WO2022156279A1

WO2022156279A1 - Train power supply control method and system under single-pantograph fault, controller, and train

Info

Publication number: WO2022156279A1
Application number: PCT/CN2021/124574
Authority: WO
Inventors: 聂文斌; 井宇航; 尚江傲; 赵小军; 司尚卓
Original assignee: 中车株洲电力机车有限公司
Priority date: 2021-01-21
Filing date: 2021-10-19
Publication date: 2022-07-28
Also published as: CN112829594B; CN112829594A

Abstract

A train power supply control method and system under a single-pantograph fault, a controller, and a train. The train power supply control method under the single-pantograph fault comprises: determining whether a train has a single-pantograph fault; if yes, controlling a high-voltage contactor (KM1) which is connected between output sides of two pantographs (101 and 102) to be closed; and otherwise, controlling the high-voltage contactor (KM1) to be maintained at a turn-off state. The method for determining whether the train has a single-pantograph fault comprises: when auxiliary power is provided for two auxiliary inverters (4 and 5) on the train, and high-speed circuit breakers (102, 105, 202, 205) corresponding to two sets of traction units (1 and 2) on the train are all closed, detecting whether traction power is provided for the two sets of traction units (1 and 2); and when the detection result is that traction power is provided for only one set of traction units, determining that the train has a single-pantograph fault.

Description

Power supply control method, system, controller and train for train in case of single bow failure

technical field

The invention belongs to the technical field of high-voltage circuit control of rail transit vehicles, and particularly relates to a power supply control method, system, controller and train for a train when a single bow fails.

Background technique

Figure 1 is a schematic diagram of the structure of the existing pantograph current-receiving standard train power supply system. The existing train power supply system includes two sets of independent traction units (first traction unit 1, second traction unit 2), and two auxiliary inverters (first auxiliary inverter 4, second auxiliary inverter 5) , Two anti-reverse diodes (first diode D1, second diode D2). in:

The first traction unit 1 includes a first pantograph 101, a first high-speed circuit breaker 102, a first traction inverter 103, a first traction motor 104, a second high-speed circuit breaker 105, a second traction inverter 106, a Two traction motors 107;

The output side of the first pantograph 101 is electrically connected to the power supply terminal of the first traction motor 104 through the first high-speed circuit breaker 102 and the first traction inverter 103 in sequence;

The output side of the first pantograph 101 is electrically connected to the power supply terminal of the second traction motor 107 through the second high-speed circuit breaker 105 and the second traction inverter 106 in sequence.

The second traction unit 2 includes a second pantograph 201, a third high-speed circuit breaker 202, a third traction inverter 203, a third traction motor 204, a fourth high-speed circuit breaker 205, a fourth traction inverter 206, Four traction motors 207;

The output side of the second pantograph 201 is electrically connected to the power supply terminal of the third traction motor 204 through the third high-speed circuit breaker 202 and the third traction inverter 203 in sequence;

The output side of the second pantograph 201 is electrically connected to the power supply terminal of the fourth traction motor 207 through the fourth high-speed circuit breaker 205 and the fourth traction inverter 206 in sequence.

The output side of the first pantograph 101 is electrically connected to the anode of the first diode D1.

The output side of the second pantograph 201 is electrically connected to the anode of the second diode D2.

The cathode of the first diode D1 is electrically connected to the cathode of the second diode D2.

The power supply terminals of the first auxiliary inverter 4 and the second auxiliary inverter 5, the cathode of the first diode D1, and the cathode of the second diode D2 are electrically connected to each other.

Both the first pantograph 101 and the second pantograph 201 can be lifted and received current from the high-voltage catenary 3 . The high-voltage catenary 3 receives current through the pantographs of the two sets of traction units 1 and 2, flows through the corresponding high-speed circuit breaker and traction inverter, and finally drives the corresponding traction motor to realize vehicle traction.

It can be seen from Figure 1 that since the two sets of traction units 1 and 2 are independent of each other, when both pantographs are working normally, the train runs with full power; when a certain pantograph fails, the traction corresponding to the faulty pantograph is Units can't get high voltage, the train loses half of its traction and needs to be de-escalated. If the busbars of the two pantographs are directly penetrated in order to prevent the train from degrading and running at a reduced speed when a single bow fails, when both pantographs are working normally, it will cause the circuit of different power supply sections to be directly connected when the vehicle passes through different power supply sections. The short circuit will cause harm, and the problem cannot be solved through engineering construction.

SUMMARY OF THE INVENTION

The purpose of the present invention is to provide a power supply control method, system, controller and train for a train in the event of a single-bow failure in the prior art, in view of the deficiencies in the prior art that the train needs to run at a reduced speed when a single-bow failure occurs. At the same time, when the two pantographs are not faulty, if the vehicle passes through different power supply sections, the circuits of different power supply sections will not be directly short-circuited, ensuring the safe operation of the vehicle.

