Power control system, method and device of rail train and rail train

Abstract

The invention discloses a power control system, method and device of a rail train and the rail train, and relates to the technical field of rail train control, and the system comprises a single-phase power supply circuit which is used for converting a single-phase alternating current output by a single-phase alternating current contact network into a first direct current when the rail train is in a first interval; the power pack power supply circuit is used for converting electric energy output by a power pack in the rail train into second direct current when the rail train is in a second interval; wherein the second section comprises a split-phase section; the motor power supply circuit is used for converting the second direct current into alternating current and supplying power to a traction motor of the rail train when the rail train is in a second section; through the arrangement of the power pack power supply circuit and the single-phase power supply circuit, automatic seamless switching of different power supply energies can be completed before and after a split-phase region, so that a rail train can quickly and stably pass through the split-phase region without power loss, and the performance of the train passing through the split-phase region is improved.

Description

Technical Field

[0001] This invention relates to the field of rail train control technology, and in particular to a power control system, method, device, and rail train for rail trains. Background Technology

[0002] Currently, the overhead contact system for rail trains such as electric locomotives, high-speed trains, and heavy-haul freight trains uses single-phase AC 25kV or AC 15kV as the power supply for the trains, requiring that an overhead contact system be installed along the train's route.

[0003] In electrified railway traction sections, traction power supply adopts single-phase power frequency AC power supply mode, and the traction converter of electric locomotive is a single-phase high-power power electronic conversion device. If power is drawn from only one phase of the power grid, it will inevitably cause the power grid load imbalance. Therefore, in order to maintain the balance of loads of each phase of the power system and ensure the safe operation of electrical equipment, the rail train must adopt a segmented phase-separated power supply mode, that is, switching phases to draw power at intervals. In order to prevent phase-to-phase short circuits, a neutral zone (i.e., a phase-separated zone) without electricity must be established between each independent power supply zone. Each phase is separated by air or insulators, which is called electrical phase separation.

[0004] In existing technologies, due to the distance limitations of the power grid, a phase-splitting zone must be set up every 30-40km. Because of this distance constraint, the driver needs to operate the onboard circuit breaker in real time to perform phase-splitting operations, which is labor-intensive and prone to errors. If the train enters the neutral zone while energized, it can cause short circuits in the overhead contact lines at both ends, or even burn out the contact lines, threatening the locomotive's operational safety and the power supply safety of the contact lines. Furthermore, trains mainly rely on their own inertia to glide through phase-splitting zones. When encountering heavy loads, climbing slopes, or power cut-offs, the locomotive's speed can be significantly reduced in the phase-splitting zone, potentially causing it to stop and triggering accidents such as train rescues. Therefore, crossing phase-splitting zones becomes a weak link in railway safety operations and cannot meet the requirements of modern railways operating on high slopes and under heavy loads.

[0005] Therefore, how to enable rail trains to pass through the phase-splitting zone quickly, stably, and without power loss, improve the performance of trains passing through the phase-splitting zone, and solve the safety problems of manual control are urgent issues that need to be addressed. Summary of the Invention

[0006] The purpose of this invention is to provide a power control system, method, device, and rail train for rail trains, so that the rail train can pass through the phase-splitting zone quickly, stably, and without power loss, thereby improving the performance of the train when passing through the phase-splitting zone and solving the safety problem of manual control.

[0007] To solve the above-mentioned technical problems, the present invention provides a power control system for a rail train, comprising:

[0008] A single-phase power supply circuit is used to convert the single-phase AC power output from the connected single-phase AC contact network into a first DC power when the rail train is in the first section, according to the control of the rail train's processor; wherein the first section does not include a phase-splitting area;

[0009] The power supply circuit is used to convert the electrical energy output by the power pack in the rail train into a second direct current when the rail train is in the second section, according to the control of the processor; wherein the second section includes the phase-splitting area;

[0010] The motor power supply circuit is configured to, under the control of the processor, convert the first DC power to AC power to supply power to the traction motor of the rail train when the rail train is in the first section; and convert the second DC power to AC power to supply power to the traction motor of the rail train when the rail train is in the second section.

