Power supply control device and method for railway vehicle and train

Abstract

The invention provides a power supply control device and method of a rail vehicle and a train, and mainly relates to the technical field of urban rail transit, the power supply control device of the rail vehicle comprises a traction converter module comprising a first contactor, the traction converter module is configured to be in a contact network power supply mode, and the traction converter module comprises a second contactor; a first contactor and a direct-current bus control contact net are used for respectively supplying power to a traction motor and a vehicle load; the battery module comprises a second contactor and is configured to control the battery to supply power to the traction motor and the vehicle load through the second contactor and the direct current bus in the battery power supply mode; the control module is configured to respond to a control instruction, sequentially control the on-off states of the first contactor and the second contactor so as to control the vehicle to be switched between a contact network power supply mode and a battery power supply mode, and in the switching process, the traction motor is controlled to be in a self-power-generation state so as to maintain the voltage of the direct-current bus.

Description

Technical Field

[0001] The present disclosure relates to the technical field of urban rail transit, and more specifically, to a power supply control device and method for a rail vehicle and a train. Background Art

[0002] In recent years, as the global rail transit network accelerates its development towards intelligence and greenness, dual-power EMU technology has become an important direction for upgrading modern railway systems. Among them, battery drive technology has become a supplement to electrified railways, and its necessity has received increasing attention.

[0003] However, the current traditional dual-power system has problems such as insufficient voltage drop control accuracy, low energy management efficiency, and the need to improve system reliability. Summary of the invention

[0004] In view of this, the present disclosure provides a power supply control device and method for a rail vehicle and a train.

[0005] One aspect of the present disclosure provides a power supply control device for a rail vehicle, comprising: a traction inverter module, comprising a first contactor, wherein the traction inverter module is configured to control the contact network to supply power to a traction motor and a vehicle load respectively via the first contactor and a DC bus in a contact network power supply mode; a battery module, comprising a second contactor, wherein the battery is configured to control the battery to supply power to the traction motor and the vehicle load respectively via the second contactor and the DC bus in a battery power supply mode; and a control module, configured to control the switching states of the first contactor and the second contactor in sequence in response to a control instruction, so as to control the vehicle to switch between the contact network power supply mode and the battery power supply mode, and during the switching process, control the traction motor to enter a self-generation state to maintain the voltage of the DC bus.

[0006] According to an embodiment of the present disclosure, the power supply control device further includes a step-down circuit module, wherein the step-down circuit module is configured to step down the voltage of the DC bus to the charging voltage of the battery; the traction inverter module is further configured to control the contact network to charge the battery via the first contactor, the DC bus and the step-down circuit module in the contact network power supply mode.

[0007] According to an embodiment of the present disclosure, the above-mentioned device also includes a contact network current access module, and the above-mentioned contact network current access module includes a pantograph and a vacuum circuit breaker, wherein the above-mentioned contact network current access module is configured to supply power to the above-mentioned traction inverter module via the above-mentioned pantograph and the above-mentioned vacuum circuit breaker in the above-mentioned contact network power supply mode.

[0008] According to an embodiment of the present disclosure, the above control module includes an overhead line control circuit, a battery control circuit, and a traction motor control circuit. Among them, the overhead line control circuit is configured to control the switching states of the first contactor and the vacuum circuit breaker respectively in response to the above control instruction; the battery control circuit is configured to control the switching state of the second contactor in response to the above control instruction; the traction motor control circuit is configured to control the operating state of the traction motor in response to the above control instruction, where the operating state of the traction motor includes the self-power generation state and the normal driving state.

[0009] According to an embodiment of the present disclosure, when the above vehicle drives from an electrified area into a non-electrified area during operation: the traction motor control circuit is configured to send a first control signal to the traction motor to control the traction motor to switch from the normal driving state to the self-power generation state and maintain the voltage of the DC bus; when the voltage of the DC bus meets the first threshold condition, the overhead line control circuit is configured to send a disconnection signal to the first contactor and the vacuum circuit breaker, and send a lowering signal to the pantograph to control the overhead line to stop power supply, and the battery control circuit is configured to send a closing signal to the second contactor so that the battery supplies power to the traction motor and the vehicle load through the diode, the second contactor, and the DC bus; when it is determined that the battery is put into power supply, the traction motor control circuit is further configured to send a second control signal to the traction motor to control the traction motor to switch from the self-power generation state to the normal driving state.

[0010] According to an embodiment of the present disclosure, when the above vehicle drives from the non-electrified area into the electrified area during operation: the traction motor control circuit is configured to send the first control signal to the traction motor to control the traction motor to switch from the normal driving state to the self-power generation state and maintain the voltage of the DC bus; when the voltage of the DC bus meets the above first threshold condition, the battery control circuit is configured to send a disconnection signal to the second contactor to control the battery to stop power supply, and the overhead line control circuit is configured to send a closing signal to the first contactor and the vacuum circuit breaker, and send a raising signal to the pantograph so that the overhead line supplies power to the traction motor, the vehicle load, and the battery respectively through the pantograph, the vacuum circuit breaker, and the DC bus; when it is determined that the overhead line is put into power supply, the traction motor control circuit is further configured to send the second control signal to the traction motor to control the traction motor to switch from the self-power generation state to the normal driving state.

[0011] According to an embodiment of the present disclosure, when the above vehicle drives from the powered area into the non-powered area within the station: the battery control circuit is configured to send a closing signal to the second contactor to close the second contactor, so that the voltage of the DC bus is raised; the catenary control circuit is configured to send a disconnection signal to the first contactor and the vacuum circuit breaker, and send a lowering signal to the pantograph to control the catenary to stop power supply, so that the voltage of the DC bus drops, so that when the voltage of the DC bus meets the second threshold condition, the battery supplies power to the traction motor and the vehicle load through the second contactor and the DC bus.

