High-voltage system of motor train unit and control method

Abstract

The invention provides a high-voltage system of a motor train unit and a control method, and relates to the field of high-voltage systems. The pantograph is used for obtaining electric energy from a contact network, the insulator is directly connected with the pantograph, and the network side lightning arrester is connected to one side of the pantograph in parallel and used for reducing internal overvoltage of a power unit vehicle. An input port of the integrated high-voltage electrical box is connected with a pantograph through a high-voltage cable and a first out-box pluggable connector, a first output port of the integrated high-voltage electrical box is used for being connected with a transformer, and a second output port of the integrated high-voltage electrical box is used for being connected with an integrated high-voltage electrical box of an adjacent compartment. In the pantograph, the arcing sensor detects the actual arcing data of the carbon slide plate, the arcing controller adjusts the pantograph rising pressure of the pantograph according to the actual arcing data under the condition that the arcing duration time is longer than the preset duration time, the arcing duration time is shortened in a plateau scene, the abrasion of the carbon slide plate is reduced, and the service life of the carbon slide plate is prolonged.

Description

Technical Field

[0001] This application relates to the field of high-voltage systems, and more specifically, to a high-voltage system and control method for high-speed trains. Background Technology

[0002] The distributed power type EMU is equipped with a high-voltage system, which is responsible for the bidirectional transmission of 27.5kV energy between the overhead contact line and the train.

[0003] In high-altitude environments, the arcing duration between the current receiving device and the contact wire is longer, resulting in significantly increased wear on the carbon sliding plate and reduced service life. Summary of the Invention

[0004] In view of this, this application provides a high-voltage system and control method for high-speed trains to solve the problem that in high-altitude environments, the arcing duration between the current receiving device and the contact wire is longer, the wear of the carbon sliding plate is greatly increased, and the service life of the carbon sliding plate is reduced.

[0005] To solve the above-mentioned technical problems, this application adopts the following technical solution:

[0006] A high-voltage system for a high-speed train includes:

[0007] Pantograph, insulators, grid-side surge arresters, and integrated high-voltage electrical boxes;

[0008] After the pantograph is raised, it obtains electrical energy from the contact network through a carbon sliding plate; the insulator is directly connected to the pantograph and is used to support the pantograph on the roof; the grid-side surge arrester is connected in parallel to one side of the pantograph and is used to reduce overvoltage inside the power unit vehicle.

[0009] The input port of the integrated high-voltage electrical box is connected to the pantograph via a high-voltage cable and a first external pluggable connector. The first output port of the integrated high-voltage electrical box is connected to the transformer via a second external pluggable connector and a high-voltage cable. The second output port of the integrated high-voltage electrical box is connected to the integrated high-voltage electrical box in the adjacent carriage via a third external pluggable connector, a high-voltage cable, and a vehicle-end pluggable connector. The interior of the integrated high-voltage electrical box is filled with pure nitrogen gas at a minimum preset standard atmospheric pressure.

[0010] The pantograph includes an arc sensor and an arc controller;

[0011] The arc sensor is used to detect the actual arc data of the carbon slide plate;

[0012] The arc controller is used to adjust the pantograph lifting pressure according to the actual arc data when the arc duration is greater than the preset duration, so as to reduce the arc duration.

[0013] Optionally, adjusting the pantograph lifting pressure based on the actual arcing data includes:

[0014] Obtain the theoretical arc data of the carbon slide plate;

[0015] Calculate the deviation between the actual arc data and the theoretical arc data of the carbon slide plate;

[0016] Based on the deviation data, the target lifting pressure of the pantograph is determined;

[0017] The actual lifting pressure of the pantograph is controlled to be the target lifting pressure.

[0018] Optionally, the electrical clearance of the insulator and the electrical clearance of the grid-side surge arrester are both greater than the minimum electrical clearance threshold required for a preset high-altitude scenario, and the creepage distance of the insulator and the creepage distance of the grid-side surge arrester are both greater than the minimum creepage distance threshold required for a preset high-altitude scenario.

[0019] Optionally, the residual voltage of the grid-side surge arrester is greater than the minimum residual voltage threshold required for a preset high-altitude scenario, so as to limit the overvoltage inside the power unit vehicle within the preset overvoltage threshold range.

[0020] Optionally, the enclosure of the integrated high-voltage electrical box adopts a sealed structure.

