Energy storage train power conversion device and railway vehicle

Abstract

The application provides a power supply conversion device for an energy storage train and a railway vehicle. The device comprises an energy storage module, a charging module and a high-voltage electrical appliance box. The energy storage module is connected with the charging module, and the charging module is connected with the high-voltage electrical appliance box. The high-voltage electrical appliance box comprises a pantograph contactor. In the case that the energy storage train enters a non-network area from a network area, after the remaining driving time in the network area reaches, the charging module is converted to a step-up discharging state, the pantograph contactor is controlled to be disconnected, and the energy storage module is converted from being put into to discharging. In the case that the energy storage train enters a network area from a non-network area, after the remaining driving time in the non-network area reaches, the charging module is converted to a step-down charging state. The application solves the defect that the power supply conversion of the energy storage train in the prior art will be short-circuited, and realizes smooth and uninterrupted power supply of the energy storage train during power supply conversion.

Description

Technical Field

[0001] This invention relates to the field of energy storage systems for rail trains, and more particularly to an energy storage train power conversion device and a rail vehicle. Background Technology

[0002] Electric locomotives, such as those used in subways and high-speed trains, are widely used in rail transit. During operation, these locomotives typically obtain power from the power grid via a pantograph. However, in emergency situations such as when passing through bridges, tunnels, power connection points between different power grids, or during power outages, the locomotives are unable to obtain power from the grid due to objective limitations and must instead draw power from their onboard energy storage modules to power their operation for a period of time.

[0003] With the development of energy storage module technology, energy storage modules, as onboard energy sources, can provide instantaneous high power as traction energy sources, meeting the power requirements of the entire vehicle while also recovering regenerative braking energy. Therefore, as a backup emergency power traction source, energy storage modules can enable trains to pass through areas without overhead contact lines or to urgently continue to a rescueable area in situations where the contact line fails. Since vehicles require continuous power supply, the current switching between areas with and without contact lines is mainly controlled manually, which is complex and causes a brief power outage during the switching process, resulting in operational inconvenience and reduced passenger comfort. Summary of the Invention

[0004] This invention provides a power supply conversion device for energy storage trains, which solves the defect of short-term power outages during power supply conversion in existing technologies, and enables energy storage trains to provide stable and uninterrupted power supply during power supply conversion.

[0005] This invention provides an energy storage train power supply conversion device, comprising: an energy storage module, a charging module, and a high-voltage electrical box, wherein the energy storage module is connected to the charging module, the charging module is connected to the high-voltage electrical box, and the high-voltage electrical box includes a pantograph contactor;

[0006] When an energy storage train moves from a grid-connected area to a grid-free area:

[0007] The energy storage train leaves the depot, and the energy storage module is put into operation;

[0008] The charging module receives the command to enter the unnetworked area and calculates the remaining travel time in the networked area based on the current train speed and the remaining distance in the networked area.

[0009] Once the remaining driving time in the networked area is reached, the charging module switches to a boost discharge state and simultaneously controls the pantograph contactor to disconnect, and the energy storage module switches from being engaged to discharging.

[0010] When an energy storage train moves from an area without grid coverage to an area with grid coverage:

[0011] The charging module receives the command to enter the networked area, maintains the output voltage, and simultaneously controls the pantograph contactor to close.

[0012] The charging module receives the pantograph contactor closing signal and calculates the remaining travel time in the unconnected area based on the current train speed and the remaining distance in the unconnected area.

[0013] Once the remaining driving time in the no-network area is reached, the charging module switches to buck charging mode;

[0014] The energy storage train is brought into the depot, and the energy storage module is removed.

[0015] According to the present invention, an energy storage train power supply conversion device is provided, wherein the energy storage module includes an energy storage unit, a first control unit, and a first contactor, and the charging module includes a DC / DC charger, a second control unit, and a second contactor. The first contactor is connected to the energy storage unit and the DC / DC charger respectively, and the second contactor is connected to the DC / DC charger and the high-voltage electrical box respectively. The first control unit is used to control the first contactor, and the first contactor includes a first pre-charge switch and a first main switch connected in parallel. The second control unit is used to control the second contactor and the DC / DC charger, and the second contactor includes a second pre-charge switch and a second main switch connected in parallel. Both the first pre-charge switch and the second pre-charge switch are connected in series with a pre-charge resistor.

