WO2020155802A1 - 一种列车组应急供电方法和系统 - Google Patents

一种列车组应急供电方法和系统 Download PDF

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Publication number
WO2020155802A1
WO2020155802A1 PCT/CN2019/120148 CN2019120148W WO2020155802A1 WO 2020155802 A1 WO2020155802 A1 WO 2020155802A1 CN 2019120148 W CN2019120148 W CN 2019120148W WO 2020155802 A1 WO2020155802 A1 WO 2020155802A1
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Prior art keywords
power supply
converter
emergency power
traction
emergency
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PCT/CN2019/120148
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English (en)
French (fr)
Inventor
沈迪
张国芹
金文斌
解峰
李小庆
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CRRC Changchun Railway Vehicles Co Ltd
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CRRC Changchun Railway Vehicles Co Ltd
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Publication of WO2020155802A1 publication Critical patent/WO2020155802A1/zh
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power

Definitions

  • the invention relates to the technical field of trains, in particular to a method and system for emergency power supply of train sets.
  • high-speed trains usually use traction converters to obtain electricity from the power grid, and drive the traction motors to convert the energy obtained from the power grid into kinetic energy for the train to travel.
  • the train needs to use the power batteries loaded on the train to provide the energy required for the train to travel.
  • each car of the train has a set of power batteries. Due to the limited energy storage of the power batteries, each power battery can only be used for a fixed traction. The converter provides power. If the traction converter fails, the power battery will be in an idle state, resulting in a waste of energy.
  • the embodiments of the present invention provide a train set emergency power supply method and system, so that when the traction converter in the train set emergency power supply device fails, its power battery can supply power to other traction converters.
  • An emergency power supply method for a train set, applied to an emergency power supply device for a train set including:
  • the emergency traction mode is activated, and the power battery in the emergency power supply device of the train group is controlled to supply power to the traction converter;
  • the determining whether a switching signal is detected includes:
  • the method further includes:
  • a train group emergency power supply system including:
  • the emergency power supply device for the train group includes: a traction converter, a two-way AC-DC converter, a DC-DC converter, a power battery, a splitter, and a splitter controller;
  • the power input end of the traction converter is used to connect to the power grid, the first output end of the traction converter is used to connect to the driving traction motor of the train set, and the second output end of the traction converter is used for Connected to the AC bus of the train set;
  • the first end of the bidirectional AC-DC converter is connected to the AC bus, and the second end of the bidirectional AC-DC converter is connected to a power battery;
  • the input end of the DC-DC converter is connected to the second end of the bidirectional AC-DC converter, and the output end of the DC-DC converter is connected to the DC bus of the train set;
  • the power supply interface of the power battery is respectively connected to the second end of the bidirectional AC-DC converter and the input end of the splitter;
  • the first output end of the line splitter is connected to the DC bus in the traction converter, and the second output end of the line splitter is used to connect the DC bus of the traction converter in the emergency power supply device of other train groups.
  • the bus is connected, and the input terminal of the splitter is in a normally open state with the first output terminal and the second output terminal;
  • the splitter controller is used to control the conduction between the first output terminal and the input terminal in the splitter in the emergency power supply device of the train group, the second output terminal and The input terminals are disconnected, the operating condition data of the traction converter in the emergency power supply device of the train group is obtained, and it is determined whether the traction converter is in a fault state, and when it is in a fault state, the emergency power supply of the train group is obtained.
  • the identification information of the device outputting prompt information used to characterize the failure of the traction converter matching the identification information, judging whether a switching signal is detected, and if so, controlling the second output and input of the splitter
  • the terminals are conductive, and the first output terminal and the input terminal are disconnected.
  • the emergency power supply system of the above-mentioned train group further includes:
  • a first control switch arranged between the bidirectional AC-DC converter and the AC bus
  • a second control switch arranged between the power battery and the input end of the DC-DC converter.
  • the emergency power supply system of the above-mentioned train group further includes:
  • a human-computer interaction platform which is provided with an emergency traction trigger key, an air conditioner emergency power supply trigger key, an air compressor emergency power supply trigger key, a car selection key, and a start key;
  • the human-computer interaction platform is specifically configured to: generate a control signal matching the trigger mechanism that is triggered on the human-computer interaction platform, and output the control signal when the start key is triggered;
  • the emergency traction trigger key is used to generate an emergency traction signal
  • the air conditioner emergency power supply trigger key is used to generate an air conditioner start signal for starting the air conditioner
  • the air compressor emergency power supply trigger key is used to generate an air compressor start signal for starting the air compressor
  • the car selection key is used to generate the address signals of the equipment used for the emergency traction signal, the air conditioner start signal, and the air compressor start signal;
  • the start key is used to send an emergency traction signal to the emergency power supply device of the train set matching the generated address signal, send an air conditioning start signal to the emergency power supply device of the train set matching the generated address signal, and
  • the emergency power supply device of the train set matching the generated address signal sends an air compressor start signal.
  • an AC bus power supply switch and a DC bus power supply switch are further provided on the human-machine interaction platform;
  • the human-machine interaction platform is also used to generate a control signal for controlling the closing of the first control switch in the emergency power supply device of the train group when the AC bus power supply switch is triggered; when the DC bus power supply switch When triggered, a control signal for controlling the closing of the second control switch in the emergency power supply device of the train group is generated.
  • the DC bus in each traction converter is connected with two splitters, and the DC bus in the traction converter is connected to the traction converter.
  • the first output terminal of the splitter to which the splitter belongs is connected to the second output terminal of another splitter.