[0011] On the other hand, the power pack includes a power battery pack, an on-board generator, and / or a hydrogen fuel cell system.

[0012] On the other hand, the power pack includes a power battery pack; the power supply circuit of the power pack includes a first line contactor and a DC-DC converter;

[0013] The positive terminal of the power battery pack is connected to the first terminal of the DC-DC converter via the first line contactor, the negative terminal of the power battery pack is connected to the second terminal of the DC-DC converter, and the third and fourth terminals of the DC-DC converter are respectively connected to the two input terminals of the motor power supply circuit. The first line contactor is used to conduct when the rail train is in the second section according to the control of the processor. The DC-DC converter is used to convert the DC power output from the power battery pack into the second DC power when the first line contactor is conducted.

[0014] On the other hand, the DC-DC converter is specifically a bidirectional DC-DC converter;

[0015] The first line contactor is also used to conduct when the power battery pack is charging; the DC-DC converter is also used to convert the first DC power output from the single-phase power supply circuit into a third DC power according to the control of the processor, and output the third DC power to the power battery pack to charge the power battery pack.

[0016] On the other hand, the power pack includes the on-board generator; the power pack power supply circuit includes a second line contactor and a three-phase rectifier;

[0017] The three input terminals of the three-phase rectifier are connected one-to-one with the three-phase output terminals of the on-board generator through the second line contactor; the second line contactor is used to conduct when the rail train is in the second section according to the control of the processor; the three-phase rectifier is used to convert the AC power output by the on-board generator into the second DC power when the second line contactor is conducted.

[0018] On the other hand, the single-phase power supply circuit includes a main circuit breaker, a traction transformer, and a single-phase PWM rectifier;

[0019] The primary winding of the traction transformer has its first end connected to the single-phase AC contact network via the main circuit breaker, and its second end grounded. The secondary winding of the traction transformer has its first end connected to the first input terminal of the single-phase PWM rectifier, and its second end connected to the second input terminal of the single-phase PWM rectifier. The main circuit breaker is activated when the train is in the first section, according to the control of the processor. The single-phase PWM rectifier converts the AC power output from the traction transformer into the first DC power when the main circuit breaker is activated.

[0020] On the other hand, the single-phase power supply circuit also includes a third line contactor;

[0021] Wherein, the third end of the secondary winding of the traction transformer is connected to the first input end of the single-phase PWM rectifier through the first line contactor; the single-phase PWM rectifier is used to convert the alternating current corresponding to the single-phase AC power output by the traction transformer into the first DC power when both the main circuit breaker and the third line contactor are turned on.

[0022] On the other hand, the system also includes a support capacitor; wherein, the first end of the support capacitor is connected to the first output terminal of the single-phase power supply circuit, the first output terminal of the power pack power supply circuit and the first input terminal of the motor power supply circuit respectively, and the second end of the support capacitor is connected to the second output terminal of the single-phase power supply circuit, the second output terminal of the power pack power supply circuit and the second input terminal of the motor power supply circuit respectively.

[0023] The present invention also provides a power control method for a rail train, applied to the power control system of the rail train described above, comprising:

[0024] The processor of the railcar acquires the position information of the railcar;

[0025] Based on the location information and the preset location corresponding to the phase separation zone, the target control section where the rail train is located is determined; wherein, the target control section is any preset control section, the preset control section includes a first section and a second section, the first section does not include the phase separation zone, and the second section includes the phase separation zone;

[0026] If the target control range is the first range, then the single-phase power supply circuit in the power control system is controlled to output the first DC power, which is then used to power the traction motor of the rail train through the motor power supply circuit.

[0027] If the target control range is the second range, then the power pack power supply circuit in the power control system is controlled to output a second DC power, which is then used to power the traction motor through the motor power supply circuit.

[0028] On the other hand, the second interval includes the phase-splitting region as well as the pre-phase-splitting interval and the post-phase-splitting interval adjacent to the phase-splitting region.