[0016] According to the present invention, an energy storage train power supply conversion device is provided, wherein the energy storage module is activated, comprising:

[0017] The first control unit and the second control unit simultaneously receive the energy storage module activation command. The first control unit controls the first pre-charge switch to close, and the energy storage unit is pre-charged.

[0018] After the energy storage unit is pre-charged, the first control unit controls the first main switch to close and the first pre-charge switch to open.

[0019] The second control unit receives the closing signal of the first main switch and determines that there is voltage on the contact network. Then, it controls the second pre-charge switch to close, and the DC / DC charger switches to buck charging mode or standby mode.

[0020] If the second control unit determines that there is no voltage on the overhead contact line, it controls the pantograph contactor to disconnect.

[0021] The second control unit receives a pantograph contactor disconnection signal, controls the second main switch to close, the second precharge switch to open, and the energy storage unit to be activated.

[0022] According to the present invention, an energy storage train power supply conversion device is provided, wherein the energy storage module is disconnected, including:

[0023] The first control unit and the second control unit simultaneously receive the energy storage module cut-off command. The second control unit controls the DC / DC charger to block the pulse of the energy storage unit, controls the second main switch to open, and sends a pulse stop signal to the first control unit.

[0024] The first control unit receives a pulse stop signal, controls the first main switch to open, and sends a first main switch open signal to the second control unit, thereby disconnecting the energy storage unit.

[0025] According to the present invention, an energy storage train power supply conversion device is provided, wherein the energy storage unit is a supercapacitor or a power battery.

[0026] According to the present invention, an energy storage train power supply conversion device further includes:

[0027] In the event of a failure in the energy storage module:

[0028] The first control unit sends an energy storage module fault signal to the second control unit;

[0029] The second control unit receives a fault signal from the energy storage module and controls the DC / DC charger to block pulses from the energy storage unit.

[0030] The first control unit controls the first main switch to disconnect;

[0031] In case of charging module failure:

[0032] The second control unit sends a charging module fault signal to the first control unit and controls the second main switch to disconnect;

[0033] The first control unit receives a charging module fault signal and controls the first main switch to disconnect.

[0034] According to the present invention, a power supply conversion device for an energy storage train further includes: a traction inverter, wherein the traction inverter is connected to the high-voltage electrical box;

[0035] When an energy storage train moves from a grid-connected area to a grid-free area:

[0036] When the energy storage module is in a discharging state, the charging module sends a discharge command to the traction inverter, and the traction inverter limits its power output.

[0037] When an energy storage train moves from an area without grid coverage to an area with grid coverage:

[0038] When the energy storage module is in a stopped discharging state, the charging module sends a command to the traction inverter to stop discharging the energy storage module, and the traction inverter releases the power limit.

[0039] According to the present invention, an energy storage train power supply conversion device is provided, wherein the traction inverter performs power limiting, including:

[0040] The traction inverter limits the output power of the traction command and adjusts the braking command to regenerative braking mode.

[0041] According to the present invention, the remaining travel time in the grid-connected area is greater than the state transition time of the charging module.

[0042] The present invention also provides a rail vehicle including the energy storage train power supply conversion device described in any of the above claims.

[0043] This invention provides an energy storage train power supply conversion device. When a train enters a non-connected area from a wired area, the energy storage module is already in the activated state. The charging module receives the command to enter the non-connected area and receives the current train speed and the remaining distance in the wired area to calculate the remaining travel time in the wired area, i.e., the remaining time before losing contact network power. After the time is up, the charging module switches to a boost discharge state, seamlessly connecting the train's power supply. Simultaneously, it controls the pantograph contactor to disconnect, completely severing the connection between the train and the contact network to ensure safety. At this time, the energy storage module switches from activated to discharging, achieving a smooth and uninterrupted power supply during the power supply conversion. Similarly, when a train enters a wired area from a non-connected area, the charging module receives the command to enter the wired area, maintaining its output voltage while controlling the pantograph contactor to close, preparing to receive contact network power. The charging module receives the pantograph contactor closure signal, confirming that the pantograph has connected to the contact network, and receives the current train speed and the remaining distance in the non-connected area to calculate the remaining travel time in the non-connected area, i.e., the remaining time before receiving contact network power. After the time is up, the charging module switches to a buck charging state, realizing the transition of power supply mode. After power is restored to the overhead contact line, the energy storage module is disconnected to ensure safety, thus ensuring a stable and uninterrupted power supply to the energy storage train during power conversion. This invention addresses the short-term power outages that occur during power conversion in existing technologies for energy storage trains through the above process. Attached Figure Description

[0044] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0045] Figure 1This is a schematic diagram of the energy storage train power supply conversion device provided by the present invention.

