A dual-mode vehicle power supply conversion system, power supply conversion method, and vehicle

Abstract

This application provides a dual-mode vehicle power supply conversion system, power supply conversion method, and vehicle. The system is applied to switching between stations and / or line sections. The system includes: an information receiving unit for receiving the start and end position information of the de-energized zone on the line where the vehicle is located, as well as the contact network power supply system information; a position judgment unit for receiving real-time vehicle position information and comparing it with the start and end position information of the de-energized zone; a conversion control unit for controlling the pantograph to lower when the vehicle reaches the start position of the de-energized zone and to control the pantograph to raise when the vehicle reaches the end position of the de-energized zone; and an AC / DC switching switch connected to the conversion control unit, which switches the AC / DC switching switch to the corresponding position according to the contact network power supply system information. This application can realize vehicle switching operation between different voltage systems at fixed stations and line sections, and has strong practicality.

Description

Technical Field

[0001] This application relates to the field of dual-mode rail vehicles, specifically to a dual-mode vehicle power supply conversion system, power supply conversion method, and vehicle. Background Technology

[0002] With the accelerated urbanization in my country, cities are showing a multi-center or radial development trend, and a large number of satellite cities are emerging. This has led to a large amount of commuter traffic within urban areas, outside the central urban area, between satellite cities, and in specific directions (from the central urban area to the airport). my country's mainline railway electric locomotives generally use a single-phase power frequency 25kV AC power supply system, while urban rail transit vehicles generally use a 1500V DC power supply system. As a new type of rail transit system that provides rapid and large-scale public transportation between the central city and new towns, urban rail transit systems use either the AC power supply system of intercity mainline railways or the DC power supply system of urban rail transit, depending on different service targets, passenger volume, construction scale, and other conditions.

[0003] Due to differences in voltage levels and power supply systems, different traction power supply systems need to be built when constructing vehicle test lines. Alternatively, when upgrading the power supply system of some existing traction substations, a large amount of redundant construction will inevitably occur based on the requirements of different power supply systems, which is not conducive to fully utilizing the efficiency of existing train sets. Summary of the Invention

[0004] To address one of the aforementioned technical deficiencies, this application provides a dual-mode vehicle power supply conversion system, power supply conversion method, and vehicle capable of switching between different voltage systems.

[0005] According to a first aspect of the embodiments of this application, a dual-mode vehicle power supply switching system is provided. The system is applied to switching between platforms and / or track sections. The system includes: an information receiving unit for receiving start and end position information of a de-energized zone on the track where the vehicle is located, as well as contact network power supply system information; the contact network power supply system information refers to the power supply system information of the contact network before and after the de-energized zone; a position determination unit connected to the information receiving unit for receiving real-time vehicle position information and comparing it with the start and end position information of the de-energized zone; a switching control unit connected to the information receiving unit and the position determination unit for controlling the pantograph to lower when the vehicle reaches the start position of the de-energized zone and controlling the pantograph to raise when the vehicle reaches the end position of the de-energized zone; and an AC / DC switching switch connected to the switching control unit, the switching control unit switching the AC / DC switching switch to the corresponding position according to the contact network power supply system information.

[0006] Preferably, the system includes: a judgment unit connected to the information receiving unit, used to judge whether the information receiving unit has received contact network power supply system information; and a monitoring unit connected to the judgment unit, the information receiving unit, and the conversion control unit, used to monitor the contact network voltage information after the conversion control unit controls the pantograph to raise when the information receiving unit has not received contact network power supply system information, and send it to the conversion control unit so that the conversion control unit can switch the AC / DC switching switch to the corresponding position according to the contact network voltage information.

[0007] Preferably, the AC / DC switching switch is in the AC position by default.

[0008] Preferably, the information receiving unit is used to connect to the train's network system, and the network system sends the start and end position information of the power-off zone of the line where the vehicle is located, as well as the contact wire power supply system information, received from the on-board signaling system, to the information receiving unit.

[0009] Preferably, when the system is used for voltage switching at a station and AC / DC voltages share a single pantograph, the conversion control unit includes: a vacuum circuit breaker Q02, a main transformer T01, a high-speed circuit breaker Q04, a filter reactor T04, a traction inverter T02, and a traction motor. The fixed terminal of the AC / DC switching switch Q01 is connected in series with a voltage detection device X01 and a pantograph C01, and is electrically connected to the contact network. The movable terminal of the AC / DC switching switch Q01 is connected in series with the vacuum circuit breaker Q02 and then connected to the primary side of the main transformer T01. The secondary side of the main transformer T01 is connected to the traction inverter... The AC power supply side of the traction inverter T02 is connected. The other movable terminal of the AC / DC switching switch Q01 is connected in series with the high-speed circuit breaker Q04 and the filter reactor T04, and then connected to the DC power supply side of the traction inverter T02. The output terminal of the traction inverter T02 is connected to the traction motor. The connection between the pantograph C01 and the voltage detection device X01 is connected in series with the surge arrester F02 and grounded. The connection between the vacuum circuit breaker Q02 and the primary side of the main transformer T01 is connected in series with the surge arrester F01 and grounded. The connection between the AC / DC switching switch Q01 and the high-speed circuit breaker Q04 is connected in series with the surge arrester F03 and grounded.