  • FIG. 1 is a schematic flowchart of a method for emergency power supply of a train set disclosed in an embodiment of the application;
  • Figure 2 is a schematic structural diagram of a train set emergency power supply system disclosed in an embodiment of the application
  • Figure 3 is a schematic structural diagram of a train set emergency power supply device disclosed in another embodiment of the application.
  • Figure 4 is a schematic structural diagram of an emergency power supply device for a train set disclosed in another embodiment of the application.
  • Step S101 Determine whether an emergency traction signal is acquired, if yes, perform step S102;
  • Step S102 Control the power battery in the emergency power supply device of the train group to supply power to the traction converter;
  • the emergency power supply device of the train group is provided with a power battery, and a switch device is provided between the power battery and the power supply of the traction converter, and the power is controlled by the switch device.
  • the switch device is closed to control the path between the power battery and the power supply of the traction converter.
  • the traction converter provides power supply. After the traction converter is powered, it drives the traction motor to work, thereby realizing emergency traction of the train;
  • Step S103 Obtain working condition data of the traction converter in the emergency power supply device of the train group;
  • the operating condition data of the traction converter is collected, and the operating condition data is used to determine
  • the specific data type of the data on whether the traction converter can work normally can be set according to user requirements.
  • Step S104 Determine whether the traction converter is in a fault state based on the operating condition data, and if so, perform step S105;
  • Step S105 Obtain identification information of the emergency power supply device of the train group
  • each emergency power supply device of the train set is equipped with a traction converter. Therefore, the train The identification information of the group emergency power supply device may also be equivalent to the identification information of the traction converter;
  • Step S106 Output prompt information used to characterize the failure of the traction converter matching the identification information
  • the fault information can be sent to the train control platform
  • Step S107 Determine whether a switching signal is detected, and if so, perform step S108;
  • the switching signal may be automatically generated by the system or manually input by the train operator.
  • this step is equivalent to: judging whether it is detected that the user triggers the preset control to generate and the
  • the switching signal matching the identification information is automatically generated, after obtaining the identification information of the failed traction converter, before judging whether the switching signal is detected, it also includes: generating a switching matching the identification information in this step signal.
  • Step S108 Control the power battery in the emergency power supply device of the train set to switch to the preset power supply branch of the traction converter of the emergency power supply device of the other train set;
  • each of the power batteries can supply power to two traction converters, and the power supply of the two traction converters is connected to the power battery through the switch device, one of which is The traction converter is the traction converter in the emergency power supply device of the train set to which the power battery belongs, and the other traction converter belongs to the emergency power supply device of another train set.
  • the power battery is controlled to switch to another traction converter through a switch device between the traction converter and the traction converter.
  • this application also discloses a train set emergency power supply system, referring to Figure 2, the system includes:
  • the train group emergency power supply device 100 includes: a traction converter 110, a two-way AC-DC converter 120, a DC-DC converter 130, a power battery 140, a line splitter 150 (the above switchgear) and a line splitter
  • the controller 160 wherein the emergency power supply method for the train set described above can be applied to the splitter controller 160;
  • the power input end of the traction converter 110 is used to connect to the power grid, the first output end of the traction converter 110 is used to connect to the driving traction motor of the train set, and the second output end of the traction converter 110 is The output terminal is used to connect with the AC bus of the train set;
  • the first end of the bidirectional AC-DC converter 120 is connected to the AC bus, and the second end of the bidirectional AC-DC converter 120 is connected to the power battery 140;
  • the input end of the DC-DC converter 130 is connected to the second end of the bidirectional AC-DC converter 120, and the output end of the DC-DC converter 130 is connected to the DC bus of the train set;
  • the power supply interface of the power battery 140 is respectively connected to the second end of the bidirectional AC-DC converter 120 and the input end of the splitter 150;
  • the first output end of the splitter 150 is connected to the DC bus in the traction converter 110, and the second output end of the splitter 150 is used to connect with the traction transformers in the emergency power supply device 100 of other train groups.
  • the DC bus of the converter 110 is connected, and the input terminal of the splitter 150 is in a normally open state with the first output terminal and the second output terminal;
  • the splitter controller 160 is used to control the conduction between the first output terminal and the input terminal in the splitter 150 in the emergency power supply device 100 of the train group when the emergency traction signal is obtained, and the second The output terminal and the input terminal are disconnected, the operating condition data of the traction converter 110 in the emergency power supply device 100 of the train group is obtained, and it is determined whether the traction converter 110 is in a fault state, and when it is in a fault state, obtain
  • the identification information of the emergency power supply device 100 of the train group outputs the prompt information used to characterize the failure of the traction converter 110 that matches the identification information, determines whether a switching signal is detected, and if so, controls the connection to the branch line
  • the second output terminal and the input terminal of the converter 150 are turned on, and the first output terminal and the input terminal are disconnected.
  • the above-mentioned emergency power supply device 100 for a train group further includes:
  • a first control switch K1 is provided between the two-way AC-DC converter 120 and the AC bus, and the first control switch K1 is used to control the two-way AC-DC converter 120 and the AC bus. The switch is off when the power grid is cut off;
  • a second control switch K2 is provided between the power battery 140 and the input end of the DC-DC converter 130, and the second control switch K2 is used for the power battery 140 and the DC-DC converter 130. The switch is off when the power grid is cut off.
  • the man-machine interaction platform is provided with an emergency traction trigger key, an air-conditioning emergency power supply trigger key, an air compressor emergency power supply trigger key, a car selection key, and a start key.