[0046] Reference numerals: Energy storage module 1, charging module 2, high voltage electrical box 3, traction inverter 4, energy storage unit 11, first contactor 12, DC / DC charger 21, second contactor 22, first precharge switch KM1, first main switch KM2, second precharge switch KM3, second main switch KM4, pantograph contactor KM5. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0048] The following is combined with Figure 1 The energy storage train power supply conversion device according to the first embodiment of the present invention is described.

[0049] like Figure 1 As shown, an energy storage train power supply conversion device includes: an energy storage module, a charging module, and a high-voltage electrical box. The energy storage module is connected to the charging module, and the charging module is connected to the high-voltage electrical box. The high-voltage electrical box includes a pantograph contactor.

[0050] When an energy storage train moves from a grid-connected area to a grid-free area:

[0051] The energy storage train leaves the depot, and the energy storage module is put into operation.

[0052] The charging module receives the command to enter the unconnected area and calculates the remaining travel time in the connected area based on the current train speed and the remaining distance in the connected area.

[0053] Once the remaining driving time in the networked area is reached, the charging module switches to a boost discharge state and simultaneously controls the pantograph contactor to disconnect, causing the energy storage module to switch from being engaged to discharging.

[0054] When an energy storage train moves from an area without grid coverage to an area with grid coverage:

[0055] The charging module receives the command to enter the networked area, maintains the output voltage, and simultaneously controls the pantograph contactor to close.

[0056] The charging module receives the pantograph contactor closing signal and calculates the remaining travel time in the non-grid area based on the current train speed and the remaining distance in the non-grid area.

[0057] Once the remaining driving time in the no-network area is reached, the charging module switches to buck charging mode.

[0058] The energy storage train is brought into the depot, and the energy storage module is removed.

[0059] This invention provides an energy storage train power supply conversion device. When a train enters a non-connected area from a wired area, the energy storage module is already in the activated state. The charging module receives the command to enter the non-connected area and receives the current train speed and the remaining distance in the wired area to calculate the remaining travel time in the wired area, i.e., the remaining time before losing contact network power. After the time is up, the charging module switches to a boost discharge state, seamlessly connecting the train's power supply. Simultaneously, it controls the pantograph contactor to disconnect, completely severing the connection between the train and the contact network to ensure safety. At this time, the energy storage module switches from activated to discharging, achieving a smooth and uninterrupted power supply during the power supply conversion. Similarly, when a train enters a wired area from a non-connected area, the charging module receives the command to enter the wired area, maintaining its output voltage while controlling the pantograph contactor to close, preparing to receive contact network power. The charging module receives the pantograph contactor closure signal, confirming that the pantograph has connected to the contact network, and receives the current train speed and the remaining distance in the non-connected area to calculate the remaining travel time in the non-connected area, i.e., the remaining time before receiving contact network power. After the time is up, the charging module switches to a buck charging state, realizing the transition of power supply mode. After power is restored to the overhead contact line, the energy storage module is disconnected to ensure safety, thus ensuring a stable and uninterrupted power supply to the energy storage train during power conversion. This invention addresses the short-term power outages that occur during power conversion in existing technologies for energy storage trains through the above process.

[0060] In this embodiment, the energy storage module includes an energy storage unit, a first control unit, and a first contactor. The charging module includes a DC / DC charger, a second control unit, and a second contactor. The first contactor is connected to the energy storage unit and the DC / DC charger, respectively. The second contactor is connected to the DC / DC charger and the high-voltage electrical box, respectively. The first control unit is used to control the first contactor. The first contactor includes a first pre-charge switch and a first main switch connected in parallel. The second control unit is used to control the second contactor and the DC / DC charger. The second contactor includes a second pre-charge switch and a second main switch connected in parallel. Both the first pre-charge switch and the second pre-charge switch are connected in series with a pre-charge resistor.