[0021] Optionally, the integrated high-voltage electrical box is equipped with at least a circuit breaker and a voltage transformer.

[0022] The voltage transformer is capable of detecting the voltage of the contact network;

[0023] The circuit breaker is used to perform a disconnection operation when the voltage of the contact network is greater than a preset voltage threshold.

[0024] Optionally, the integrated high-voltage electrical box is also equipped with a current transformer.

[0025] The current transformer is capable of detecting the current at the location of the current transformer;

[0026] The main circuit breaker is used to perform a disconnection operation when the current is greater than a preset current threshold.

[0027] Optionally, the integrated high-voltage electrical box is also equipped with a disconnecting switch; the disconnecting switch is used to control the power transmission between the integrated high-voltage electrical box and adjacent integrated high-voltage electrical boxes.

[0028] Optionally, the minimum electrical clearance threshold is 500mm, the minimum creepage distance threshold is 1300mm, the minimum residual voltage threshold is 87kV, and the preset overvoltage threshold is 150kV.

[0029] A control method for a high-voltage system of a high-speed train, comprising an arc-ignition controller in the high-voltage system of the high-speed train; the control method includes:

[0030] Acquire the actual arc data of the carbon slide plate detected by the arc sensor;

[0031] If the arcing duration exceeds the preset duration, the pantograph lifting pressure is adjusted based on the actual arcing data to reduce the arcing duration.

[0032] This application provides a high-voltage system and control method for a high-speed train. The high-voltage system includes a pantograph, insulators, a grid-side surge arrester, and an integrated high-voltage electrical box. After being raised, the pantograph receives electrical energy from the overhead contact line via a carbon sliding plate. The insulators are directly connected to the pantograph and support it on the roof. The grid-side surge arrester is connected in parallel to one side of the pantograph and reduces overvoltage inside the train. The input port of the integrated high-voltage electrical box is connected to the pantograph via a high-voltage cable and a first external pluggable connector. The first output port of the integrated high-voltage electrical box is connected to a transformer via a second external pluggable connector and a high-voltage cable. The second output port of the integrated high-voltage electrical box is connected to the integrated high-voltage electrical box of an adjacent carriage via a third external pluggable connector, a high-voltage cable, and a vehicle-end pluggable connector. Based on this high-voltage system structure, the pantograph includes an arc sensor and an arc controller. The arc sensor detects the actual arc data of the carbon sliding plate. When the arc duration exceeds a preset duration, the arc controller adjusts the pantograph lifting pressure according to the actual arc data to reduce the arc duration in high-altitude environments, reduce carbon sliding plate wear, and improve the service life of the carbon sliding plate. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0034] Figure 1 A schematic diagram of a powertrain vehicle provided in an embodiment of this application;

[0035] Figure 2 This application provides a schematic diagram of the structure of a high-voltage system according to an embodiment of the present application.

[0036] Figure 3 This is a partial structural schematic diagram of a high-voltage system provided in an embodiment of this application;

[0037] Figure 4 A flowchart illustrating a method for adjusting the lifting bow pressure provided in an embodiment of this application;

[0038] Figure 5 This is a schematic diagram of the structure of an integrated high-voltage electrical box provided in an embodiment of this application;

[0039] Figure 6 A flowchart of a control method for a high-voltage system of a high-speed train provided in this application embodiment;

[0040] Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0041] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0042] Distributed-power EMUs are equipped with a high-voltage system responsible for the bidirectional transmission of 27.5kV energy between the overhead contact line and the train. Due to the decrease in atmospheric pressure caused by increased altitude, the mean free path (average distance of collisions between molecules) of gas molecules increases. Electrons in the air, when accelerated in an electric field, can accumulate kinetic energy over a longer distance, making it easier to reach the energy threshold required to ionize gas molecules. This reduces the insulating properties of the air, leading to flashover, breakdown, and even explosion of the high-voltage system in distributed-power EMUs operating at high altitudes. Simultaneously, the arcing duration between the current collection device and the overhead contact line is longer, resulting in significantly increased wear on the carbon contact plates and a reduced lifespan.