[0012] According to an embodiment of the present disclosure, when the above vehicle drives from the non-powered area into the powered area within the station: the catenary control circuit is configured to send a raising signal to the pantograph, and send a closing signal to the first contactor and the vacuum circuit breaker, so that the voltage of the DC bus is raised; when the intermediate voltage at the DC bus meets the second threshold condition, the battery control circuit is configured to send a disconnection signal to the second contactor to control the battery to stop power supply, so that the catenary supplies power to the traction motor, the vehicle load, and the battery respectively through the pantograph, the vacuum circuit breaker, and the DC bus.

[0013] Another aspect of the present disclosure provides a power supply control method for a rail vehicle, including: in response to the vehicle switching to the catenary power supply mode, controlling the catenary to supply power to the traction motor and the vehicle load respectively through the first contactor and the DC bus; in response to the vehicle switching to the battery power supply mode, controlling the battery to supply power to the traction motor and the vehicle load respectively through the second contactor and the DC bus; during the process of switching between the catenary power supply mode and the battery power supply mode, controlling the traction motor to enter the self-generating state to maintain the voltage of the DC bus.

[0014] Another aspect of the present disclosure provides a train, including: a power supply control device for a rail vehicle as described in any one of the above.

[0015] According to an embodiment of the present disclosure, by controlling the switching states of the first contactor and the second contactor, the operation and input sequence of the catenary and the power battery are changed, realizing seamless switching of the vehicle power supply mode, ensuring that the auxiliary inverter does not stop and the load is not powered off during the switching process, thereby improving the availability of the EMU and the passenger comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Through the following description of the embodiments of the present disclosure with reference to the drawings, the above and other objects, features, and advantages of the present disclosure will become clearer. In the drawings:

[0017] Figure 1 Schematically shows a schematic diagram of a power supply control device for a rail vehicle according to an embodiment of the present disclosure;

[0018] Figure 2 Schematically shows a schematic diagram of a power supply control device for a rail vehicle according to a specific embodiment of the present disclosure;

[0019] Figure 3 Schematically shows a flowchart of a power supply control method for a rail vehicle according to an embodiment of the present disclosure;

[0020] Figure 4 Schematically shows a block diagram of a power supply control device for a rail vehicle according to an embodiment of the present disclosure; and

[0021] Figure 5 Schematically shows a block diagram of an electronic device suitable for implementing a power supply control method for a rail vehicle according to an embodiment of the present disclosure. Detailed implementation manners

[0022] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. However, it should be understood that these descriptions are merely exemplary and are not intended to limit the scope of the present disclosure. In the following detailed description, for the sake of explanation, many specific details are set forth to provide a comprehensive understanding of the embodiments of the present disclosure. However, it is obvious that one or more embodiments can also be implemented without these specific details. In addition, in the following description, descriptions of well-known structures and technologies are omitted to avoid unnecessarily obscuring the concepts of the present disclosure.

[0023] The terms used herein are merely for describing specific embodiments and are not intended to limit the present disclosure. The terms "including", "comprising", etc. used herein indicate the presence of the described features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0024] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of this specification and should not be interpreted in an idealized or overly rigid manner.

[0025] In the case of using expressions such as "at least one of A, B, and C", generally, it should be interpreted according to the meaning commonly understood by those skilled in the art (for example, "a system having at least one of A, B, and C" should include, but is not limited to, a system having only A, only B, only C, having A and B, having A and C, having B and C, and / or having A, B, and C).

[0026] In recent years, as the global rail transit network accelerates its development towards intelligence and greening, dual-power EMU technology has become an important direction for the upgrade of modern railway systems. In combination with the concept of building a metropolitan area on the rails through the "four-network integration" of rail transit, some cities, in line with the national development strategy of "innovation, green, openness, and sharing", try to make use of existing railways to open inter-city and urban lines through passenger and freight lines. Among them, battery-driven technology has been used as a supplement to electrified railways, and its necessity has received more and more attention. However, the current traditional dual-power system has core problems such as insufficient voltage drop control accuracy, low energy management efficiency, and system reliability that needs to be improved.

[0027] In view of this, the embodiments of the present disclosure provide a power supply control device, method and train for a rail vehicle, which controls the switching states of a first contactor and a second contactor to change the operation and input sequence of the contact network and the power battery, thereby achieving seamless switching of the vehicle's power supply mode, ensuring that the auxiliary inverter and the load are always kept running and powered on during the switching process, thereby improving the availability of the EMU and passenger comfort.

[0028] An embodiment of the present disclosure provides a power supply control device for a rail vehicle, comprising: a traction inverter module, comprising a first contactor, the traction inverter module being configured to control the contact network to supply power to a traction motor and a vehicle load respectively via the first contactor and a DC bus in a contact network power supply mode; a battery module, comprising a second contactor, being configured to control the battery to supply power to the traction motor and the vehicle load respectively via the second contactor and the DC bus in a battery power supply mode; a control module being configured to control the switching states of the first contactor and the second contactor in sequence in response to a control instruction, so as to control the vehicle to switch between the contact network power supply mode and the battery power supply mode, and during the switching process, control the traction motor to enter a self-generation state to maintain the voltage of the DC bus.

[0029] It should be noted that the power supply control device, method and train of the rail vehicle determined in the embodiments of the present disclosure can be used in the field of rail vehicle technology for electrical equipment. The power supply control device, method and train of the rail vehicle determined in the embodiments of the present disclosure can also be used in any field other than the field of rail vehicle technology for electrical equipment, such as the field of rail vehicle power management technology. The application field of the power supply control device, method and train of the rail vehicle determined in the embodiments of the present disclosure is not limited.

[0030] The following is combined Figure 1 The technical solution of the present invention is described in detail.

[0031] Figure 1 A schematic diagram of a power supply control device for a rail vehicle according to an embodiment of the present disclosure is schematically shown.