[0061] Energy storage module 1 includes an energy storage unit, a first control unit, and a first contactor. The positive and negative terminals of the energy storage unit 11 are connected to one end of the first contactor 12 via a manual maintenance switch MSD. The other end of the first contactor 12 is connected to the DC / DC charger 21 via a fuse Fu1. The first contactor 12 includes a first pre-charge switch KM1 and a first main switch KM2 connected in parallel. The first pre-charge switch KM1 is connected in series with the pre-charge resistor R1. Charging module 2 includes a DC / DC charger, a second control unit, and a second contactor. One end of the second contactor 22 is connected to the DC / DC charger 21, and the other end is connected to the high-voltage electrical box 3 via fuses Fu2 and Fu4 (the negative wires other than those of the energy storage module and charging module are not shown in the figure). The second contactor 22 includes a second pre-charge switch KM3 and a second main switch KM4 connected in parallel. The second pre-charge switch KM3 is connected in series with the pre-charge resistor R2.

[0062] The high-voltage electrical box 3 includes a disconnecting switch QS and a pantograph contactor KM5. The disconnecting switch QS has three positions: running position P1, contacting position P2, and workshop power supply position P3. The energy storage module 1 can only be activated when the disconnecting switch QS is in the running position P1. The pantograph contactor KM5 is used to control the contact between the pantograph and the overhead contact line. The high-voltage electrical box 3 is connected to the traction inverter 4 via switch HB, and is also connected to the passenger compartment air conditioner, auxiliary inverter, and various branch circuits via fuses Fu3, Fu5, Fu6, and Fu7.

[0063] The first control unit is used to receive command signals and control the first contactor according to the corresponding command signals; the second control unit is used to receive command signals and control the second contactor and the DC / DC charger according to the corresponding command signals.

[0064] By setting a pre-charge switch and a main switch inside the contactor, the device is connected via the pre-charge switch before being fully engaged, achieving a pre-engagement state. Then, it is fully engaged via the main switch. The setting of the pre-charge switch and the main switch can avoid the device being directly engaged under load, ensuring operational safety. It can also make the power supply transition smoother and improve the reliability of power supply.

[0065] In this embodiment, the activation of the energy storage module 1 includes:

[0066] The first control unit and the second control unit simultaneously receive the energy storage module activation command. The first control unit controls the first pre-charge switch to close, and the energy storage unit is pre-charged.

[0067] The activation / deactivation of energy storage module 1 can be controlled remotely or locally. In remote control, a signal is sent to the TCMS (Train Control and Management System), and then hard-wired commands / transmissions via protocol are sent to the first control unit of energy storage module 1 and the second control unit of charging module 2. In local control, soft buttons on the TCMS display are operated, and then hard-wired commands / transmissions are sent to the first control unit of energy storage module 1 and the second control unit of charging module 2.

[0068] The first control unit and the second control unit simultaneously receive the energy storage module 1 input command. The first control unit controls the first pre-charge switch KM1 to close, and the energy storage unit 11 enters the pre-charge state.

[0069] After the energy storage unit has completed its pre-charging, the first control unit controls the first main switch to close and the first pre-charging switch to open.

[0070] After the energy storage unit 11 is pre-charged, the first control unit controls the first main switch KM2 to close and the first pre-charge switch KM1 to open, and the energy storage unit 11 enters the operation state. The first control unit sends the first main switch KM2 closing signal (high level represents operation) to the second control unit through network communication or hard-wired command.

[0071] The second control unit receives the closing signal of the first main switch and determines that there is voltage on the contact network. Then, it controls the second pre-charge switch to close, and the DC / DC charger switches to buck charging mode or standby mode.

[0072] Specifically, when the second control unit receives the closing signal of the first main switch KM2, it considers that the energy storage unit 11 is ready and performs a voltage judgment on the contact network. If there is voltage on the contact network, the pantograph contactor KM5 does not operate. The second control unit controls the second pre-charge switch KM3 to close and controls the DC / DC charger 21 to switch to a step-down charging state or a standby state according to the charging requirements of the energy storage module 1.