[0029] On the other hand, when the power supply circuit includes a second line contactor and a three-phase rectifier, if the target control range is the second range, then the power supply circuit in the power control system is controlled to output a second DC power to supply power to the traction motor through the motor power supply circuit, including:

[0030] When the target control zone changes from the first zone to the pre-phase zone, the on-board generator of the rail train is started and the second line contactor is turned on, and the voltage of the first DC power supply is reduced according to a preset slope; when the voltage of the first DC power supply is less than the voltage of the second DC power supply output by the three-phase rectifier, the motor power supply circuit is controlled to use the second DC power supply to power the traction motor.

[0031] When the target control interval changes from the pre-phase interval to the phase-splitting zone, the main circuit breaker of the single-phase power supply circuit is disconnected;

[0032] When the target control interval changes from the phase-splitting zone to the post-phase-splitting zone, the main circuit breaker is turned on, and the three-phase rectifier is controlled to reduce the voltage of the second DC power to the first preset voltage; when the voltage of the first DC power is greater than the first preset voltage, the motor power supply circuit is controlled to use the first DC power to supply power to the traction motor.

[0033] Correspondingly, if the target control interval is the first interval, then the single-phase power supply circuit in the power control system outputs a first DC current, which supplies power to the traction motor of the rail train through the motor power supply circuit, including:

[0034] When the target control interval is the first interval after the phase split, the second line contactor is disconnected.

[0035] On the other hand, the post-phase interval includes a first post-phase interval and a second post-phase interval; when the target control interval changes from the phase-splitting area to the post-phase interval, the main circuit breaker is turned on, and the three-phase rectifier is controlled to reduce the voltage of the second DC power to a first preset voltage; when the voltage of the first DC power is greater than the first preset voltage, the motor power supply circuit is controlled to use the first DC power to supply power to the traction motor, including:

[0036] When the target control interval changes from the phase-splitting zone to the first phase-splitting interval, the power supply preparation operation of the single-phase power supply circuit is initiated.

[0037] When the target control interval changes from the first phase-separated interval to the second phase-separated interval, the main circuit breaker is turned on, and the three-phase rectifier is controlled to reduce the voltage of the second DC power to the first preset voltage; when the voltage of the first DC power is greater than the first preset voltage, the motor power supply circuit is controlled to use the first DC power to supply power to the traction motor.

[0038] On the other hand, the processor of the railcar acquires the position information of the railcar, including:

[0039] The processor determines the location information based on the ground location signal from the ground location sensor; wherein the ground location sensor includes a first location sensor, a second location sensor, a third location sensor, and a fourth location sensor;

[0040] The step of determining the target control section where the rail train is located based on the location information and the preset position corresponding to the phase separation zone includes:

[0041] If the location information is the first location where the ground position signal of the first position sensor is detected, then the target control interval is determined to be the pre-phase interval;

[0042] If the location information is the second location where the ground position signal of the second position sensor is detected, then the target control interval is determined to be the phase-separation zone;

[0043] If the location information is the third location where the ground position signal of the third position sensor is detected, then the target control interval is determined to be the first phase-separated interval;

[0044] If the location information is the fourth location where the ground position signal of the fourth location sensor is detected, then the target control interval is determined to be the second phase-separated interval; wherein, the preset position includes the first position, the second position, the third position, and the fourth position;

[0045] After a preset time has elapsed since the location information passed the fourth location, the target control interval is determined to be the first interval.

[0046] On the other hand, the control circuit for the motor power supply uses the second DC power to supply power to the traction motor, including:

[0047] The voltage of the second DC power output from the three-phase rectifier is adjusted according to the operating power of the traction motor.

