Train power supply system

Abstract

The invention relates to the technical field of rail transit, and discloses a train power supply system. The system comprises an L-phase branch unit, the L-phase branch unit comprises a contactor connected with a secondary winding L of a train main transformer and an external socket connected with a passenger car compartment load L, and the contactor is connected with the external socket in series; one end of the N-phase branch unit is connected with a secondary winding N phase of the train main transformer, and the other end of the N-phase branch unit is grounded; and the power supply acquisition unit comprises a voltage transformer connected between the L-phase branch unit and the N-phase branch unit and a current transformer connected in the N-phase branch unit so as to respectively acquire corresponding voltage and current signals. According to the scheme, the alternating current provided by the train power supply secondary winding is used for supplying power to the carriage load of the passenger car, meanwhile, the structural design is simple, and practical application is facilitated.

Description

Technical Field

[0001] The invention belongs to the technical field of rail transportation, and in particular relates to a train power supply system. Background Art

[0002] The train power supply system is a centralized power supply system on passenger trains. According to the location of the power supply device, it can be divided into locomotive direct power supply and power supply from the power car. The output power is used for lighting, air conditioning and other electrical equipment on the train. According to the different power supply types, the train power supply system can be divided into two power supply modes: DC power supply and AC power supply. At present, domestic railways generally use a DC (Direct Current) 600V train power supply system. After the locomotive main transformer transforms the contact network voltage, a dedicated train power supply rectifier is used to rectify the AC power into DC600V DC power and provide it to the passenger car compartment for powering the passenger car lighting, air conditioning and other systems.

[0003] However, the existing 600V DC train power supply system converts high-voltage AC power into 600V DC power that can be used by the train through steps such as voltage reduction, rectification, and inversion. It is unable to power passenger cars with AC power, and the system structure design is complex.

[0004] Therefore, there is an urgent need for a train power supply system that can be suitable for AC power supply and has a simple structural design. Summary of the invention

[0005] In view of the problems in the prior art that a 600V DC train power supply system cannot directly use AC power and the system structure design is complex, the main purpose of the present invention is to provide a train power supply system.

[0006] In order to solve at least one of the above technical problems, the present invention adopts the following technical solution: According to a first aspect of the present invention, the present invention provides a train power supply system, comprising: An L-phase branch unit, the L-phase branch unit comprising a contactor connected to the secondary winding L of the train main transformer, and an external socket connected to the passenger compartment load L, the contactor and the external socket being connected in series; An N-phase branch unit, one end of which is connected to the secondary winding N of the train main transformer, and the other end is grounded; A power supply collection unit, the power supply collection unit includes a voltage transformer connected between the L-phase branch unit and the N-phase branch unit and a current transformer connected in the N-phase branch unit, so as to respectively collect corresponding voltage and current signals.

[0007] In some embodiments, the auxiliary contacts of the contactor are connected to a TCMS, and the TCMS is configured to control an open or closed state of the contactor.

[0008] In some embodiments, the primary side of the voltage transformer is connected between the L-phase branch unit and the N-phase branch unit, and the secondary side of the voltage transformer is connected to a voltmeter.

[0009] In some embodiments, the voltmeter is disposed on a control console in the driver's cab to monitor and display the train power supply voltage.

[0010] In some embodiments, the primary side of the current transformer is connected to the N-phase branch unit, and the secondary side of the current transformer is connected to an electric energy meter.

[0011] In some embodiments, an overcurrent relay is connected in series between the secondary side of the current transformer and the electric energy meter.

[0012] In some embodiments, the auxiliary contact of the overcurrent relay is connected to the TCMS, and the TCMS is configured to obtain whether the overcurrent relay is actuated.

[0013] In some embodiments, a first fuse is connected in series to the L-phase branch unit, an auxiliary contact of the first fuse is connected to the TCMS, and the TCMS is configured to obtain a status of whether the first fuse is blown or not.

[0014] In some embodiments, a second fuse is connected in series to the N-phase branch unit, an auxiliary contact of the second fuse is connected to the TCMS, and the TCMS is configured to obtain a status of whether the second fuse is blown or not.