[0073] If the second control unit determines that there is no voltage in the overhead contact line, it controls the pantograph contactor to disconnect.

[0074] If there is no voltage on the overhead contact line, the second control unit controls the pantograph contactor KM5 to disconnect and receives the feedback status signal from the pantograph contactor KM5.

[0075] The second control unit receives a pantograph contactor disconnection signal, controls the second main switch to close, the second precharge switch to open, and the energy storage unit to be activated.

[0076] Specifically, the second control unit receives the disconnect signal of the pantograph contactor KM5 (feedback state is high level), controls the second main switch KM4 to close, the second precharge switch KM3 to open, and the energy storage unit 11 is fully engaged. At this time, the target output voltage of the DC / DC charger 21 is DC750V.

[0077] During the commissioning of energy storage module 1, the pre-charge switch is closed first to enter the pre-charge state. The DC / DC charger 21 is switched to the step-down charging state or standby state according to the charging needs of energy storage module 1. Then, the main switch is closed when there is no grid voltage, so that energy storage module 1 can be fully commissioned. This avoids the device being directly commissioned under load, ensuring operational safety, and also makes the power supply transition smoother, improving power supply reliability.

[0078] In this embodiment, the removal of the energy storage module 1 includes:

[0079] The first control unit and the second control unit simultaneously receive the energy storage module cut-off command. The second control unit controls the DC / DC charger to block the pulse of the energy storage unit, controls the second main switch to open, and sends a pulse stop signal to the first control unit.

[0080] The first and second control units simultaneously receive the energy storage module 1 disconnection command via the TCMS. The second control unit controls the DC / DC charger 21 to first block the pulse to the energy storage unit 11, then controls the second main switch KM4 to open, and sends a pulse stop signal to the first control unit via a hard wire.

[0081] The first control unit receives a pulse stop signal, controls the first main switch to open, and sends a first main switch open signal to the second control unit, thereby disconnecting the energy storage unit.

[0082] After receiving the energy storage module 1 disconnection command and pulse stop signal, the first control unit controls the first main switch KM2 to disconnect and sends the first main switch KM2 disconnection signal (feedback state is high level) to the second control unit, and the energy storage unit 11 is completely disconnected.

[0083] During the disconnection of energy storage module 1, the order of disconnecting the charging module first and then disconnecting the energy storage module 1 is adopted. The reliability of the switching action is achieved by the energy storage module 1 and the charging module 2 sending status signals to each other, so as to ensure the safe disconnection of energy storage module 1.

[0084] In this embodiment, the energy storage unit is a supercapacitor or a power battery.

[0085] Supercapacitors and power batteries have the characteristics of high energy density, wide operating temperature range and long storage life, making them suitable as energy storage units for energy storage trains.

[0086] This embodiment also includes:

[0087] In the event of a failure in the energy storage module:

[0088] The first control unit sends a fault signal for the energy storage module to the second control unit.

[0089] The second control unit receives a fault signal from the energy storage module and controls the DC / DC charger to block pulses from the energy storage unit.

[0090] The first control unit controls the first main switch to disconnect.

[0091] Energy storage module 1 has self-testing and fault protection functions, and can monitor its own status in real time. When the fault trigger threshold is reached, energy storage module 1 will automatically report a fault. When energy storage module 1 fails, the first control unit sends an energy storage module fault signal to the second control unit. The second control unit receives the energy storage module fault signal and controls the DC / DC charger to block the pulse of energy storage unit 11. The first control unit controls the first main switch KM2 to open, ensuring that energy storage unit 11 is completely disconnected and ensuring circuit safety.

[0092] In case of charging module failure:

[0093] The second control unit sends a charging module fault signal to the first control unit and controls the second main switch to disconnect.

[0094] The first control unit receives a charging module fault signal and controls the first main switch to disconnect.

[0095] When the charging module 2 malfunctions, the second control unit sends a charging module fault signal to the first control unit and controls the second main switch KM4 to open, cutting off the connection with the high-voltage circuit breaker. Then, the first control unit receives the charging module fault signal and controls the first main switch KM2 to open, cutting off the connection between the charging module 2 and the energy storage module 1, ensuring circuit safety.