  • the man-machine interaction platform can also include stop Key, or full-column key, when the full-column key is triggered, it indicates that all cars are selected;
  • the human-computer interaction platform is specifically configured to: generate a control signal matching the trigger mechanism that is triggered on the human-computer interaction platform, and output the control signal when the start key is triggered;
  • the emergency traction trigger key is used to generate an emergency traction signal
  • the air conditioner emergency power supply trigger key is used to generate an air conditioner start signal for starting the air conditioner
  • the air compressor emergency power supply trigger key is used to generate an air compressor start signal for starting the air compressor
  • the car selection key is used to generate the address signals of the equipment used for the emergency traction signal, the air conditioner start signal, and the air compressor start signal;
  • the start key is used to send an emergency traction signal to the emergency power supply device 100 matching the generated address signal, and send an air conditioning start signal to the emergency power supply device 100 matching the generated address signal , Send an air compressor start signal to the train set emergency power supply device 100 matching the generated address signal.
  • the platform will automatically output emergency traction signals to the emergency power supply devices of the train set in the carriages corresponding to the triggered car keys; when the user wants to control the emergency power supply of the air conditioning equipment corresponding to certain carriages, You can first trigger the air conditioner emergency power supply trigger key, then select the car key corresponding to the air conditioner you want to start, and then trigger the start key. At this time, the platform will automatically output to the air conditioning equipment in the car corresponding to the triggered several car keys The control signal controls the activation of these air-conditioning equipment.
  • the man-machine interaction platform is also provided with an AC bus power supply switch and a DC bus power supply switch.
  • the man-machine interaction platform is also used to generate an emergency power supply device for controlling the train set when the AC bus power supply switch is triggered A control signal for closing the first control switch in 100; when the DC bus power supply switch is triggered, a control signal for controlling the closing of the second control switch in the emergency power supply device 100 of the train group is generated.
  • the traction converter 110 is connected to the splitter 150 through its DC bus, and the DC bus in each traction converter 110 is Two splitters 150 are connected, and the DC bus in the traction converter 110 is connected to the first output end of the splitter 150 to which the traction converter 110 belongs, and is connected to another splitter 150 The second output terminal is connected.
  • the types of the bidirectional AC-DC converter 120 and the DC-DC converter 130 can be set according to user needs.
  • the bidirectional AC-DC converter 120 may be a controllable three-phase full-bridge converter
  • the DC-DC converter 130 may be a phase-shifted full-bridge converter.
  • the two-way AC-DC converter 120 is specifically used to convert the AC 380V in the AC bus into DC 650V high-voltage direct current
  • the DC-DC converter 130 is used to convert the DC 650V high-voltage output from the two-way AC-DC converter 120
  • the direct current is reduced to DC 110V low-voltage direct current, and is output to the DC bus of the EMU.
  • the rated output voltage of the power battery 140 is DC634V.
  • the bidirectional AC-DC converter 120 and the DC-DC converter 130 may adopt a dual redundancy design, that is, two bidirectional AC-DC conversion modules are provided in the bidirectional AC-DC converter 120, and two DC-DC converters are provided in the DC-DC converter 130.
  • the two-way AC-DC conversion module adopts a dual-system cold standby or dual-system hot standby design method, so that when one of the two-way AC-DC conversion module fails, the other two-way AC-DC conversion module is started Conversion module, where dual-machine cold standby means that when a two-way AC-DC conversion module fails and stops running, it automatically switches to another two-way AC-DC conversion module for use, while dual-machine cold standby requires manual switching To another two-way AC-DC conversion mode.
  • the two-way AC-DC conversion module refers to a two-way AC-DC converter. See FIG. 4.
  • the two-way AC-DC converter 120 includes a first two-way AC-DC converter 121 and a second two-way AC converter.
  • the DC-DC converter 130 includes: a first DC-DC converter 131 and a second DC-DC converter 132;
  • the first bidirectional AC-DC converter 121 and the first DC-DC converter 131 are connected in series to form a first series branch;
  • the second bidirectional AC-DC converter 122 and the second DC-DC converter 132 are connected in series to form a second series branch;
  • the first series branch and the second series branch are connected in parallel;
  • the positive pole of the power supply interface of the power battery 140 is connected to the positive output terminals of the first bidirectional AC-DC converter 121 and the second bidirectional AC-DC converter 122, and the power supply interface of the power battery 140
  • the negative pole of is connected to the negative output terminals of the first bidirectional AC-DC converter 121 and the second bidirectional AC-DC converter 122.
  • the train group emergency power supply device 100 may also include a low-voltage battery 170, which is a DC110V battery, which is output by the DC-DC converter 300 When the DC bus of the EMU has no current, it releases DC100V electric energy to the DC bus of the EMU.
  • a low-voltage battery 170 which is a DC110V battery, which is output by the DC-DC converter 300
  • the DC bus of the EMU When the DC bus of the EMU has no current, it releases DC100V electric energy to the DC bus of the EMU.
  • the two-way power supply circuits for the EMUs provided in the above embodiments of the present application may include multiple power units.
  • a battery 140 and a low-voltage battery 170 are provided in each EMU compartment, and each EMU two-way power supply circuit includes at least one power battery 140 and two low-voltage batteries 170; further, because The output ends of the DC-DC converters 300 of each carriage are connected to the same DC bus.
  • the technical solution disclosed in the embodiment of the present application may further include: charging the low-voltage battery The diode between the interface and the DC bus of the motor car, the anode of the diode is connected to the output terminal of the DC-DC converter 130 and the charging interface of the low-voltage battery 170, and the cathode is connected to the DC bus of the motor car Therefore, the current in the DC bus is prevented from being reversed to the low-voltage battery 170 and the DC-DC converter 130.