[0015] In some embodiments, the TCMS is configured to perform one or more of the following: issuing a closing command to the contactor in response to the following conditions: the overcurrent relay is not actuated, the first fuse and the second fuse are not blown, and the contactor has no fault; In response to the overcurrent relay being actuated, issuing a disconnection command to the contactor and / or the locomotive main circuit breaker; In response to the contactor not closing after a preset time after a closing instruction is issued to the contactor, issuing an opening instruction to the contactor; In response to either one of the first fuse and the second fuse being blown, issuing a closing command to the contactor is stopped, and issuing an opening command to a locomotive main circuit breaker.

[0016] The above-mentioned train power supply system includes an L-phase branch unit, an N-phase branch unit and a power supply collection unit, wherein the L-phase branch unit includes a contactor connected to the secondary winding L of the train main transformer and an external socket connected to the passenger car load L, wherein the contactor and the external socket are connected in series, one end of the N-phase branch unit is connected to the secondary winding N of the train main transformer, and the other end is grounded, and the power supply collection unit includes a voltage transformer between the L-phase and N-phase branch units and a current transformer connected to the N-phase branch unit, so as to respectively collect corresponding voltage and current signals. In the entire circuit of the train power supply system, the L-phase of the train power supply secondary winding is connected to the passenger car load L, and the N-phase of the train power supply secondary winding is connected to the passenger car load N, so that the AC power provided by the train power supply secondary winding is used to power the passenger car load, and the structural design is simple, which is conducive to practical application. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] 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 only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0018] Figure 1 is a structural schematic diagram of a train power supply system according to an embodiment of the present invention; Figure 2 It is a logical schematic diagram of contactor state control by TCMS according to an embodiment of the present invention.

[0019] The reference numerals are as follows: 1. Main transformer; 2. Secondary winding L phase; 3. Secondary winding N phase; 4. Contactor; 5. Current transformer; 6. Voltage transformer; 7. First fuse; 8. Second fuse; 9. External socket; 10. Overcurrent relay; 11. Electric energy meter; 12. Voltmeter; 13. Auxiliary contacts; 101. N phase branch unit; 102. L phase branch unit; 103. Power supply collection unit; 104. Power supply cabinet. DETAILED DESCRIPTION

[0020] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the embodiments of the present invention are further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0021] It should be understood that the embodiments of the present invention shown in the exemplary embodiments are only illustrative. Although only a few embodiments are described in detail in the present invention, it is easy for those skilled in the art to appreciate that multiple modifications are feasible without actually departing from the teaching of the subject matter of the present invention. Accordingly, all such modifications should be included within the scope of the present invention. Without departing from the gist of the present invention, other replacements, modifications, changes and deletions may be made to the design, operating conditions and parameters of the following exemplary embodiments.

[0022] It should be noted that all expressions using "first" and "second" in the embodiments of the present invention are for distinguishing two non-identical entities with the same name or non-identical parameters. It can be seen that "first" and "second" are only for the convenience of expression and should not be understood as limitations on the embodiments of the present invention. The subsequent embodiments will not explain this one by one.

[0023] refer to Figure 1 According to one aspect of the present invention, a train power supply system is disclosed, which can be arranged in a power supply cabinet 104, and includes an N-phase branch unit 101, an L-phase branch unit 102 and a power supply collection unit 103. The L-phase branch unit 102 is connected to the secondary winding L-phase 2 of the locomotive main transformer 1, and the N-phase branch unit 101 is connected to the secondary winding N-phase 3 of the locomotive main transformer 1. The power supply collection unit 103 is arranged between the L-phase branch unit 102 and the N-phase branch unit 101. The secondary winding of the main transformer 1 is relative to the primary winding of the main transformer 1, and is another set of windings that are magnetically coupled with the primary winding through an iron core. Among them, the L phase and the N phase are two different phases of the secondary winding. For the secondary winding, the part related to the neutral line can be regarded as the "N phase" for providing a reference potential. The L phase generally refers to any phase of the three-phase live wire output by the secondary winding.

