High-speed range-extending self-traction control system and method and rail vehicle

Abstract

The invention discloses a high-speed range-extending self-traction control system and method and a rail vehicle, and relates to the field of rail vehicles. The system comprises a pantograph, a high-speed circuit breaker, a traction inverter, a first energy storage power supply system, a second energy storage power supply system, a first DCDC conversion module, a second DCDC conversion module and a range extending switch arranged in a cab. The range extending switch is used for generating a range extending traction signal, the second energy storage power supply system is used for receiving the range extending traction signal sent by the train network control system and controlling the first DCDC conversion module to be started and the second DCDC conversion module to be started in a self-detection mode according to the range extending traction signal, and high-speed range extending traction of the train is achieved. Through high-speed self-traction, the vehicle can quickly run to the next station, the safety risk of main line evacuation of passengers is avoided, the rescue probability is reduced, and the operation efficiency of quick transfer of fault vehicles is improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail vehicles, and in particular relates to a high-speed extended-range self-traction control system, method and rail vehicle. Background Art

[0002] During the operation of subway vehicles, due to bad weather or foreign objects, overhead wire power outages or pantograph failures often occur. Figure 1 As shown, at present, subway vehicles that use batteries as energy storage power sources can only provide short-term ventilation and emergency lighting electricity in emergency situations when there is no high voltage in the vehicle; when the high-voltage power supply is lost in the operating section due to sudden natural disasters such as strong winds and floods, or due to failures in the pantograph, contact network, or ground substation, passengers can only escape or evacuate on the main line, which poses a great safety risk, and the faulty vehicle can only wait for rescue; when the vehicle mistakenly enters a power-free area or the cable from the pantograph to the HSCB (High Speed ​​Circuit Breaker) section is short-circuited, or the vehicle loses high-voltage power due to other problems, the faulty vehicle can only wait for rescue, which has a great impact on the operation of the entire line.

[0003] Judging from the current needs and usage scenarios of battery traction technology for subway vehicles, the battery traction technology for subway vehicles has problems such as low average acceleration and traction speed, and short traction distance. It cannot meet the safety needs of urban rail vehicles running to the next station and rapid evacuation of passengers on the platform, and the operational efficiency needs of rapid transfer of faulty vehicles without occupying the main line operation line. Therefore, improving the high-speed extended-range self-traction capability of urban rail vehicles has become an essential capability and urgent need for the new generation of urban rail transit vehicles. Summary of the invention

[0004] The purpose of the present invention is to provide a high-speed extended-range self-traction control system, method and rail vehicle to solve the problem that when urban rail vehicles are operating on the main line, they cannot rely on their own power supply to run to the next station for passenger evacuation without a high-voltage power supply, resulting in a greater safety risk, and the faulty vehicle can only wait for rescue, affecting the operation of the entire line.

[0005] The present invention solves the above technical problems through the following technical solutions: A high-speed extended-range self-traction control system, applied to rail vehicles, the system comprising a pantograph, a high-speed circuit breaker, a traction inverter and a first energy storage power supply system, the pantograph, the high-speed circuit breaker and the traction inverter being connected in sequence;

[0006] The system also includes a second energy storage power supply system, a first DCDC conversion module, a second DCDC conversion module, and a range-extending switch provided in the driver's cab; a first end of the first DCDC conversion module is connected to the pantograph, the high-speed circuit breaker, and the second DCDC conversion module, and a second end of the first DCDC conversion module is connected to the second energy storage power supply system; the second DCDC conversion module is connected to the traction inverter and the first energy storage power supply system; the second energy storage power supply system is connected to the train network control system;

[0007] The extended-range switch is used to generate an extended-range traction signal and is received by the train network control system. The second energy storage power supply system is used to receive the extended-range traction signal sent by the train network control system, and control the start-up of the first DCDC conversion module according to the extended-range traction signal. The second DCDC conversion module starts when it detects that the voltage at its power input terminal is greater than or equal to the high-voltage threshold, thereby realizing high-speed extended-range traction.

[0008] Furthermore, the range-extending switch is a button with a protective cover and an indicator light or a software switch on a train display screen.

[0009] Furthermore, the first energy storage power supply system includes a battery and a battery charger, and the battery charger is connected to the battery and the second DCDC conversion module.