[0043] To reduce the duration of arcing between the current collection device and the overhead contact line, the high-voltage system of the EMU in this application includes: a pantograph, insulators, a grid-side surge arrester, and an integrated high-voltage electrical box. After the pantograph is raised, it receives electrical energy from the overhead contact line via a carbon sliding plate. The insulators are directly connected to the pantograph and support it on the roof. The grid-side surge arrester is connected in parallel to one side of the pantograph and is used to reduce overvoltage inside the power unit vehicle. The input port of the integrated high-voltage electrical box is connected to the pantograph via a high-voltage cable and a first external pluggable connector. The first output port of the integrated high-voltage electrical box is connected to a transformer via a second external pluggable connector and a high-voltage cable. The second output port of the integrated high-voltage electrical box is connected to the integrated high-voltage electrical box of the adjacent carriage via a third external pluggable connector, a high-voltage cable, and a vehicle-end pluggable connector. Based on this high-voltage system structure, the pantograph includes an arc sensor and an arc controller. The arc sensor detects the actual arc data of the carbon sliding plate. When the arc duration exceeds the preset duration, the arc controller adjusts the pantograph lifting pressure according to the actual arc data, thereby reducing the arc duration in high-altitude environments, reducing carbon sliding plate wear, and improving the service life of the carbon sliding plate.

[0044] Furthermore, to reduce the probability of flashover, breakdown, and explosion faults in the high-voltage system, in this application, the electrical clearances of the insulators and the grid-side surge arresters are both greater than the minimum electrical clearance threshold required for a preset high-altitude scenario. The creepage distances of the insulators and the grid-side surge arresters are also greater than the minimum creepage distance threshold required for a preset high-altitude scenario. The residual voltage of the grid-side surge arrester is greater than the minimum residual voltage threshold required for a preset high-altitude scenario, so that the overvoltage inside the power unit vehicle is limited to a preset overvoltage threshold range. In other words, in this application, insulation performance is improved by increasing the electrical clearances and creepage distances of external roof components (insulators and grid-side surge arresters), and overvoltage is effectively suppressed by reducing the residual voltage of the surge arresters, thereby reducing the probability of flashover, breakdown, and explosion faults in the high-voltage system.

[0045] This application provides a high-voltage system for a high-speed train in one implementation, which can operate in both high-altitude and plain areas. An example diagram of the high-speed train in one implementation is shown below. Figure 1 As shown, transformer cars 9 are located at both ends of the EMU (Electric Multiple Unit) train. A pantograph 1 is installed on the roof of each transformer car 9, and one pantograph 1 is raised when the EMU train is running. The carriages within transformer cars 9 are intermediate cars 10. There are multiple intermediate cars 10.

[0046] Reference Figure 2 A high-voltage system for a high-speed train may include:

[0047] The pantograph 1, insulator 2, grid-side surge arrester 3, and integrated high-voltage electrical box 4 are included. In this application, no specific model is specified for the pantograph 1, insulator 2, grid-side surge arrester 3, and integrated high-voltage electrical box 4.

[0048] After the pantograph 1 is raised, it obtains electrical energy from the contact wire through the carbon sliding plate in the pantograph 1. If the train is in operation at this time, an arc will be generated and the carbon sliding plate will be worn.

[0049] Insulator 2 is directly connected to pantograph 1 and is used to support pantograph 1 on the roof. Grid-side surge arrester 3 is connected in parallel to one side of pantograph 1 and is used to reduce overvoltage inside the power unit vehicle.

[0050] The integrated high-voltage electrical box 4 is a key component of the high-voltage system. The input port of the integrated high-voltage electrical box 4 is connected to the pantograph 1 via a high-voltage cable 7 and a first external pluggable connector 11. The first output port of the integrated high-voltage electrical box 4 can be connected to the transformer 5 inside the same carriage via a second external pluggable connector 12 and a high-voltage cable. The second output port of the integrated high-voltage electrical box 4 is connected to the integrated high-voltage electrical box 4 of the adjacent carriage via a third external pluggable connector 13, a high-voltage cable, and a vehicle-end pluggable connector 6. When specifically connecting to the integrated high-voltage electrical box 4 of the adjacent carriage, as follows... Figure 3 As shown, the pluggable connector 6 at the vehicle end connects to the external pluggable connector of the adjacent compartment. The external pluggable connector is connected to a high-voltage cable 7, which is connected to the external pluggable connector of the integrated high-voltage electrical box 4 in the adjacent compartment. The external pluggable connector is directly connected to the integrated high-voltage electrical box 4 in the adjacent compartment.