[0024] Specifically, the L-phase branch unit 102 includes a contactor 4 and an external socket 9, which are connected in series, the contactor 4 is connected to the secondary winding L-phase 2 of the locomotive main transformer 1, and the external socket 9 is connected to the passenger car load L, so that the secondary winding L-phase 2 of the locomotive main transformer 1 is connected to the passenger car load L, and the AC power obtained by the transformation of the main transformer 1 is directly provided to the train car load. For example, the electric energy parameters of the contact network AC power are 25kV, 50Hz, and the AC power of 3000V, 50Hz is obtained by the transformation of the main transformer 1, and is output to the L-phase branch unit of the power supply cabinet 104 by the secondary winding L-phase 2 of the main transformer 1. When the contactor 4 in the L-phase branch unit is in a closed state, it is transmitted to the train car load via the contactor 4 and the external socket 9 to provide the train car load with 3000V, 50Hz AC power.

[0025] Specifically, one end of the N-phase branch unit 101 is connected to the secondary winding N-phase 3 of the locomotive main transformer 1, and the other end is grounded, for example, the other end is connected to the ground busbar. At the same time, the N-phase of the carriage power supply equipment is connected to the locomotive ground busbar through the passenger car wheel-rail-locomotive wheel, so as to realize the connection between the secondary winding N-phase 3 of the locomotive main transformer 1 and the train car load. For example, the electric energy parameters of the contact network AC power are 25kV, 50Hz, and 3000V, 50Hz AC power is obtained after transformation by the main transformer 1. In the whole circuit loop, the secondary winding L-phase 2 is connected to the passenger car load L, and the secondary winding N-phase 3 is connected to the passenger car load N. The secondary winding is used to provide 3000V, 50Hz AC power to the passenger car load for power supply.

[0026] Specifically, the power supply collection unit 103 includes a voltage transformer 6 connected between the L-phase branch unit 102 and the N-phase branch unit 101 and a current transformer 5 connected in the N-phase branch unit 101 to respectively collect corresponding voltage and current signals.

[0027] In the entire circuit of the train power supply system, the train power supply secondary winding L phase 2 is connected to the passenger car load L, and the train power supply secondary winding N phase 3 is connected to the passenger car load N, so that the AC power provided by the train power supply secondary winding is used to power the passenger car load. At the same time, the structural design is simple, which is conducive to practical application.

[0028] Preferably, the auxiliary contact 13 of the contactor 4 is connected to the TCMS (Train Control and Monitoring System), and the opening or closing state of the contactor 4 is controlled by the TCMS. For example, the DC110V control power of the locomotive is sent to the TCMS via the auxiliary contact 13 of the contactor 4, so that the TCMS controls the state of the contactor 3, which is beneficial to protect the train power supply system.

[0029] Preferably, the primary side of the voltage transformer 6 is connected between the L-phase branch unit 102 and the N-phase branch unit 101, and the secondary side of the voltage transformer 6 is connected to the voltmeter 12. The voltage transformer 6 is arranged between the L-phase branch unit 102 and the N-phase branch unit 101, which helps to timely observe the actual voltage signal and the actual current signal on the two branch units. Preferably, it can be provided to the locomotive related operators for use, so as to help the locomotive operators to timely understand the current and voltage conditions in the power supply cabinet 104 and give early warning of abnormal conditions.

[0030] Further preferably, the voltmeter 12 is arranged in the driver's cab so that the driver can observe the specific value of the available voltage.

[0031] Preferably, the primary side of the current transformer 5 is connected to the N-phase branch unit 101 , and the secondary side of the current transformer 5 is connected to the electric energy meter 11 , so as to further measure the electric energy provided by the train coach compartment through the electric energy meter 11 .

[0032] Preferably, an overcurrent relay 10 is connected in series between the secondary side of the current transformer 5 and the electric energy meter 11. The overcurrent relay 10 can give an overcurrent alarm when the current exceeds the current range that the electric energy meter can withstand. The overcurrent relay 10 is used to provide overload protection for the train power supply system and provide timely warning to protect the power supply cabinet 104.

