Dual-source electric locomotive and power supply conversion method and device thereof

Abstract

The present invention provides a dual-source electric locomotive and a power supply conversion method and device thereof. The dual-source electric locomotive power supply conversion method comprises: if it is determined that the electric locomotive is located in a contact network area and the area ahead is a non-contact network area, then executing steps A1 to A5. If it is determined that the electric locomotive is traveling from a non-contact network area to a position in a contact network area, then executing steps B1 to B4.

Description

Technical Field

[0001] The invention relates to a method and a device for automatically switching power supply modes of a dual-source electric locomotive, belonging to the field of main circuit control of electric locomotives. Background Art

[0002] The dual-source electric shunting locomotive can operate under two power sources, one is the pantograph mode and the other is the traction battery mode. Figure 1 As shown. In the pantograph mode, the overhead line 8 supplies power to the traction converter 53 through the pantograph 7, the second power supply switch unit 52 in the closed state, and the transformer. The current flows from the pantograph to the main breaker HVB, and then flows to the traction transformer, the traction converter and the traction motor in sequence. In the traction battery mode, the energy storage device 6 supplies power to the traction converter 53 through the first power supply switch unit 51 in the closed state and the DC / DC conversion circuit. The current flows from the traction battery to the main breaker HSCB, and then flows to the traction converter and the traction motor in sequence.

[0003] At present, when dual-source electric shunting locomotives and rail engineering vehicles switch between pantograph power supply mode and battery power supply mode, there are two situations, namely, driving from the overhead line area to the non-overhead line area or from the non-overhead line area to the overhead line area. When the existing dual-source electric shunting locomotives switch power supply, they need to stop, manually cut off the current mode, and manually re-switch the mode selection switch before starting the vehicle, which will lead to low operating efficiency and fail to give full play to the advantages of dual-source electric shunting locomotives. Summary of the invention

[0004] The problem to be solved by the present invention is that the existing dual-source electric shunting locomotive needs to stop and perform manual operation to switch the power supply mode when traveling from a contact network area to a non-contact network area or from a non-contact network area to a contact network area, resulting in low operating efficiency. A dual-source electric locomotive power supply conversion method, a dual-source electric locomotive power supply conversion device, and a dual-source electric locomotive are provided.

[0005] In order to solve the above technical problems, the technical solution adopted by the present invention is: a power supply conversion method for a dual-source electric locomotive, wherein the energy storage device of the electric locomotive is electrically connected to the traction converter via a first power supply switch unit;

[0006] The pantograph of the electric locomotive is electrically connected to the traction converter via a second power supply switch unit;

[0007] The electric locomotive power supply line has adjacently arranged overhead contact network areas and non-overhead contact network areas;

[0008] A first signal sending unit, a second signal sending unit, and a third signal sending unit for sending a first wireless signal, a second wireless signal, and a third wireless signal, respectively, are arranged in the contact network area near the non-contact network area. The first signal sending unit, the second signal sending unit, and the third signal sending unit are arranged in sequence and spaced apart along the traveling direction of the electric locomotive, and are all fixedly connected to the ground. The distance between the first signal sending unit and the non-contact network area is greater than the distance between the third signal sending unit and the non-contact network area.

[0009] The dual-source electric locomotive power supply conversion method comprises:

[0010] If it is determined that the electric locomotive is located in the overhead line area and there is no overhead line area ahead, the following steps A1 to A5 are executed;

[0011] If it is determined that the electric locomotive is moving from a non-contact network area to a location in a contact network area, the following steps B1 to B4 are executed;

[0012] Step A1: when a first wireless signal is detected, determining whether the first power supply switch unit is in a closed state, if the determination result is yes, the power supply conversion method is executed, otherwise, executing step A2;

[0013] Step A2: turning off the second power supply switch unit and lowering the pantograph;

[0014] Step A3: when the second wireless signal is detected, determining whether the second power supply switch unit is in the disconnected state and determining whether the pantograph is in the dropped state, if both determination results are yes, executing step A4;

[0015] Step A4: closing the first power switch unit;

[0016] Step A5: when the third wireless signal is detected, determining whether the first power supply switch unit is in a closed state, if the determination result is yes, the power supply conversion method is executed, otherwise the electric locomotive is braked;

[0017] Step B1: when a third wireless signal is detected, disconnecting the first power switch unit;

[0018] Step B2: when the second wireless signal is detected, determining whether the first power switch unit is in a disconnected state, if the determination result is yes, executing step B3;

[0019] Step B3: closing the second power supply switch unit and raising the pantograph;

[0020] Step B4: When the first wireless signal is detected, determine whether the second power supply switch unit is in a closed state and whether the pantograph is in a raised state. If the judgment result is yes, the power supply conversion method is executed, otherwise the electric locomotive is braked.

[0021] In the present invention, by determining the location of the electric locomotive, power supply conversion steps A1-A5 from the overhead contact area to the non-overhead contact area, or power supply conversion steps B1-B4 from the non-overhead contact area to the overhead contact area are executed, thereby realizing automatic power supply conversion between the overhead contact area and the non-overhead contact area.

[0022] In the above technical solution, in step A3, when the second wireless signal is detected, if at least one of the conditions that the second power supply switch unit is in the disconnected state and the pantograph is in the bow-dropped state is not satisfied, the electric locomotive performs the first penalty braking step;

[0023] The first penalty braking step is: issuing an alarm signal, and after a first preset time T1, if at least one of the conditions that the second power supply switch unit is in the disconnected state and the pantograph is in the bow-dropped state is not satisfied, the electric locomotive is braked;

[0024] In the step B2, when the second wireless signal is detected, if it is determined that the first power supply switch unit is in a closed state, the electric locomotive performs a second penalty braking step;

[0025] The second penalty braking step is: sending an alarm signal, and after a second preset time T2, if the first power supply switch unit is in a closed state, the electric locomotive is braked.

