Urban rail transit high-voltage protection device and control circuit thereof

Abstract

According to the urban rail transit high-voltage protection device control circuit provided by the invention, through step-by-step interlocking among different protection device control circuits, the reliability and the safety of a high-voltage protection loop are improved. And through the modular structural design of the control circuit, devices can be flexibly arranged according to different high-voltage protection topology requirements, and the design, use and maintenance costs are reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of urban rail transit circuits, and in particular to a control circuit of a high-voltage protection device for urban rail transit. Background Art

[0002] In order to protect urban rail transit vehicles from damage caused by abnormal operating conditions such as overload, short circuit, and overvoltage, the vehicles are equipped with high-voltage protection devices, including high-speed circuit breakers, main discharge modules, battery charge and discharge modules, etc. Each protection device is generally equipped with an independent control circuit.

[0003] The high-voltage protection topology of existing urban rail transit vehicles varies according to different project requirements and technical routes, but the main component composition and electrical connections are relatively similar. It is basically composed of high-speed circuit breakers, main discharge modules, battery charging and discharging modules, etc. The high-voltage devices are dispersed or concentrated in the box under the vehicle, and their control circuits are independent of each other in electrical principles and structural layout.

[0004] The existing technical solutions have the following deficiencies:

[0005] (1) Different high-voltage protection devices are controlled independently, and there is no hardware interlocking between control circuits, resulting in poor safety and reliability.

[0006] (2) The control circuit of the high-voltage protection device lacks modular design. The design of the control circuit under different high-voltage protection topologies is different, which is not conducive to the control of maintenance and design costs. Summary of the invention

[0007] According to the technical problems mentioned in the above background technology, a control circuit of a high-voltage protection device for urban rail transit is provided. The scheme of the present invention proposes a control circuit of a high-voltage protection device for urban rail transit, which improves the reliability and safety of the high-voltage protection circuit through the step-by-step interlocking between the control circuits of different protection devices. The modular structure design of the control circuit can flexibly arrange components according to different high-voltage protection topology requirements, thereby reducing the design and maintenance costs.

[0008] The technical means adopted by the present invention are as follows:

[0009] A control circuit for a high-voltage protection device for urban rail transit, realizing step-by-step interlocking based on electrical principles, comprises: a control component for a high-voltage protection device;

[0010] The high-voltage protection device includes: a high-speed circuit breaker, a main contactor, a charging contactor, a first battery traction contactor and a second battery contactor;

[0011] The control component comprises: a first control contactor, a second control contactor, a current limiting resistor, a first control relay, a second control relay and a third control relay;

[0012] The control circuit of the high-speed circuit breaker is a circuit composed of the first control contactor, the second control contactor and a current limiting resistor; the normally closed auxiliary contacts of the first battery traction contactor and the second battery traction contactor are connected in series in the coil circuit of the high-speed circuit breaker to achieve interlocking of the high-speed circuit breaker with the first battery traction contactor and the second battery traction contactor;

[0013] The control circuit of the first battery traction contactor and the second battery traction contactor includes a third control relay; the normally closed auxiliary contacts of the high-speed circuit breaker are connected in series in the coil loops of the first battery traction contactor and the second battery traction contactor to achieve interlocking of the high-speed circuit breaker with the first battery traction contactor and the second battery traction contactor;

[0014] The main contactor and the charging contactor control circuits respectively include: a first control relay and a second control relay; normally open auxiliary contacts of a high-speed circuit breaker are connected in series in the coil loops of the main contactor and the charging contactor to achieve step-by-step interlocking of the high-speed circuit breaker with the main contactor and the charging contactor.