[0096] In this embodiment, it also includes: a traction inverter, which is connected to the high-voltage electrical box;

[0097] When an energy storage train moves from a grid-connected area to a grid-free area:

[0098] When the energy storage module is in a discharging state, the charging module sends a discharge command to the traction inverter, and the traction inverter limits its power output.

[0099] When an energy storage train moves from an area without grid coverage to an area with grid coverage:

[0100] When the energy storage module is in a stopped discharging state, the charging module sends a command to the traction inverter to stop discharging the energy storage module, and the traction inverter releases the power limit.

[0101] Traction inverter 4 is used to convert electrical energy between DC and AC systems. It is connected to the high-voltage electrical box 3 via switch HB. When entering a grid-free area and the energy storage module 1 is in a discharging state, the second control unit of the charging module sends a discharge command for the energy storage module 1 to the traction inverter 4 (via a hard-wired circuit signal or the vehicle communication network). This causes the traction inverter 4 to limit the power consumption of the traction motors during energy conversion, ensuring that the energy storage module 1 can provide power for a long time in the grid-free area and avoiding insufficient power supply before the train enters a grid-connected area. After entering a grid-connected area, the second control unit of the charging module sends a stop discharge command for the energy storage module 1 to the traction inverter 4, releasing the power consumption limit and improving the power performance of electrical appliances such as traction motors TM1-TM4, passenger compartment air conditioning, and auxiliary inverters.

[0102] In this embodiment, the traction inverter performs power limiting, including:

[0103] The traction inverter limits the output power of the traction command and adjusts the braking command to regenerative braking mode.

[0104] When the traction inverter 4 is powered by the energy storage module 1 in the off-grid area, it limits the output power of the traction command, i.e., the power consumption for train acceleration, and adjusts the braking command to regenerative braking mode, i.e., recovering a portion of the kinetic energy to the energy storage module 1 when the train brakes. These measures improve the charging range of the energy storage module 1.

[0105] In this embodiment, the remaining driving time in the networked area is greater than the state transition time of the charging module 2.

[0106] During the train's journey from a grid-connected area to a grid-free area, charging module 2 needs to switch to a boost discharge state during the grid-free transition. The state transition time of the DC / DC charger 21 in charging module 2 is typically 0.4 seconds. Therefore, to ensure a smooth power supply transition, charging module 2 needs to complete its state transition when the train enters the grid-free area. This means the remaining travel time in the grid-connected area must be greater than the 0.4-second state transition time of charging module 2. This ensures that the boost discharge state of charging module 2 is completed just as the train enters the grid-free area, preventing brief power outages due to the charging module 2's state transition time and ensuring uninterrupted power supply.

[0107] The working principle of this embodiment is as follows:

[0108] When an energy storage train moves from a grid-connected area to a grid-free area:

[0109] When the energy storage device is put into operation in the depot (non-grid area), the energy storage train departs from the depot and enters the grid area, and the energy storage device is in operation.

[0110] The first control unit and the second control unit simultaneously receive the energy storage module 1 input command. The first control unit controls the first pre-charge switch KM1 to close, and the energy storage unit 11 enters the pre-charge state.

[0111] After the energy storage unit 11 is pre-charged, the first control unit controls the first main switch KM2 to close and the first pre-charge switch KM1 to open, and the energy storage unit 11 enters the operation state. The first control unit sends the first main switch KM2 closing signal (high level represents operation) to the second control unit through network communication or hard-wired command.

[0112] When the second control unit receives the closing signal of the first main switch KM2, it considers that the energy storage unit 11 is ready and performs a voltage check on the contact network. If there is voltage on the contact network, the pantograph contactor KM5 does not operate. The second control unit controls the second pre-charge switch KM3 to close and controls the DC / DC charger 21 to switch to buck charging state or standby state according to the charging requirements of the energy storage module 1.

[0113] If there is no voltage on the overhead contact line, the second control unit controls the pantograph contactor KM5 to disconnect and receives the feedback status signal from the pantograph contactor KM5.

[0114] The second control unit receives the disconnect signal from the pantograph contactor KM5 (feedback status is high level), controls the second main switch KM4 to close, the second pre-charge switch KM3 to open, and the energy storage unit 11 is fully engaged. At this time, the target output voltage of the DC / DC charger 21 is DC750V.