[0010] Furthermore, the second energy storage power supply system includes a supercapacitor group, a monitoring unit and a control management unit, and the control management unit is connected to the monitoring unit and the train network control system;

[0011] The monitoring unit is used to monitor the status of the supercapacitor group; the control management unit is used to control the start-up of the first DCDC conversion module according to the extended-range traction signal sent by the train network control system.

[0012] Based on the same concept, the present invention provides a rail vehicle, which includes the high-speed extended-range self-traction control system as described above.

[0013] Based on the same concept, the present invention provides a high-speed extended-range self-traction control method, which is applied to the high-speed extended-range self-traction control system as described above, and the control method includes:

[0014] When the vehicle is in the normal line running state and the overhead line is without electricity, the driver operates the range-extending switch to generate a range-extending traction signal, and the vehicle enters the range-extending self-traction mode;

[0015] The train network control system receives the extended-range traction signal generated by the extended-range switch and sends it to the vehicle control circuit, the traction inverter and the second energy storage power supply system;

[0016] The vehicle control circuit controls the vehicle to enter the emergency load mode according to the extended-range traction signal, and the traction inverter controls the vehicle to run at a limited speed according to the extended-range traction signal; the second energy storage power supply system controls the first DCDC conversion module to start according to the extended-range traction signal, and the second DCDC conversion module starts when it detects that the voltage at its power input terminal is greater than or equal to the high-voltage threshold, and the second energy storage power supply system supplies power to the emergency load and traction equipment;

[0017] When the driver operates the extended-range switch again, the vehicle exits the extended-range self-traction mode.

[0018] Furthermore, the control method further comprises: when the vehicle is in a dormant state and the overhead line is out of power, the first energy storage power supply system supplies power to the permanent load;

[0019] When the voltage of the first energy storage power system drops to the undervoltage threshold, the second energy storage power system controls the first DCDC conversion module to start according to the undervoltage signal, and the second DCDC conversion module starts when it detects that the voltage at its power input terminal is greater than or equal to the high voltage threshold, and the second energy storage power system supplies power to the permanent load and charges the first energy storage power system;

[0020] When the first energy storage power supply system completes charging, the second energy storage power supply system controls the first DCDC conversion module to stop working according to the charging completion signal, and the second DCDC conversion module stops working when it detects that the voltage at its power input terminal is less than the high voltage threshold, and the first energy storage power supply system supplies power to the permanent load.

[0021] Furthermore, the control method also includes: when the vehicle is in a stationary state and the contact network is powered, the second DCDC conversion module is started when it detects that the voltage at its power input terminal is greater than or equal to the high voltage threshold, and the contact network supplies power to each auxiliary load and charges the first energy storage power supply system.

[0022] Furthermore, the control method also includes: when the vehicle is in a stationary state and emergency load mode and the contact network is out of power, the second energy storage power supply system controls the first DCDC conversion module to start, and the second DCDC conversion module starts when it detects that the voltage at its power input terminal is greater than or equal to the high voltage threshold, and the second energy storage power supply system supplies power to the emergency load.

[0023] Furthermore, the control method further includes: when the vehicle is in a traction condition and the contact network is powered, the second energy storage power supply system controls the first DCDC conversion module to start, the second DCDC conversion module remains started, the second energy storage power supply system outputs a voltage higher than the contact network voltage, and the second energy storage power supply system and the contact network jointly supply power to the vehicle load;

[0024] When the vehicle is in a braking condition and the contact network is powered, the second energy storage power supply system controls the first DCDC conversion module to start, and the first DCDC conversion module converts the braking energy into low voltage to charge the second energy storage power supply system.