[0015] Furthermore, the control principle of the control circuit of the high-speed circuit breaker includes the following steps:

[0016] Step A1: The traction equipment sends a "high-speed circuit breaker closing permission" signal, the signal is high level, the first control contactor coil is energized, and the main contact of the first control contactor is closed; the traction equipment sends a "high-speed circuit breaker closing instruction" signal, the signal is high level, the second control contactor coil is energized, and the main contact of the control contactor is closed; the battery traction first contactor and the second battery traction contactor are not energized, and their normally closed auxiliary contacts remain closed, the high-speed circuit breaker coil is energized with a large current, the main contact of the high-speed circuit breaker is closed, the normally open auxiliary contact is closed, and the normally closed auxiliary contact is disconnected;

[0017] Step A2: After a period of time, the traction equipment no longer sends a "high-speed circuit breaker closing command" signal, the signal is low level, the second control contactor coil is not energized, the main contact of the second control contactor is disconnected, the current limiting resistor is connected in series to the high-speed circuit breaker coil loop, and the high-speed circuit breaker coil maintains a low current;

[0018] Step A3: When disconnected, the traction equipment no longer sends out the "high-speed circuit breaker closing permission" signal, the signal is low level, the first control contactor coil shall not be energized, its main contact is disconnected, the high-speed circuit breaker coil loses power, and its main contact is disconnected.

[0019] Furthermore, the period of time in step A2 is 0.5s to 1s.

[0020] Furthermore, the control principle of the first battery traction contactor and the second battery traction contactor control circuit includes the following steps:

[0021] Step B1: During battery traction, the traction equipment sends a "battery traction contactor closing command" signal, the signal is high level, the third control relay coil is energized, and the normally open auxiliary contact is closed; the high-speed circuit breaker is not energized, the normally closed auxiliary contact remains closed, the first battery traction contactor and the second battery traction contactor coils are energized, the main contacts are closed, the normally open auxiliary contacts are closed, and the normally closed auxiliary contacts are disconnected;

[0022] Step B2: When disconnection is required, the traction equipment no longer sends the "battery traction contactor closing command" signal, the signal is low level, the third control relay coil is not energized, the normally open auxiliary contact is disconnected, the first battery traction contactor and the second battery traction contactor coils lose power, and the main contacts are disconnected.

[0023] Furthermore, the control principle of the main contactor and charging contactor control circuit includes the following steps:

[0024] Step C1: After the high-speed circuit breaker is closed, the normally open auxiliary contact is closed;

[0025] Step C2: The traction equipment sends a "charging contactor closing command" signal, the signal is high level, the second control relay coil is energized, and the normally open auxiliary contact is closed;

[0026] Step C3: The charging contactor coil is energized, the main contact is closed, and the normally open auxiliary contact is closed;

[0027] Step C4: After charging is completed, the traction equipment sends a "main contactor closing command" signal, the signal is high level, the first control relay coil is energized, and the normally open auxiliary contact is closed;

[0028] Step C5: The main contactor coil is energized, the main contact is closed, and the normally open auxiliary contact is closed;

[0029] Step C6: The traction equipment no longer sends out the "charging contactor closing command" signal, the signal is at a low level, the second control relay coil is not energized, the normally open auxiliary contact is disconnected, and the charging contactor is disconnected.

[0030] The present invention also includes a control circuit of a high-voltage protection device for urban rail transit, which is arranged above other high-voltage protection devices to form a modular design, including:

[0031] Tray I, current limiting resistor, connector assembly, control relay, control contactor, branch terminal block and tray II;

[0032] The control relay, the control contactor and the branch terminal block are arranged on the tray I through the guide rail; the connector is installed on the bent horizontal eaves of the tray I through bolts, and the current limiting resistor is arranged on the tray II through bolts;

[0033] According to the high-voltage topology requirements, the number of control relays and control contactors on the guide rail of the tray I is increased or decreased, and other control circuits are added to the tray II.

[0034] Compared with the prior art, the present invention has the following advantages:

[0035] (1) The present invention increases the reliability and safety of the high-voltage protection circuit by interlocking the control circuits of the high-voltage protection devices step by step.

[0036] (2) The modular structure design of the control circuit of the high-voltage protection device of the present invention is conducive to the structural design and use and maintenance under different high-voltage protection topologies. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0038] Figure 1 This is the main circuit schematic diagram of the high voltage protection device of the present invention.

[0039] Figure 2 This is a schematic diagram of the control circuit of the high voltage protection device of the present invention.

[0040] Figure 3 This is the control circuit structure of the high voltage protection device of the present invention.