[0032] likeFigure 1 As shown, the power supply control device includes a traction converter module 1, a battery module 2, and a control module 3.

[0033] According to an embodiment of the present disclosure, the traction converter module 1 is configured to convert the alternating current accessed from the catenary into direct current in the catenary power supply mode, and then invert the direct current into alternating current to drive the traction motor and supply power to the vehicle load.

[0034] Specifically, the traction converter module 1 may include a first contactor, a rectifier, an inverter, and an auxiliary inverter. Among them, the first end of the rectifier is connected to the first contactor, the second end of the rectifier is connected to the first end of the inverter via a DC bus, and the second end of the inverter is connected to the traction motor. Among them, the second end of the rectifier is connected to the first end of the auxiliary inverter via a DC bus, and the second end of the auxiliary inverter is connected to the vehicle load.

[0035] Among them, the first contactor is configured to close in the catenary power supply mode to conduct the power supply loop from the catenary to the rectifier, and to disconnect in the battery power supply mode to isolate the catenary from the traction converter module. The rectifier is configured to receive the alternating current accessed from the catenary via the first contactor and convert the alternating current into direct current for output to the DC bus. The inverter is configured to invert the direct current on the DC bus into variable-frequency alternating current to drive the traction motor, and the inverter can also act as a rectifier in reverse when the traction motor is in the self-generating state. The auxiliary inverter is configured to convert the direct current on the DC bus into constant-voltage and constant-frequency alternating current to supply power to vehicle loads such as air conditioners and lighting.

[0036] According to an embodiment of the present disclosure, the battery module 2 is configured to supply power to the traction motor and the vehicle load via a second contactor and a DC bus respectively in the battery power supply mode.

[0037] Specifically, the battery module 2 includes a power battery and a second contactor. Among them, the second contactor is connected in series between the positive electrode of the power battery and the DC bus, and the negative electrode of the power battery is connected to the DC bus and the auxiliary inverter respectively.

[0038] Among them, the power battery is configured to supply power to the traction motor through the DC bus and supply power to the vehicle load through the auxiliary inverter when in a non-electrified section or when the catenary is powered off. The second contactor is configured to close in the battery power supply mode to conduct the power supply loop from the power battery to the DC bus, and the second contactor is also configured to disconnect in the catenary power supply mode to isolate the power battery from the DC bus.

[0039] According to an embodiment of the present disclosure, the control module 3 is configured to sequentially control the switching states of the first contactor and the second contactor in response to a control instruction, so as to control the vehicle to switch between the catenary power supply mode and the battery power supply mode, and during the switching process, control the traction motor to enter the self - generating state to maintain the voltage of the DC bus.

[0040] Based on this, the embodiment of the present disclosure controls the switching states of the first contactor and the second contactor to change the action and input sequence of the catenary and the power battery, realizes seamless switching of the vehicle power supply mode, ensures that the auxiliary inverter does not stop and the load is not powered off during the switching process, thereby improving the availability of the EMU and the passenger comfort.

[0041] Figure 2 Schematically shows a schematic diagram of a power supply control device for a rail vehicle according to a specific embodiment of the present disclosure.

[0042] As Figure 2 shown, the power supply control device includes a vacuum circuit breaker VCB, a first contactor K1, a first contactor K2, and a second contactor K3.

[0043] Among them, the battery module 2 further includes a diode, where the diode is connected in series between the positive pole of the power battery and the second contactor K3, and the negative pole of the power battery is respectively connected to the DC bus and the auxiliary inverter. The diode is configured to only allow current to flow from the power battery to the DC bus, and when the catenary supplies power, the diode is cut off to prevent current backflow.

[0044] As Figure 2 shown, the power supply control device further includes a buck circuit module 4, where the buck circuit module 4 is configured to step down the voltage of the DC bus to the charging voltage of the power battery. In the catenary power supply mode, the catenary charges the power battery through the first contactor K1, the first contactor K2, the DC bus, and the buck circuit module 4.

[0045] Specifically, the first end of the buck circuit module 4 is connected to the second end of the rectifier through the DC bus to receive the high - voltage direct current of the DC bus, and the second end of the buck circuit module 4 is connected to the positive pole of the power battery to output the stepped - down direct current to the power battery. Among them, the buck circuit module 4 can be configured as a BUCK circuit. In the catenary power supply mode, the BUCK circuit is started, and the direct current output by the rectifier is stepped down by the BUCK circuit to charge the power battery. At this time, the diode is cut off to prevent the charging current from being shunted. In the battery power supply mode, the BUCK circuit is turned off, and the diode conducts forwardly, and the power battery discharges to the DC bus through the second contactor.

[0046] In the embodiments of the present disclosure, due to the unidirectional energy flow characteristic of the BUCK circuit, the discharge path and the charge path of the power battery are separated, and when the catenary supplies power, the diode can block the reverse flow of current into the BUCK circuit. Therefore, a double protection mechanism against backflow can be formed by using the BUCK circuit.

[0047] As Figure 2 shown, the power supply control device further includes a catenary current access module 5.

[0048] Specifically, the catenary current access module 5 includes a pantograph, a vacuum circuit breaker VCB, and a traction transformer. Among them, the pantograph is connected to the traction transformer via the vacuum circuit breaker VCB, and the vacuum circuit breaker VCB serves as the main circuit switch to control the electrical connection between the catenary and the traction transformer.

[0049] In this embodiment, after the control module 3 detects the catenary power supply instruction, it drives the pantograph to rise, and the sliding plate makes physical contact with the catenary wire. The high-voltage alternating current of the catenary is introduced into the vehicle through the pantograph. At this time, the catenary current access module 5 is configured to supply power to the traction converter module 1 via the pantograph, the vacuum circuit breaker VCB, and the traction transformer in the catenary power supply mode.