For solving the above-mentioned technical problems, the technical scheme adopted in the present invention is:

A power supply control method for a train when a single bow fails, which is characterized by including:

Determine whether the train has a single-bow fault, if so, control the high-voltage contactor connected between the output sides of the two pantographs to close, otherwise control the high-voltage contactor between the output sides of the two pantographs to maintain the open state.

As a preferred way, the method for judging whether a single-bow failure occurs in a train includes:

When the two auxiliary inverters on the train have obtained auxiliary power supply, and the high-speed circuit breakers corresponding to the two sets of traction units on the train are both closed, check whether the two sets of traction units on the train have obtained traction power supply. When a set of traction units is supplied with traction power, it is judged that the train has a single bow failure.

Based on the same inventive concept, the present invention also provides a power supply control system for a train when a single bow fails, which is characterized by comprising a controller and a high-voltage contactor connected between the output sides of the two pantographs, wherein:

Controller: It is used to judge whether a single-bow failure occurs in the train, and control the high-voltage contactor to close when the single-bow failure occurs on the train, and control the high-voltage contactor to maintain the open state when the single-bow failure of the train does not occur.

As a preferred manner, the logic of the controller judging whether a single-bow failure occurs in the train includes:

Based on the same inventive concept, the present invention also provides a controller, which is characterized in that the controller is configured to execute the power supply control method.

Based on the same inventive concept, the present invention also provides a train, which is characterized in that it adopts the power supply control system.

Compared with the prior art, the present invention has the following beneficial effects: when the single bow of the train fails, the high-voltage contactor is closed, and both sets of traction units obtain traction power supply through the fault-free pantograph, so as to realize the performance without losing any traction performance. At the same time, when the two pantographs are fault-free, the high-voltage contactor is disconnected, and the circuits of different power supply sections will not be directly short-circuited when the vehicle passes through different power supply sections, ensuring the safe operation of the vehicle.

Description of drawings

FIG. 1 is a schematic structural diagram of an existing pantograph current-receiving standard train power supply system.

FIG. 2 is a schematic structural diagram of an embodiment of a power supply control system according to the present invention.

FIG. 3 is a flowchart of an embodiment of a power supply control method according to the present invention.

Among them, 1 is the first traction unit, 101 is the first pantograph, 102 is the first high-speed circuit breaker, 103 is the first traction inverter, 104 is the first traction motor, 105 is the second high-speed circuit breaker, 106 is the second traction inverter, 107 is the second traction motor, 2 is the second traction unit, 201 is the second pantograph, 202 is the third high-speed circuit breaker, 203 is the third traction inverter, and 204 is the third Three traction motors, 205 is the fourth high-speed circuit breaker, 206 is the fourth traction inverter, 207 is the fourth traction motor, 3 is the high-voltage catenary, 4 is the first auxiliary inverter, and 5 is the second auxiliary inverter device, D1 is the first diode, D2 is the second diode, and KM1 is the high-voltage contactor.

Detailed ways

As shown in Figure 2, the train is equipped with two sets of independent traction units (first traction unit 1, second traction unit 2), two auxiliary inverters (first auxiliary inverter 4, second auxiliary inverter 5), two anti-reverse diodes (first diode D1, second diode D2). in:

Both the first pantograph 101 and the second pantograph 201 can be lifted and received current from the high-voltage catenary 3 . The high-voltage catenary 3 receives current through the pantographs of the two traction units, flows through the corresponding high-speed circuit breaker and traction inverter, and finally drives the corresponding traction motor to realize vehicle traction.

The power supply control system of the train when a single bow fails includes a controller (the controller is not shown in the drawings, but does not affect the understanding and implementation of the present invention by those skilled in the art) and a controller connected to two pantographs (the first receiver The high-voltage contactor KM1 between the output sides of the pantograph 101 and the second pantograph 201), wherein:

Controller: It is used to judge whether a single-bow fault occurs in the train, and control the high-voltage contactor KM1 to close when the single-bow fault occurs on the train, and control the high-voltage contactor KM1 to maintain the open state when the single-bow fault does not occur on the train.

The logic of the controller for judging whether a single bow fault occurs in the train includes:

The two auxiliary inverters on the train (the first auxiliary inverter 4 and the second auxiliary inverter 5) both obtain auxiliary power supply, and the two sets of traction units on the train (the first traction unit 1 and the second traction unit) 2) When the corresponding high-speed circuit breakers (the first high-speed circuit breaker 102, the second high-speed circuit breaker 105, the third high-speed circuit breaker 202, and the fourth high-speed circuit breaker 205) are all closed, detect the two sets of traction units on the train (the first Whether traction unit 1, second traction unit 2) obtain traction power supply, when the detection result is that there is and only one set of traction unit (first traction unit 1 or second traction unit 2) obtains traction power supply, it is judged that the train has a single traction unit. Bow failure.