[0041] In the figure: 1. Other protection devices; 2. Tray I; 3. Current limiting resistor; 4. Connector; 5. Control relay; 6. Control contactor; 7. Branch terminal block; 8. Tray II. DETAILED DESCRIPTION

[0042] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0043] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0044] like Figure 1-Figure 3 As shown, the present application provides a control circuit of a high-voltage protection device for urban rail transit. The high-voltage protection device refers to a high-speed circuit breaker HB, a main contactor KM1, a charging contactor KM2, a charging resistor R, a battery traction contactor KMB1, a battery traction contactor KMB2, and an anti-reverse diode VD. The control circuit includes: a control contactor HBK1, a control contactor HBK2, a current limiting resistor R2, a control relay K1, a control relay K2, and a control relay K3.

[0045] In this application, the high-speed circuit breaker HB is used for overcurrent protection of the traction equipment. The circuit composed of the main contactor KM1, the charging contactor KM2 and the charging resistor R prevents the charging current from being too large and causing impact on the supporting capacitor of the traction equipment. The circuit composed of the battery traction contactor KMB1, the battery traction contactor KMB2 and the anti-reverse diode VD is used to open and close the battery traction mode.

[0046] Preferably, the control circuit of the high-speed circuit breaker HB is a loop composed of a control contactor HBK1, a control contactor HBK2 and a current limiting resistor R2; the normally closed auxiliary contacts of the battery traction contactor KMB1 and the battery traction contactor KMB2 are connected in series in the coil loop of the high-speed circuit breaker HB to realize the interlocking of the high-speed circuit breaker HB with the battery traction contactor KMB1 and the battery traction contactor KMB2;

[0047] The control circuit of the battery traction contactor KMB1 and the battery traction contactor KMB2 includes a control relay K3; the normally closed auxiliary contacts of the high-speed circuit breaker HB are connected in series in the coil loops of the battery traction contactor KMB1 and the battery traction contactor KMB2 to realize the interlocking of the high-speed circuit breaker HB and the battery traction contactor KMB1 and the battery traction contactor KMB2;

[0048] The control circuits of the main contactor KM1 and the charging contactor KM2 respectively include: a control relay K1 and a control relay K2; the normally open auxiliary contacts of the high-speed circuit breaker HB are connected in series in the coil loops of the main contactor KM1 and the charging contactor KM2 to realize the step-by-step interlocking of the high-speed circuit breaker HB with the main contactor KM1 and the charging contactor KM2.

[0049] Preferably, in the present application, the control principle of the control circuit of the high-speed circuit breaker HB includes the following steps:

[0050] Step A1: The traction equipment sends out an "HB closing permission" signal, which is at a high level, and the control contactor HBK1 coil is energized, and the main contact of the control contactor HBK1 is closed; the traction equipment sends out an "HB closing command" signal, which is at a high level, and the control contactor HBK2 coil is energized, and the main contact of the control contactor HBK2 is closed; the battery traction contactor KMB1 and the battery traction contactor KMB2 are not energized, and their normally closed auxiliary contacts remain closed, the high-speed circuit breaker HB coil is energized with a large current, the main contact of the high-speed circuit breaker HB is closed, the normally open auxiliary contact is closed, and the normally closed auxiliary contact is disconnected;

[0051] Step A2: After a period of time (0.5s-1s), the traction equipment no longer sends out the "HB closing command" signal, the signal is at a low level, the control contactor HBK2 coil is not energized, the main contact of the control contactor HBK2 is disconnected, the current limiting resistor R2 is connected in series to the high-speed circuit breaker HB coil loop, and the high-speed circuit breaker HB coil maintains a small current;

[0052] Step A3: When disconnected, the traction equipment no longer sends out the "HB closing allowed" signal, the signal is at a low level, the control contactor HBK1 coil shall not be energized, its main contact is disconnected, the high-speed circuit breaker HB coil loses power, and its main contact is disconnected.

[0053] At this time, even if the "KMB closing command" signal is mistakenly set to a high level for some reason, the battery traction contactor KMB1 and the battery traction contactor KMB2 will not be closed.