  • the technical solution disclosed in the embodiment of the present application may further include: charging the low-voltage battery The diode between the interface and the DC bus of the motor car, the anode of the diode is connected to the output terminal of the DC-DC converter 130 and the charging interface of the low-voltage battery 170, and the cathode is connected to the DC bus of the motor car Therefore, the current in the DC bus is prevented from being reversed to the low-voltage battery 170 and the DC-DC converter 130.
  • the diode includes a first diode D1 and a second diode D2, the first diode D1 and the positive output terminal of the first DC-DC converter 131 and a low-voltage battery 170 is connected to the anode, the cathode is connected to the DC bus of the EMU, the second diode D2 is connected to the positive output of the second DC-DC converter 132 and the anode of the low-voltage battery 170, and the cathode is connected to the The DC bus of the EMU is connected.
  • the steps of the method or algorithm described in combination with the embodiments disclosed herein can be directly implemented by hardware, a software module executed by a processor, or a combination of the two.
  • the software module can be placed in random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disks, removable disks, CD-ROMs, or all areas in the technical field. Any other known storage media.

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Abstract

一种列车组应急供电方法，应用于列车组应急供电装置中，包括：判断是否获取到应急牵引信号；当获取到应急牵引信号时启动应急牵引模式，控制列车组应急供电装置中的动力电池向牵引变流器供电；获取列车组应急供电装置中的牵引变流器的工况数据；基于工况数据判断牵引变流器是否处于故障状态；当牵引变流器处于故障状态时，获取列车组应急供电装置的标识信息；输出用于表征与标识信息相匹配的牵引变流器故障的提示信息；判断是否检测到切换信号，如果是，控制列车组应急供电装置中的动力电池切换到预设的其他列车组应急供电装置的牵引变流器的供电支路上。实现了当列车组应急供电装置中的牵引变流器故障时，其动力电池能够给其他牵引变流器供电。还涉及一种列车组应急供电系统。

Description

一种列车组应急供电方法和系统
本申请要求于2019年01月29日提交中国专利局、申请号为201910086156.9、发明名称为“一种列车组应急供电方法和系统”的国内申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及列车技术领域，具体涉及一种列车组应急供电方法和系统。
背景技术
现有技术中，高速列车通常采用牵引变流器由电网取电，通过驱动牵引电机将由电网获取到的能量转换为动能，以供列车行走，当电网断电时，如果列车存在行进需求，那么列车需要采用列车上装载的动力电池提供列车行走所需要的能量，通常，列车的每个车厢均会存在一组动力电池，由于动力电池储能有限，每个动力电池仅能够向一个固定的牵引变流器提供动力，如果该牵引变流器出现故障时，该动力电池将处于闲置的状态，造成了能源的浪费。
发明内容
有鉴于此，本发明实施例提供一种列车组应急供电方法和系统，以实现当列车组应急供电装置中的牵引变流器故障时，其动力电池能够给其他牵引变流器供电。
为实现上述目的，本发明实施例提供如下技术方案：
一种列车组应急供电方法，应用于列车组应急供电装置中，包括：
判断是否获取到应急牵引信号；
当获取到应急牵引信号时启动应急牵引模式，控制列车组应急供电装置中的动力电池向牵引变流器供电；
获取所述列车组应急供电装置中的牵引变流器的工况数据；
基于所述工况数据判断所述牵引变流器是否处于故障状态；
当所述牵引变流器处于故障状态时，获取所述列车组应急供电装置的 标识信息；
输出用于表征与所述标识信息相匹配的牵引变流器故障的提示信息；
判断是否检测到切换信号，如果是，控制所述列车组应急供电装置中的动力电池切换到预设的其他列车组应急供电装置的牵引变流器的供电支路上。
优选的，上述列车组应急供电方法中，所述判断是否检测到切换信号，包括：
判断是否检测到用户触发预设控件生成的与所述标识信息相匹配的切换信号。