[0026] In the present invention, through the above-mentioned settings, when preparing to travel from the contact network area to the non-contact network area, if it is judged that the second power supply switch unit is not disconnected and the pantograph has not dropped, or when traveling from the non-contact network area to the contact network area, if it is judged that the first power supply switch unit is not disconnected, penalty braking can be implemented to ensure the execution of the disconnection operation.

[0027] In the above technical solution, the dual-source electric locomotive power supply conversion method further includes:

[0028] The position of the electric locomotive is detected and compared with the stored electric locomotive operation route to determine whether the electric locomotive is in the overhead contact area, whether the area ahead is a non-overhead contact area, and whether the electric locomotive is traveling from a non-overhead contact area to a position in the overhead contact area.

[0029] In the present invention, by detecting the position and comparing the detected position with the stored operating line, it is possible to more accurately judge whether the electric locomotive is located in the overhead contact area or in the non-overhead contact area.

[0030] In the above technical solution, the energy storage device is a traction battery.

[0031] The present invention also provides a dual-source electric locomotive power supply conversion device, comprising:

[0032] Locomotive control systems;

[0033] A wireless signal receiving unit, configured to receive a first wireless signal, a second wireless signal, and a third wireless signal;

[0034] A position detection unit, used to detect the position of the electric locomotive;

[0035] A first detection unit, used to detect a switch state of the first power supply switch unit;

[0036] A second detection unit, used to detect the switch state of the second power supply switch unit;

[0037] A pantograph detection unit, used to detect the raising and lowering status of the pantograph;

[0038] A first control unit, used for controlling the first power switch unit to switch on and off;

[0039] A second control unit, used for controlling the second power supply switch unit to switch on and off;

[0040] A pantograph control unit, used to control the pantograph raising and lowering;

[0041] Braking control unit, used to control the braking of electric locomotives;

[0042] The output end of the wireless signal receiving unit, the output end of the position detection unit, the output end of the first detection unit, the output end of the second detection unit, and the output end of the pantograph detection unit are all electrically connected to the input end of the locomotive control system;

[0043] The first control unit input terminal, the second control unit input terminal, and the pantograph control unit input terminal are all electrically connected to the output terminal of the locomotive control system;

[0044] The locomotive control system is configured or programmed to perform the steps of the above method.

[0045] In the above technical solution, the dual-source electric locomotive power supply conversion device further includes:

[0046] A switching unit, a first AND gate circuit, a second AND gate circuit, a third AND gate circuit, a fourth AND gate circuit, a first NOT gate circuit, a second NOT gate circuit, and a third NOT gate circuit;

[0047] One input end of the first AND gate circuit, one input end of the second AND gate circuit, and one input end of the third AND gate circuit are all electrically connected to the output end of the locomotive control system;

[0048] The first AND gate circuit output terminal, the second AND gate circuit output terminal, and the connection terminal of the switching unit are all electrically connected to the input terminal of the locomotive control system;

[0049] When the electric locomotive is located in the overhead line area, the locomotive control system outputs a first signal so that the switching unit is in a first state;

[0050] When the electric locomotive is located in a non-contact network area, the locomotive control system outputs a second signal so that the switching unit is in a second state;

[0051] When the switching unit is in the first state, the first detection unit is electrically connected to the other input end of the first AND gate circuit through the switching unit, the first detection unit is electrically connected to the other input end of the third AND gate circuit through the switching unit, the second detection unit is electrically connected to one input end of the fourth AND gate circuit through the second NOT gate circuit, the pantograph detection unit is electrically connected to the other input end of the fourth AND gate circuit through the third NOT gate circuit, the output end of the fourth AND gate circuit is electrically connected to the other input end of the second AND gate circuit through the switching unit, and the output end of the third AND gate circuit is electrically connected to the connection end through the switching unit;

[0052] When the switching unit is in the second state, the first detection unit is electrically connected to the other input end of the second AND gate circuit through the first NOT gate circuit; the second detection unit is electrically connected to one input end of the fourth AND gate circuit, the pantograph detection unit is electrically connected to the other input end of the fourth AND gate circuit, the output end of the fourth AND gate circuit is electrically connected to the other input end of the first AND gate circuit through the switching unit, and one input end of the third AND gate circuit is electrically connected to the connection end through the switching unit.

[0053] The applicant found during the research that if the output signals of the first detection unit, the second detection unit, and the pantograph detection unit are all received and processed by the locomotive control system, then each time a wireless signal is received, the locomotive control system must perform logical processing on the wireless signal and the output signals of one or more detection units and then determine how to process it, which not only occupies the input port of the locomotive control system, but also occupies more processing resources, which may affect the execution of other controls by the electric locomotive. In the present invention, through the above-mentioned setting, the switching unit, the AND gate circuit, and the NOT gate circuit are used to implement logical processing and then received by the locomotive control system, thereby reducing the occupation of the processing resources of the locomotive control system and reducing the workload of the locomotive control system.

[0054] In the above technical solution, the locomotive control system has a first input terminal and a first output terminal;

[0055] The dual-source electric locomotive power supply conversion device also includes a first switching switch and a second switching switch;

[0056] The common end of the first switch is electrically connected to the first output end, and the switching end of the first switch is switchably electrically connected to an input end of the first AND gate circuit, an input end of the second AND gate circuit, and an input end of the third AND gate circuit;

[0057] The common end of the second switch is electrically connected to the first input end, and the switching end of the second switch is switchably electrically connected to the output end of the first AND gate circuit, the output end of the second AND gate circuit, and the connection end of the switching unit;

[0058] When the wireless signal receiving unit receives the first wireless signal, the first output terminal is electrically connected to an input terminal of the first AND gate circuit, and the first input terminal is electrically connected to the output terminal of the first AND gate circuit;

[0059] When the wireless signal receiving unit receives the second wireless signal, the first output terminal is electrically connected to an input terminal of the second AND gate circuit, and the first input terminal is electrically connected to the output terminal of the second AND gate circuit;

[0060] When the wireless signal receiving unit receives the third wireless signal, the first output end is electrically connected to an input end of the third AND gate circuit, and the first input end is electrically connected to the connection end of the switching unit.