[0048] The present invention also provides a power control device for a rail train, applied to the power control system of the rail train as described above, and disposed in the processor of the rail train, comprising:

[0049] A location acquisition module is used to acquire the location information of the rail train;

[0050] The section determination module is used to determine the target control section where the rail train is located based on the location information and the preset position corresponding to the phase separation zone; wherein, the target control section is any preset control section, the preset control section includes a first section and a second section, the first section does not include the phase separation zone, and the second section includes the phase separation zone;

[0051] The first control module is used to control the single-phase power supply circuit in the power control system to output a first DC power if the target control range is the first range, and to supply power to the traction motor of the rail train through the motor power supply circuit.

[0052] The second control module is used to control the power pack power supply circuit in the power control system to output a second DC power if the target control range is the second range, and to supply power to the traction motor through the motor power supply circuit.

[0053] In addition, the present invention also provides a rail train, including: a power control system, a memory, and a processor for the rail train as described above;

[0054] The memory is used to store computer programs;

[0055] The processor is used to implement the steps of the power control method for rail trains as described above when executing the computer program.

[0056] The present invention provides a power control system for a rail train, comprising: a single-phase power supply circuit, configured to convert single-phase AC power output from a connected single-phase AC contact network into first DC power when the rail train is in a first section, according to the control of the rail train's processor; wherein the first section does not include a phase-splitting area; a power pack power supply circuit, configured to convert electrical energy output from a power pack in the rail train into second DC power when the rail train is in a second section, according to the control of the processor; wherein the second section includes a phase-splitting area; and a motor power supply circuit, configured to convert the first DC power into AC power to supply power to the rail train's traction motor when the rail train is in the first section, and convert the second DC power into AC power to supply power to the rail train's traction motor when the rail train is in the second section, according to the control of the processor.

[0057] As can be seen, this invention, through the configuration of the power pack power supply circuit and the single-phase power supply circuit, can automatically and seamlessly switch between different power supply energies before and after the phase-splitting zone under the control of the train's processor. By using an additional power pack to provide energy when passing through the phase-splitting zone, there is no loss of system power due to energy interruption. This allows the train to pass through the phase-splitting zone quickly, stably, and without power loss, improving the train's performance when passing through the phase-splitting zone, greatly reducing the driver's operating difficulty, and solving the safety issues of manual control. Furthermore, this invention also provides a power control method, device, and train for a rail train, which also have the above-mentioned beneficial effects. Attached Figure Description

[0058] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0059] Figure 1 This is a structural block diagram of a power control system for a rail train provided in an embodiment of the present invention;

[0060] Figure 2 This is a schematic diagram of the structure of a power control system for a rail train provided in an embodiment of the present invention;

[0061] Figure 3 A flowchart illustrating a power control method for a rail train provided in an embodiment of the present invention;

[0062] Figure 4 A schematic diagram of control signals for a power control method for a rail train provided in an embodiment of the present invention;

[0063] Figure 5This is a structural block diagram of a power control device for a rail train provided in an embodiment of the present invention. Detailed Implementation

[0064] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0065] Please refer to Figure 1 , Figure 1 This is a structural block diagram of a power control system for a rail train provided in an embodiment of the present invention. The system may include:

[0066] The single-phase power supply circuit 10 is used to convert the single-phase AC power output from the connected single-phase AC contact network into a first DC power when the rail train is in the first section, according to the control of the rail train's processor; wherein, the first section does not include the phase-splitting area;

[0067] The power supply circuit 20 is used to convert the electrical energy output from the power pack in the rail train into a second direct current when the rail train is in the second section, according to the control of the processor; wherein the second section includes a phase-separated area;

[0068] The motor power supply circuit 30 is used to convert the first DC power to AC power to supply power to the traction motor of the rail train when the rail train is in the first section, according to the control of the processor; and to convert the second DC power to AC power to supply power to the traction motor of the rail train when the rail train is in the second section.

[0069] It is understood that the rail train in this embodiment may be able to use a single-phase AC overhead contact line (such as...). Figure 2 Trains powered by Cat 1) in this embodiment are such as electric locomotives, high-speed trains, or heavy-haul freight trains. In this embodiment, the power supply circuit 20 of the power pack enables the train to utilize the power supply from the power pack to power its traction motor when passing through a phase-splitting zone. This prevents power loss due to energy interruption when passing through the phase-splitting zone, avoids serious accidents such as longitudinal jerk or even coupler breakage caused by rapid changes in traction force, and ensures the safety of train operation.