[0010] Preferably, when the system is used for voltage switching at a station and each AC / DC voltage uses a separate pantograph, the switching control unit includes: a vacuum circuit breaker Q06, a voltage transformer T11, an AC transformer T12, a main transformer T06, a high-speed circuit breaker Q08, a high-speed circuit breaker Q09, a filter reactor T09, a traction inverter T08, and a traction motor; the AC contact network is connected sequentially to the primary side of the vacuum circuit breaker Q06, the AC transformer T12, and the main transformer T06 via the pantograph C02; the secondary side of the main transformer T06 is connected to the AC power supply side of the traction inverter T08; and the pantograph C02... The connection between the vacuum circuit breaker Q06 and the voltage transformer T11 and voltage detection device X02 is connected in series and then grounded. The DC contact network is connected to the DC power supply side of the traction inverter T08 in series through the pantograph C03, high-speed circuit breaker Q08, and filter reactor T09. The output terminal of the traction inverter T08 is connected to the traction motor. The connection between the pantograph C02 and the voltage transformer T11 is connected in series with surge arrester F05 and grounded. The connection between the vacuum circuit breaker Q06 and the transformer AC transformer T12 is connected in series with surge arrester F04 and grounded. The connection between the pantograph C03 and the high-speed circuit breaker Q08 is connected in series with surge arrester F06 and grounded.

[0011] Preferably, when the system is used for voltage switching in a line section and AC / DC voltages share a single pantograph, the switching control unit includes: a vacuum circuit breaker Q02, a main transformer T01, a high-speed circuit breaker Q04, a filter reactor T04, a traction inverter T02, and a traction motor. The fixed terminal of the AC / DC switching switch Q01 is connected in series with a voltage detection device X01 and a pantograph C01, and is electrically connected to the contact network. The movable terminal of the AC / DC switching switch Q01 is connected in series with the vacuum circuit breaker Q02 and then connected to the primary side of the main transformer T01. The secondary side of the main transformer T01 is connected to the traction inverter... The AC power supply side of the inverter T02 is connected. The other movable terminal of the AC / DC switching switch Q01 is connected in series with the high-speed circuit breaker Q04 and the filter reactor T04, and then connected to the DC power supply side of the traction inverter T02. The output terminal of the traction inverter T02 is connected to the traction motor. The connection between the pantograph C01 and the voltage detection device X01 is connected in series with the surge arrester F02 and grounded. The connection between the vacuum circuit breaker Q02 and the primary side of the main transformer T01 is connected in series with the surge arrester F01 and grounded. The connection between the AC / DC switching switch Q01 and the high-speed circuit breaker Q04 is connected in series with the surge arrester F03 and grounded.

[0012] Preferably, when the system is used for voltage switching in a line section and each AC / DC voltage uses a separate pantograph, the switching control unit includes: a vacuum circuit breaker Q06, a voltage transformer T11, an AC transformer T12, a main transformer T06, a high-speed circuit breaker Q08, a high-speed circuit breaker Q09, a filter reactor T09, a traction inverter T08, and a traction motor; the AC contact network is connected to the primary side of the vacuum circuit breaker Q06, the AC transformer T12, and the main transformer T06 in sequence via the pantograph C02; the secondary side of the main transformer T06 is connected to the AC power supply side of the traction inverter T08; and the pantograph C0... 2. The connection between the pantograph C02 and the vacuum circuit breaker Q06 is connected in series with the voltage transformer T11 and the voltage detection device X02, and then grounded. The DC contact network is connected to the DC power supply side of the traction inverter T08 in series through the pantograph C03, the high-speed circuit breaker Q08, and the filter reactor T09. The output terminal of the traction inverter T08 is connected to the traction motor. The connection between the pantograph C02 and the voltage transformer T11 is connected in series with the surge arrester F05 and grounded. The connection between the vacuum circuit breaker Q06 and the transformer AC transformer T12 is connected in series with the surge arrester F04 and grounded. The connection between the pantograph C03 and the high-speed circuit breaker Q08 is connected in series with the surge arrester F06 and grounded.

[0013] According to a second aspect of the embodiments of this application, a dual-mode vehicle power supply conversion method is provided. The method includes: receiving start position information, end position information, and overhead contact line power supply system information of a de-energized zone on the line where the vehicle is located; receiving real-time vehicle position information and comparing it with the start and end position information of the de-energized zone; controlling the pantograph to lower when the vehicle reaches the start position of the de-energized zone, or controlling the pantograph to raise when the vehicle reaches the end position of the de-energized zone; and switching the AC / DC switching switch to the corresponding position according to the overhead contact line power supply system information before the vehicle reaches the end position of the de-energized zone.