[0061] In the present invention, by setting the first switching switch and the second switching switch, the number of occupied input ports and output ports of the locomotive control system can be reduced, and for the monitoring task of three wireless signals, the locomotive control system only needs to query the status of the first input port and the first output port, thereby reducing the workload of the locomotive control system.

[0062] In the above technical solution, one input end of the first AND gate circuit, one input end of the second AND gate circuit, and one input end of the third AND gate circuit are electrically connected to different output ends of the locomotive control system respectively;

[0063] The first AND gate circuit output end, the second AND gate circuit output end, and the connection end of the switching unit are electrically connected to different input ends of the locomotive control system respectively.

[0064] In the above technical solution, the switching unit includes: a first switch, a second switch, a third switch, a fourth switch, and a fifth switch;

[0065] The connection end is a common connection end of the third switch;

[0066] When the switching unit is in the first state, the common connection end of the first switch is electrically connected to the connection end, the common connection end of the second switch is electrically connected to the connection end, the common connection end of the third switch is electrically connected to the connection end, the common connection end of the fourth switch is electrically connected to the connection end, and the common connection end of the fifth switch is electrically connected to the connection end;

[0067] When the switching unit is in the second state, the common connection end of the first switch is electrically connected to the connection end, the common connection end of the second switch is electrically connected to the connection end, the common connection end of the third switch is electrically connected to the connection end, the common connection end of the fourth switch is electrically connected to the connection end, and the common connection end of the fifth switch is electrically connected to the connection end;

[0068] The output terminal of the first detection unit is electrically connected to the common connection terminal, the connection terminal, the connection terminal, another input terminal of the first AND gate circuit, and another input terminal of the third AND gate circuit are electrically connected to each other, and the connection terminal is electrically connected to the input terminal of the first NOT gate circuit;

[0069] The output terminal of the fourth AND gate circuit is electrically connected to the common connection terminal, and the connection terminal, the output terminal of the first NOT gate circuit, and the other input terminal of the second AND gate circuit are electrically connected to each other;

[0070] The output terminal of the third AND gate circuit is electrically connected to the connection terminal, and the connection terminal is electrically connected to an input terminal of the third AND gate circuit.

[0071] The present invention also provides a dual-source electric locomotive, comprising the dual-source electric locomotive power supply conversion device.

[0072] In the above technical solution, the dual-source electric locomotive is a shunting locomotive.

[0073] The advantages and positive effects of the present invention are as follows: the automatic conversion control method between the pantograph mode and the battery mode of a dual-source electric shunting locomotive proposed in the present invention uses a combination of a signal sending unit arranged on the ground and an on-board device. According to the wireless signal sent by the signal sending unit preset on the ground, the locomotive control system can realize the automatic conversion between the pantograph mode and the battery mode of the dual-source electric locomotive without stopping when the dual-source electric locomotive enters the non-contact network area from the contact network area or the non-contact network area enters the contact network area according to the set method and logic without human intervention. This can effectively improve the automation level, improve the operating efficiency, and meet the working requirements of the dual-source electric shunting locomotive to realize mode conversion without stopping. BRIEF DESCRIPTION OF THE DRAWINGS

[0074] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0075] Figure 1 It is a schematic diagram of the main circuit principle of an existing dual-source electric locomotive.

[0076] Figure 2 It is a schematic diagram of the steps of the method for power supply conversion of a dual-source electric locomotive when the electric locomotive travels from a contact network area to a non-contact network area according to Embodiment 1 of the present invention;

[0077] Figure 3 It is a schematic diagram of the steps of the dual-source electric locomotive power supply conversion method when the electric locomotive travels from a non-contact network area to a contact network area according to Embodiment 1 of the present invention;

[0078] Figure 4 It is a schematic diagram of the positions of three signal sending units arranged near the boundary point between the contact network area and the non-contact network area in Example 1 of the present invention;

[0079] Figure 5 1 is a schematic diagram of the circuit structure of a dual-source electric locomotive power supply conversion device according to Embodiment 1 of the present invention;

[0080] Figure 6 1 is a schematic diagram of the circuit structure of a dual-source electric locomotive power supply conversion device according to Embodiment 2 of the present invention;

[0081] Figure 7 yes Figure 6 Schematic diagram of the circuit structure of the DEM part;

[0082] Figure 8 1 is a schematic diagram of the circuit structure of a dual-source electric locomotive power supply conversion device according to Embodiment 4 of the present invention;

[0083] In the above drawings, a braking control unit 3, an energy storage device 6, a pantograph 7, an overhead line 8, a first power supply switch unit 51, a second power supply switch unit 52, a traction converter 53, an overhead line area 10, a non-overhead line area 20, a locomotive control system 100, a wireless signal receiving unit 600, a position detection unit 700, a first detection unit 201, a second detection unit 202, a pantograph detection unit 203, a first control unit 301, a second control unit 302, a pantograph control unit 303, a first AND gate circuit 401, a second AND gate circuit 402, a third AND gate circuit 403, a fourth AND gate circuit 404, a first NOT gate circuit 501, a second NOT gate circuit 502, a third NOT gate circuit 503, a first signal sending unit 601, a second signal sending unit 602, and a third signal sending unit 603. DETAILED DESCRIPTION

[0084] The following will be combined with the drawings of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0085] Example 1

[0086] The present invention provides a power supply conversion method for a dual-source electric locomotive, wherein the energy storage device 6 of the electric locomotive is electrically connected to the traction converter 53 via a first power supply switch unit 51;

[0087] The pantograph 7 of the electric locomotive is electrically connected to the traction converter 53 via the second power supply switch unit 52;

[0088] The electric locomotive power supply line has a contact network area 10 and a non-contact network area 20 (also referred to as a non-power supply area) arranged adjacent to each other.

[0089] In this embodiment, the energy storage device 6 may be a traction battery or a super capacitor. The first power supply switch unit 51 may include a DC contactor and a DC main circuit breaker HSCB. The second power supply switch unit 52 may be a main circuit breaker HVB.