[0051] It should be noted that the first external pluggable connector 11, the second external pluggable connector 12, and the third external pluggable connector 13 can all be implemented using the external internal tapered pluggable connector 8. The vehicle-side pluggable connector can be implemented using the vehicle-side internal tapered pluggable connector.

[0052] Based on the structure of the high-voltage system of the aforementioned EMU, the pantograph 1 includes an arc sensor and an arc controller.

[0053] Among them, the arc sensor is used to detect the actual arc data of the carbon contactor. Specifically, the arc sensor can be an ultraviolet (UV) sensor or a photoelectric sensor. Taking the UV sensor as an example, the arcing process generates ultraviolet light within a specific wavelength range (such as the 220nm-225nm band), and the UV sensor can sensitively capture these UV signals. When an arc occurs between the pantograph 1 and the contact wire, the photosensitive element in the UV sensor absorbs UV photons, generating electron-hole pairs, thus forming an electrical signal. The photoelectric sensor works by utilizing the change in light intensity during the arc. The light intensity increases sharply during the instant of arcing, and the photoelectric sensor detects this change in light intensity and converts it into an electrical signal output.

[0054] Arc sensors are typically installed near the pantograph 1, as close as possible to the arcing area, to ensure accurate and timely acquisition of arcing signals. Multiple sensors can be installed in a specific layout to achieve comprehensive monitoring of arcing conditions at different parts of the pantograph 1. These sensors continuously collect arc-related electrical signals and transmit them to the subsequent arcing controller in the form of analog or digital signals.

[0055] After detecting the actual arc data of the carbon slide gate, the arc sensor transmits this data to the arc controller. During data transmission, the signal output from the arc sensor is transmitted through a shielded cable to reduce the impact of external electromagnetic interference. The cable then transmits the signal to the data acquisition module, which performs preliminary signal conditioning, such as amplification and filtering, to ensure the signal quality meets the requirements of subsequent processing. The data acquired by the data acquisition module is then transmitted to the arc controller.

[0056] If the arcing duration exceeds the preset duration, the arc controller adjusts the lifting pressure of the pantograph 1 based on the actual arcing data to reduce the arcing duration.

[0057] In practice, the arc controller can analyze the collected actual arc data. For example, by extracting and calculating characteristic parameters such as signal amplitude, frequency, and duration, key data such as arc intensity, frequency, and arc duration can be determined. This data can be organized into an easy-to-understand and process format.

[0058] Furthermore, the arc controller calculates the arc duration in real time based on the arc detected by the arc controller. If the arc duration is too long, it will lead to a significant increase in the wear of the carbon slide plate, reducing its service life. Therefore, this application suppresses the arc duration to avoid it becoming too long.

[0059] To suppress the duration of arcing, the duration of arcing can be reduced by adjusting the lifting pressure of the pantograph 1.

[0060] In practice, if the arcing duration is long, it indicates that the contact pressure between the pantograph 1 and the contact wire may be insufficient. The pantograph lifting pressure can be appropriately increased to reduce the arcing duration.

[0061] In this application, the high-voltage system of the EMU includes: a pantograph 1, an insulator 2, a grid-side surge arrester 3, and an integrated high-voltage electrical box 4. After the pantograph 1 is raised, it obtains electrical energy from the contact wire via a carbon sliding plate. The insulator 2 is directly connected to the pantograph 1 and is used to support the pantograph 1 on the roof. The grid-side surge arrester 3 is connected in parallel to one side of the pantograph 1 and is used to reduce overvoltage inside the power unit vehicle. The input port of the integrated high-voltage electrical box 4 is connected to the pantograph 1 via a high-voltage cable 7 and a first external pluggable connector. The first output port of the integrated high-voltage electrical box 4 can be connected to a transformer via a second external pluggable connector and a high-voltage cable. The second output port of the integrated high-voltage electrical box 4 is connected to the integrated high-voltage electrical box 4 of the adjacent carriage via a third external pluggable connector, a high-voltage cable, and a vehicle-end pluggable connector. Based on this high-voltage system structure, the pantograph 1 includes an arc sensor and an arc controller. The arc sensor detects the actual arc data of the carbon sliding plate. When the arc duration is longer than the preset duration, the arc controller adjusts the lifting pressure of the pantograph 1 according to the actual arc data, thereby reducing the arc duration in high-altitude scenarios, reducing carbon sliding plate wear, and improving the service life of the carbon sliding plate.