[0025] Beneficial Effects

[0026] Compared with the prior art, the advantages of the present invention are:

[0027] When the contact network is without electricity and the vehicle is in a mainline operation state, the present invention triggers the extended-range self-traction mode by operating the extended-range switch, and the first DCDC conversion module and the second DCDC conversion module are started. The first DCDC conversion module boosts the voltage of the second energy storage power supply system to more than DC1000V to power the vehicle traction equipment and emergency loads, thereby realizing high-speed self-traction of the vehicle, allowing the vehicle to quickly run to the next station, so that passengers can be quickly evacuated at the next station, thereby improving the safety of passengers, and realizing the rapid transfer of the faulty vehicle, thereby avoiding the problem of the faulty vehicle occupying the mainline operation line and affecting the operation efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solution of the present invention, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only one embodiment of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0029] Figure 1 It is a schematic diagram of the main traction circuit of a city rail vehicle in the background technology of the present invention;

[0030] Figure 2 is a circuit schematic diagram of a high-speed extended-range self-traction control system in an embodiment of the present invention;

[0031] Figure 3 It is a flow chart of a high-speed extended-range self-traction control method when the vehicle is in a positive line running state and the overhead line is out of power in an embodiment of the present invention;

[0032] Figure 4 is a flow chart of permanent load endurance power supply control when the vehicle is in a dormant state and the overhead line is without power in an embodiment of the present invention;

[0033] Figure 5 It is a flow chart of energy-saving control when the overhead contact network is energized in an embodiment of the present invention. DETAILED DESCRIPTION

[0034] The following is a clear and complete description of the technical solutions in the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0035] The technical solution of the present application is described in detail with specific embodiments below. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments.

[0036] Example 1

[0037] like Figure 2 As shown, a high-speed extended-range self-traction control system for rail vehicles provided in an embodiment of the present invention includes a pantograph, a high-speed circuit breaker, a traction inverter, a first energy storage power supply system, a second energy storage power supply system, a first DCDC conversion module, a second DCDC conversion module, and an extended-range switch arranged in a driver's cab; the pantograph, the high-speed circuit breaker, and the traction inverter are connected in sequence; the first end of the first DCDC conversion module is connected to the pantograph, the high-speed circuit breaker, and the second DCDC conversion module, and the second end of the first DCDC conversion module is connected to the second energy storage power supply system; the second DCDC conversion module is connected to the traction inverter and the first energy storage power supply system.

[0038] The range-extending switch is used to generate a range-extending traction signal or an exit signal; the range-extending traction signal or the exit signal generated by the range-extending switch is received by the train network control system. The second energy storage power supply system is used to provide energy when the vehicle is in different working conditions or absorb energy fed back during the vehicle braking process.

[0039] The first DCDC conversion module is controlled by the second energy storage power system and is used to provide a channel for charging or discharging the second energy storage power system and monitor the status of the second energy storage power system. Specifically, when the second energy storage power system is discharging, the first DCDC conversion module increases the voltage output by the second energy storage power system to more than DC1000V to supply power to the load under different working conditions of the vehicle; when the second energy storage power system is charging, the first DCDC conversion module transforms the energy fed back under the braking condition of the vehicle and charges and stores it in the second energy storage power system.

[0040] The second DCDC conversion module has a self-detection circuit and a heat dissipation fan. The self-detection circuit is used to detect the voltage of the power input terminal of the second DCDC conversion module. When the voltage of its power input terminal is greater than the high voltage threshold (for example, DC1000V), the second DCDC conversion module is started to provide a channel for charging and discharging the first energy storage power supply system. For example, when the vehicle is powered by the overhead line, the second DCDC conversion module is started and converts the overhead line high voltage (for example, DC1500V) to DC600V to provide power for the vehicle air conditioning system, traction system, etc. At the same time, the battery charger of the first energy storage power supply system converts DC600V to DC110V to charge the battery of the first energy storage power supply system; or, converts the DC110V of the first energy storage power supply system to DC600V to provide power for the vehicle air conditioning system, traction system, etc., or converts the DC110V of the first energy storage power supply system to DC1000V or more to provide extended range power for vehicle self-traction. The heat dissipation fan is used for heat dissipation when the second DCDC conversion module is working.

[0041] The first energy storage power supply system includes a battery and a battery charger. The battery charger is used to provide a channel for charging or discharging the battery. Specifically, when the vehicle is in a parking condition and there is no contact network power supply, the battery provides power for the vehicle equipment. When the vehicle is in a self-traction condition and there is no contact network power supply, the battery provides power for the vehicle traction system and control equipment.