[0090] The first signal sending unit 601 (also called tag No. 1), the second signal sending unit 602 (also called tag No. 2), and the third signal sending unit 603 (also called tag No. 3) for sending the first wireless signal, the second wireless signal, and the third wireless signal are respectively arranged at a position near the non-contact network area 20 in the contact network area 10. The first signal sending unit 601, the second signal sending unit 602, and the third signal sending unit 603 are arranged in sequence and spaced along the direction of travel of the electric locomotive, and are all fixedly connected to the ground. The distance between the first signal sending unit 601 and the non-contact network area 20 is greater than the distance between the third signal sending unit 603 and the non-contact network area 20. That is, Figure 4 In the example, the first signal sending unit 601 is far from the regional demarcation point on one side, while the third signal sending unit 603 is close to the regional demarcation point. In practice, the distance between each signal sending unit and the regional demarcation point can be set according to actual needs. For example, the distance between the first, second, and third signal sending units and the regional demarcation point on one side is 10m, 20m, and 30m, respectively.

[0091] Each signal sending unit may be a Bluetooth signal sending unit or a unit that sends other wireless signals.

[0092] The first signal sending unit 601 , the second signal sending unit 602 , and the third signal sending unit 603 may be sending units for sending different wireless signals, which can be understood by those skilled in the art.

[0093] The dual-source electric locomotive power supply conversion method comprises:

[0094] If it is determined that the electric locomotive is located in the overhead line area 10 and the area ahead is the non-overhead line area 20, the following steps A1 to A5 are performed:

[0095] Step A1: when the first wireless signal is detected, it is determined whether the first power supply switch unit 51 is in a closed state. If the determination result is yes, the power supply conversion method is executed. Otherwise, step A2 is executed.

[0096] Step A2: turning off the second power supply switch unit 52 and lowering the pantograph 7;

[0097] Step A3: when the second wireless signal is detected, it is determined whether the second power supply switch unit 52 is in the disconnected state and whether the pantograph 7 is in the bow-dropped state. If both the determination results are yes, step A4 is executed;

[0098] Step A4: closing the first power switch unit 51;

[0099] Step A5: When the third wireless signal is detected, it is determined whether the first power supply switch unit 51 is in a closed state. If the determination result is yes, the power supply conversion method is executed, otherwise the electric locomotive is braked.

[0100] In a preferred embodiment, in step A3, when the second wireless signal is detected, if at least one of the conditions that the second power supply switch unit 52 is in the disconnected state and the pantograph 7 is in the bow-dropped state is not satisfied, the electric locomotive performs the first penalty braking step;

[0101] The first penalty braking step is: sending out an alarm signal, and after a first preset time T1, if at least one of the conditions that the second power supply switch unit 52 is in the disconnected state and the pantograph 7 is in the bow-dropped state is not met, the electric locomotive brakes.

[0102] If it is determined that the electric locomotive travels from the non-contact network area 20 to the location in the contact network area 10, the following steps B1 to B4 are executed;

[0103] Step B1: when a third wireless signal is detected, the first power supply switch unit 51 is disconnected;

[0104] Step B2: when the second wireless signal is detected, determine whether the first power switch unit 51 is in the disconnected state. If the determination result is yes, execute step B3;

[0105] Step B3: closing the second power supply switch unit 52 and raising the pantograph 7;

[0106] Step B4: When the first wireless signal is detected, determine whether the second power supply switch unit 52 is in a closed state and whether the pantograph 7 is in a raised state. If the judgment result is yes, the power supply conversion method is executed, otherwise the electric locomotive is braked.

[0107] In a preferred embodiment, in step B2, when the second wireless signal is detected, if it is determined that the first power supply switch unit 51 is in a closed state, the electric locomotive performs a second penalty braking step;

[0108] The second penalty braking step is: sending out an alarm signal, and after a second preset time T2, if the first power supply switch unit 51 is in a closed state, the electric locomotive is braked.

[0109] The dual-source electric locomotive power supply conversion method further includes:

[0110] The position of the electric locomotive is detected, and the detected position is compared with the stored electric locomotive operation route, so as to determine whether the electric locomotive is located in the overhead contact network area 10, whether the area ahead is a non-overhead contact network area 20, and whether the electric locomotive travels from the non-overhead contact network area 20 to a position in the overhead contact network area 10.

[0111] The present invention also provides a dual-source electric locomotive power supply conversion device, comprising:

[0112] Locomotive control system 100;

[0113] The wireless signal receiving unit 600 is used to receive a first wireless signal, a second wireless signal, and a third wireless signal;

[0114] A position detection unit 700 is used to detect the position of the electric locomotive;

[0115] A first detection unit 201, used to detect the switch state of the first power switch unit 51;

[0116] A second detection unit 202, used to detect the switch state of the second power supply switch unit 52;

[0117] A pantograph detection unit 203, used to detect the raising and lowering state of the pantograph 7;

[0118] A first control unit 301, used to control the first power switch unit 51 to be turned on and off;

[0119] A second control unit 302, used to control the second power switch unit 52 to be turned on and off;

[0120] A pantograph control unit 303, used to control the pantograph 7 to be raised or lowered;

[0121] The brake control unit 3 is used to control the brakes of the electric locomotive.

[0122] The selection of the control unit for controlling the switch state of the power switch unit and the selection of the detection unit for detecting the switch state of the power switch unit are both conventional techniques in the art. The first control unit 301 and the second control unit 302 can be controllers, such as DSP, single chip microcomputer, etc.

[0123] The locomotive control system 100 may output a high level from the output terminal IO1 , the output terminal IO2 , or the output terminal IO3 correspondingly according to the first wireless signal, the second wireless signal, or the third wireless signal.

[0124] The output end of the wireless signal receiving unit 600, the output end of the position detection unit 700, the output end of the first detection unit 201, the output end of the second detection unit 202, and the output end of the pantograph detection unit 203 are all electrically connected to the input end of the locomotive control system 100;

[0125] The input end of the first control unit 301, the input end of the second control unit 302, and the input end of the pantograph control unit 303 are all electrically connected to the output end of the locomotive control system 100;

[0126] The locomotive control system 100 is configured or programmed to perform the steps of the method of any one of claims 1-3.