[0014] According to a third aspect of the embodiments of this application, a vehicle is provided, including the dual-mode vehicle power supply conversion system described in the first aspect.

[0015] Using the dual-mode vehicle power supply conversion system, power supply conversion method, and vehicle provided in this application embodiment, the vehicle receives the start and end position information of the de-energized zone of the line where the vehicle is located, as well as the contact network power supply system information, from the network system. Before the vehicle reaches the start position of the de-energized zone, the conversion control unit performs a traction disconnection operation, the pantograph is lowered, and the vehicle enters the de-energized zone. After the vehicle reaches the end position of the de-energized zone, the conversion control unit performs a traction connection operation, the pantograph is raised, the vehicle leaves the de-energized zone, enters a new power supply zone, and the AC / DC switching switch is switched to the corresponding position according to the contact network power supply information in the new power supply zone to adapt to the new contact network power supply system. In this way, this application can automatically lower and raise the pantograph before and after the de-energized zone, and switch the vehicle's working mode under different power supply systems, realizing the vehicle's switching operation between different contact network power supply systems. Attached Figure Description

[0016] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0017] Figure 1 This is a schematic diagram of a dual-mode vehicle power supply conversion system provided in Embodiment 1 of this application;

[0018] Figure 2 This is a schematic diagram of a dual-mode vehicle power supply conversion system provided in Embodiment 2 of this application;

[0019] Figure 3 This is a circuit diagram of a pantograph that shares a single AC / DC voltage in this application.

[0020] Figure 4 The circuit diagram for using one pantograph each for AC and DC voltages in this application is shown.

[0021] Figure 5 A dual-mode vehicle provided in Embodiment 1 of this application Power conversion A flowchart illustrating the method;

[0022] In the diagram: 1 is the information receiving unit, 2 is the position judgment unit, 3 is the conversion control unit, 4 is the AC / DC switching switch, 5 is the judgment unit, and 6 is the monitoring unit. Detailed Implementation

[0023] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0024] In the process of developing this application, the applicant discovered that, based on urban development needs and operational requirements such as interconnection, there is currently no power supply conversion technology solution for vehicles transferring between the same platform and / or within the same line.

[0025] To address the aforementioned issues, this application provides a dual-mode vehicle power supply conversion system, a power supply conversion method, and a vehicle. Figure 1 This is a schematic diagram of a dual-mode vehicle power supply conversion system provided in Embodiment 1 of this application. The system is used for switching at stations and / or between lines, and includes:

[0026] Information receiving unit 1 is used to receive the start position information, end position information, and contact network power supply system information of the de-energized zone of the line where the vehicle is located; the contact network power supply system information is the power supply system information of the contact network before and after the de-energized zone;

[0027] The location determination unit 2 is connected to the information receiving unit and is used to receive real-time vehicle location information and compare it with the start and end location information of the power-off zone.

[0028] The conversion control unit 3 is connected to the information receiving unit and the position determination unit, and is used to control the pantograph to lower when the vehicle reaches the beginning position of the power-free zone, and to control the pantograph to raise when the vehicle reaches the end position of the power-free zone.

[0029] AC / DC switching switch 4 is connected to the conversion control unit 3, which switches the AC / DC switching switch 4 to the corresponding position according to the contact network power supply system information.

[0030] The embodiments of this application can automatically lower and raise the pantograph before and after the power-off area, and switch the vehicle's working mode under different power supply systems, so as to realize the vehicle's operation between different contact network power supply systems before and after the platform and / or in the line section.

[0031] Furthermore, the information receiving unit is used to connect to the train's network system, and the network system sends the start and end position information of the power-off zone of the line where the vehicle is located, as well as the contact network power supply system information, received from the on-board signaling system, to the information receiving unit.

[0032] In this embodiment, the network system receives the start and end position information of the de-energized zone of the vehicle's line from the vehicle-mounted signal system, as well as the contact network power supply system information, and sends it to the information receiving unit 1. The position determination unit 2 receives the real-time position information of the vehicle and compares it with the start and end position information of the de-energized zone. Assuming the start position of the de-energized zone is point A and the end position is point B, before the vehicle's pantograph enters point A, the switching control unit 3 performs a traction disconnection operation, the pantograph is lowered, and the vehicle enters the de-energized zone. After the vehicle's pantograph leaves point B, the switching control unit 3 performs a traction connection operation, the pantograph is raised, and the vehicle leaves the de-energized zone. The switching control unit 3 switches the AC / DC switching switch 4 to the corresponding position according to the contact network power supply system information, and the vehicle departs.