[0042] High-speed circuit breaker, used for overvoltage and overcurrent protection of traction system. Traction inverter, used to provide qualified power supply for traction motor and feedback electric braking energy of traction motor. Traction motor, used for traction vehicle operation.

[0043] In a specific embodiment of the present invention, the range-extending switch is a self-locking button with a protective cover and an indicator light (green) or a software switch on a train display screen.

[0044] In a specific embodiment of the present invention, the second energy storage power supply system includes a supercapacitor group, a monitoring unit and a control management unit, and the control management unit is connected to the monitoring unit and the train network control system; the monitoring unit is used to monitor the status of the supercapacitor group; the control management unit is used to control the start-up of the first DCDC conversion module according to the extended-range traction signal sent by the train network control system.

[0045] The high-speed extended-range self-traction control system of the present invention is mainly applied to the following working conditions:

[0046] (1) When the vehicle is powered by overhead line (e.g., DC1500V) and is in a stationary state, the second DCDC conversion module starts when it detects that the voltage at its power input terminal is greater than or equal to the high voltage threshold (e.g., DC1000V). The second DCDC conversion module converts the overhead line voltage DC1500V into DC600V, and the battery charger of the first energy storage power system converts DC600V into DC110V, thereby supplying power to the auxiliary load and charging the battery of the first energy storage power system.

[0047] (2) When the vehicle is not powered by the contact network and is in a self-traction condition (triggered by the range-extending switch), the second energy storage power supply system controls the first DCDC conversion module to start, and the first DCDC conversion module boosts the output voltage of the second energy storage power supply system to above DC1000V to power the vehicle's traction equipment; the second DCDC conversion module starts when it detects that the voltage at its power input terminal is greater than or equal to the high-voltage threshold (for example, DC1000V), and the second DCDC conversion module converts the output voltage of the first DCDC conversion module to DC600V, and the battery charger of the first energy storage power supply system converts DC600V to DC110V to power emergency loads such as air-conditioning emergency ventilation equipment and emergency lighting equipment.

[0048] (3) When the vehicle is not powered by the contact network and is in a stationary state or emergency load mode, the second energy storage power supply system controls the first DCDC conversion module to start, and the first DCDC conversion module boosts the output voltage of the second energy storage power supply system to above DC1000V. The second DCDC conversion module starts when it detects that the voltage at its power input terminal is greater than or equal to the high voltage threshold (for example, DC1000V). The second DCDC conversion module converts the output voltage of the first DCDC conversion module to DC600V, and the battery charger of the first energy storage power supply system converts DC600V to DC110V to power emergency loads such as air-conditioning emergency ventilation equipment and emergency lighting fixtures.

[0049] (4) When the vehicle is in a dormant state and there is no contact network power supply, the battery of the first energy storage power system supplies power to the permanent load. At this time, both the first DCDC conversion module and the second DCDC conversion module do not work. When the voltage of the battery drops to the undervoltage threshold (for example, 90V), the second energy storage power system controls the first DCDC conversion module to start. The first DCDC conversion module boosts the output voltage of the second energy storage power system to above DC1000V. The second DCDC conversion module starts when it detects that the voltage at its power input terminal is greater than or equal to the high voltage threshold. The second DCDC conversion module converts the output voltage of the first DCDC conversion module to DC600V. The battery charger of the first energy storage power system converts DC600V to DC110V to supply power to the permanent load and charge the battery. When the battery is fully charged, the second energy storage power system controls the first DCDC conversion module to stop working, and then the second DCDC conversion module stops working, and the battery continues to supply power to the permanent load.

[0050] The vehicle control circuit is provided with an undervoltage detection relay, which detects the undervoltage state of the battery. When the battery is in an undervoltage state, the contacts of the undervoltage detection relay are actuated, and the second energy storage power supply system receives an undervoltage signal.

[0051] (5) Energy-saving mode: Under braking conditions, the second energy storage power supply system absorbs the energy fed back by the electric brake and stores it; under traction conditions, the second energy storage power supply system releases the stored energy to power the electrical equipment.