优选的，上述列车组应急供电方法中，获取发生故障的牵引变流器的标识信息之后，判断是否检测切换信号之前，还包括：
生成与所述标识信息相匹配的切换信号。
一种列车组应急供电系统，包括：
多个列车组应急供电装置；
所述列车组应急供电装置包括：牵引变流器、双向交-直流转换器、DC-DC转换器、动力电池、分线器和分线器控制器；
所述牵引变流器的电源输入端用于与电网相连，所述牵引变流器的第一输出端用于与列车组的驱动牵引电机相连，所述牵引变流器的第二输出端用于与列车组的交流母线相连；
所述双向交-直流转换器的第一端与所述交流母线相连，所述双向交-直流转换器的第二端与动力电池相连；
所述DC-DC转换器的输入端与所述双向交-直流转换器的第二端相连，所述DC-DC转换器的输出端与列车组的直流母线相连；
所述动力电池的供电接口分别与所述双向交-直流转换器的第二端以及分线器的输入端相连；
所述分线器的第一输出端与所述牵引变流器中的直流母线相连，所述分线器的第二输出端用于与其他列车组应急供电装置中的牵引变流器的直流母线相连，所述分线器的输入端与第一输出端和第二输出端之间处于常开状态；
所述分线器控制器，用于当获取到应急牵引信号时，控制所述列车组 应急供电装置中的分线器内的第一输出端和输入端之间导通、第二输出端和输入端之间断开，获取所述列车组应急供电装置中牵引变流器的工况数据，判断所述牵引变流器是否存在处于故障状态，当处于故障状态时，获取所述列车组应急供电装置的标识信息，输出用于表征与所述标识信息相匹配的牵引变流器故障的提示信息，判断是否检测到切换信号，如果是，控制与所述分线器的第二输出端和输入端之间导通、第一输出端和输入端之间断开。
优选的，上述列车组应急供电系统中，还包括：
设置在所述双向交-直流转换器与所述交流母线之间的第一控制开关；
设置在所述动力电池和所述DC-DC转换器的输入端之间的第二控制开关。
优选的，上述列车组应急供电系统中，还包括：
人机交互平台，所述人机交互平台上设置有应急牵引触发键、空调应急供电触发键、空压机应急供电触发键、车厢选择键以及启动键；
所述人机交互平台具体用于：生成与所述人机交互平台上被触发的触发建相匹配的控制信号，当所述启动键被触发时，输出所述控制信号；
其中，所述应急牵引触发键，用于生成应急牵引信号；
所述空调应急供电触发键，用于生成用于启动空调设备的空调启动信号；
所述空压机应急供电触发键，用于生成用于启动空压机的空压机启动信号；
所述车厢选择键用于生成所述应急牵引信号、空调启动信号和空压机启动信号所做用的设备的地址信号；
所述启动键，用于向与生成的所述地址信号相匹配的列车组应急供电装置发送应急牵引信号、向与生成的所述地址信号相匹配的列车组应急供电装置发送空调启动信号、向与生成的所述地址信号相匹配的列车组应急供电装置发送空压机启动信号。
优选的，上述列车组应急供电系统中，所述人机交互平台上还设置有交流母线供电开关和直流母线供电开关；
所述人机交互平台还用于，当所述交流母线供电开关被触发时，生成 用于控制所述列车组应急供电装置中的第一控制开关闭合的控制信号；当所述直流母线供电开关被触发时，生成用于控制所述列车组应急供电装置中的第二控制开关闭合的控制信号。
优选的，上述列车组应急供电系统中，每个所述牵引变流器中的直流母线均连接有两个分线器，且，所述牵引变流器中的直流母线与所述牵引变流器所属的分线器的第一输出端相连，与另外一个分线器的第二输出端相连。
基于上述技术方案，当采用本申请实施例公开的技术方案为列车进行应急供电时，先控制列车组应急供电装置中的动力电池与牵引变流器之间通路，在采集所述牵引变流器的工况数据，判断所述牵引变流器是否故障，当其故障时，控制所述列车组应急供电装置中的动力电池切换到预设的其他列车组应急供电装置的牵引变流器的供电支路上，为其他牵引变流器供电，从而解决的当牵引变流器故障时，其对应的动力电池闲置，而造成的能源浪费的问题。
附图说明
为了更清楚地说明本发明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发明的实施例，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为本申请实施例公开的一种列车组应急供电方法的流程示意图；
图2为本申请实施例公开的一种列车组应急供电系统的结构示意图；
图3为本申请另一实施例公开的一种列车组应急供电装置的结构示意图；
图4为本申请另一实施例公开的一种列车组应急供电装置的结构示意图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进 行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，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他实施例，都属于本发明保护的范围。
针对于现有技术中，在列车处于应急牵引状态时，如果列车组上的某个牵引变流器运行故障，导致用于向所述牵引变流器供电的动力电池做无效功或处于闲置状态时，而造成的能源浪费的问题，本申请公开了一种列车组应急供电方法，该方法，应用于列车组应急供电装置中，参见图1，方法包括：
步骤S101：判断是否获取到应急牵引信号，如果是，执行步骤S102；
现有的列车供电系统中，可以应用有多组列车组应急供电装置，本申请实施例公开的技术方案，当电网断电时，如果列车有应急牵引的需求，操作人员会通过列车操控平台向所述列车组应急供电装置发送应急牵引信号；
步骤S102：控制列车组应急供电装置中的动力电池向牵引变流器供电；
在本申请实施例公开的技术方案中，所述列车组应急供电装置中设置有动力电池，所述动力电池和牵引变流器供电之间设置有开关设备，通过所述开关设备控制所述动力电池和牵引变流器供电之间的通路状态，当获取到所述应急牵引信号时，通过闭合所述开关设备控制所述动力电池和牵引变流器供电之间通路，此时动力电池向所述牵引变流器供电，所述牵引变流器得电以后，驱动牵引电机工作，从而实现了列车的应急牵引；
步骤S103：获取所述列车组应急供电装置中的牵引变流器的工况数据；