Correspondingly, the power supply control method of the train in the event of a single bow failure includes:

The methods for judging whether the train has a single bow failure include:

Specifically, as shown in FIG. 3 , an implementation process of the power supply control method for a train when a single bow fails is as follows (the initial state of the high-voltage contactor KM1 is the disconnected state):

After the two

pantographs

101 and 102 are raised, the train first checks whether the two

auxiliary inverters

4 and 5 have obtained auxiliary power supply. Specifically, if a high voltage is detected at the two

auxiliary inverters

4 and 5 , it means that the two

auxiliary inverters

4 and 5 obtain auxiliary power supply. Since two anti-reverse diodes D1 and D2 are connected between the output sides of the two

pantographs

101 and 102, if neither of the two

pantographs

101 and 102 fails, or if the two

pantographs

101 and 102 are not faulty, In the event of a fault, both

auxiliary inverters

4, 5 can obtain auxiliary power supply.

After it is detected that the two

auxiliary inverters

4 and 5 have obtained auxiliary power supply, it is detected whether the high-

speed circuit breakers

102, 105, 202 and 205 corresponding to the two sets of traction units 1 and 2 are closed. If 202 and 205 are not closed, the traction units 1 and 2 cannot obtain traction voltage. Therefore, it is necessary to ensure that the high-

speed circuit breakers

102, 105, 202 and 205 corresponding to the two sets of traction units 1 and 2 are all closed.

When the two

auxiliary inverters

4 and 5 have obtained auxiliary power supply, and the high-

speed circuit breakers

102, 105, 202, and 205 corresponding to the two sets of traction units 1 and 2 are in the closed state, the two sets of traction units on the train are detected. 1.2 Whether the traction power supply is obtained:

If the first traction unit 1 obtains traction power supply but the second traction unit 2 does not obtain traction power supply, it can be determined that the second pantograph 201 corresponding to the second traction unit 2 is faulty (such as falling off, etc.), and at this time, control the high voltage The contactor KM1 is closed, the fault-free first pantograph 101 supplies power to the first traction unit 1 and the second traction unit 2 at the same time, and the train does not lose any traction performance.

If the second traction unit 2 obtains the traction power supply but the first traction unit 1 does not obtain the traction power supply, it can be determined that the first pantograph 101 corresponding to the first traction unit 1 has a fault (such as falling off, etc.), and at this time, control the high voltage The contactor KM1 is closed, the fault-free second pantograph 201 supplies power to the first traction unit 1 and the second traction unit 2 at the same time, and the train does not lose any traction performance.

If both the first traction unit 1 and the second traction unit 2 obtain traction power supply, it can be determined that there is no single-bow failure of the train, and the high-voltage contactor KM1 is controlled to maintain the disconnected state. When the vehicle passes through different power supply sections, the circuits of different power supply sections will not be directly short-circuited to ensure the safe operation of the vehicle.

If neither the first traction unit 1 nor the second traction unit 2 obtains traction power supply, troubleshooting needs to be performed, which is not within the scope of the present invention.

The present invention also provides a controller configured to execute the power supply control method.

The present invention also provides a train, which adopts the power supply control system.

The embodiments of the present invention have been described above in conjunction with the accompanying drawings, but the present invention is not limited to the above-mentioned specific embodiments, which are merely illustrative rather than limiting. Under the inspiration of the present invention, without departing from the scope of protection of the spirit of the present invention and the claims, many forms can be made, which all fall within the protection scope of the present invention.

Claims

A power supply control method for a train when a single bow fails, comprising:

Determine whether the train has a single-bow fault, if so, control the high-voltage contactor (KM1) connected between the output sides of the two pantographs (101, 201) to close, otherwise control the output side of the two pantographs (101, 201). The high-voltage contactor (KM1) between them is kept open.
The power supply control method for a train when a single bow fails as claimed in claim 1, wherein the method for judging whether a single bow failure occurs in the train comprises:

When both auxiliary inverters (4, 5) on the train obtain auxiliary power supply, and the high-speed circuit breakers (102, 105, 202, 205) corresponding to the two sets of traction units (1, 2) on the train are closed, Detect whether the two sets of traction units (1, 2) on the train obtain traction power supply. When the detection result is that there is and only one set of traction units obtains traction power supply, it is determined that the train has a single bow failure.
A power supply control system for a train when a single bow fails, characterized in that it comprises a controller and a high-voltage contactor (KM1) connected between the output sides of two pantographs (101, 201), wherein:

Controller: It is used to judge whether a single-bow fault occurs in the train, and control the high-voltage contactor (KM1) to close when the single-bow fault occurs on the train, and control the high-voltage contactor (KM1) to maintain the open state when the single-bow fault does not occur on the train. .
The power supply control system for a train in the event of a single bow failure according to claim 3, wherein the logic of the controller for judging whether a single bow failure occurs in the train comprises:

When both auxiliary inverters (4, 5) on the train obtain auxiliary power supply, and the high-speed circuit breakers (102, 105, 202, 205) corresponding to the two sets of traction units (1, 2) on the train are closed, Detect whether the two sets of traction units (1, 2) on the train obtain traction power supply. When the detection result is that there is and only one set of traction units obtains traction power supply, it is determined that the train has a single bow failure.
A controller, characterized in that, the controller is configured to execute the power supply control method of claim 1 or 2.
A train is characterized in that it adopts the power supply control system of claim 3 or 4.