[0052] Example 2

[0053] A high-speed extended-range self-traction control method provided in an embodiment of the present invention is applied to the high-speed extended-range self-traction control system in Example 1 of the present application. The control method includes five application conditions, namely, the vehicle is in a mainline running state and the contact network has no power (i.e., no contact network power supply) condition, the vehicle is in a dormant state and the contact network has no power condition, the vehicle is in a stationary state and the contact network has power (i.e., there is contact network power supply) condition, the vehicle is in a stationary state and emergency load mode and the contact network has no power condition, and the vehicle is in a traction condition or a braking condition and the contact network has power.

[0054] like Figure 3 As shown, when the vehicle is in a positive line running state and the overhead line is not powered, the high-speed extended-range self-traction control method includes the following steps:

[0055] Step A1: When the vehicle is in the normal line running state and the pantograph is in the raised state, if the train network control system diagnoses that the overhead line has no high voltage (i.e., no overhead line power supply), a fault alarm will be issued on the train display screen, and a prompt "the pantograph can be lowered to enter the extended range self-traction mode" will be given;

[0056] Step A2: The driver controls the pantograph to be lowered by operating the "pantograph lowering" button. When the pantographs are all in the pantograph lowering state and there is no pantograph raising instruction, the driver operates the range extension switch to generate a range extension traction signal and sends the range extension traction signal to the train network control system, and the vehicle enters the range extension self-traction mode;

[0057] Step A3: The train network control system sends the received extended-range traction signal to the vehicle control circuit, the traction inverter and the second energy storage power supply system;

[0058] Step A4: the vehicle control circuit controls the vehicle to enter the emergency load mode according to the received extended-range traction signal; wherein the emergency load mode refers to a mode in which only the emergency load works, and the emergency load includes air-conditioning emergency ventilation equipment, emergency lighting equipment, etc., and the passenger compartment air-conditioning and other equipment are turned off;

[0059] The traction inverter controls the vehicle to run at a limited speed by controlling the traction motor according to the received extended-range traction signal;

[0060] The second energy storage power supply system controls the first DCDC conversion module to start according to the received extended-range traction signal. The first DCDC conversion module boosts the output voltage of the second energy storage power supply system to DC1000V or above to power the vehicle traction equipment. At the same time, the second DCDC conversion module starts when it detects that the voltage at its power input terminal is ≥ the high-voltage threshold (for example, the high-voltage threshold is set to 1000V). The second DCDC conversion module converts the output voltage of the first DCDC conversion module into DC600V and DC110V to power the emergency load. That is, the second energy storage power supply system powers the vehicle traction equipment and the emergency load.

[0061] Step A5: When the driver operates the extended-range switch again, an exit signal is generated, and the train network control system controls the vehicle to exit the extended-range self-traction mode according to the exit signal.

[0062] When the vehicle loses high-voltage power during operation, it can be quickly pulled to the next station by its own second energy storage power system for passenger evacuation (traction deceleration on straight track> 0.4m / s 2 , towing distance>2.5km), avoiding the safety risk of passengers evacuating on the main line, reducing the probability of rescue, and improving the operational efficiency of rapid transfer of faulty vehicles.

[0063] like Figure 4 As shown, when the vehicle is in a dormant state and the contact network is out of power, the high-speed extended-range self-traction control method includes the following steps:

[0064] Step B1: When the vehicle is in a dormant state, the first energy storage power supply system (such as a battery) supplies power to the permanent load, and the first DCDC conversion module and the second DCDC conversion module are not started;

[0065] Step B2: When the voltage of the first energy storage power system drops to an undervoltage threshold (e.g., 90V), an undervoltage signal is generated, and the second energy storage power system controls the first DCDC conversion module to start according to the detected undervoltage signal, and the first DCDC conversion module boosts the output voltage of the second energy storage power system to above DC1000V. At this time, the second DCDC conversion module starts when it detects that the voltage at its power input terminal is greater than or equal to the high-voltage threshold, and the second DCDC conversion module converts the output voltage of the first DCDC conversion module to DC600V. The battery charger of the first energy storage power system converts DC600V to DC110V, and charges the battery of the first energy storage power system while supplying power to the permanent load;

[0066] The vehicle control circuit is provided with an undervoltage detection relay, which detects the undervoltage state of the battery. When the battery is in an undervoltage state, the contact of the undervoltage detection relay is actuated, and the second energy storage power supply system detects an undervoltage signal;

[0067] After the battery charger of the first energy storage power supply system detects that there is a DC600V voltage at its power input terminal, the battery charger automatically starts to charge the battery, and the vehicle control circuit disconnects the cooling fan of the second DCDC conversion module;

[0068] Step B3: When the first energy storage power system completes charging (by setting the charging time (for example, 4 hours) or detecting the battery power to determine whether charging is completed), the second energy storage power system controls the first DCDC conversion module to stop working according to the charging completion signal, and the second DCDC conversion module stops working when it detects that the voltage at its power input terminal is less than the high voltage threshold, and the battery of the first energy storage power system supplies power to the permanent load.