为了判断所述牵引变流器是否可用，当所述动力电池和牵引变流器之间的控制开关闭合以后，采集所述牵引变流器的工况数据，所述工况数据为用于判断所述牵引变流器是否能够正常工作的数据，其具体数据类型可以依据用户需求自行设定。
步骤S104：基于所述工况数据判断所述牵引变流器是否处于故障状态，如果是，执行步骤S105；
步骤S105：获取所述列车组应急供电装置的标识信息；
在本步骤中，当所述牵引变流器出现故障时，为了方便列车操作人员能够及时对所述牵引变流器进行检修，并且，便于操作人员能够对出现故障的牵引变流器进行准确定位，本申请还用于获取该列车组应急供电装置的标识信息，在本申请实施例公开的技术方案中，每个列车组应急供电装置中均配置有一个牵引变流器，因此，所述列车组应急供电装置的标识信息也可以等同与所述牵引变流器的标识信息；
步骤S106：输出用于表征与所述标识信息相匹配的牵引变流器故障的提示信息；
该故障信息可以发送至列车操控平台；
步骤S107：判断是否检测到切换信号，如果是，执行步骤S108；
具体的，所述切换信号可以是系统自动生成的，也可以是列车操作人员手动输入的，当为手动输入的时，本步骤等同于：判断是否检测到用户触发预设控件生成的与所述标识信息相匹配的切换信号，当为自动生成的时，获取发生故障的牵引变流器的标识信息之后，判断是否检测切换信号之前，还包括：本步骤生成与所述标识信息相匹配的切换信号。
步骤S108：控制所述列车组应急供电装置中的动力电池切换到预设的其他列车组应急供电装置的牵引变流器的供电支路上；
在本申请实施例公开的技术方案中，每个所述动力电池均可以为两个牵引变流器供电，这两个牵引变流器供电通过所述开关设备与所述动力电池相连，其中一个牵引变流器为所述动力电池所属的列车组应急供电装置中的牵引变流器，另一个牵引变流器则隶属于其他的一个列车组应急供电装置，当本列车组应急供电装置中的牵引变流器出现故障时，通过所述牵引变流器和牵引变流器之间的开关设备控制所述动力电池切换到另一个牵引变流器上。
当采用本申请实施例公开的技术方案为列车进行应急供电时，先控制列车组应急供电装置中的动力电池与牵引变流器之间通路，在采集所述牵引变流器的工况数据，判断所述牵引变流器是否故障，当其故障时，控制所述列车组应急供电装置中的动力电池切换到预设的其他列车组应急供电装置的牵引变流器的供电支路上，为其他牵引变流器供电，从而解决的当 牵引变流器故障时，其对应的动力电池闲置，而造成的能源浪费的问题。
对应于上述方法，本申请还公开了一种列车组应急供电系统，参见图2，该系统包括：
多个列车组应急供电装置100；
所述列车组应急供电装置100包括：牵引变流器110、双向交-直流转换器120、DC-DC转换器130、动力电池140、分线器150(上文中的开关设备)和分线器控制器160，其中，上文中所述的列车组应急供电方法可以应用于所述分线器控制器160中；
所述牵引变流器110的电源输入端用于与电网相连，所述牵引变流器110的第一输出端用于与列车组的驱动牵引电机相连，所述牵引变流器110的第二输出端用于与列车组的交流母线相连；
所述双向交-直流转换器120的第一端与所述交流母线相连，所述双向交-直流转换器120的第二端与动力电池140相连；
所述DC-DC转换器130的输入端与所述双向交-直流转换器120的第二端相连，所述DC-DC转换器130的输出端与列车组的直流母线相连；
所述动力电池140的供电接口分别与所述双向交-直流转换器120的第二端以及分线器150的输入端相连；
所述分线器150的第一输出端与所述牵引变流器110中的直流母线相连，所述分线器150的第二输出端用于与其他列车组应急供电装置100中的牵引变流器110的直流母线相连，所述分线器150的输入端与第一输出端和第二输出端之间处于常开状态；
所述分线器控制器160，用于当获取到应急牵引信号时，控制所述列车组应急供电装置100中的分线器150内的第一输出端和输入端之间导通、第二输出端和输入端之间断开，获取所述列车组应急供电装置100中牵引变流器110的工况数据，判断所述牵引变流器110是否存在处于故障状态，当处于故障状态时，获取所述列车组应急供电装置100的标识信息，输出用于表征与所述标识信息相匹配的牵引变流器110故障的提示信息，判断是否检测到切换信号，如果是，控制与所述分线器150的第二输出端和输入端之间导通、第一输出端和输入端之间断开。
进一步的，参见图3，上述列车组应急供电装置100中还包括：
设置在所述双向交-直流转换器120与所述交流母线之间的第一控制开关K1，所述第一控制开关K1用于控制所述双向交-直流转换器120与所述交流母线之间的通断状态，但电网断电时，该开关断开；
设置在所述动力电池140和所述DC-DC转换器130的输入端之间的第二控制开关K2，所述第二控制开关K2用于动力电池140和所述DC-DC转换器130之间的通断状态，但电网断电时，该开关断开。
为了方便列车操作人员获取所述列车组应急供电装置中的牵引变流器的状态信号，以及操作人员向所述列车组应急供电装置下发操作指令，本申请上述实施例公开的技术方案中，还可以包括人机交互平台，所述人机交互平台通过数据总线与各个列车组应急供电装置100相连，通过数据总线向各个列车组应急供电装置下发控制指令或上传列车组应急供电装置输出的数据信号，具体的，参见图3，所述人机交互平台上设置有应急牵引触发键、空调应急供电触发键、空压机应急供电触发键、车厢选择键以及启动键，当然还可以包括停止键，或者是全列键，所述全列键被触发时，表明所有的车厢全部被选中；
所述人机交互平台具体用于：生成与所述人机交互平台上被触发的触发建相匹配的控制信号，当所述启动键被触发时，输出所述控制信号；
其中，所述应急牵引触发键，用于生成应急牵引信号；
所述空调应急供电触发键，用于生成用于启动空调设备的空调启动信号；
所述空压机应急供电触发键，用于生成用于启动空压机的空压机启动信号；
所述车厢选择键用于生成所述应急牵引信号、空调启动信号和空压机启动信号所做用的设备的地址信号；
所述启动键，用于向与生成的所述地址信号相匹配的列车组应急供电装置100发送应急牵引信号、向与生成的所述地址信号相匹配的列车组应急供电装置100发送空调启动信号、向与生成的所述地址信号相匹配的列车组应急供电装置100发送空压机启动信号。