[0115] The second control unit receives the command to enter the un-networked area via TCMS signal / manual issuance and calculates the remaining travel time in the networked area based on the current train speed and the remaining distance in the networked area (which is greater than the state transition time of charging module 2).

[0116] Once the remaining driving time in the grid area is reached, the second control unit controls the DC / DC charger 21 to switch to boost discharge mode, stably outputting DC 750V (the actual output voltage is slightly lower than the grid voltage by 10V), and simultaneously controls the pantograph contactor KM5 to disconnect (if no feedback status of pantograph contactor KM5 is received as high level within 2 seconds, an abnormal status of pantograph contactor KM5 is reported), and the energy storage module 1 switches from being engaged to being discharged.

[0117] When the energy storage module 1 is in a discharging state, the second control unit of the charging module sends a discharge command for the energy storage module 1 to the traction inverter 4 (the energy storage module 1 is set to a high level during discharge), and the traction inverter 4 limits its power output.

[0118] When an energy storage train moves from an area without grid coverage to an area with grid coverage:

[0119] The second control unit receives the command to enter the circulated area via TCMS signal / manual issuance of the command, and the DC / DC charger maintains the output voltage of DC750V while controlling the pantograph contactor KM5 to close.

[0120] After receiving the command to enter the wired area and the closing signal of the pantograph contactor KM5 (feedback status is low), the second control unit calculates the remaining travel time in the wired area based on the current train speed and the remaining distance in the wired area.

[0121] Once the remaining driving time in the no-cable zone is reached, the second control unit controls the DC / DC charger 21 to switch to buck charging mode. Specifically, if the pantograph receives a contact network voltage higher than the DC / DC charger 21's output voltage, the DC / DC charger 21 switches to buck charging mode; if the pantograph receives a contact network voltage lower than the DC / DC charger 21's output voltage, the DC / DC charger 21 reduces the high-voltage output voltage and attempts to switch to buck charging mode. If the conversion still fails when the voltage is reduced to 500V, the DC / DC charger 21 enters standby mode and issues a conversion failure error alert.

[0122] At this time, the charging module provides 200A constant current charging to the energy storage module until the voltage of energy storage module 1 is 421V. Then, it switches to constant voltage charging mode. When energy storage module 1 sends a stop charging feedback signal, the charging module stops charging and sends a charging completion signal through the network. It also sends a pulse stop signal to energy storage module 1 through a hard wire, and the charging module enters standby mode.

[0123] The energy storage train enters the depot, and the energy storage module is disconnected. A command is issued via TCMS, and the first and second control units simultaneously receive the disconnection command for energy storage module 1. The second control unit controls the DC / DC charger 21 to first block the pulse to energy storage unit 11, then controls the second main switch KM4 to open, and sends a pulse stop signal to the first control unit via a hard wire.

[0124] After receiving the energy storage module 1 disconnection command and pulse stop signal, the first control unit controls the first main switch KM2 to disconnect and sends the first main switch KM2 disconnection signal (feedback state is high level) to the second control unit, and the energy storage unit 11 is completely disconnected.

[0125] Accordingly, a second embodiment of the present invention also provides a rail vehicle including the energy storage train power supply conversion device described in any of the above claims.

[0126] The rail vehicle provided in this embodiment, due to the adoption of the above-mentioned energy storage train power supply conversion device, can also achieve stable and uninterrupted power supply during power supply conversion of the energy storage train.