[0127] In this embodiment 1, an input terminal 1W of the first AND gate circuit 401, an input terminal 2W of the second AND gate circuit 402, and an input terminal 3W of the third AND gate circuit 403 are electrically connected to different output terminals of the locomotive control system 100 respectively;

[0128] The output terminal 1U of the first AND gate circuit 401, the output terminal 2U of the second AND gate circuit 402, and the connection terminal 3M of the switching unit are electrically connected to different input terminals of the locomotive control system 100, respectively.

[0129] The present invention also provides a dual-source electric locomotive, comprising the dual-source electric locomotive power supply conversion device.

[0130] In the above technical solution, the dual-source electric locomotive is a shunting locomotive.

[0131] Specifically, the electric locomotive can be provided with:

[0132] a) Mode selection switch, which switches between pantograph mode, battery mode and automatic driving mode.

[0133] b) There are usually three ground passive tags, tag 1, tag 2, and tag 3, each containing preparation, switching, and review information.

[0134] c) The vehicle-mounted sensing antenna receives the signal fed back by the passive tag on the ground and transmits it to the host of the mode conversion device.

[0135] d) The mode conversion device host processes the information of the ground tag and sends the corresponding tag information to the locomotive control system.

[0136] e) The locomotive control system identifies the tag information sent by the mode conversion device host, and decides whether to convert, raise / lower the pantograph, and close / open the main circuit breaker based on the information, and determines whether the conversion is successful based on the current main circuit status;

[0137] f) Locomotive braking system: If the mode conversion fails, the locomotive control system will send a penalty braking or emergency braking command to the locomotive braking system.

[0138] g) Microcomputer display screen: displays and prompts the driver and passengers on the status of mode conversion.

[0139] The locomotive may be in pantograph or battery power supply mode when in the overhead line area.

[0140] Specifically, when the locomotive travels from the overhead contact area to the non-overhead contact area, the following steps are performed:

[0141] Select the locomotive mode switch to automatic mode and start the locomotive to move forward;

[0142] When the locomotive detects tag No. 1, the locomotive control system receives the first wireless signal sent by tag No. 1, and the locomotive control system determines whether it is in battery mode. If it is in battery mode, no conversion is performed and the driver is prompted on the display screen that there is no need to convert the mode at present. When the locomotive control system determines that it is currently in contact network mode, it should start to separate the main breakers and lower the pantograph, and continue to slide forward during this period;

[0143] After the locomotive disconnects the vacuum main breaker HVB and lowers the pantograph, it detects the second wireless signal sent by tag No. 2. At this time, the locomotive should automatically configure the battery mode, close the contactor, close the main breaker HSCB, and switch to the battery mode. If it is still detected that the pantograph is not lowered and the vacuum main breaker HVB is not disconnected at this time, the penalty brake should be applied. The driver will be reminded on the computer display that "network / no network conversion failed";

[0144] When the locomotive moves forward in battery mode, the third wireless signal sent by tag No. 3 is detected. At this time, the display screen in the driver's cab should prompt the driver, "Entering the non-contact network area, the network / no network conversion is successful." If the DC main breaker HSCB and DC contactor are not detected to be closed at this time, the emergency brake should be applied. And the driver will be reminded on the computer display screen that "the network / no network conversion failed";

[0145] The first power supply switch unit 51 includes a DC main circuit breaker and a DC contactor connected between the energy storage device 6 and the traction converter 53 .

[0146] Specifically, when the locomotive travels from an area without a contact network to an area with a contact network, the following steps are performed:

[0147] Select the locomotive mode switch to automatic mode;

[0148] When the locomotive travels from the non-contact network area to the contact network end in battery mode, the locomotive will continue to travel to tag No. 3. The locomotive control system receives the third wireless signal. The locomotive detects the signal and starts to separate the DC main disconnection HCSB. During this period, the locomotive continues to slide forward.

[0149] After the locomotive disconnects the DC main breaker HSCB, it detects the second wireless signal sent by tag 2. At this time, the locomotive should automatically configure the pantograph mode, raise the pantograph, close the AC main circuit breaker HVB, and switch to the pantograph mode. If it is still detected that the DC main breaker HSCB is not disconnected at this time, the penalty brake should be applied. The driver will be reminded on the computer display screen that "network / no network conversion failed";

[0150] When the locomotive moves forward in pantograph mode, the first wireless signal sent by tag No. 1 is detected, and the display screen in the driver's cab should prompt the driver, "Entering the overhead contact area, no-grid / grid conversion successful". If the pantograph is not detected to be raised or the vacuum main breaker HVB is not closed at this time, emergency braking should be applied. The driver will be reminded on the computer display screen that "no-grid / grid conversion failed".

[0151] Example 2

[0152] like Figure 6 , Figure 7 As shown, the difference between this embodiment 2 and embodiment 1 is:

[0153] The dual-source electric locomotive power supply conversion device also includes:

[0154] Switching unit, first AND gate circuit 401, second AND gate circuit 402, third AND gate circuit 403, fourth AND gate circuit 404, first NOT gate circuit 501, second NOT gate circuit 502, third NOT gate circuit 503;

[0155] An input terminal 1W of the first AND gate circuit 401, an input terminal 2W of the second AND gate circuit 402, and an input terminal 3W of the third AND gate circuit 403 are electrically connected to the first output terminal IO1, the second output terminal IO2, and the third output terminal IO3 of the locomotive control system 100 respectively;

[0156] The output terminal 1U of the first AND gate circuit 401, the output terminal 2U of the second AND gate circuit 402, and the connection terminal 3M of the switching unit are electrically connected to the first input terminal IA1, the second input terminal IA2, and the third input terminal IA3 of the locomotive control system 100 respectively;

[0157] When the electric locomotive is located in the overhead line area 10, the locomotive control system 100 outputs a first signal so that the switching unit is in a first state;

[0158] When the electric locomotive is located in the non-contact network area 10, the locomotive control system 100 outputs a second signal so that the switching unit is in the second state;