[0050] According to the embodiments of the present disclosure, the control module includes a catenary control circuit, a battery control circuit, and a traction motor control circuit. Among them, the catenary control circuit is configured to control the switch states of the first contactor and the vacuum circuit breaker respectively in response to the control instruction; the battery control circuit is configured to control the switch state of the second contactor in response to the control instruction; the traction motor control circuit is configured to control the operating state of the traction motor in response to the control instruction.

[0051] In this embodiment, the catenary control circuit is configured to control the switch states of the first contactor and the vacuum circuit breaker respectively in response to the control instruction. Specifically, in the catenary power supply mode, the first contactor and the vacuum circuit breaker are closed to conduct the power supply loop from the catenary to the rectifier. In the battery power supply mode, the first contactor and the vacuum circuit breaker are disconnected to physically isolate the catenary side.

[0052] Among them, the catenary control circuit can also be configured to control the movement state of the pantograph and the working state of the rectifier in response to the control instruction.

[0053] In this embodiment, the battery control circuit is configured to control the switch state of the second contactor in response to the control instruction to control the power supply path from the power battery to the DC bus. Specifically, in the battery power supply mode, the second contactor is closed to conduct the battery discharge loop. In the catenary power supply mode, the second contactor is disconnected to isolate the battery from the system.

[0054] In this embodiment, the traction motor control circuit is configured to control the operating state of the traction motor in response to a control instruction. Among them, the operating states of the traction motor include a self - generating state and a normal driving state. Specifically, when the traction motor is in the normal driving state, the traction motor obtains alternating current from the inverter to drive the vehicle. When the traction motor is in the self - generating state, the traction motor acts as a generator, converts the vehicle kinetic energy into electrical energy, and outputs it to the DC bus.

[0055] In a specific embodiment, the trigger conditions for switching the operating state of the traction motor include: when the power supply mode is switched (such as when the catenary power supply mode is switched to the battery power supply mode), it is necessary to give priority to starting the self - generating state of the traction motor to fill the voltage drop.

[0056] The following will refer to Figure 2 , and will be described in detail for the catenary power supply mode and the battery power supply mode respectively.

[0057] In the catenary power supply mode, first, confirm that the vacuum circuit breaker VCB and the second contactor K3 are in the open state. After the pantograph is raised and the network voltage is detected, the vacuum circuit breaker VCB is closed, the first contactor K1 and the first contactor K2 are closed, the rectifier works to supply power to the auxiliary inverter, and after startup, it supplies power to the vehicle load. In addition, the two groups of power batteries are charged through the BUCK circuit, and the charging current can be controlled separately; at the same time, when the vehicle starts to be towed, the inverter works to drive the traction motor, and the train starts.

[0058] In the battery power supply mode, first, confirm that the vacuum circuit breaker VCB, the first contactor K1, and the first contactor K2 are all in the open state, close the second contactor K3, and the power battery starts to supply power to the auxiliary inverter. After startup, it supplies power to the vehicle load. When the vehicle starts to be towed, the inverter works to drive the traction motor, and the train starts.

[0059] According to an embodiment of the present disclosure, when the vehicle travels from an electrified area into a non - electrified area during operation: the traction motor control circuit is configured to send a first control signal to the traction motor to control the traction motor to convert from the normal driving state to the self - generating state and maintain the voltage of the DC bus; when the voltage of the DC bus meets the first threshold condition, the catenary control circuit is configured to send a disconnection signal to the first contactor and the vacuum circuit breaker, and send a lowering signal to the pantograph to control the catenary to stop power supply, and the battery control circuit is configured to send a closing signal to the second contactor, so that the battery supplies power to the traction motor and the vehicle load through the diode, the second contactor, and the DC bus; when it is determined that the battery is put into power supply, the traction motor control circuit is further configured to send a second control signal to the traction motor to control the traction motor to convert from the self - generating state to the normal driving state.

[0060] According to an embodiment of the present disclosure, when the vehicle enters the electrified area from the non-electrified area during operation: the traction motor control circuit is configured to send a first control signal to the traction motor to control the traction motor to switch from the normal driving state to the self-power generation state and maintain the voltage of the DC bus; when the voltage of the DC bus meets the first threshold condition, the battery control circuit is configured to send a disconnection signal to the second contactor to control the battery to stop power supply, and the catenary control circuit is configured to send a closing signal to the first contactor and the vacuum circuit breaker, and send a raising signal to the pantograph, so that the catenary supplies power to the traction motor, vehicle load, and battery respectively through the pantograph, vacuum circuit breaker, and DC bus; when it is determined that the catenary is powered on, the traction motor control circuit is further configured to send a second control signal to the traction motor to control the traction motor to switch from the self-power generation state to the normal driving state.

[0061] According to an embodiment of the present disclosure, when the vehicle enters the non-electrified area from the electrified area within the station: the battery control circuit is configured to send a closing signal to the second contactor to close the second contactor, so that the voltage of the DC bus is raised; the catenary control circuit is configured to send a disconnection signal to the first contactor and the vacuum circuit breaker, and send a lowering signal to the pantograph to control the catenary to stop power supply, so that the voltage of the DC bus drops, so that when the voltage of the DC bus meets the second threshold condition, the battery supplies power to the traction motor and vehicle load through the second contactor and the DC bus.

[0062] According to an embodiment of the present disclosure, when the vehicle enters the electrified area from the non-electrified area within the station: the catenary control circuit is configured to send a raising signal to the pantograph, and send a closing signal to the first contactor and the vacuum circuit breaker, so that the voltage of the DC bus is raised; when the intermediate voltage at the DC bus meets the second threshold condition, the battery control circuit is configured to send a disconnection signal to the second contactor to control the battery to stop power supply, so that the catenary supplies power to the traction motor, vehicle load, and battery respectively through the pantograph, vacuum circuit breaker, and DC bus.