[0062] In one implementation, refer to Figure 4 Adjust the pantograph lifting pressure of pantograph 1 according to the actual arcing data, including:

[0063] S11. Obtain theoretical arc data for the carbon slide plate.

[0064] The theoretical arc data for carbon sliding plates refers to the arc data that allows the arc duration to be within a reasonable range. In other words, the theoretical arc data is the arc data that allows the arc duration to be under ideal conditions.

[0065] S12. Calculate the deviation between the actual arc data and the theoretical arc data of the carbon slide plate.

[0066] In this application, deviation data refers to the difference between the actual arcing data and the theoretical arcing data of the carbon arcing plate, specifically the difference between the parameter values ​​in the actual arcing data and the parameter values ​​in the theoretical arcing data. This parameter can be configured according to actual conditions, such as arcing intensity.

[0067] S13. Determine the target lifting pressure of pantograph 1 based on the deviation data.

[0068] In this application, the deviation data can be processed using a PID (Proportional-Integral-Derivative Algorithm) algorithm to determine the target lifting pressure of the pantograph 1. When the lifting pressure of the pantograph 1 is the target lifting pressure, the actual arcing data of the carbon sliding plate is the theoretical arcing data.

[0069] It should be noted that, in this application, in addition to using the PID algorithm, deviation algorithms such as fuzzy control algorithm, adaptive control algorithm, and predictive control algorithm can also be used to determine the target lifting pressure of the pantograph 1 based on the deviation data.

[0070] S14. Control the actual lifting pressure of pantograph 1 to the target lifting pressure.

[0071] In this application, the actual lifting pressure of the pantograph 1 is adjusted to the target lifting pressure by means of the arc controller.

[0072] In this application, to reduce carbon slide plate wear, the contact force is increased by increasing the lifting pressure, thereby suppressing the arc duration and reducing carbon slide plate wear.

[0073] In one implementation, the electrical clearance of the insulator 2 and the electrical clearance of the grid-side surge arrester 3 are both greater than the minimum electrical clearance threshold required for a preset high-altitude scenario, and the creepage distance of the insulator 2 and the creepage distance of the grid-side surge arrester 3 are both greater than the minimum creepage distance threshold required for a preset high-altitude scenario.

[0074] The minimum electrical clearance threshold and the minimum creepage distance threshold can both be configured according to actual needs. In one example, the minimum electrical clearance threshold is 500mm and the minimum creepage distance threshold is 1300mm.

[0075] In real-world scenarios, when the electrical clearance of insulator 2 and the electrical clearance of grid-side surge arrester 3 are both greater than 500mm and the creepage distance of insulator 2 and the creepage distance of grid-side surge arrester 3 are both greater than 1300mm, the external insulation performance can be met at an altitude of 5000m, reducing the probability of flashover, breakdown and explosion faults in the high-voltage system.

[0076] In one implementation, the residual voltage of the grid-side surge arrester 3 is greater than the minimum residual voltage threshold required for a preset high-altitude scenario, so as to limit the overvoltage inside the power unit vehicle within the preset overvoltage threshold range.

[0077] The minimum residual voltage threshold and the preset overvoltage threshold are configured according to actual conditions. In one example, the minimum residual voltage threshold is 87kV and the preset overvoltage threshold is 150kV. That is, the grid-side surge arrester 3 controls the overvoltage inside the vehicle to 150kV by maintaining an electrical residual voltage of 87kV, thus avoiding damage to the vehicle caused by overvoltage.

[0078] In one implementation, the integrated high-voltage electrical box 4 has a sealed structure, and the interior of the integrated high-voltage electrical box 4 is filled with pure nitrogen gas at a minimum preset standard atmospheric pressure.

[0079] The preset standard atmospheric pressure can be three standard atmospheres. The integrated high-voltage electrical box 4 is sealed, and its internal structure can withstand five standard atmospheres. The integrated high-voltage electrical box 4 is filled with at least three standard atmospheres of pure nitrogen, which can reduce the probability of flashover, breakdown, and explosion of the high-voltage components inside the box at 150kV.

[0080] In one implementation, the external dimensions of the integrated high-voltage electrical box 4 meet the installation requirements of the train, while ensuring that the train has sufficient clearance capacity.

[0081] In one implementation, the integrated high-voltage electrical box 4 is equipped with at least a circuit breaker and a voltage transformer.