例如，当用户想要控制某几个车厢对应的列车组应急供电装置进入应急牵引状态时，可以先触发应急牵引触发键，再选择想要启动的列车组应 急供电装置所对应的车厢键，然后再触发启动键，此时，平台会自动向触发的几个车厢键相对应的车厢中的列车组应急供电装置输出应急牵引信号；当用户想要控制某几个车厢对应的空调设备应急供电，可以先触发空调应急供电触发键，再选择想要启动的空调所对应的车厢键，然后再触发启动键，此时，平台会自动向触发的几个车厢键相对应的车厢中的空调设备输出控制信号，控制这些空调设备启动。
进一步的，为了方便用户所述列车组应急供电装置100中的第一控制开关和第二控制开关进行控制，
人机交互平台上还设置有交流母线供电开关和直流母线供电开关，所述人机交互平台还用于，当所述交流母线供电开关被触发时，生成用于控制所述列车组应急供电装置100中的第一控制开关闭合的控制信号；当所述直流母线供电开关被触发时，生成用于控制所述列车组应急供电装置100中的第二控制开关闭合的控制信号。
进一步的，本申请上述实施例公开的技术方案中，所述牵引变流器110通过其直流母线与所述分线器150相连，并且，每个所述牵引变流器110中的直流母线均连接有两个分线器150，且，所述牵引变流器110中的直流母线与所述牵引变流器110所属的分线器150的第一输出端相连，与另外一个分线器150的第二输出端相连。
进一步的，在本申请实施例公开的技术方案中，所述双向交-直流转换器120、DC-DC转换器130的类型可以依据用户需求自行设定，例如，在本申请实施例公开的技术方案中，所述双向交-直流转换器120可以为可控三相全桥变换器，所述DC-DC转换器130可以为移相全桥变换器，在本申请实施例公开的技术方案中，所述双向交-直流转换器120具体用于将交流母线中AC 380V变换为DC 650V的高压直流电，所述DC-DC转换器130用于将双向交-直流转换器120输出的DC 650V高压直流电降为DC 110V低压直流电，并输出到动车组的直流母线上。
进一步的，在申请实施例公开的技术方案中，所述动力电池140的额定输出电压DC634V。
进一步的，在本申请实施例公开的技术方案中，为了保证所述双向交-直流转换器120和DC-DC转换器130的可靠性，所述双向交-直流转换器 120和DC-DC转换器130可以采用双冗余设计方式，即，所述双向交-直流转换器120内设置有两个双向交-直流转换模块，所述DC-DC转换器130内设置有两个DC-DC转换模块，并且，这两个双向交-直流转换模块之间采用双机冷备或双机热备的设计方式，以使得当其中一个双向交-直流转换模块故障时，启动另一个双向交-直流转换模块，其中，双机冷备指的是当一台双向交-直流转换模块出现故障停止运行后，自动切换到另一台双向交-直流转换模块使用，而双机冷备则需要人工切换到另一台双向交-直流转换模。
所述双向交-直流转换模块指的是双向AC-DC流转换器，参见图4，所述双向交-直流转换器120，包括：第一双向AC-DC流转换器121和第二双向AC-DC流转换器122；
所述DC-DC转换器130包括：第一DC-DC转换器131和第二DC-DC转换器132；
所述第一双向AC-DC流转换器121和所述第一DC-DC转换器131串联，构成第一串联支路；
所述第二双向AC-DC流转换器122和所述第二DC-DC转换器132串联，构成第二串联支路；
所述第一串联支路和第二串联支路并联；
并且，所述动力电池140的供电接口的正极与所述第一双向AC-DC流转换器121、第二双向AC-DC流转换器122的正输出端相连，所述动力电池140的供电接口的负极与所述第一双向AC-DC流转换器121、第二双向AC-DC流转换器122的负输出端相连。
进一步的，参见图4，本申请上述实施例公开的技术方案中，列车组应急供电装置100还可以包括低压蓄电池170，所述低压蓄电池为DC110V蓄电池，其通过所述DC-DC转换器300输出的电流充能，当动车组的直流母线无电流时，其释放DC100V电能到所述动车组的直流母线上。
进一步的，在本申请实施例公开的技术方案中，由于在通过动力电池驱动动车组时，所需要的电能十分大，因此，本申请上述实施例设置的动车组双向供电电路可以包括多个动力电池140以及低压蓄电池170，并且，在每个动车车厢中设置一个动车组双向供电电路，且每个动车组双向供电 电路中至少包括一个动力电池140以及低2个低压蓄电池170；进一步的，由于各个车厢的所述DC-DC转换器300的输出端连接的是同一条直流母线，为了防止电流反灌，本申请实施例公开的技术方案中，还可以包括：设置在所述低压蓄电池的充电接口与所述动车的直流母线相连之间的二极管，所述二极管的阳极与所述DC-DC转换器130的输出端以及所述低压蓄电池170的充电接口相连，阴极与所述动车的直流母线相连，从而防止了直流母线中的电流反灌至所述低压蓄电池170和DC-DC转换器130。例如，参见图4，所述二极管包括第一二极管D1和第二二极管D2，所述第一二极管D1与所述第一DC-DC转换器131的正输出端以及低压蓄电池170的正极相连，阴极与所述动车组的直流母线相连，所述第二二极管D2与所述第二DC-DC转换器132的正输出端以及低压蓄电池170的正极相连，阴极与所述动车组的直流母线相连。
为了描述的方便，描述以上系统时以功能分为各种模块分别描述。当然，在实施本申请时可以把各模块的功能在同一个或多个软件和/或硬件中实现。
本说明书中的各个实施例均采用递进的方式描述，各个实施例之间相同相似的部分互相参见即可，每个实施例重点说明的都是与其他实施例的不同之处。尤其，对于系统或系统实施例而言，由于其基本相似于方法实施例，所以描述得比较简单，相关之处参见方法实施例的部分说明即可。以上所描述的系统及系统实施例仅仅是示意性的，其中所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。本领域普通技术人员在不付出创造性劳动的情况下，即可以理解并实施。
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发明的范围。