[0070] Accordingly, the specific number and type of power packs supplying power to the power pack power supply circuit 20 in this embodiment can be set by the designer according to the practical scenario and user needs. For example, the power pack in the rail train may include any one or more of the following: a power battery pack, an on-board generator (such as a diesel generator), and a hydrogen fuel cell system; for example, the power pack may only include a power battery pack or an on-board generator; to ensure the power supply capacity of the power pack, the power pack may also include a power battery pack and an on-board generator. This embodiment does not impose any restrictions on this.

[0071] Correspondingly, the specific circuit structure of the power supply circuit 20 for the power pack in this embodiment can be set by the designer according to the practical scenario and user needs, such as... Figure 2 As shown, when the power pack includes a power battery pack (Bat 2), the power supply circuit 20 of the power pack may include a first line contactor (K2) and a DC-DC converter (DC-DC1); wherein, the positive terminal of the power battery pack is connected to the first terminal of the DC-DC converter through the first line contactor, the negative terminal of the power battery pack is connected to the second terminal of the DC-DC converter, and the third and fourth terminals of the DC-DC converter are respectively connected to the two input terminals of the motor power supply circuit 30; the first line contactor is used to connect or disconnect the connection between the positive terminal of the power battery pack and the first terminal of the DC-DC converter according to the control of the processor (i.e., controller, such as the central control unit CCU) of the rail train, such as connecting when the rail train is in the second section; the DC-DC converter is used to convert the DC power output from the power battery pack into a second DC power when the first line contactor is connected.

[0072] Furthermore, in this embodiment, the DC converter can also adjust the voltage of the output second DC power according to the control of the processor, so that the processor can adjust the DC voltage supplied by the power pack according to the actual power used by the traction motor.

[0073] Furthermore, the DC-DC converter in this embodiment can specifically be a bidirectional DC-DC converter (i.e., a bidirectional charger). Correspondingly, when the power battery pack needs to be charged, the processor can also control the first line contactor to conduct and control the DC-DC converter to convert the DC power output from the single-phase power supply circuit 10 (i.e., the first DC power) into the corresponding required voltage DC power (i.e., the third DC power), and output the third DC power to the power battery pack to charge it. In other words, the DC-DC converter can be a converter device with a bidirectional buck-boost structure to step down the first DC power to charge the power battery pack, and step up the DC power output from the power battery pack to provide energy to the motor power supply circuit 30, thereby ensuring sufficient energy for the power battery pack and better realizing seamless switching between power supply from the contact network (i.e., single-phase AC contact network) and power supply from the power battery pack.

[0074] Correspondingly, such as Figure 2As shown, when the power pack includes an on-board generator (Dis 3), the power supply circuit 20 of the power pack may include a second line contactor (K3) and a three-phase rectifier (AC-DC2). The three input terminals of the three-phase rectifier are connected one-to-one with the three-phase output terminals of the on-board generator via the second line contactor. That is, each input terminal of the three-phase rectifier can be connected to a corresponding output terminal of the on-board generator via a corresponding switching device in the second line contactor. The second line contactor is used to connect or disconnect the connection between the three input terminals of the three-phase rectifier and the three-phase output terminals of the on-board generator according to the control of the processor, such as when the rail train is in the second section. The three-phase rectifier is used to convert the AC power output from the on-board generator pack into a second DC power when the second line contactor is on.

[0075] Furthermore, in this embodiment, the three-phase rectifier can also adjust the voltage of the output second DC power according to the control of the processor, so that the processor can adjust the DC voltage of the power pack according to the actual power used by the traction motor.