[0082] The structure of the integrated high-voltage electrical box 4 can be referred to Figure 5 The section within the dashed box. The integrated high-voltage electrical box 4 includes grounding switches, circuit breakers, surge arresters, disconnect switches, current transformers, voltage transformers, load transformers, etc. Multiple current transformers can be installed, with different current transformers located in different positions.

[0083] The surge arrester outside the integrated high-voltage electrical box 4 refers to the aforementioned grid-side surge arrester 3. After the pantograph 1 connects to the grid-side surge arrester 3, it is connected to the current transformer. The connection relationships between the surge arrester, grounding switch, circuit breaker, disconnector (specifically, a high-voltage disconnector), current transformer, voltage transformer, and load transformer inside the integrated high-voltage electrical box 4 can be referred to... Figure 5 As shown. A current transformer is fitted onto the high-voltage cable to test the high-voltage current, then splits into two paths: one path connects to a voltage transformer for voltage measurement, and the other path connects to a circuit breaker. The circuit breaker's output is split into two paths: one path connects to a disconnecting switch and is connected in parallel with a surge arrester; the other path connects to a load transformer and is fitted with a current transformer. A grounding switch is connected in parallel with both the circuit breaker's inlet and outlet.

[0084] Grounding switches are used to ground the circuit during maintenance, release residual charge, and ensure the safety of maintenance personnel. They are generally connected in parallel at an appropriate location in the circuit.

[0085] Circuit breaker: Automatically disconnects the circuit when overload, short circuit, or other faults occur, ensuring the safety of equipment and personnel. It is located at a critical connection point in the circuit. In this embodiment, the circuit breaker can be the main circuit breaker.

[0086] The surge arrester inside the integrated high-voltage electrical box 4 is used to protect circuit equipment from damage caused by lightning overvoltage and operational overvoltage, and quickly conducts current discharge in the event of overvoltage.

[0087] Disconnect switches are mainly used to isolate power supplies, disconnect circuits during maintenance or faults, ensure the safety of equipment and personnel during maintenance, and are located at circuit branches, etc.

[0088] Current transformers: Multiple sets are distributed in the circuit to convert large currents in high-voltage circuits into smaller currents for use by measurement, protection and control equipment. They work based on the principle of electromagnetic induction.

[0089] Voltage transformers: Transform high voltage in high-voltage circuits into low voltage to provide appropriate voltage signals for measurement, protection and control equipment. They are also based on the principle of electromagnetic induction.

[0090] The load transformer takes the high-voltage electricity from the pantograph 1 and processes it through the aforementioned components, and converts it into a voltage suitable for use by the equipment inside the locomotive, supplying power to the locomotive's traction motor, auxiliary equipment, and other equipment.

[0091] The entire circuit connection structure achieves functions such as safe acquisition, transmission, transformation and equipment protection of electrical energy through the coordinated work of various components.

[0092] Based on the structure of the integrated high-voltage electrical box 4 described above, the voltage transformer can detect the voltage of the contact network, and the circuit breaker will perform a disconnection operation when the voltage of the contact network is greater than the preset voltage threshold.

[0093] Specifically, the voltage transformer can detect the amplitude and frequency of the contact network voltage. If the amplitude and frequency exceed the corresponding threshold, the circuit breaker can automatically or be controlled by the controller in the integrated high-voltage electrical box 4 to perform a disconnection operation, so as to prevent electrical energy with a voltage greater than the preset voltage threshold from flowing into the integrated high-voltage electrical box 4 and causing damage to the integrated high-voltage electrical box 4.

[0094] In one implementation, the integrated high-voltage electrical box 4 is also equipped with current transformers. The number and specific location of the current transformers are as follows: Figure 5 As shown.

[0095] The current transformer can detect the current at the location of the current transformer. If the current exceeds the preset current threshold, the main circuit breaker will perform a disconnection operation.

[0096] Specifically, in addition to overvoltage protection, the integrated high-voltage electrical box 4 can also provide overcurrent protection. The current transformer can detect the current at its location. If the current exceeds a preset current threshold, the circuit breaker can automatically or be controlled by the controller inside the integrated high-voltage electrical box 4 to perform a disconnection operation, preventing electrical energy exceeding the preset current threshold from flowing into the integrated high-voltage electrical box 4 and causing damage.