[0159] When the switching unit is in the first state, the first detection unit 201 is electrically connected to the other input end of the first AND gate circuit 401 through the switching unit, the first detection unit 201 is electrically connected to the other input end of the third AND gate circuit 403 through the switching unit, the second detection unit 202 is electrically connected to one input end of the fourth AND gate circuit 404 through the second NOT gate circuit 502, the pantograph detection unit 203 is electrically connected to the other input end of the fourth AND gate circuit 404 through the third NOT gate circuit 503, the output end of the fourth AND gate circuit 404 is electrically connected to the other input end of the second AND gate circuit 402 through the switching unit, and the output end of the third AND gate circuit 403 is electrically connected to the connection end 3M through the switching unit;

[0160] When the switching unit is in the second state, the first detection unit 201 is electrically connected to the other input terminal of the second AND gate circuit 402 through the first NOT gate circuit 501; the second detection unit 202 is electrically connected to one input terminal of the fourth AND gate circuit 404, the pantograph detection unit 203 is electrically connected to the other input terminal of the fourth AND gate circuit 404, the output terminal of the fourth AND gate circuit 404 is electrically connected to the other input terminal of the first AND gate circuit 401 through the switching unit, and one input terminal 3W of the third AND gate circuit 403 is electrically connected to the connection terminal 3M through the switching unit.

[0161] Example 3

[0162] In this embodiment, further, the locomotive control system 100 can determine the area where the locomotive is located according to the position detected by the position detection unit 700, so that a control signal can be output from the output terminal IO4 to control the switching unit to switch between the first state and the second state.

[0163] Example 4

[0164] like Figure 8As shown, the difference between this embodiment 4 and embodiment 2 is that: an input terminal 1W of the first AND gate circuit 401, an input terminal 2W of the second AND gate circuit 402, and an input terminal 3W of the third AND gate circuit 403 can be switchably electrically connected to the input terminal of the locomotive control system 100, and the output terminal 1U of the first AND gate circuit 401, the output terminal 2U of the second AND gate circuit 402, and the connection terminal 3M of the switching unit can be switchably electrically connected to the input terminal of the locomotive control system 100.

[0165] Specifically, the locomotive control system 100 has a first input terminal IA1 and a first output terminal IO1;

[0166] The dual-source electric locomotive power supply conversion device also includes a first switching switch and a second switching switch;

[0167] The common end of the first switch is electrically connected to the first output end IO1, and the switching end of the first switch is switchably electrically connected to an input end 1W of the first AND gate circuit 401, an input end 2W of the second AND gate circuit 402, and an input end 3W of the third AND gate circuit 403;

[0168] The common end of the second switch is electrically connected to the first input end IA1, and the switching end of the second switch is switchably electrically connected to the output end 1U of the first AND gate circuit 401, the output end 2U of the second AND gate circuit 402, and the connection end 3M of the switching unit;

[0169] When the wireless signal receiving unit 600 receives the first wireless signal, the first switch is configured to electrically connect the first output terminal IO1 to an input terminal 1W of the first AND gate circuit 401, and the second switch is configured to electrically connect the first input terminal IA1 to the output terminal 1U of the first AND gate circuit 401;

[0170] When the wireless signal receiving unit 600 receives the second wireless signal, the first switch is configured to electrically connect the first output terminal IO1 to an input terminal 2W of the second AND gate circuit 402, and the second switch is configured to electrically connect the first input terminal IA1 to an output terminal 1U of the second AND gate circuit 402;

[0171] When the wireless signal receiving unit 600 receives the third wireless signal, the first switching switch is configured to electrically connect the first output terminal IO1 to an input terminal 3W of the third AND gate circuit 403, and the second switching switch is configured to electrically connect the first input terminal IA1 to the connection terminal 3M of the switching unit.

[0172] The switching unit includes: a first switch, a second switch, a third switch, a fourth switch, and a fifth switch;

[0173] The connection terminal 3M is a common connection terminal of the third switch;

[0174] When the switching unit is in the first state, the common connection terminal 1M of the first switch is electrically connected to the connection terminal 1A, the common connection terminal 2M of the second switch is electrically connected to the connection terminal 2A, the common connection terminal 3M of the third switch is electrically connected to the connection terminal 3A, the common connection terminal 4M of the fourth switch is electrically connected to the connection terminal 4A, and the common connection terminal 5M of the fifth switch is electrically connected to the connection terminal 5A;

[0175] When the switching unit is in the second state, the common connection terminal 1M of the first switch is electrically connected to the connection terminal 1B, the common connection terminal 2M of the second switch is electrically connected to the connection terminal 2B, the common connection terminal 3M of the third switch is electrically connected to the connection terminal 3B, the common connection terminal 4M of the fourth switch is electrically connected to the connection terminal 4B, and the common connection terminal 5M of the fifth switch is electrically connected to the connection terminal 5B;

[0176] The output terminal of the first detection unit 201 is electrically connected to the common connection terminal 1M, the connection terminal 1A, the connection terminal 2B, another input terminal of the first AND gate circuit 401, and another input terminal of the third AND gate circuit 403 are electrically connected to each other, and the connection terminal 1B is electrically connected to the input terminal of the first NOT gate circuit 501;

[0177] The output terminal of the fourth AND gate circuit 404 is electrically connected to the common connection terminal 2M, and the connection terminal 2A, the output terminal of the first NOT gate circuit 501, and the other input terminal of the second AND gate circuit 402 are electrically connected to each other;

[0178] The output terminal of the third AND gate circuit 403 is electrically connected to the connection terminal 3A, and the connection terminal 3B is electrically connected to an input terminal 3W of the third AND gate circuit 403 .

[0179] In this embodiment 4, the DEM structure is the same as that in embodiment 2.

[0180] The locomotive control system 100 can output a high level signal from the output terminal IO1 and a control signal from the output terminal IO5 according to the first wireless signal, the second wireless signal or the third wireless signal, that is, when any one of the first, second and third wireless signals is received, a high level signal is output from the output terminal IO1. The output terminal IO5 can control the switching of the first switch and the switching of the second switch.