[0033] Furthermore, the conversion control unit switches the AC / DC switching switch to the corresponding position according to the contact network power supply system information, including: automatic AC / DC voltage switching mode and manual switching mode. When the system is used for voltage switching at the station and switching is performed in automatic mode, the network system sends out the start position information of the de-energized zone. According to the information sent by the network system, the vehicle is controlled by the conversion control unit 3 to disconnect traction, disconnect vacuum circuit breaker Q02, and lower the pantograph. The vehicle brakes and enters the station, and the electrical energy is consumed in the braking resistor. After the vehicle enters the station and stops, the network system sends out the de-energized zone information. When the pantograph leaves the end position of the electrified zone, it raises and automatically controls the AC / DC switching, allowing the vehicle to depart. When the system is used for voltage switching at the station and is performed manually, the network system sends out the start position information of the electrified zone and prompts the driver to lower the pantograph. The driver then manually lowers the pantograph according to the ATP system signals and road signs, and the vehicle brakes to enter the station. The electrical energy is consumed in the braking resistor. After the vehicle stops at the station, the network system sends out the end position information of the electrified zone and prompts the driver to raise the pantograph. The driver then manually selects the power supply mode according to the ATP system signals and road signs, raises the pantograph, and departs.

[0034] Furthermore, when the system performs voltage switching in the line section and switches in automatic mode, the network system sends out the start position information of the de-energized zone. The vehicle approaches the start position at the target speed. According to the information sent by the network system, the vehicle is controlled by the conversion control unit 3 to disconnect traction, lower the pantograph, enter the de-energized zone, and apply a small electric brake to obtain power for the auxiliary power supply system. The vehicle receives the end position information of the de-energized zone, raises the pantograph, and switches to the corresponding voltage mode to achieve voltage system conversion before departure. The power supply conversion method in the line section is preferably to adopt an automatic switching scheme, and manual operation is used as an emergency fault mode.

[0035] This application can, based on urban development needs and operational requirements such as interconnection, form a power supply conversion technology solution that can adapt to future market demands, adapt to the cross-line operation capabilities of subway and national railway lines, and help achieve same-platform transfer of target vehicles, thereby promoting the emergence of a convenient commuter rail transit product within urban areas, outside the central urban area, between satellite cities, and in specific directions (from the central urban area to the airport).

[0036] Figure 2 This is a schematic diagram of a dual-mode vehicle power supply conversion system provided in Embodiment 2 of this application. The system includes: a judgment unit 5 connected to the information receiving unit 1, used to determine whether the information receiving unit 1 has received contact network power supply system information; and a monitoring unit 6 connected to the judgment unit 5, the information receiving unit 1, and the conversion control unit 3, used to monitor the contact network voltage information after the conversion control unit 3 controls the pantograph to raise when the information receiving unit 1 has not received contact network power supply system information, and send it to the conversion control unit 3 so that the conversion control unit 3 can switch the AC / DC switching switch 4 to the corresponding position according to the contact network voltage information.

[0037] Specifically, under normal operating conditions, the power supply system information of the overhead contact system can be transmitted to the network through the vehicle-mounted signal system. The network system automatically controls whether the AC / DC switching switch is in the DC or AC position. When the signal system cannot provide overhead contact system information, the driver should manually select the active position of the switching switch according to the current line information and OCC indication. Alternatively, the pantograph can be raised first, and the monitoring unit 6 can monitor and provide the overhead contact system voltage information. When the detected power supply section is AC, the AC / DC switching switch 4 remains in the AC branch position. Conversely, the AC / DC switching switch 4 is switched to the DC power supply position. To protect the safety of the vehicle-mounted equipment and personnel, the default position of the AC / DC switching switch 4 should be in the AC position.

[0038] Figure 3The circuit diagram shows a shared pantograph for AC / DC voltage. When the system is used for voltage switching at a station and AC / DC voltages share a single pantograph, the switching control unit 3 includes: a vacuum circuit breaker Q02, a main transformer T01, a high-speed circuit breaker Q04, a filter reactor T04, a traction inverter T02, and a traction motor. The fixed terminal of the AC / DC switching switch Q01 is connected in series with a voltage detection device X01 and a pantograph C01, and is electrically connected to the contact network. The movable terminal of the AC / DC switching switch Q01 is connected in series with the vacuum circuit breaker Q02 and then connected to the primary side of the main transformer T01. The main transformer T01... The secondary side of the AC / DC switching switch Q01 is connected to the AC power supply side of the traction inverter T02. The other movable terminal of the AC / DC switching switch Q01 is connected in series with the high-speed circuit breaker Q04 and the filter reactor T04, and then connected to the DC power supply side of the traction inverter T02. The output terminal of the traction inverter T02 is connected to the traction motor. The connection between the pantograph C01 and the voltage detection device X01 is connected in series with the surge arrester F02 and grounded. The connection between the vacuum circuit breaker Q02 and the primary side of the main transformer T01 is connected in series with the surge arrester F01 and grounded. The connection between the AC / DC switching switch Q01 and the high-speed circuit breaker Q04 is connected in series with the surge arrester F03 and grounded.