[0097] In one implementation, the integrated high-voltage electrical box 4 is also equipped with a disconnecting switch. The number and specific location of the disconnecting switches are as follows: Figure 5 As shown.

[0098] The disconnecting switch is used to control the power transmission between the integrated high-voltage electrical box 4 and the adjacent integrated high-voltage electrical box 4.

[0099] When the disconnecting switch is closed, power can be transferred between adjacent integrated high-voltage electrical boxes 4; when the disconnecting switch is open, power cannot be transferred between adjacent integrated high-voltage electrical boxes 4. This design prevents the transmission of an abnormality from one integrated high-voltage electrical box 4 to adjacent integrated high-voltage electrical boxes 4, thus protecting adjacent integrated high-voltage electrical boxes 4.

[0100] In summary, this application provides a high-voltage system suitable for distributed-power EMUs in high-altitude environments. Addressing the unique atmospheric pressure drops and increased arc duration characteristic of high-altitude environments, which lead to increased wear on the carbon sliding plate of the pantograph 1 and decreased insulation performance of high-voltage components, resulting in flashover, breakdown, and explosion, this invention, while meeting train clearance requirements, component installation requirements, equipment maintenance requirements, and environmental protection requirements, suppresses the arc duration by actively adjusting the pantograph 1's lifting pressure in a fully closed-loop manner. It improves insulation performance by increasing the electrical clearance and creepage distance of external roof components (insulators 2 and grid-side surge arresters 3), effectively suppresses overvoltage by reducing the residual voltage of the surge arresters, and utilizes a fully sealed integrated high-voltage electrical box 4 filled with pure nitrogen at 3 standard atmospheres to slow down the deterioration of air insulation performance by increasing the gas pressure of the insulating medium, thus enabling the normal operation of distributed-power EMUs in high-altitude environments.

[0101] The high-voltage system of the distributed power EMU in this application can operate safely in both high-altitude and plain areas, solving the problems of decreased insulation performance and increased carbon slide plate wear in existing distributed power EMU high-voltage systems under high-altitude environments. These measures also meet the installation and usage requirements within the limited space of a train.

[0102] Based on the structure of the high-voltage system of the aforementioned high-speed train, another embodiment of this application provides a control method for the high-voltage system of a high-speed train, specifically an arc-ignition controller applied to the high-voltage system of the aforementioned high-speed train. (Refer to...) Figure 6 The control methods include:

[0103] S21. Obtain the actual arc data of the carbon slide plate detected by the arc sensor.

[0104] S22. If the arcing duration is longer than the preset duration, adjust the pantograph lifting pressure according to the actual arcing data to reduce the arcing duration.

[0105] In this application, the arc sensor detects the actual arc data of the carbon sliding plate, and the arc controller adjusts the pantograph lifting pressure according to the actual arc data when the arc duration is longer than the preset duration. This reduces the arc duration in high-altitude scenarios, reduces carbon sliding plate wear, and improves the service life of the carbon sliding plate.

[0106] It should be noted that the specific implementation of each step in this embodiment is described in the corresponding descriptions above.

[0107] This application also provides an electronic device in its embodiments. (See reference...) Figure 7 The diagram illustrates a structural schematic suitable for implementing the electronic device in the embodiments of this application. The electronic device in the embodiments of this application may include, but is not limited to, fixed terminals such as mobile phones, laptops, PDAs (personal digital assistants), PADs (tablet computers), desktop computers, arc controllers, etc. Figure 7 The electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0108] like Figure 7 As shown, the electronic device may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 601, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 602 or a program loaded from a storage device 608 into a random access memory (RAM) 603, to implement the aforementioned control method for a high-voltage system applied to a high-speed train. When the electronic device is powered on, the RAM 603 also stores various programs and data required for the operation of the electronic device. The processing unit 601, ROM 602, and RAM 603 are interconnected via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0109] Typically, the following devices can be connected to I / O interface 605: input devices 606 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 607 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 608 including, for example, memory cards, hard drives, etc.; and communication devices 609. Communication device 609 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 7 Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown. More or fewer devices may be implemented or have alternatively.

[0110] This application also provides a computer program product including computer-readable instructions, which, when executed on an electronic device, cause the electronic device to implement any of the control methods provided in this application for high-voltage systems of high-speed trains.

[0111] This application also provides a computer-readable storage medium carrying one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any of the control methods for high-voltage systems of high-speed trains provided in this application.