结合本文中所公开的实施例描述的方法或算法的步骤可以直接用硬件、处理器执行的软件模块，或者二者的结合来实施。软件模块可以置于随机存储器(RAM)、内存、只读存储器(ROM)、电可编程ROM、电可擦除可编程ROM、寄存器、硬盘、可移动磁盘、CD-ROM、或技术领域内所公知的任意其它形式的存储介质中。
还需要说明的是，在本文中，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”或者其任何其他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他要素，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，并不排除在包括所述要素的过程、方法、物品或者设备中还存在另外的相同要素。
对所公开的实施例的上述说明，使本领域专业技术人员能够实现或使用本发明。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本发明的精神或范围的情况下，在其它实施例中实现。因此，本发明将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。

Claims (8)

  1. 一种列车组应急供电方法，其特征在于，应用于列车组应急供电装置中，包括：
    判断是否获取到应急牵引信号；
    当获取到应急牵引信号时启动应急牵引模式，控制列车组应急供电装置中的动力电池向牵引变流器供电；
    获取所述列车组应急供电装置中的牵引变流器的工况数据；
    基于所述工况数据判断所述牵引变流器是否处于故障状态；
    当所述牵引变流器处于故障状态时，获取所述列车组应急供电装置的标识信息；
    输出用于表征与所述标识信息相匹配的牵引变流器故障的提示信息；
    判断是否检测到切换信号，如果是，控制所述列车组应急供电装置中的动力电池切换到预设的其他列车组应急供电装置的牵引变流器的供电支路上。
  2. 根据权利要求1所述的列车组应急供电方法，其特征在于，所述判断是否检测到切换信号，包括：
    判断是否检测到用户触发预设控件生成的与所述标识信息相匹配的切换信号。
  3. 根据权利要求1所述的列车组应急供电方法，其特征在于，获取发生故障的牵引变流器的标识信息之后，判断是否检测切换信号之前，还包括：
    生成与所述标识信息相匹配的切换信号。
  4. 一种列车组应急供电系统，其特征在于，包括：
    多个列车组应急供电装置；
    所述列车组应急供电装置包括：牵引变流器、双向交-直流转换器、DC-DC转换器、动力电池、分线器和分线器控制器；
    所述牵引变流器的电源输入端用于与电网相连，所述牵引变流器的第一输出端用于与列车组的驱动牵引电机相连，所述牵引变流器的第二输出端用于与列车组的交流母线相连；
    所述双向交-直流转换器的第一端与所述交流母线相连，所述双向交-直流转换器的第二端与动力电池相连；
    所述DC-DC转换器的输入端与所述双向交-直流转换器的第二端相连，所述DC-DC转换器的输出端与列车组的直流母线相连；
    所述动力电池的供电接口分别与所述双向交-直流转换器的第二端以及分线器的输入端相连；
    所述分线器的第一输出端与所述牵引变流器中的直流母线相连，所述分线器的第二输出端用于与其他列车组应急供电装置中的牵引变流器的直流母线相连，所述分线器的输入端与第一输出端和第二输出端之间处于常开状态；
    所述分线器控制器，用于当获取到应急牵引信号时，控制所述列车组应急供电装置中的分线器内的第一输出端和输入端之间导通、第二输出端和输入端之间断开，获取所述列车组应急供电装置中牵引变流器的工况数据，判断所述牵引变流器是否存在处于故障状态，当处于故障状态时，获取所述列车组应急供电装置的标识信息，输出用于表征与所述标识信息相匹配的牵引变流器故障的提示信息，判断是否检测到切换信号，如果是，控制与所述分线器的第二输出端和输入端之间导通、第一输出端和输入端之间断开。
  5. 根据权利要求4所述的列车组应急供电系统，其特征在于，还包括：
    设置在所述双向交-直流转换器与所述交流母线之间的第一控制开关；
    设置在所述动力电池和所述DC-DC转换器的输入端之间的第二控制开关。
  6. 根据权利要求5所述的列车组应急供电系统，其特征在于，还包括：
    人机交互平台，所述人机交互平台上设置有应急牵引触发键、空调应急供电触发键、空压机应急供电触发键、车厢选择键以及启动键；
    所述人机交互平台具体用于：生成与所述人机交互平台上被触发的触发建相匹配的控制信号，当所述启动键被触发时，输出所述控制信号；
    其中，所述应急牵引触发键，用于生成应急牵引信号；
    所述空调应急供电触发键，用于生成用于启动空调设备的空调启动信号；
    所述空压机应急供电触发键，用于生成用于启动空压机的空压机启动信号；
    所述车厢选择键用于生成所述应急牵引信号、空调启动信号和空压机启动信号所做用的设备的地址信号；
    所述启动键，用于向与生成的所述地址信号相匹配的列车组应急供电装置发送应急牵引信号、向与生成的所述地址信号相匹配的列车组应急供电装置发送空调启动信号、向与生成的所述地址信号相匹配的列车组应急供电装置发送空压机启动信号。
  7. 根据权利要求6所述的列车组应急供电系统，其特征在于，所述人机交互平台上还设置有交流母线供电开关和直流母线供电开关；
    所述人机交互平台还用于，当所述交流母线供电开关被触发时，生成用于控制所述列车组应急供电装置中的第一控制开关闭合的控制信号；当所述直流母线供电开关被触发时，生成用于控制所述列车组应急供电装置中的第二控制开关闭合的控制信号。
  8. 根据权利要求4所述的列车组应急供电系统，其特征在于，每个所述牵引变流器中的直流母线均连接有两个分线器，且，所述牵引变流器中的直流母线与所述牵引变流器所属的分线器的第一输出端相连，与另外一个分线器的第二输出端相连。
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