[0063] The following refers to Figure 2 , and the control logics of the vehicle when switching from the electrified area to the non-electrified area during operation, from the non-electrified area to the electrified area during operation, from the electrified area to the non-electrified area within the station, and from the non-electrified area to the electrified area within the station are described in detail respectively.

[0064] According to a specific embodiment of the present disclosure, when the vehicle enters the non-electrified area from the electrified area during operation, for example, from the catenary to the non-electrified railway:

[0065] Before the switch, the train runs normally, the vacuum circuit breaker VCB, the first contactor K1, and the first contactor K2 are in the closed state, and the second contactor K3 is in the open state.

[0066] During the switching process, first, the rectifier shuts down. A first control signal is sent to the traction motor through the traction motor control circuit to control the traction motor to switch from the normal driving state to the self - generating state and maintain the voltage of the DC bus, ensuring that the auxiliary inverter does not shut down and the vehicle loads remain powered.

[0067] When the voltage of the DC bus meets the threshold condition (such as the power battery voltage + forward voltage drop of the diode), the disconnection signals are first sent to the first contactor K1 and the first contactor K2 through the catenary control circuit. Then, the disconnection signal is controlled to be sent to the vacuum circuit breaker VCB, and the lowering signal is sent to the pantograph to control the catenary to stop power supply. A closing signal is sent to the second contactor K3 through the battery control circuit, enabling the power battery to be connected. The traction motor and vehicle loads are powered through the diode, the second contactor K3, and the DC bus, completing the switching.

[0068] When it is determined that the power battery is supplying power, a second control signal is sent to the traction motor through the traction motor control circuit to control the traction motor to switch from the self - generating state to the normal driving state.

[0069] According to the specific embodiments of the present disclosure, when the vehicle travels from a non - electrified area into an electrified area during operation, for example, from a non - electrified railway to the catenary:

[0070] Before the switching, the train is running normally. The vacuum circuit breaker VCB, the first contactor K1, and the first contactor K2 are in the open state, and the second contactor K3 is in the closed state.

[0071] During the switching, first, a first control signal is sent to the traction motor through the traction motor control circuit to control the traction motor to switch from the normal driving state to the self - generating state and maintain the voltage of the DC bus. The auxiliary inverter is powered through the inverter and the DC bus, ensuring that the auxiliary inverter does not shut down and the vehicle loads remain powered.

[0072] When the voltage of the DC bus meets the threshold condition (such as the rectified voltage of the catenary), a disconnection signal is sent to the second contactor K3 through the battery control circuit, causing the power battery to withdraw from power supply. A rising signal is sent to the pantograph through the catenary control circuit, a closing signal is sent to the vacuum circuit breaker VCB, and closing signals are sent to the first contactor K1 and the first contactor K2, enabling the catenary to supply power to the traction motor, vehicle loads, and battery respectively through the pantograph, the vacuum circuit breaker VCB, and the DC bus, completing the switching.

[0073] When it is determined that the catenary is supplying power, a second control signal is sent to the traction motor through the traction motor control circuit to control the traction motor to switch from the self - generating state to the normal driving state.

[0074] According to an embodiment of the present disclosure, when a vehicle drives from an electrified area into a non-electrified area within a station, for example, from an overhead catenary to a non-electrified railway:

[0075] Before the switching, the train runs normally, the vacuum circuit breaker VCB, the first contactor K1, and the first contactor K2 are in the closed state, and the second contactor K3 is in the open state.

[0076] During the switching, a closing signal is sent to the second contactor K3 through the battery control circuit to close the second contactor K3, so that the voltage of the DC bus is raised. At this time, due to the unidirectional conduction of the diode, the power battery discharge circuit is not conducting, and the battery does not discharge temporarily. A disconnection signal is sent to the first contactor K1, the first contactor K2, and the vacuum circuit breaker VCB through the overhead catenary control circuit, and a lowering signal is sent to the pantograph to control the overhead catenary to stop power supply, so that the voltage at the DC bus gradually decreases due to the power consumption of the load.

[0077] When the voltage of the DC bus meets the threshold condition (such as dropping to the voltage of the power battery), the diode conducts, and the power battery supplies power to the traction motor and the vehicle load through the diode, the second contactor K3, and the DC bus, ensuring that the on-vehicle load does not lose power and completing the switching.

[0078] According to an embodiment of the present disclosure, when a vehicle drives from a non-electrified area into an electrified area within a station, for example, from a non-electrified railway to an overhead catenary:

[0079] Before the switching, the train runs normally, the vacuum circuit breaker VCB, the first contactor K1, and the first contactor K2 are in the open state, and the second contactor K3 is in the closed state.

[0080] During the switching, a raising signal is sent to the pantograph through the overhead catenary control circuit, and a closing signal is sent to the first contactor K1, the first contactor K2, and the vacuum circuit breaker VCB, so that the voltage at the DC bus is gradually raised due to the startup of the rectifier.

[0081] When the voltage of the DC bus meets the threshold condition (such as rising to the voltage of the power battery), a disconnection signal is sent to the second contactor K3 through the battery control circuit. Due to the cut-off of the diode, the power supply of the power battery is controlled to stop. At this time, the overhead catenary supplies power to the vehicle load and the traction motor, and at the same time, the overhead catenary charges the power battery through the BUCK circuit to complete the energy switching on the premise that the auxiliary inverter does not stop running and the vehicle load does not lose power.

[0082] Based on this, the embodiment of the present disclosure realizes seamless switching of the dual-power supply mode, enables the auxiliary inverter not to stop running and the vehicle auxiliary load not to lose power during the power supply switching process in the vehicle operation and within the station, significantly improves the reliability, safety, and economy of the rail vehicle operation, and ensures the normal operation of the train and the comfort of passengers.

[0083] Figure 3 Schematically shows a flowchart of a power supply control method for a rail vehicle according to an embodiment of the present disclosure.