[0039] Specifically, after the vehicle passes the end point of the de-energized zone, when the contact wire voltage is 25kV AC, the 25kV 50Hz electrical energy from the contact wire is transmitted through the pantograph C01 on the roof, AC / DC switch Q01, vacuum circuit breaker Q02, and surge arrester F01 to the main transformer T01 under the vehicle. The main transformer T01 then supplies traction inverter T02 with a 950V transformer ratio. After AC-DC-AC conversion, the traction inverter T02 supplies the traction motor, which in turn pulls the vehicle. The traction motor... Figure 3 As shown in M01 to M04; after the vehicle passes the end position of the de-energized zone, when the contact wire voltage is 1.5KV DC, the 1.5KV DC power from the contact wire is connected to the DC_LINK power supply side of the traction inverter T02 via the pantograph C01 on the roof, AC / DC switch Q01, surge arrester F03, high-speed circuit breaker Q04, and filter reactor T04. After IGBT conversion, it supplies power to the traction motor, traction the vehicle, and the traction motor... Figure 3As shown in M01 to M04. In this implementation, the vacuum circuit breaker or high-speed circuit breaker is disconnected approximately 20m before the start of the de-energized zone to avoid passing through the de-energized zone while energized; the vacuum circuit breaker or high-speed circuit breaker is closed approximately 10m after leaving the end of the de-energized zone to account for signal processing time after passing through the de-energized zone; when the vehicle enters a position 20m before the start of the de-energized zone, the power supply conversion system receives the vehicle's "passing through the de-energized zone" signal, disconnects the main circuit breaker or high-speed circuit breaker, and enters electric braking mode to supply power to the auxiliary system; approximately 10m after passing through the end of the de-energized zone, the main circuit breaker or high-speed circuit breaker is closed, and the system returns to normal power supply mode.

[0040] Figure 4 The circuit diagram shows that one pantograph is used for AC and one for DC voltage. When the system is used for voltage switching at a station and one pantograph is used for AC and one for DC voltage, the switching control unit 3 includes: vacuum circuit breaker Q06, voltage transformer T11, AC transformer T12, main transformer T06, high-speed circuit breaker Q08, high-speed circuit breaker Q09, filter reactor T09, traction inverter T08, and traction motor. The AC contact network is connected to the primary side of vacuum circuit breaker Q06, AC transformer T12, and main transformer T06 in sequence through pantograph C02. The secondary side of main transformer T06 is connected to the AC power supply side of traction inverter T08. The connection between pantograph C02 and vacuum circuit breaker Q06 is connected in series with voltage transformer T11 and voltage detection device X02 before being grounded. The DC contact network is connected to the DC power supply side of traction inverter T08 via pantograph C03, high-speed circuit breaker Q08, and filter reactor T09. The output terminal of traction inverter T08 is connected to traction motor. The connection between pantograph C02 and voltage transformer T11 is connected in series with surge arrester F05 and grounded. The connection between vacuum circuit breaker Q06 and transformer AC transformer T12 is connected in series with surge arrester F04 and grounded. The connection between pantograph C03 and high-speed circuit breaker Q08 is connected in series with surge arrester F06 and grounded.

[0041] Specifically, after the vehicle passes through the de-energized area, when the contact wire voltage is 25kV AC, the 25kV 50Hz electrical energy from the contact wire is transmitted through the pantograph C02 on the roof, vacuum circuit breaker Q06, surge arrester F04, and AC transformer T12 to the main transformer T06 under the vehicle. The main transformer T06 then transforms the voltage to 950V to supply the traction inverter T08. After AC-DC-AC conversion, the traction inverter T08 supplies the traction motor, which then pulls the vehicle. The traction motor... Figure 4As shown in M01 to M04; after the vehicle passes through the de-energized area, when the contact wire voltage is 1.5KV DC, the 1.5KV DC power from the contact wire is connected to the DC_LINK power supply side of the traction inverter T08 via the pantograph C03 on the roof, surge arrester F06, high-speed circuit breaker Q08, and filter reactor T09. After IGBT conversion, the power is supplied to the traction motor, traction the vehicle, and the traction motor... Figure 4 As shown in M01 to M04.

[0042] When the system is used for voltage switching in a line section and AC / DC voltages share a single pantograph, the switching control unit 3 includes: a vacuum circuit breaker Q02, a main transformer T01, a high-speed circuit breaker Q04, a filter reactor T04, a traction inverter T02, and a traction motor. The fixed terminal of the AC / DC switching switch Q01 is connected in series with a voltage detection device X01 and a pantograph C01, and is electrically connected to the contact network. The movable terminal of the AC / DC switching switch Q01 is connected in series with the vacuum circuit breaker Q02 and then connected to the primary side of the main transformer T01. The secondary side of the main transformer T01 is connected to the AC power supply side of the traction inverter T02. The other side of the AC / DC switching switch Q01... The moving end is connected in series with a high-speed circuit breaker Q04 and a filter reactor T04, and then connected to the DC power supply side of the traction inverter T02. The output end of the traction inverter T02 is connected to the traction motor. The connection between the pantograph C01 and the voltage detection device X01 is connected in series with a surge arrester F02 and grounded. The connection between the vacuum circuit breaker Q02 and the primary side of the main transformer T01 is connected in series with a surge arrester F01 and grounded. The connection between the AC / DC switching switch Q01 and the high-speed circuit breaker Q04 is connected in series with a surge arrester F03 and grounded. The control circuit principle of the system when the AC / DC voltage is shared by a pantograph for voltage switching in the line section and at the station is similar, and will not be described again.