[0054] Preferably, in the present application, the control principle of the control circuit of the battery traction contactor KMB1 and the battery traction contactor KMB2 includes the following steps:

[0055] Step B1: During battery traction, the traction equipment sends a "KMB closing command" signal, the signal is high level, the control relay K3 coil is energized, and the normally open auxiliary contact is closed; the high-speed circuit breaker HB is not energized, the normally closed auxiliary contact remains closed, the battery traction contactor KMB1 and the battery traction contactor KMB2 coils are energized, the main contacts are closed, the normally open auxiliary contacts are closed, and the normally closed auxiliary contacts are disconnected;

[0056] Step B2: When disconnection is required, the traction equipment no longer sends out the "KMB closing command" signal, the signal is at a low level, the control relay K3 coil is not energized, the normally open auxiliary contact is disconnected, the battery traction contactor KMB1 and the battery traction contactor KMB2 coils lose power, and the main contacts are disconnected.

[0057] At this time, even if the "HB closing permission" signal and the "HB closing instruction" signal are mistakenly set to a high level for some reason, the high-speed circuit breaker HB will not be closed.

[0058] In this application, the control principle of the main contactor KM1 and the charging contactor KM2 control circuit includes the following steps:

[0059] Step C1: After the high-speed circuit breaker HB is closed, the normally open auxiliary contact is closed;

[0060] Step C2: The traction equipment sends out a "KM2 closing command" signal, which is at a high level, and the control relay K2 coil is energized, and the normally open auxiliary contact is closed;

[0061] Step C3: The coil of the charging contactor KM2 is energized, the main contact is closed, and the normally open auxiliary contact is closed;

[0062] Step C4: After charging is completed, the traction equipment sends a "KM1 closing command" signal, the signal is high level, the control relay K1 coil is energized, and the normally open auxiliary contact is closed;

[0063] Step C5: The coil of the main contactor KM1 is energized, the main contact is closed, and the normally open auxiliary contact is closed;

[0064] Step C6: The traction equipment no longer sends out the "KM2 closing command" signal, the signal is at a low level, the control relay K2 coil is not energized, the normally open auxiliary contact is disconnected, and the charging contactor KM2 is disconnected.

[0065] like Figure 3 As shown, the present invention provides a high-voltage protection device for urban rail transit, which is arranged above other protection devices 1 such as fuses, etc., to form a modular design, including:

[0066] Tray I2, current limiting resistor 3, connector 4, control relay 5, control contactor 6, branch terminal block 7 and tray II8;

[0067] The control relay 5, the control contactor 6 and the branch terminal block 7 are arranged on the tray I2 through the guide rail; the connector assembly 4 is installed on the bent horizontal eaves of the tray I2 through bolts, and the current limiting resistor 3 is arranged on the tray II8 through bolts;

[0068] According to the requirements of high-voltage topology, the number of control relays 5 and control contactors 6 can be increased or decreased on the rails of tray I2, or other control circuits can be added to the spare part of tray II 8. The branch terminal block 7 and connector 4 facilitate the connection between the control circuit module and the outside.

[0069] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0070] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0071] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of units can be a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0072] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed over multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0073] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0074] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A control circuit for a high-voltage protection device for urban rail transit, realizing step-by-step interlocking based on electrical principles, characterized in that: include: High voltage protection device control components; The high-voltage protection device includes: a high-speed circuit breaker, a main contactor, a charging contactor, a first battery traction contactor and a second battery contactor; The control component comprises: a first control contactor, a second control contactor, a current limiting resistor, a first control relay, a second control relay and a third control relay; The control circuit of the high-speed circuit breaker is a circuit composed of the first control contactor, the second control contactor and a current limiting resistor; the normally closed auxiliary contacts of the first battery traction contactor and the second battery traction contactor are connected in series in the coil circuit of the high-speed circuit breaker to achieve interlocking of the high-speed circuit breaker with the first battery traction contactor and the second battery traction contactor; The control circuit of the first battery traction contactor and the second battery traction contactor includes a third control relay; the normally closed auxiliary contacts of the high-speed circuit breaker are connected in series in the coil loops of the first battery traction contactor and the second battery traction contactor to achieve interlocking of the high-speed circuit breaker with the first battery traction contactor and the second battery traction contactor; The main contactor and the charging contactor control circuits respectively include: a first control relay and a second control relay; normally open auxiliary contacts of a high-speed circuit breaker are connected in series in the coil loops of the main contactor and the charging contactor to achieve step-by-step interlocking of the high-speed circuit breaker with the main contactor and the charging contactor.

