蓄电池组供电的情况下，还涉及到备用电源复位的问题， 即从蓄电池组供电切换至外部电源供电。牵引控制方法还包括如下步骤：
在所述蓄电池组供电且达到预设的备用电源复位条件时，控制所述外部电源控制开关闭合且所述备用电源转换开关断开，以从所述蓄电池组供电切换至所述外部电源供电。这样，就实现了备用电源复位。
具体的，达到预设的备用电源复位条件是指满足以下任一条件：
(1)所述列车为自动驾驶模式；
(2)所述蓄电池组的电压低于预设的牵引限值，其中，所述牵引限值是所述列车供电要求的低位限值；
(3)所述蓄电池组的牵引母线接地检测到短路；
(4)判断收到所述应急牵引的控制信号有效n秒后，所述列车保持制动未缓解，其中，n是大于等于1的正整数。
这样，磁悬浮列车不仅能够在达到预设的备用电源供电条件时，从所述外部电源供电切换至所述蓄电池组供电；而且能够在所述蓄电池组供电且达到预设的备用电源复位条件时，从所述蓄电池组供电切换至所述外部电源供电。
尽管已描述了本申请一些可选的实施例，但本领域内的技术人员一旦得知了基本创造性概念，则可对这些实施例作出另外的变更和修改。所以，所附权利要求意欲解释为包括一些可选的实施例以及落入本申请范围的所有变更和修改。
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 (22)

  1. 一种磁悬浮列车，包括悬浮系统和牵引系统，其特征在于，还包括：
    两个外部电源控制开关，分别设置在所述列车两个端部车辆中，其中，所述外部电源控制开关用于控制外部电源是否接入所述牵引系统进行供电；
    蓄电池组，用于作为所述悬浮系统的电源且作为所述牵引系统的备用电源；
    备用电源转换开关，用于控制所述蓄电池组是否接入所述牵引系统进行供电。
  2. 根据权利要求1所述的磁悬浮列车，其特征在于，还包括：
    控制系统，用于在达到预设的备用电源供电条件时，控制两个所述外部电源控制开关断开且所述备用电源转换开关闭合，以从所述外部电源供电切换至所述蓄电池组供电。
  3. 根据权利要求2所述的磁悬浮列车，其特征在于，所述列车的其中一辆中间车辆设置有备用电源转换开关箱，所述备用电源转换开关设置在所述备用电源转换开关箱内。
  4. 根据权利要求2所述的磁悬浮列车，其特征在于，两个所述外部电源控制开关分别位于两个所述端部车辆的高压分线箱内。
  5. 根据权利要求4所述的磁悬浮列车，其特征在于，每个所述高压分线箱内还设置有多位置的供电选择开关，所述供电选择开关设置在所述外部电源控制开关和所述高压分线箱用于所述外部电源接入的接入端之间；
    所述供电选择开关的位置包括：第三轨供电的运行位，库用插座供电的库用位和维护安全的接地位；其中，所述供电选择开关的位置用于选择将所述第三轨，所述库用插座和所述接地开关接入所述牵引系统，所述第三轨是一种所述外部电源中的正电源线，所述库用插座是另一种外部电源。
  6. 根据权利要求5所述的磁悬浮列车，其特征在于，所述高压分线箱内还设置有电流传感器，所述电流传感器设置在所述供电选择开关的运行位和所述 高压分线箱用于所述第三轨接入的接入端之间，用于感应所述第三轨对所述牵引系统供电产生的电流。
  7. 根据权利要求6所述的磁悬浮列车，其特征在于，所述控制系统具体用于：
    在所述电流传感器检测不到电流时，提示司机按下应急牵引模式按钮，以发送应急牵引的使能信号，所述应急牵引模式按钮设置在所述列车的司机台；
    判断所述应急牵引的使能信号是否有效，在所述应急牵引的使能信号有效时，发送应急牵引的控制信号；
    判断所述应急牵引的控制信号是否有效，在所述应急牵引的控制信号有效时，控制所述外部电源控制开关断开且所述备用电源转换开关闭合。
  8. 根据权利要求7所述的磁悬浮列车，其特征在于，判断所述应急牵引的使能信号是否有效的步骤具体包括如下步骤：
    判断以下条件时是否全部满足：
    (1)所述列车为非列车自动驾驶模式；
    (2)所述列车的司机控制器的主控手柄位于非牵引位，其中，所述主控手柄的位置包括牵引位，制动位和零位；
    (3)所述列车静止；
    (4)所述蓄电池组的电压高于预设的牵引限值，其中，所述牵引限值是所述列车供电要求的低位限值；
    (5)所述蓄电池组的输出母线接地检测正常；
    如果全部满足，则所述应急牵引的使能信号有效；否则，所述应急牵引的使能信号无效。
  9. 根据权利要求7所述的磁悬浮列车，其特征在于，判断所述应急牵引的控制信号是否有效的步骤具体包括如下步骤：
    判断以下条件时是否全部满足：
    (1)所述列车的司机控制器的主控手柄位于非牵引位，其中，所述主控 手柄的位置包括牵引位，制动位和零位；
    (2)所述列车的司机控制器的方向手柄不处于零位，其中，所述方向手柄的位置包括前进位，零位，后退位；
    (3)所述列车的高压电器柜的高速断路器位于断开状态，其中，所述高速断路器用于控制所述电压电器柜内电气线路的断开和闭合；
    (4)两个所述供电选择开关位于接地位；
    如果全部满足，则所述应急牵引的控制信号有效；否则，所述应急牵引的控制信号无效。