[0084] As Figure 3 shown, the train sleep control method includes S301 to S303.

[0085] In operation S301, in response to the vehicle switching to the catenary power supply mode, the catenary is controlled to supply power to the traction motor and the vehicle load respectively through the first contactor and the DC bus.

[0086] In operation S302, in response to the vehicle switching to the battery power supply mode, the battery is controlled to supply power to the traction motor and the vehicle load respectively through the second contactor and the DC bus.

[0087] In operation S303, during the process of switching between the catenary power supply mode and the battery power supply mode, the traction motor is controlled to enter the self - generating state to maintain the voltage of the DC bus.

[0088] According to an embodiment of the present disclosure, in response to the vehicle switching to the catenary power supply mode, the first contactor closes, conducting the power supply loop from the catenary to the traction converter module. The vacuum circuit breaker closes, and the pantograph rises. The high - voltage power of the catenary (such as AC25kV) is stepped down by the traction transformer (such as AC1500V) and then input to the rectifier. At the same time, the second contactor opens to isolate the power battery from the DC bus and prevent reverse current. The rectifier converts alternating current (AC1500V) into direct current (DC1500V) and outputs it to the DC bus. The inverter inverses the direct current into variable - frequency alternating current (such as AC0 - 60Hz) to control the motor speed to drive the traction motor. The auxiliary inverter converts direct current into constant - voltage and constant - frequency alternating current (such as AC380V / 50Hz) to supply power to loads such as air conditioners and lighting. In addition, the BUCK circuit takes power from the DC bus (DC1500V) and steps it down to the power battery charging voltage (such as DC1000V), so that the catenary charges the power battery through the BUCK circuit.

[0089] According to an embodiment of the present disclosure, in response to the vehicle switching to the battery power supply mode, the second contactor closes to conduct the power supply loop from the power battery to the DC bus. The first contactor opens to isolate the catenary and avoid current backflow. The diode conducts, and only when the voltage of the DC bus is the power battery voltage + the forward voltage drop of the diode, the current is allowed to flow from the power battery to the DC bus. At this time, the power battery supplies power to the DC bus (such as DC1000V) through the diode and the second contactor, and the inverter inverses the direct current into alternating current to drive the traction motor. The auxiliary inverter continues to supply power to maintain the normal operation of load devices (air conditioners, lighting).

[0090] According to an embodiment of the present disclosure, during the process of switching between the catenary power supply mode and the battery power supply mode, the self - power generation trigger conditions of the traction motor may include: the control module detects a power supply mode switching instruction (such as catenary power failure or entering a power - off area); the rectifier shuts down and the catenary power supply circuit is disconnected. When the traction motor switches to the self - power generation state, it generates electricity using the train's inertial kinetic energy, outputs electrical energy to the DC bus, so as to maintain the voltage of the DC bus, fill the voltage drop at the moment of switching, and ensure that the load power supply is not interrupted.

[0091] Figure 4 Schematically shows a block diagram of a power supply control device for a rail vehicle according to an embodiment of the present disclosure.

[0092] As Figure 4 shown, the power supply control device 400 of the rail vehicle includes a first control unit 410, a second control unit 420, and a third control unit 430.

[0093] The first control unit 410 is configured to, in response to the vehicle switching to the catenary power supply mode, control the catenary to supply power to the traction motor and the vehicle load respectively through the first contactor and the DC bus.

[0094] The second control unit 420 is configured to, in response to the vehicle switching to the battery power supply mode, control the battery to supply power to the traction motor and the vehicle load respectively through the second contactor and the DC bus.

[0095] The third control unit 430 is configured to control the traction motor to switch to the self - power generation state during the process of switching between the catenary power supply mode and the battery power supply mode, so as to maintain the voltage of the DC bus.

[0096] Any number of modules, sub - modules, units, and sub - units according to the embodiments of the present disclosure, or at least part of the functions of any number of them, can be implemented in one module. Any one or more of the modules, sub - modules, units, and sub - units according to the embodiments of the present disclosure can be split into multiple modules for implementation. Any one or more of the modules, sub - modules, units, and sub - units according to the embodiments of the present disclosure can be at least partially implemented as a hardware circuit, such as a field - programmable gate array (FPGA), a programmable logic array (PLA), a system - on - chip, a system - on - substrate, a system - on - package, an application - specific integrated circuit (ASIC), or can be implemented by any other reasonable way of integrating or packaging circuits in hardware or firmware, or implemented in any one of the three implementation ways of software, hardware, and firmware, or in an appropriate combination of any several of them. Or, one or more of the modules, sub - modules, units, and sub - units according to the embodiments of the present disclosure can be at least partially implemented as a computer program module, and when the computer program module runs, it can execute the corresponding functions.

[0097] For example, any combination of the first control unit 410, the second control unit 420, and the third control unit 430 may be implemented in one module / unit / sub-unit, or any one of the modules / units / sub-units may be split into multiple modules / units / sub-units. Alternatively, at least part of the functions of one or more of these modules / units / sub-units may be combined with at least part of the functions of other modules / units / sub-units and implemented in one module / unit / sub-unit. According to an embodiment of the present disclosure, at least one of the first control unit 410, the second control unit 420, and the third control unit 430 may be at least partially implemented as a hardware circuit, such as a field programmable gate array (FPGA), a programmable logic array (PLA), a system on chip, a system on a substrate, a system in a package, an application specific integrated circuit (ASIC), or any other reasonable manner of integrating or packaging circuits, etc., implemented by hardware or firmware, or implemented in any one of the three implementation manners of software, hardware, and firmware, or in any appropriate combination of several of them. Alternatively, at least one of the first control unit 410, the second control unit 420, and the third control unit 430 may be at least partially implemented as a computer program module, which can perform corresponding functions when the computer program module is run.