[0112] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A high-voltage system of a multiple unit train, characterized in that, The utility model relates to a power supply system of a power supply vehicle, which comprises: a pantograph, an insulator, a network side lightning arrester and an integrated high-voltage electrical apparatus box; the pantograph obtains electric energy from a catenary through a carbon slide after the pantograph is raised; the insulator is directly connected with the pantograph and is used to support the pantograph on the roof of the vehicle; the network side lightning arrester is connected in parallel on one side of the pantograph and is used to reduce the overvoltage inside the power supply vehicle; an input port of the integrated high-voltage electrical apparatus box is connected with the pantograph through a high-voltage cable and a first external plug-in connector of the box; a first output port of the integrated high-voltage electrical apparatus box can be connected with a transformer through a second external plug-in connector of the box and a high-voltage cable; a second output port of the integrated high-voltage electrical apparatus box is connected with an integrated high-voltage electrical apparatus box of an adjacent vehicle compartment through a third external plug-in connector of the box, a high-voltage cable and a plug-in connector at the end of the vehicle; the integrated high-voltage electrical apparatus box is filled with pure nitrogen gas at a minimum of a preset standard atmospheric pressure; the pantograph comprises an arc burning sensor and an arc burning controller; the arc burning sensor is used to detect actual arc burning data of the carbon slide; the arc burning controller is used to adjust the pantograph raising pressure according to the actual arc burning data when the arc burning duration is greater than a preset duration, so as to reduce the arc burning duration.

2. The high-voltage system of a multiple unit according to claim 1, characterized in that adjusting the pantograph raising pressure according to the actual arc burning data comprises: obtaining theoretical arc burning data of the carbon slide; calculating deviation data of the actual arc burning data and the theoretical arc burning data of the carbon slide; determining a target pantograph raising pressure according to the deviation data; controlling the actual pantograph raising pressure to be the target pantograph raising pressure.

3. The high-voltage system of a multiple unit train according to claim 1, characterized in that the electrical gap of the insulator and the electrical gap of the network side lightning arrester are both greater than a minimum electrical gap threshold value required in a preset highland scenario; the creepage distance of the insulator and the creepage distance of the network side lightning arrester are both greater than a minimum creepage distance threshold value required in a preset highland scenario.

4. The high-voltage system of a multiple unit according to claim 3, characterized in that the residual voltage of the network side lightning arrester is greater than a minimum residual voltage threshold value required in a preset highland scenario, so as to limit the overvoltage inside the power supply vehicle within a preset overvoltage threshold value range.

5. The high-voltage system of a multiple unit train according to claim 1, characterized in that, the box body of the integrated high-voltage electrical apparatus box adopts a sealed structure.

6. The high-voltage system of a multiple unit train according to claim 1, characterized in that the integrated high-voltage electrical apparatus box is internally provided with at least a circuit breaker and a voltage transformer; the voltage transformer can detect the voltage of the catenary; the circuit breaker is used to perform a disconnecting operation when the voltage of the catenary is greater than a preset voltage threshold value.

7. The high-voltage system of a multiple-unit train according to claim 6, characterized in that the integrated high-voltage electrical apparatus box is further internally provided with a current transformer; the current transformer can detect the current at the position of the current transformer; the circuit breaker is used to perform a disconnecting operation when the current is greater than a preset current threshold value.

8. The high-voltage system of a multiple-unit train according to claim 1, characterized in that the integrated high-voltage electrical apparatus box is further internally provided with a disconnecting switch; the disconnecting switch is used to control the transmission of electric energy between the integrated high-voltage electrical apparatus box and an adjacent integrated high-voltage electrical apparatus box.

9. The high-voltage system of a multiple-unit train according to claim 4, characterized in that, the minimum electrical gap threshold value is 500 mm, the minimum creepage distance threshold value is 1300 mm, the minimum residual voltage threshold value is 87 kV and the preset overvoltage threshold value is 150 kV.

10. A control method applied to a high-voltage system of a motor train unit, characterized in that, The application relates to a burning controller applied to a high-voltage system of a motor train unit as claimed in any one of claims 1-9; the control method comprises the following steps: acquiring actual burning data of a carbon slide plate detected by a burning sensor; in the case that the burning duration is greater than a preset duration, adjusting the lifting pressure of the pantograph according to the actual burning data so as to reduce the burning duration.

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