[0181] It should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0182] The embodiments of the present invention are described in detail above, but the contents are only preferred embodiments of the present invention and cannot be considered to limit the scope of implementation of the present invention. All equivalent changes and improvements made within the scope of the present invention should still fall within the scope of this patent. After reading the present invention, modifications of various equivalent forms of the present invention by those skilled in the art all fall within the scope defined by the claims attached to this application. In the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other.

Claims

1. A method for power conversion of a dual-source electric locomotive, wherein an energy storage device (6) of the electric locomotive is electrically connected to a traction converter (53) via a first power supply switch unit (51); The pantograph (7) of the electric locomotive is electrically connected to the traction converter (53) via a second power supply switch unit (52); The electric locomotive power supply line has a contact network area (10) and a non-contact network area (20) arranged adjacent to each other; Features: A first signal sending unit (601), a second signal sending unit (602), and a third signal sending unit (603) for sending a first wireless signal, a second wireless signal, and a third wireless signal, respectively, are arranged at a position in the contact network area (10) close to the non-contact network area (20); the first signal sending unit (601), the second signal sending unit (602), and the third signal sending unit (603) are arranged in sequence and spaced apart along the direction of travel of the electric locomotive, and are all fixedly connected to the ground; and the distance between the first signal sending unit (601) and the non-contact network area (20) is greater than the distance between the third signal sending unit (603) and the non-contact network area (20); The dual-source electric locomotive power supply conversion method comprises: (1) When it is determined that the electric locomotive is located in the overhead line area (10) and the area ahead of it is a non-overhead line area (20), the following steps A1 to A5 are executed; Step A1: when a first wireless signal is detected, determining whether the first power supply switch unit (51) is in a closed state; if the determination result is yes, the power supply conversion method is executed; otherwise, executing step A2; Step A2: turning off the second power supply switch unit (52) and lowering the pantograph (7); Step A3: when the second wireless signal is detected, determining whether the second power supply switch unit (52) is in an off state, and determining whether the pantograph (7) is in a bow-drop state; if both determination results are yes, executing step A4; Step A4: closing the first power switch unit (51); Step A5: when the third wireless signal is detected, determining whether the first power supply switch unit (51) is in a closed state; if the determination result is yes, the power supply conversion method is executed; otherwise, the electric locomotive is braked; (2) when it is determined that the electric locomotive has traveled from a non-contact network area (20) to a position in a contact network area (10), the following steps B1 to B4 are executed; Step B1: when a third wireless signal is detected, disconnecting the first power supply switch unit (51); Step B2: when the second wireless signal is detected, determining whether the first power supply switch unit (51) is in a disconnected state; if the determination result is yes, executing step B3; Step B3: closing the second power supply switch unit (52) and raising the pantograph (7); Step B4: when the first wireless signal is detected, it is determined whether the second power supply switch unit (52) is in a closed state and whether the pantograph (7) is in a raised state. If the determination result is yes, the power supply conversion method is executed; otherwise, the electric locomotive is braked.

2. The dual-source electric locomotive power supply conversion method according to claim 1, characterized in that: In step A3, when the second wireless signal is detected, if at least one of the conditions that the second power supply switch unit (52) is in the disconnected state and the pantograph (7) is in the bow-dropped state is not satisfied, the electric locomotive performs a first penalty braking step; The first penalty braking step comprises: issuing an alarm signal, and after a first preset time T1, if at least one of the conditions that the second power supply switch unit (52) is in an off state and the pantograph (7) is in a bow-drop state is not satisfied, the electric locomotive is braked; In the step B2, when the second wireless signal is detected, if it is determined that the first power supply switch unit (51) is in a closed state, the electric locomotive performs a second penalty braking step; The second penalty braking step comprises: issuing an alarm signal, and after a second preset time T2, if the first power supply switch unit (51) is in a closed state, the electric locomotive is braked.

3. The dual-source electric locomotive power supply conversion method according to claim 1, characterized in that: The dual-source electric locomotive power supply conversion method further includes: The position of the electric locomotive is detected, and the detected position is compared with the stored electric locomotive operation line, so as to determine whether the electric locomotive is located in the overhead contact network area (10), determine whether the area ahead is a non-overhead contact network area (20), and determine whether the electric locomotive has traveled from the non-overhead contact network area (20) to a position located in the overhead contact network area (10).

4. A dual-source electric locomotive power supply conversion device, characterized in that: include: Locomotive control system (100); A wireless signal receiving unit (600), configured to receive a first wireless signal, a second wireless signal, and a third wireless signal; A position detection unit (700) is used to detect the position of the electric locomotive; A first detection unit (201), used for detecting a switch state of a first power supply switch unit (51); A second detection unit (202), used for detecting a switch state of a second power supply switch unit (52); A pantograph detection unit (203), used for detecting the raising and lowering state of the pantograph (7); A first control unit (301), used for controlling the first power switch unit (51) to switch on and off; A second control unit (302), used for controlling the second power supply switch unit (52) to switch on and off; A pantograph control unit (303) for controlling the raising and lowering of the pantograph (7); A brake control unit (3), used for controlling the brakes of the electric locomotive; The output end of the wireless signal receiving unit (600), the output end of the position detection unit (700), the output end of the first detection unit (201), the output end of the second detection unit (202), and the output end of the pantograph detection unit (203) are all electrically connected to the input end of the locomotive control system (100); The input end of the first control unit (301), the input end of the second control unit (302), and the input end of the pantograph control unit (303) are all electrically connected to the output end of the locomotive control system (100); The locomotive control system (100) is configured or programmed to perform the steps of the method of any one of claims 1-3.