[0098] It should be noted that the power supply control device part of the rail vehicle in the embodiment of the present disclosure corresponds to the power supply control method part of the rail vehicle in the embodiment of the present disclosure. For the description of the power supply control device part of the rail vehicle, please refer to the power supply control method part of the rail vehicle for details, and will not be elaborated here.

[0099] Figure 5 A block diagram of an electronic device suitable for implementing the power supply control method of a rail vehicle according to an embodiment of the present disclosure is schematically shown. Figure 5 The shown electronic device is only an example and should not impose any limitation on the functions and usage scope of the embodiments of the present disclosure.

[0100] As Figure 5 shown, the electronic device according to an embodiment of the present disclosure includes a processor 501, which can perform various appropriate actions and processes according to the program stored in the read-only memory ROM 502 or the program loaded from the storage part 508 into the random access memory RAM 503. The processor 501 may include, for example, a general microprocessor (such as a CPU), an instruction set processor, and / or a related chipset, and / or a dedicated microprocessor (such as an application specific integrated circuit (ASIC)), etc. The processor 501 may also include on-board memory for caching purposes. The processor 501 may include a single processing unit or multiple processing units for performing different actions of the method flow according to the embodiment of the present disclosure.

[0101] In the RAM 503, various programs and data required for the operation of the electronic device are stored. The processor 501, the ROM 502, and the RAM 503 are connected to each other via a bus 504. The processor 501 performs various operations of the method flow according to the embodiments of the present disclosure by executing programs in the ROM 502 and / or the RAM 503. It should be noted that the program may also be stored in one or more memories other than the ROM 502 and the RAM 503. The processor 501 may also perform various operations of the method flow according to the embodiments of the present disclosure by executing programs stored in the one or more memories.

[0102] According to an embodiment of the present disclosure, the electronic device may further include an input / output (I / O) interface 505, and the input / output (I / O) interface 505 is also connected to the bus 504. The electronic device may further include one or more of the following components connected to the input / output (I / O) interface 505: an input portion 506 including a keyboard, a mouse, etc.; an output portion 507 including, for example, a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage portion 508 including a hard disk, etc.; and a communication portion 509 including a network interface card such as a LAN card, a modem, etc. The communication portion 509 performs communication processing via a network such as the Internet. A drive 510 is also connected to the input / output (I / O) interface 505 as needed. A removable medium 511, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 510 as needed so that a computer program read from it can be installed into the storage portion 508 as needed.

[0103] According to an embodiment of the present disclosure, the method flow according to the embodiments of the present disclosure may be implemented as a computer software program. For example, an embodiment of the present disclosure includes a computer program product, which includes a computer program carried on a computer-readable storage medium, and the computer program includes program codes for performing the method shown in the flowchart. In such an embodiment, the computer program may be downloaded and installed from a network via the communication portion 509, and / or installed from the removable medium 511. When the computer program is executed by the processor 501, the above-described functions defined in the system according to the embodiments of the present disclosure are performed. According to an embodiment of the present disclosure, the above-described systems, devices, apparatuses, modules, units, etc. may be implemented by computer program modules.

[0104] The present disclosure also provides a computer-readable storage medium, which may be included in the device / apparatus / system described in the above embodiments; or may exist alone without being assembled into the device / apparatus / system. The above computer-readable storage medium carries one or more programs, and when the one or more programs are executed, a power supply control method for a rail vehicle according to an embodiment of the present disclosure is implemented.

[0105] According to an embodiment of the present disclosure, the computer-readable storage medium may be a non-volatile computer-readable storage medium. For example, it may include but is not limited to: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the above. In the present disclosure, the computer-readable storage medium may be any tangible medium that contains or stores a program, and the program may be used by or in combination with an instruction execution system, apparatus, or device.

[0106] For example, according to an embodiment of the present disclosure, the computer-readable storage medium may include the above-described ROM 502 and / or RAM 503 and / or one or more memories other than ROM 502 and RAM 503.

[0107] An embodiment of the present disclosure also includes a computer program product, which includes a computer program that contains program code for executing the method provided in the embodiment of the present disclosure. When the computer program product runs on an electronic device, the program code is used to cause the electronic device to implement the power supply control method for a rail vehicle provided in the embodiment of the present disclosure.

[0108] When the computer program is executed by the processor 501, the above functions defined in the system / apparatus of the embodiment of the present disclosure are executed. According to an embodiment of the present disclosure, the above-described systems, apparatuses, modules, units, etc. may be implemented by computer program modules.

[0109] In one embodiment, the computer program may rely on tangible storage media such as optical storage devices and magnetic storage devices. In another embodiment, the computer program may also be transmitted and distributed in the form of a signal on a network medium, and downloaded and installed through the communication part 509, and / or installed from the removable medium 511. The program code included in the computer program may be transmitted by any suitable network medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0110] In accordance with embodiments of the present disclosure, program code for executing the computer programs provided by the embodiments of the present disclosure may be written in any combination of one or more programming languages. Specifically, these computing programs may be implemented using high-level procedural and / or object-oriented programming languages, and / or assembly / machine languages. The programming languages include, but are not limited to, programming languages such as Java, C++, Python, the "C" language, or similar programming languages. The program code may be executed entirely on the user's computing device, partially on the user's device, partially on a remote computing device, or entirely on a remote computing device or server. In cases involving a remote computing device, the remote computing device may be connected to the user's computing device through any type of network, including a local area network (LAN) or a wide area network (WAN), or alternatively, may be connected to an external computing device (e.g., by connecting through the Internet using an Internet service provider).

[0111] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagram may represent a module, a program segment, or a part of code that contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than that marked in the accompanying drawings. For example, two consecutive blocks shown may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram or flowchart, and combinations of blocks in the block diagram or flowchart, may be implemented by a dedicated hardware-based system for performing the specified functions or operations, or may be implemented by a combination of dedicated hardware and computer instructions. Those skilled in the art will understand that the features described in the various embodiments of the present disclosure can be combined and / or combined in various ways, even if such combinations or combinations are not explicitly described in the present disclosure. In particular, without departing from the spirit and teachings of the present disclosure, the features described in the various embodiments of the present disclosure can be combined and / or combined in various ways. All such combinations and / or combinations fall within the scope of the present disclosure.