2. The urban rail transit high voltage protection device control circuit according to claim 1 is characterized in that: The control circuit control principle of the high-speed circuit breaker includes the following steps: Step A1: The traction equipment sends a "high-speed circuit breaker closing permission" signal, the signal is high level, the first control contactor coil is energized, and the main contact of the first control contactor is closed; the traction equipment sends a "high-speed circuit breaker closing instruction" signal, the signal is high level, the second control contactor coil is energized, and the main contact of the control contactor is closed; the battery traction first contactor and the second battery traction contactor are not energized, and their normally closed auxiliary contacts remain closed, the high-speed circuit breaker coil is energized with a large current, the main contact of the high-speed circuit breaker is closed, the normally open auxiliary contact is closed, and the normally closed auxiliary contact is disconnected; Step A2: After a period of time, the traction equipment no longer sends out the "high-speed circuit breaker closing command" signal, the signal is at a low level, the second control contactor coil is not energized, the main contact of the second control contactor is disconnected, the current limiting resistor is connected in series to the high-speed circuit breaker coil loop, and the high-speed circuit breaker coil maintains a low current; Step A3: When disconnected, the traction equipment no longer sends out the "high-speed circuit breaker closing permission" signal, the signal is low level, the first control contactor coil shall not be energized, its main contact is disconnected, the high-speed circuit breaker coil loses power, and its main contact is disconnected.

3. A control circuit for a high voltage protection device for urban rail transit according to claim 2, characterized in that: The period of time in step 2 is 0.5s to 1s.

4. The urban rail transit high voltage protection device control circuit according to claim 1, characterized in that: The control principle of the first battery traction contactor and the second battery traction contactor control circuit includes the following steps: Step B1: During battery traction, the traction equipment sends a "battery traction contactor closing command" signal, the signal is high level, the third control relay coil is energized, and the normally open auxiliary contact is closed; the high-speed circuit breaker is not energized, the normally closed auxiliary contact remains closed, the first battery traction contactor and the second battery traction contactor coils are energized, the main contacts are closed, the normally open auxiliary contacts are closed, and the normally closed auxiliary contacts are disconnected; Step B2: When disconnection is required, the traction equipment no longer sends the "battery traction contactor closing command" signal, the signal is low level, the third control relay coil is not energized, the normally open auxiliary contact is disconnected, the first battery traction contactor and the second battery traction contactor coils lose power, and the main contacts are disconnected.

5. The urban rail transit high voltage protection device control circuit according to claim 1, characterized in that: The control principle of the main contactor and charging contactor control circuit includes the following steps: Step C1: After the high-speed circuit breaker is closed, the normally open auxiliary contact is closed; Step C2: The traction equipment sends a "charging contactor closing command" signal, the signal is high level, the second control relay coil is energized, and the normally open auxiliary contact is closed; Step C3: The charging contactor coil is energized, the main contact is closed, and the normally open auxiliary contact is closed; Step C4: After charging is completed, the traction equipment sends a "main contactor closing command" signal, the signal is high level, the first control relay coil is energized, and the normally open auxiliary contact is closed; Step C5: The main contactor coil is energized, the main contact is closed, and the normally open auxiliary contact is closed; Step C6: The traction equipment no longer sends out the "charging contactor closing command" signal, the signal is at a low level, the second control relay coil is not energized, the normally open auxiliary contact is disconnected, and the charging contactor is disconnected.

6. A control circuit for a high-voltage protection device for urban rail transit, using the circuit described in any one of claims 1 to 6, arranged above other high-voltage protection devices (1), forming a modular design, characterized in that: include: Tray I (2), current limiting resistor (3), connector assembly (4), control relay (5), control contactor (6), branch terminal block (7) and tray II (8); The control relay (5), the control contactor (6) and the branch terminal block (7) are arranged on the tray I (2) via guide rails; the connector assembly (4) is mounted on the bent horizontal eaves of the tray I (2) via bolts, and the current limiting resistor (3) is arranged on the tray II (8) via bolts; According to the high-voltage topology requirements, the number of control relays (5) and control contactors (6) on the guide rail of the tray I (2) is increased or decreased, and other control circuits are added to the tray II (8).

Images