  10. 根据权利要求7所述的磁悬浮列车，其特征在于，所述控制系统还用于在所述蓄电池组供电且达到预设的备用电源复位条件时，控制所述外部电源控制开关闭合且所述备用电源转换开关断开，以从所述蓄电池组供电切换至所述外部电源供电。
  11. 根据权利要求10所述的磁悬浮列车，其特征在于，达到预设的备用电源复位条件是指满足以下任一条件：
    (1)所述列车为自动驾驶模式；
    (2)所述蓄电池组的电压低于预设的牵引限值，其中，所述牵引限值是所述列车供电要求的低位限值；
    (3)所述蓄电池组的牵引母线接地检测到短路；
    (4)判断收到所述应急牵引的控制信号有效n秒后，所述列车保持制动未缓解，其中，n是大于等于1的正整数。
  12. 根据权利要求2所述的磁悬浮列车，其特征在于，所述控制系统还用于在所述蓄电池组供电的情况下，控制所述列车具有牵引电机的车辆中的至少一辆对所述列车进行牵引。
  13. 根据权利要求2所述的磁悬浮列车，其特征在于，所述列车具有牵引电机的m辆车辆分为第一优先级车辆，第二优先级车辆，…，第m优先级车辆，其中，m是大于等于3的正整数；
    所述控制系统还用于在所述蓄电池组供电的情况下，控制所述第一优先级车辆对所述列车进行牵引；在所述第一优先级车辆无法对所述列车进行牵引的情况下，控制所述第二优先级车辆对所述列车进行牵引；…；在所述第一优先级车辆到第m-1优先级车辆无法对所述列车进行牵引的情况下，控制所述第m优先级车辆对所述列车进行牵引。
  14. 根据权利要求1所述的磁悬浮列车，其特征在于，所述蓄电池组的各个蓄电池分布于所述列车的各个车辆。
  15. 根据权利要求5所述的磁悬浮列车，其特征在于，所述控制系统还用于在两个所述高压分线箱内的供电选择开关中的任一个位于库用位时，控制另一个所述高压分线箱内的外部电源控制开关断开。
  16. 根据权利要求5所述的磁悬浮列车，其特征在于，所述外部电源控制开关采用电动接触器，所述备用电源转换开关采用电动接触器，所述供电选择开关是采用手动接触器。
  17. 一种权利要求1所述磁悬浮列车的牵引控制方法，其特征在于，包括如下步骤：
    在达到预设的备用电源供电条件时，控制两个所述外部电源控制开关断开且所述备用电源转换开关闭合。
  18. 根据权利要求17所述的牵引控制方法，其特征在于，在达到预设的备用电源供电条件时，控制两个所述外部电源控制开关断开且所述备用电源转换开关闭合的步骤具体包括如下步骤：
    在电流传感器检测不到电流时，发送应急牵引的使能信号，其中，所述电流传感器用于感应第三轨对所述牵引系统供电产生的电流；
    判断所述应急牵引的使能信号是否有效，在所述应急牵引的使能信号有效时，发送应急牵引的控制信号；
    判断所述应急牵引的控制信号是否有效，在所述应急牵引的控制信号有效时，控制所述外部电源控制开关断开且所述备用电源转换开关闭合。
  19. 根据权利要求18所述的牵引控制方法，其特征在于，判断所述应急牵引的使能信号是否有效的步骤具体包括如下步骤：
    判断以下条件时是否全部满足：
    (1)所述列车为非列车自动驾驶模式；
    (2)所述列车的司机控制器的主控手柄位于非牵引位，其中，所述主控手柄的位置包括牵引位，制动位和零位；
    (3)所述列车静止；
    (4)所述蓄电池组的电压高于预设的牵引限值，其中，所述牵引限值是所述列车供电要求的低位限值；
    (5)所述蓄电池组的输出母线接地检测正常；
    如果全部满足，则所述应急牵引的使能信号有效；否则，所述应急牵引的使能信号无效。
  20. 根据权利要求18所述的牵引控制方法，其特征在于，判断所述应急牵引的控制信号是否有效的步骤具体包括如下步骤：
    判断以下条件时是否全部满足：
    (1)所述列车的司机控制器的主控手柄位于非牵引位，其中，所述主控手柄的位置包括牵引位，制动位和零位；
    (2)所述列车的司机控制器的方向手柄不处于零位，其中，所述方向手柄的位置包括前进位，零位，后退位；
    (3)所述列车的高压电器柜的高速断路器位于断开状态，其中，所述高速断路器用于控制所述电压电器柜内电气线路的断开和闭合；
    (4)两个所述供电选择开关位于接地位；
    如果全部满足，则所述应急牵引的控制信号有效；否则，所述应急牵引的控制信号无效。
  21. 根据权利要求18所述的牵引控制方法，其特征在于，还包括如下步骤：
    在所述蓄电池组供电且达到预设的备用电源复位条件时，控制所述外部电 源控制开关闭合且所述备用电源转换开关断开，以从所述蓄电池组供电切换至所述外部电源供电。
  22. 根据权利要求21所述的牵引控制方法，其特征在于，达到预设的备用电源复位条件是指满足以下任一条件：
    (1)所述列车为自动驾驶模式；
    (2)所述蓄电池组的电压低于预设的牵引限值，其中，所述牵引限值是所述列车供电要求的低位限值；
    (3)所述蓄电池组的牵引母线接地检测到短路；
    (4)判断收到所述应急牵引的控制信号有效n秒后，所述列车保持制动未缓解，其中，n是大于等于1的正整数。
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