[0112] The above describes the embodiments of the present disclosure. However, these embodiments are for illustrative purposes only and are not intended to limit the scope of the present disclosure. Although the embodiments are described separately above, this does not mean that the measures in the respective embodiments cannot be used advantageously in combination. Without departing from the scope of the present disclosure, those skilled in the art can make various substitutions and modifications, and all such substitutions and modifications should fall within the scope of the present disclosure.

Claims

1. A power supply control device for an orbital vehicle, wherein, The device includes: A traction converter module, including a first contactor, configured to supply power from the catenary to a traction motor and a vehicle load respectively via the first contactor and a DC bus in the catenary power supply mode; A battery module, including a second contactor, configured to supply power from the battery to the traction motor and the vehicle load respectively via the second contactor and the DC bus in the battery power supply mode; A control module, configured to sequentially control the switching states of the first contactor and the second contactor in response to a control instruction, so as to control the vehicle to switch between the catenary power supply mode and the battery power supply mode, and during the switching process, control the traction motor to enter a self - generating state to maintain the voltage of the DC bus.

2. The apparatus according to claim 1, wherein, The device further includes a buck circuit module, wherein the buck circuit module is configured to step down the voltage of the DC bus to the charging voltage of the battery; The traction converter module is further configured to charge the battery from the catenary via the first contactor, the DC bus and the buck circuit module in the catenary power supply mode.

3. The device according to claim 2, wherein, The device further includes a catenary current access module, and the catenary current access module includes a pantograph and a vacuum circuit breaker. The catenary current access module is configured to supply power to the traction converter module via the pantograph and the vacuum circuit breaker in the catenary power supply mode.

4. The apparatus according to claim 3, wherein, The control module includes a catenary control circuit, a battery control circuit and a traction motor control circuit. Among them, the catenary control circuit is configured to control the switching states of the first contactor and the vacuum circuit breaker respectively in response to the control instruction; The battery control circuit is configured to control the switching state of the second contactor in response to the control instruction; The traction motor control circuit is configured to control the operating state of the traction motor in response to the control instruction, and the operating state of the traction motor includes the self - generating state and the normal driving state.

5. The device according to claim 4, wherein When the vehicle drives from an electrified area into a non - electrified area during operation: The traction motor control circuit is configured to send a first control signal to the traction motor to control the traction motor to switch from the normal driving state to the self - generating state and maintain the voltage of the DC bus; When the voltage of the DC bus meets the first threshold condition, the catenary control circuit is configured to send a disconnection signal to the first contactor and the vacuum circuit breaker, and send a lowering signal to the pantograph to control the catenary to stop power supply. The battery control circuit is configured to send a closing signal to the second contactor, so that the battery supplies power to the traction motor and the vehicle load via the diode, the second contactor and the DC bus; When it is determined that the battery is put into power supply, the traction motor control circuit is further configured to send a second control signal to the traction motor to control the traction motor to switch from the self - generating state to the normal driving state.

6. The device according to claim 5, wherein, When the vehicle enters the electrified area from the non-electrified area during operation: The traction motor control circuit is configured to send the first control signal to the traction motor to control the traction motor to switch from the normal driving state to the self-power generation state and maintain the voltage of the DC bus; When the voltage of the DC bus meets the first threshold condition, the battery control circuit is configured to send a disconnection signal to the second contactor to control the battery to stop power supply, and the catenary control circuit is configured to send closing signals to the first contactor and the vacuum circuit breaker, and send a rising signal to the pantograph, so that the catenary supplies power to the traction motor, the vehicle load, and the battery through the pantograph, the vacuum circuit breaker, and the DC bus respectively; When it is determined that the catenary is powered on, the traction motor control circuit is further configured to send the second control signal to the traction motor to control the traction motor to switch from the self-power generation state to the normal driving state.

7. The apparatus according to claim 4, wherein, When the vehicle enters the non-electrified area from the electrified area within the station: The battery control circuit is configured to send a closing signal to the second contactor to close the second contactor, so that the voltage of the DC bus is raised; The catenary control circuit is configured to send disconnection signals to the first contactor and the vacuum circuit breaker, and send a lowering signal to the pantograph to control the catenary to stop power supply, so that the voltage of the DC bus drops, so that when the voltage of the DC bus meets the second threshold condition, the battery supplies power to the traction motor and the vehicle load through the second contactor and the DC bus.

8. The apparatus according to claim 7, wherein, When the vehicle enters the electrified area from the non-electrified area within the station: The catenary control circuit is configured to send a rising signal to the pantograph, and send closing signals to the first contactor and the vacuum circuit breaker, so that the voltage of the DC bus is raised; When the intermediate voltage at the DC bus meets the second threshold condition, the battery control circuit is configured to send a disconnection signal to the second contactor to control the battery to stop power supply, so that the catenary supplies power to the traction motor, the vehicle load, and the battery through the pantograph, the vacuum circuit breaker, and the DC bus respectively.

9. A power supply control method for an orbital vehicle, wherein, The method includes: In response to the vehicle switching to the catenary power supply mode, controlling the catenary to supply power to the traction motor and the vehicle load respectively through the first contactor and the DC bus; In response to the vehicle switching to the battery power supply mode, controlling the battery to supply power to the traction motor and the vehicle load respectively through the second contactor and the DC bus; During the process of switching between the catenary power supply mode and the battery power supply mode, controlling the traction motor to enter the self-power generation state to maintain the voltage of the DC bus.

10. A train, comprising the power supply control device of the rail vehicle according to any one of claims 1 to 8.

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