[0043] When the system is used for voltage switching in a line section and each AC / DC voltage uses a separate pantograph, the switching control unit 3 includes: a vacuum circuit breaker Q06, a voltage transformer T11, an AC transformer T12, a main transformer T06, a high-speed circuit breaker Q08, a high-speed circuit breaker Q09, a filter reactor T09, a traction inverter T08, and a traction motor; the AC contact network is connected in sequence to the primary side of the vacuum circuit breaker Q06, the AC transformer T12, and the main transformer T06 via the pantograph C02. The secondary side of the main transformer T06 is connected to the AC power supply side of the traction inverter T08. The connection between the pantograph C02 and the vacuum circuit breaker Q06 is connected in series with the voltage transformer T11 and a voltage detector. Device X02 is grounded; the DC contact network is connected to the DC power supply side of the traction inverter T08 via pantograph C03, high-speed circuit breaker Q08, and filter reactor T09 in sequence. The output terminal of the traction inverter T08 is connected to the traction motor. The connection between pantograph C02 and voltage transformer T11 is connected in series with surge arrester F05 and grounded. The connection between vacuum circuit breaker Q06 and AC transformer T12 is connected in series with surge arrester F04 and grounded. The connection between pantograph C03 and high-speed circuit breaker Q08 is connected in series with surge arrester F06 and grounded. The control circuit principle of the system when the AC / DC voltage is switched in the line section and when the voltage is switched at the station, using one pantograph for each voltage, is similar and will not be described again.

[0044] Furthermore, when the vehicle is at the beginning of the de-energized zone, it is powered by 25KV AC. After passing the end of the de-energized zone, it switches to 1.5KV DC. The operating principle is as follows: the traction inverter is disabled, the vacuum circuit breaker is disconnected, slight electric braking is applied, and the internal AC line contactor is disconnected; upon detecting DC voltage, the high-speed circuit breaker is closed, and the internal DC line contactor is closed, allowing the vehicle to drive normally. When the vehicle is at the beginning of the de-energized zone, it is powered by 1.5KV DC. After passing the end of the de-energized zone, it switches to 25KV AC. The operating principle is as follows: the high-speed circuit breaker is disconnected, slight electric braking is applied, and the internal AC line contactor is disconnected. The system operates by: 1. Electric braking and disconnection of the internal DC line contactor; 2. Upon detection of AC voltage, closing the vacuum circuit breaker and the internal AC line contactor to enable the traction inverter, allowing the vehicle to drive normally. 3. When the vehicle is at the beginning of the de-energized zone, it operates on 25KV AC power. After passing the end of the de-energized zone, it switches to 25KV AC power. The operating principle is as follows: The traction inverter is disabled; the vacuum circuit breaker is disconnected; slight electric braking and disconnection of the internal AC line contactor are applied; 4. Upon detection of AC voltage, closing the vacuum circuit breaker and the internal AC line contactor to enable the traction inverter, allowing the vehicle to drive normally.

[0045] Because the creepage distance and clearance requirements differ between 25kV AC and 1.5kV DC power supplies, the insulator height of the AC25kV pantograph is 400mm, while that of the DC1.5kV pantograph is only 80mm. The difference in pantograph height between the two types is significant (the minimum working height of the DC pantograph is less than the non-working height of the AC pantograph). In order for vehicles to operate in existing subway tunnels, the vehicle height must meet the requirements of the subway clearance standard CJJ96. To ensure a safe clearance after the vehicle enters the subway tunnel, the AC25kV pantograph should be in the lowered state and use the DC1500V pantograph for current collection. Therefore, each vehicle needs to be equipped with at least one AC / DC pantograph.

[0046] Figure 5 This is a flowchart illustrating a dual-mode vehicle power supply conversion method provided in Embodiment 1 of this application. The method includes:

[0047] Step S1: Receive the start and end location information of the power outage zone of the line where the vehicle is located, as well as the contact network power supply system information;

[0048] Step S2: Receive the real-time location information of the vehicle and compare it with the start and end location information of the power-off zone;

[0049] Step S3: Control the pantograph to lower when the vehicle reaches the beginning position of the de-energized zone, or control the pantograph to raise when the vehicle reaches the end position of the de-energized zone;

[0050] Step S4: Before the vehicle reaches the end position of the de-energized zone, switch the AC / DC switching switch to the corresponding position according to the contact network power supply system information. Here, the area following the de-energized zone is a new contact network power supply zone, whose contact network power supply system differs from that of the contact network power supply zone before the de-energized zone. The point at which the vehicle reaches the end position of the de-energized zone is essentially the point at which the vehicle reaches the new contact network power supply zone.