[0033] Further preferably, the auxiliary contact 13 of the overcurrent relay 10 is connected to the TCMS, and the state of the overcurrent relay 10 is monitored by the TCMS. For example, if the overcurrent relay 10 is detected to be in action by the TCMS, it means that the current current value in the circuit exceeds the threshold value, and a timely warning is required to protect the power supply cabinet 104.

[0034] Preferably, the L-phase branch unit 102 also includes a first fuse 7 connected in series with the contactor 4 and the external socket 9. The auxiliary contact 13 of the first fuse 7 is connected to the TCMS, and the state of the first fuse 7 is monitored by the TCMS. For example, the DC110V control power of the locomotive is sent to the TCMS via the auxiliary contact 13 of the first fuse 7, so that the TCMS monitors the state of the first fuse 7, which is beneficial to protect the train power supply system. For example, if the TCMS monitors that the first fuse 7 switches from a closed state to an open state, it means that the voltage or current on the L-phase branch unit 102 exceeds the threshold, and a warning is issued in time to protect the power supply cabinet 104.

[0035] Preferably, the N-phase branch unit 101 includes a second fuse 8 connected in series thereto. The auxiliary contact 13 of the second fuse 8 is connected to the TCMS, and the state of the second fuse 8 is monitored by the TCMS. For example, the DC110V control power of the locomotive is sent to the TCMS via the auxiliary contact 13 of the second fuse 8, so that the TCMS monitors the state of the second fuse 8, which is beneficial to protect the train power supply system. For example, if the TCMS monitors that the second fuse 8 switches from a closed state to an open state, it means that the voltage or current on the N-phase branch unit 101 exceeds the threshold, and a warning is issued in time to protect the power supply cabinet 104.

[0036] In order to further understand the opening or closing state of the contactor 4 controlled by TCMS in the present invention, the control logic of the TCMS controlling the state of the contactor 4 is further elaborated below. Figure 1 Based on reference Figure 2 , Figure 2Shown is a logic diagram of TCMS controlling the contactor state in a specific embodiment of the present invention.

[0037] If TCMS determines that the train supply circuit is not overcurrent (overcurrent relay 10 is not actuated), the first fuse 7 and the second fuse 8 are not blown, contactor 3 is not faulty, and the auxiliary machine starts to work, and the train supply key signal in the main control driver's cab is in a closed state, TCMS will output a closing instruction for contactor 3, control the coil of contactor 3 to be attracted, connect the train power supply circuit, and provide single-phase AC 3000V, 50Hz power supply for the passenger car load. For an eight-axle car, it is composed of two cars and has an external reconnection function, so only the train supply function of the tail car is put into use. For example, when contactor 3 is closed, if the current in the circuit of the train supply cabinet 104 exceeds the maximum current that the main transformer 1 can withstand, the overcurrent relay 10 will act, causing TCMS to trigger overload protection, and TCMS will set the closing instruction of contactor 3 to 0 to disconnect contactor 3, which can be reset by the train supply key signal in the main control driver's cab.

[0038] If TCMS outputs the contactor closing command, but contactor 4 does not close within the preset time, for example, within 2 seconds, it means that there is a fault in contactor 4 or the control circuit. TCMS will automatically stop outputting the contactor closing command, which can be reset by the column supply key signal in the main control driver's cab.

[0039] If the contactor 3 is not closed, the L-phase branch unit 102 has a ground fault or other faults, causing a short circuit between the L-phase branch unit 102 and the N-phase branch unit 101, and the overcurrent relay 10 can play a role in short-circuit protection. At this time, the overcurrent relay 10 is activated and the TCMS will disconnect the locomotive main circuit breaker to protect the main transformer 1.