[0069] like Figure 5 As shown, when the vehicle is in a traction condition or a braking condition and the overhead line is energized, the high-speed extended-range self-traction control method includes the following steps:

[0070] Step C1: The second energy storage power supply system monitors the contact network voltage and receives a traction command or a braking command sent by the train network control system via Ethernet;

[0071] Step C2: When the vehicle is in traction mode and the overhead line is supplying power, the second energy storage power system controls the first DCDC conversion module to start, and the first DCDC conversion module increases the output voltage of the second energy storage power system to a voltage higher than the overhead line voltage, and the voltage is connected in parallel with the overhead line. The second DCDC conversion module remains started, and the second energy storage power system and the overhead line jointly supply power to the vehicle load;

[0072] Step C3: When the vehicle is in traction condition and the overhead line is supplying power, the second energy storage power supply system controls the first DCDC conversion module to start, and the first DCDC conversion module converts the braking energy into low voltage to charge the second energy storage power supply system.

[0073] The second energy storage power supply system can absorb the vehicle's braking feedback energy when the vehicle is in a braking condition, and release the energy stored in the braking condition to the vehicle for traction when the vehicle is in a traction condition, thereby improving the vehicle's energy-saving and emission reduction efficiency and economic benefits.

[0074] When the vehicle is stationary and the overhead line is powered, the high-speed extended-range self-traction control method includes:

[0075] The second DCDC conversion module starts when it detects that the voltage at its power input terminal (the contact network voltage at this time) is greater than or equal to the high voltage threshold, and the contact network supplies power to each auxiliary load and charges the first energy storage power supply system.

[0076] When the vehicle is in a stationary state and emergency load mode and the contact network is out of power, the high-speed extended-range self-traction control method includes:

[0077] The second energy storage power supply system controls the first DCDC conversion module to start, the first DCDC conversion module boosts the output voltage of the second energy storage power supply system to above DC1000V, the second DCDC conversion module starts when it detects that the voltage at its power input terminal is greater than or equal to the high voltage threshold, the second DCDC conversion module converts the output voltage of the first DCDC conversion module into DC600V, and the battery charger of the first energy storage power supply system converts DC600V into DC110V to supply power to emergency loads such as air-conditioning emergency ventilation equipment and emergency lighting fixtures.

[0078] What is disclosed above is only a specific implementation mode of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of changes or modifications within the technical scope disclosed in the present invention, which should be covered within the protection scope of the present invention.

Claims

1. A high-speed extended-range self-traction control system, applied to rail vehicles, characterized in that: The system comprises a pantograph, a high-speed circuit breaker, a traction inverter and a first energy storage power supply system, wherein the pantograph, the high-speed circuit breaker and the traction inverter are connected in sequence; The system also includes a second energy storage power supply system, a first DCDC conversion module, a second DCDC conversion module, and a range-extending switch provided in the driver's cab; a first end of the first DCDC conversion module is connected to the pantograph, the high-speed circuit breaker, and the second DCDC conversion module, and a second end of the first DCDC conversion module is connected to the second energy storage power supply system; the second DCDC conversion module is connected to the traction inverter and the first energy storage power supply system; the second energy storage power supply system is connected to the train network control system; The extended-range switch is used to generate an extended-range traction signal and is received by the train network control system. The second energy storage power supply system is used to receive the extended-range traction signal sent by the train network control system, and control the start-up of the first DCDC conversion module according to the extended-range traction signal. The second DCDC conversion module starts when it detects that the voltage at its power input terminal is greater than or equal to the high-voltage threshold, thereby realizing high-speed extended-range traction.