[0051] A vehicle includes the dual-mode vehicle power supply conversion system described above. The vehicle can implement the aforementioned method based on this dual-mode vehicle power supply conversion system, namely, using an information receiving unit to receive from a network system the start and end location information of the de-energized zone on the vehicle's line, as well as the contact network power supply system information; and using...

[0052] The position determination unit receives the vehicle's real-time position information and compares it with the start and end position information of the de-energized zone. The unit then sends the result to the switching control unit. This allows the switching control unit to control the pantograph to lower when the vehicle reaches the start position of the de-energized zone and to raise when the vehicle reaches the end position. Simultaneously, the AC / DC switching switch is switched to the appropriate position based on the overhead contact line power supply system information. In this way, the vehicle can lower the pantograph before reaching the start position of the de-energized zone, enter the zone, raise the pantograph after reaching the end position, and switch the AC / DC switching switch to the appropriate position based on the overhead contact line power supply information. This ensures that the power supply switching system can operate normally under different overhead contact line power supply systems when the vehicle passes through the de-energized zone, improving the vehicle's adaptability to existing lines.

[0053] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0054] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0055] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0056] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0057] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

[0058] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0059] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0060] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

Claims

1. A dual-mode vehicle power supply conversion system, characterized in that: The system includes: The information receiving unit is used to receive the start and end position information of the de-energized zone of the line where the vehicle is located, as well as the contact network power supply system information; the contact network power supply system information is the power supply system information of the contact network before and after the de-energized zone; A location determination unit, connected to the information receiving unit, is used to receive real-time vehicle location information and compare it with the start and end location information of the power-off zone. The conversion control unit, connected to the information receiving unit and the position determination unit, is used to control the pantograph to lower when the vehicle reaches the beginning position of the power-free zone, and to control the pantograph to raise when the vehicle reaches the end position of the power-free zone. An AC / DC switching switch is connected to the conversion control unit, which switches the AC / DC switching switch to the corresponding position according to the contact network power supply system information. Judgment unit: connected to the information receiving unit, used to determine whether the information receiving unit has received the contact network power supply system information; Monitoring unit: Connected to the judgment unit, the information receiving unit, and the conversion control unit, it is used to monitor the contact network voltage information after the conversion control unit controls the pantograph to raise when the information receiving unit does not receive the contact network power supply system information, and send it to the conversion control unit so that the conversion control unit can switch the AC / DC switching switch to the corresponding position according to the contact network voltage information.

2. The dual-mode vehicle power supply conversion system according to claim 1, characterized in that: The AC / DC switch is in the AC position by default.

3. The dual-mode vehicle power supply conversion system according to claim 1, characterized in that: The information receiving unit is used to connect to the train's network system. The network system sends the start and end position information of the power-off zone of the line where the vehicle is located, as well as the contact wire power supply system information, which are received from the on-board signaling system, to the information receiving unit.

4. The dual-mode vehicle power supply conversion system according to claim 1, characterized in that: When the system is applied at a station for voltage switching and AC / DC voltages share a single pantograph, the switching control unit includes: a vacuum circuit breaker Q02, a main transformer T01, a high-speed circuit breaker Q04, a filter reactor T04, a traction inverter T02, and a traction motor. The fixed terminal of the AC / DC switching switch Q01 is connected in series with a voltage detection device X01 and a pantograph C01, and is electrically connected to the contact network. The movable terminal of the AC / DC switching switch Q01 is connected in series with the vacuum circuit breaker Q02 and then connected to the primary side of the main transformer T01. The secondary side of the main transformer T01 is connected to the traction inverter T02. 02 The AC power supply side is connected, and the other movable terminal of the AC / DC switching switch Q01 is connected in series with the high-speed circuit breaker Q04 and the filter reactor T04, and then connected to the DC power supply side of the traction inverter T02. The output terminal of the traction inverter T02 is connected to the traction motor. The connection between the pantograph C01 and the voltage detection device X01 is connected in series with the surge arrester F02 and grounded. The connection between the vacuum circuit breaker Q02 and the primary side of the main transformer T01 is connected in series with the surge arrester F01 and grounded. The connection between the AC / DC switching switch Q01 and the high-speed circuit breaker Q04 is connected in series with the surge arrester F03 and grounded.