[0127] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An energy storage train power supply conversion device, characterized in that, include: The system includes an energy storage module, a charging module, and a high-voltage electrical box. The energy storage module is connected to the charging module, and the charging module is connected to the high-voltage electrical box. The high-voltage electrical box includes a pantograph contactor. When an energy storage train enters a non-grid area from a grid-connected area: the energy storage train leaves the depot, and the energy storage module is activated; the charging module receives the command to enter the non-grid area, calculates the remaining travel time in the grid-connected area based on the current train speed and the remaining distance in the grid-connected area, which is the remaining time without power from the overhead contact line; after the remaining travel time in the grid-connected area is reached, the charging module switches to a boost discharge state, and simultaneously controls the pantograph contactor to disconnect, and the energy storage module switches from being activated to being discharged; When the energy storage train enters a wired area from a wireless area: the charging module receives the command to enter the wired area, maintains the output voltage, and simultaneously controls the pantograph contactor to close; the charging module receives the pantograph contactor closing signal, calculates the remaining travel time in the wireless area based on the current train speed and the remaining distance in the wireless area, and the remaining travel time in the wireless area is the remaining time to receive power from the overhead contact line; after the remaining travel time in the wireless area is reached, the charging module switches to a step-down charging state; The energy storage train is brought into the depot, and the energy storage module is removed. The energy storage module includes an energy storage unit, a first control unit, and a first contactor. The charging module includes a DC / DC charger, a second control unit, and a second contactor. The first contactor is connected to the energy storage unit and the DC / DC charger, respectively. The second contactor is connected to the DC / DC charger and the high-voltage electrical box, respectively. The first control unit is used to control the first contactor. The first contactor includes a first pre-charge switch and a first main switch connected in parallel. The second control unit is used to control the second contactor and the DC / DC charger. The second contactor includes a second pre-charge switch and a second main switch connected in parallel. Both the first pre-charge switch and the second pre-charge switch are connected in series with a pre-charge resistor. The activation of the energy storage module includes: the first control unit and the second control unit simultaneously receiving an energy storage module activation command; the first control unit controlling the first pre-charge switch to close, and the energy storage unit pre-charging; after the energy storage unit is pre-charged, the first control unit controlling the first main switch to close and the first pre-charge switch to open; the second control unit receiving the first main switch closing signal and determining that there is voltage on the contact network, controlling the second pre-charge switch to close, and the DC / DC charger switching to a step-down charging state or a standby state; the second control unit determining that there is no voltage on the contact network, controlling the pantograph contactor to open; the second control unit receiving the pantograph contactor opening signal, controlling the second main switch to close and the second pre-charge switch to open, and the energy storage unit activating; wherein, the first control unit and the second control unit transmit signals via hard-wired command / protocol.

2. The energy storage train power supply conversion device according to claim 1, characterized in that, The energy storage module is disconnected, including: The first control unit and the second control unit simultaneously receive the energy storage module cut-off command. The second control unit controls the DC / DC charger to block the pulse of the energy storage unit, controls the second main switch to open, and sends a pulse stop signal to the first control unit. The first control unit receives a pulse stop signal, controls the first main switch to open, and sends a first main switch open signal to the second control unit, thereby disconnecting the energy storage unit.

3. The energy storage train power supply conversion device according to claim 1, characterized in that, The energy storage unit is a supercapacitor or a power battery.

4. The energy storage train power supply conversion device according to claim 1, characterized in that, Also includes: In the event of a failure in the energy storage module: The first control unit sends an energy storage module fault signal to the second control unit; The second control unit receives a fault signal from the energy storage module and controls the DC / DC charger to block pulses from the energy storage unit. The first control unit controls the first main switch to disconnect; In case of charging module failure: The second control unit sends a charging module fault signal to the first control unit and controls the second main switch to disconnect; The first control unit receives a charging module fault signal and controls the first main switch to disconnect.

5. The energy storage train power supply conversion device according to claim 1, characterized in that, It also includes: a traction inverter, which is connected to the high-voltage electrical box; When an energy storage train moves from a grid-connected area to a grid-free area: When the energy storage module is in a discharging state, the charging module sends a discharge command to the traction inverter, and the traction inverter limits its power output. When an energy storage train moves from an area without grid coverage to an area with grid coverage: When the energy storage module is in a stopped discharging state, the charging module sends a command to the traction inverter to stop discharging the energy storage module, and the traction inverter releases the power limit.

6. The energy storage train power supply conversion device according to claim 5, characterized in that, The traction inverter performs power limiting, including: The traction inverter limits the output power of the traction command and adjusts the braking command to regenerative braking mode.

7. The energy storage train power supply conversion device according to claim 1, characterized in that, The remaining driving time in the networked area is greater than the charging module's state transition time.

8. A rail vehicle, characterized in that, include: The energy storage train power supply conversion device as described in any one of claims 1 to 7.

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