2. The high-speed extended-range self-traction control system according to claim 1, characterized in that: The range-extending switch is a button with a protective cover and an indicator light or a software switch on a train display screen.

3. The high-speed extended-range self-traction control system according to claim 1, characterized in that: The first energy storage power supply system includes a battery and a battery charger, and the battery charger is connected to the battery and the second DCDC conversion module.

4. The high-speed extended-range self-traction control system according to any one of claims 1 to 3, characterized in that: The second energy storage power supply system includes a supercapacitor group, a monitoring unit and a control management unit, and the control management unit is connected to the monitoring unit and the train network control system; The monitoring unit is used to monitor the status of the supercapacitor group; the control management unit is used to control the start-up of the first DCDC conversion module according to the extended-range traction signal sent by the train network control system.

5. A rail vehicle, characterized in that: The rail vehicle comprises a high-speed extended-range self-traction control system as claimed in any one of claims 1 to 4.

6. A high-speed extended-range self-traction control method, applied to a high-speed extended-range self-traction control system as claimed in any one of claims 1 to 4, characterized in that: The control method comprises: When the vehicle is in the normal line running state and the overhead line is without electricity, the driver operates the range-extending switch to generate a range-extending traction signal, and the vehicle enters the range-extending self-traction mode; The train network control system receives the extended-range traction signal generated by the extended-range switch and sends it to the vehicle control circuit, the traction inverter and the second energy storage power supply system; The vehicle control circuit controls the vehicle to enter the emergency load mode according to the extended-range traction signal, and the traction inverter controls the vehicle to run at a limited speed according to the extended-range traction signal; the second energy storage power supply system controls the first DCDC conversion module to start according to the extended-range traction signal, and the second DCDC conversion module starts when it detects that the voltage at its power input terminal is greater than or equal to the high-voltage threshold, and the second energy storage power supply system supplies power to the emergency load and traction equipment; When the driver operates the extended-range switch again, the vehicle exits the extended-range self-traction mode.

7. The high-speed extended-range self-traction control method according to claim 6, characterized in that: The control method further comprises: when the vehicle is in a dormant state and the overhead line is out of power, the first energy storage power supply system supplies power to the permanent load; When the voltage of the first energy storage power system drops to the undervoltage threshold, the second energy storage power system controls the first DCDC conversion module to start according to the undervoltage signal, and the second DCDC conversion module starts when it detects that the voltage at its power input terminal is greater than or equal to the high voltage threshold, and the second energy storage power system supplies power to the permanent load and charges the first energy storage power system; When the first energy storage power supply system completes charging, the second energy storage power supply system controls the first DCDC conversion module to stop working according to the charging completion signal, and the second DCDC conversion module stops working when it detects that the voltage at its power input terminal is less than the high voltage threshold, and the first energy storage power supply system supplies power to the permanent load.

8. The high-speed extended-range self-traction control method according to claim 6, characterized in that: The control method also includes: when the vehicle is stationary and the contact network is powered, the second DCDC conversion module is started when it detects that the voltage at its power input terminal is greater than or equal to the high voltage threshold, and the contact network supplies power to each auxiliary load and charges the first energy storage power supply system.

9. The high-speed extended-range self-traction control method according to claim 6, characterized in that: The control method also includes: when the vehicle is in a stationary state and an emergency load mode and the contact network is out of power, the second energy storage power supply system controls the first DCDC conversion module to start, and the second DCDC conversion module starts when it detects that the voltage at its power input terminal is greater than or equal to the high voltage threshold, and the second energy storage power supply system supplies power to the emergency load.

10. The high-speed extended-range self-traction control method according to any one of claims 6 to 9, characterized in that: The control method further includes: when the vehicle is in a traction condition and the contact network is powered, the second energy storage power supply system controls the first DCDC conversion module to start, the second DCDC conversion module remains started, the second energy storage power supply system outputs a voltage higher than the contact network voltage, and the second energy storage power supply system and the contact network jointly supply power to the vehicle load; When the vehicle is in a braking condition and the contact network is powered, the second energy storage power supply system controls the first DCDC conversion module to start, and the first DCDC conversion module converts the braking energy into low voltage to charge the second energy storage power supply system.

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