5. The dual-source electric locomotive power supply conversion device according to claim 4 is characterized in that: The dual-source electric locomotive power supply conversion device also includes: A switching unit, a first AND gate circuit (401), a second AND gate circuit (402), a third AND gate circuit (403), a fourth AND gate circuit (404), a first NOT gate circuit (501), a second NOT gate circuit (502), and a third NOT gate circuit (503); An input end (1W) of the first AND gate circuit (401), an input end (2W) of the second AND gate circuit (402), and an input end (3W) of the third AND gate circuit (403) are electrically connected to the output end of the locomotive control system (100), respectively; The output end (1U) of the first AND gate circuit (401), the output end (2U) of the second AND gate circuit (402), and the connection end (3M) of the switching unit are electrically connected to the input end of the locomotive control system (100) respectively; When the electric locomotive is located in the overhead line area (10), the locomotive control system (100) is configured to output a first signal so that the switching unit is in a first state; When the electric locomotive is located in a non-contact network area (10), the locomotive control system (100) is configured to output a second signal so that the switching unit is in a second state; When the switching unit is in the first state, the first detection unit (201) is electrically connected to another input end of the first AND gate circuit (401) through the switching unit, the first detection unit (201) is electrically connected to another input end of the third AND gate circuit (403) through the switching unit, the second detection unit (202) is electrically connected to one input end of the fourth AND gate circuit (404) through the second NOT gate circuit (502), the pantograph detection unit (203) is electrically connected to another input end of the fourth AND gate circuit (404) through the third NOT gate circuit (503), the output end of the fourth AND gate circuit (404) is electrically connected to another input end of the second AND gate circuit (402) through the switching unit, and the output end of the third AND gate circuit (403) is electrically connected to the connection end (3M) through the switching unit; When the switching unit is in the second state, the first detection unit (201) is electrically connected to the other input end of the second AND gate circuit (402) through the first NOT gate circuit (501); the second detection unit (202) is electrically connected to one input end of the fourth AND gate circuit (404), the pantograph detection unit (203) is electrically connected to the other input end of the fourth AND gate circuit (404), the output end of the fourth AND gate circuit (404) is electrically connected to the other input end of the first AND gate circuit (401) through the switching unit, and one input end (3W) of the third AND gate circuit (403) is electrically connected to the connection end (3M) through the switching unit.

6. The dual-source electric locomotive power supply conversion device according to claim 5, characterized in that: The locomotive control system (100) has a first input terminal (IA1) and a first output terminal (IO1); The dual-source electric locomotive power supply conversion device also includes a first switching switch and a second switching switch; The common end of the first switch is electrically connected to the first output end (IO1), and the switching end of the first switch is switchably electrically connected to an input end (1W) of the first AND gate circuit (401), an input end (2W) of the second AND gate circuit (402), and an input end (3W) of the third AND gate circuit (403); The common end of the second switch is electrically connected to the first input end (IA1), and the switching end of the second switch is switchably electrically connected to the output end (1U) of the first AND gate circuit (401), the output end (2U) of the second AND gate circuit (402), and the connection end (3M) of the switching unit; When the wireless signal receiving unit (600) receives a first wireless signal, the first output terminal (IO1) is electrically connected to an input terminal (1W) of the first AND gate circuit (401), and the first input terminal (IA1) is electrically connected to an output terminal (1U) of the first AND gate circuit (401); When the wireless signal receiving unit (600) receives a second wireless signal, the first output terminal (IO1) is electrically connected to an input terminal (2W) of the second AND gate circuit (402), and the first input terminal (IA1) is electrically connected to an output terminal (1U) of the second AND gate circuit (402); When the wireless signal receiving unit (600) receives a third wireless signal, the first output terminal (IO1) is electrically connected to an input terminal (3W) of the third AND gate circuit (403), and the first input terminal (IA1) is electrically connected to a connection terminal (3M) of a switching unit.

7. The dual-source electric locomotive power supply conversion device according to claim 5, characterized in that: An input end (1W) of the first AND gate circuit (401), an input end (2W) of the second AND gate circuit (402), and an input end (3W) of the third AND gate circuit (403) are electrically connected to different output ends of the locomotive control system (100), respectively; The output end (1U) of the first AND gate circuit (401), the output end (2U) of the second AND gate circuit (402), and the connection end (3M) of the switching unit are electrically connected to different input ends of the locomotive control system (100), respectively.

8. The dual-source electric locomotive power supply conversion device according to claim 5, characterized in that: The switching unit includes: a first switch, a second switch, a third switch, a fourth switch, and a fifth switch; The connection terminal (3M) is a common connection terminal of the third switch; When the switching unit is in a first state, the common connection terminal (1M) of the first switch is electrically connected to the connection terminal (1A), the common connection terminal (2M) of the second switch is electrically connected to the connection terminal (2A), the common connection terminal (3M) of the third switch is electrically connected to the connection terminal (3A), the common connection terminal (4M) of the fourth switch is electrically connected to the connection terminal (4A), and the common connection terminal (5M) of the fifth switch is electrically connected to the connection terminal (5A); When the switching unit is in the second state, the common connection terminal (1M) of the first switch is electrically connected to the connection terminal (1B), the common connection terminal (2M) of the second switch is electrically connected to the connection terminal (2B), the common connection terminal (3M) of the third switch is electrically connected to the connection terminal (3B), the common connection terminal (4M) of the fourth switch is electrically connected to the connection terminal (4B), and the common connection terminal (5M) of the fifth switch is electrically connected to the connection terminal (5B); The output end of the first detection unit (201) is electrically connected to the common connection end (1M), the connection end (1A), the connection end (2B), another input end of the first AND gate circuit (401), and another input end of the third AND gate circuit (403) are electrically connected to each other, and the connection end (1B) is electrically connected to the input end of the first NOT gate circuit (501); The output end of the fourth AND gate circuit (404) is electrically connected to the common connection end (2M), and the connection end (2A), the output end of the first NOT gate circuit (501), and the other input end of the second AND gate circuit (402) are electrically connected to each other; The output end of the third AND gate circuit (403) is electrically connected to the connection end (3A), and the connection end (3B) is electrically connected to an input end (3W) of the third AND gate circuit (403).

9. A dual-source electric locomotive, characterized in that: It comprises a dual-source electric locomotive power supply conversion device as described in any one of claims 4-8.

10. The dual-source electric locomotive according to claim 9, characterized in that: The dual-source electric locomotive is a shunting locomotive.

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