5. A dual-mode vehicle power supply conversion system according to claim 1, characterized in that: When the system is applied at a station for voltage switching, with one pantograph each for AC and DC voltages, the switching control unit includes: a vacuum circuit breaker Q06, a voltage transformer T11, an AC transformer T12, a main transformer T06, a high-speed circuit breaker Q08, a high-speed circuit breaker Q09, a filter reactor T09, a traction inverter T08, and a traction motor. The AC contact network is connected sequentially to the primary side of the vacuum circuit breaker Q06, the AC transformer T12, and the main transformer T06 via the pantograph C02. The secondary side of the main transformer T06 is connected to the AC power supply side of the traction inverter T08. The pantograph C02 is connected to the vacuum circuit breaker Q06, the AC transformer T12, and the main transformer T06. The connection of the air circuit breaker Q06 is connected in series with the voltage transformer T11 and the voltage detection device X02, and then grounded. The DC contact network is connected to the DC power supply side of the traction inverter T08 in series through the pantograph C03, the high-speed circuit breaker Q08, and the filter reactor T09. The output terminal of the traction inverter T08 is connected to the traction motor. The connection between the pantograph C02 and the voltage transformer T11 is connected in series with the surge arrester F05 and grounded. The connection between the vacuum circuit breaker Q06 and the transformer AC transformer T12 is connected in series with the surge arrester F04 and grounded. The connection between the pantograph C03 and the high-speed circuit breaker Q08 is connected in series with the surge arrester F06 and grounded.

6. A dual-mode vehicle power supply conversion system according to claim 1, characterized in that: When the system is used for voltage switching in a line section and AC / DC voltages share a single pantograph, the switching control unit includes: a vacuum circuit breaker Q02, a main transformer T01, a high-speed circuit breaker Q04, a filter reactor T04, a traction inverter T02, and a traction motor. The fixed terminal of the AC / DC switching switch Q01 is connected in series with a voltage detection device X01 and a pantograph C01, and is electrically connected to the contact network. The movable terminal of the AC / DC switching switch Q01 is connected in series with the vacuum circuit breaker Q02 and then connected to the primary side of the main transformer T01. The secondary side of the main transformer T01 is connected to the traction inverter. The AC power supply side of T02 is connected. The other movable terminal of the AC / DC switching switch Q01 is connected in series with the high-speed circuit breaker Q04 and the filter reactor T04, and then connected to the DC power supply side of the traction inverter T02. The output terminal of the traction inverter T02 is connected to the traction motor. The connection between the pantograph C01 and the voltage detection device X01 is connected in series with the surge arrester F02 and grounded. The connection between the vacuum circuit breaker Q02 and the primary side of the main transformer T01 is connected in series with the surge arrester F01 and grounded. The connection between the AC / DC switching switch Q01 and the high-speed circuit breaker Q04 is connected in series with the surge arrester F03 and grounded.

7. A dual-mode vehicle power supply conversion system according to claim 1, characterized in that: When the system is used for voltage switching in a line section, with one pantograph for AC and one for DC voltage, the switching control unit includes: a vacuum circuit breaker Q06, a voltage transformer T11, an AC transformer T12, a main transformer T06, a high-speed circuit breaker Q08, a high-speed circuit breaker Q09, a filter reactor T09, a traction inverter T08, and a traction motor; the AC contact network is connected to the primary side of the vacuum circuit breaker Q06, the AC transformer T12, and the main transformer T06 in sequence via the pantograph C02; the secondary side of the main transformer T06 is connected to the AC power supply side of the traction inverter T08; and the pantograph C02 is connected to... The connection of vacuum circuit breaker Q06 is connected in series with voltage transformer T11 and voltage detection device X02 before being grounded; the DC contact network is connected in series with the DC power supply side of traction inverter T08 through pantograph C03, high-speed circuit breaker Q08, and filter reactor T09. The output terminal of traction inverter T08 is connected to traction motor. The connection between pantograph C02 and voltage transformer T11 is connected in series with surge arrester F05 and grounded. The connection between vacuum circuit breaker Q06 and transformer AC transformer T12 is connected in series with surge arrester F04 and grounded. The connection between pantograph C03 and high-speed circuit breaker Q08 is connected in series with surge arrester F06 and grounded.

8. A method for switching power supply in a dual-mode vehicle, characterized in that: For a dual-mode vehicle power supply conversion system as described in any one of claims 1 to 7, the method comprises: Receive the start and end location information of the unpowered zone on the line where the vehicle is located, as well as the contact network power supply system information; Receive real-time vehicle location information and compare it with the start and end location information of the power-free zone; When the vehicle reaches the beginning position of the de-energized zone, control the pantograph to lower, or when the vehicle reaches the end position of the de-energized zone, control the pantograph to raise. Before the vehicle reaches the end position of the power-free zone, the AC / DC switching switch is switched to the corresponding position according to the contact network power supply system information. It also includes: determining whether the information receiving unit has received the contact network power supply system information; when the information receiving unit has not received the contact network power supply system information, monitoring the contact network voltage information after the conversion control unit controls the pantograph to raise, and sending it to the conversion control unit, so that the conversion control unit can switch the AC / DC switching switch to the corresponding position according to the contact network voltage information.

9. A vehicle, characterized in that: Includes the dual-mode vehicle power supply conversion system as described in any one of claims 1 to 7.

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