[0040] If a short circuit occurs between the secondary winding L phase 2 and the secondary winding N phase 3 of the main transformer 1, but the contactor 4 does not act in time to trigger the protection, the first fuse 7 and the second fuse 8 will quickly blow to cut off the entire circuit and protect the main transformer 1 in time. When any one of the first fuse 7 and the second fuse 8 blows, the TCMS will stop outputting the contactor 4 closing command and control the locomotive to disconnect the main circuit breaker. After eliminating the fault and replacing the corresponding first fuse 7 and / or second fuse 8, the main circuit breaker will be closed again to connect to the high voltage.

[0041] If the load power of the passenger car is too large, TCMS performs real-time protection according to whether the overcurrent relay 10 is actuated. When the overcurrent relay 10 is detected to be actuated, the contactor 3 is disconnected in time.

[0042] The above description is only a preferred embodiment of the present invention and is not intended to limit the scope of implementation of the present invention. If the present invention is modified or replaced by equivalents without departing from the spirit and scope of the present invention, it should be included in the protection scope of the claims of the present invention.

[0043] A person skilled in the art should understand that the discussion of any of the above embodiments is only exemplary and is not intended to imply that the scope of the disclosure of the embodiments of the present invention (including the claims) is limited to these examples; under the concept of the embodiments of the present invention, the technical features in the above embodiments or different embodiments can also be combined, and there are many other changes in different aspects of the embodiments of the present invention as described above, which are not provided in detail for the sake of simplicity. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present invention should be included in the protection scope of the embodiments of the present invention.

Claims

1. A train power supply system, characterized in that: include: An L-phase branch unit, the L-phase branch unit comprising a contactor connected to the secondary winding L of the train main transformer, and an external socket connected to the passenger compartment load L, the contactor and the external socket being connected in series; An N-phase branch unit, one end of which is connected to the secondary winding N of the train main transformer, and the other end is grounded; A power supply collection unit, the power supply collection unit includes a voltage transformer connected between the L-phase branch unit and the N-phase branch unit and a current transformer connected in the N-phase branch unit, so as to respectively collect corresponding voltage and current signals.

2. The train power supply system according to claim 1, characterized in that: The auxiliary contacts of the contactor are connected to the TCMS, and the TCMS is configured to control the open or closed state of the contactor.

3. The train power supply system according to claim 1, characterized in that: The primary side of the voltage transformer is connected between the L-phase branch unit and the N-phase branch unit, and the secondary side of the voltage transformer is connected to a voltmeter.

4. The train power supply system according to claim 3, characterized in that: The voltmeter is arranged on the control console in the driver's cab to monitor and display the train power supply voltage.

5. The train power supply system according to claim 2, characterized in that: The primary side of the current transformer is connected to the N-phase branch unit, and the secondary side of the current transformer is connected to an electric energy meter.

6. The train power supply system according to claim 5, characterized in that: An overcurrent relay is connected in series between the secondary side of the current transformer and the electric energy meter.

7. The train power supply system according to claim 6, characterized in that: The auxiliary contact of the overcurrent relay is connected to the TCMS, and the TCMS is configured to obtain whether the overcurrent relay is actuated.

8. The train power supply system according to claim 7, characterized in that: A first fuse is connected in series to the L-phase branch unit, an auxiliary contact of the first fuse is connected to the TCMS, and the TCMS is configured to obtain a state of whether the first fuse is blown or not.

9. The train power supply system according to claim 8, characterized in that: A second fuse is connected in series to the N-phase branch unit, an auxiliary contact of the second fuse is connected to the TCMS, and the TCMS is configured to obtain a status of whether the second fuse is blown or not.

10. The train power supply system according to claim 9, characterized in that: The TCMS is configured to perform one or more of the following: issuing a closing command to the contactor in response to the following conditions: the overcurrent relay is not actuated, the first fuse and the second fuse are not blown, and the contactor has no fault; In response to the overcurrent relay being actuated, issuing a disconnection command to the contactor and / or the locomotive main circuit breaker; In response to the contactor not closing after a preset time after a closing instruction is issued to the contactor, issuing an opening instruction to the contactor; In response to either one of the first fuse and the second fuse being blown, issuing a closing command to the contactor is stopped, and issuing an opening command to a locomotive main circuit breaker.

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