[0076] It should be noted that the unidirectional power supply circuit in this embodiment can convert the single-phase AC power output from the single-phase AC contact network into corresponding DC power (i.e., the first DC power) according to the control of the train's processor, to power the motor power supply circuit 30. The specific circuit structure of the unidirectional power supply circuit in this embodiment can be customized by the designer according to the practical scenario and user requirements. For example, the unidirectional power supply circuit may include a main circuit breaker, a traction transformer, and a single-phase PWM (Pulse Width Modulation) rectifier.

[0077] The primary winding of the traction transformer has its first end connected to the single-phase AC contact network via a main circuit breaker, and its second end grounded. The secondary winding of the traction transformer has its first end connected to the first input terminal of a single-phase PWM rectifier, and its second end connected to the second input terminal of the same PWM rectifier. The main circuit breaker is used to connect or disconnect the connection between the first end of the primary winding of the traction transformer and the single-phase AC contact network according to the control of the processor, such as when the train is in the first section. The single-phase PWM rectifier is used to convert the AC power output from the traction transformer into a first DC power when the main circuit breaker is on.

[0078] Furthermore, such as Figure 2As shown, the single-phase power supply circuit 10 provided in this embodiment may further include a third line contactor (K1); wherein, the third end of the secondary winding of the traction transformer (T1) is connected to the first input end of the single-phase PWM rectifier (AC-DC1) through the first line contactor; the third line contactor is used to connect or disconnect the connection between the third end of the secondary winding of the traction transformer and the first input end of the single-phase PWM rectifier according to the control of the processor, such as when the rail train is in the first section; the single-phase PWM rectifier can be used to convert the AC power output by the traction transformer into the first DC power when both the main circuit breaker (VCB) and the third line contactor are connected. In other words, in this embodiment, the power safety of the single-phase power supply circuit 10 can be further ensured by setting the third line contactor. If it is necessary to turn on the main circuit breaker, the third line contactor can be turned on first and then the main circuit breaker can be turned on. If it is necessary to turn off the main circuit breaker, the third line contactor can be turned off first and then the main circuit breaker can be turned off under normal operating conditions. Under special operating conditions (such as overcurrent fault), the main circuit breaker can be turned off first and then the third line contactor can be turned off.

[0079] Accordingly, this embodiment does not limit the specific circuit structure of the motor power supply circuit 30, such as Figure 2 As shown, the motor power supply circuit 30 may include a three-phase VVVF inverter (DC-AC1). The two input terminals of the three-phase VVVF inverter (DC-AC1) can be connected to the two output terminals of the single-phase power supply circuit 10 and the two output terminals of the power pack power supply circuit 20, respectively. Under the control of the processor, when the rail train is in the first section, it converts the first DC power into AC power to supply the rail train's traction motor (Mot); when the rail train is in the second section, it converts the second DC power into AC power to supply the rail train's traction motor. In other words, the rail train's processor can control the three-phase VVVF inverter to convert the input first DC power and / or second DC power into AC power with adjustable frequency and voltage to supply the traction motor for normal vehicle traction.

[0080] Furthermore, such as Figure 2 As shown, the system provided in this embodiment may further include a support capacitor (C1) to ensure that the voltage fluctuation of the intermediate DC circuit between the input of the motor power supply circuit 30 and the output of the single-phase power supply circuit 10 and the output of the power pack power supply circuit 20 remains within the allowable range; wherein, the first end of the support capacitor is connected to the first output terminal of the single-phase power supply circuit 10, the first output terminal of the power pack power supply circuit 20 and the first input terminal of the motor power supply circuit 30 respectively, and the second end of the support capacitor is connected to the second output terminal of the single-phase power supply circuit 10, the second output terminal of the power pack power supply circuit 20 and the second input terminal of the motor power supply circuit 30 respectively.

[0081] Accordingly, the system provided in this embodiment may also include a load power supply circuit for supplying power to the loads (train-supplied loads and / or auxiliary loads) on the railcar, such as... Figure 2 As shown, the load power supply circuit may include a first load inverter (DC-AC2) and a second load inverter (DC-AC3). The first input terminal of the first load inverter may be connected to the first terminal of the supporting capacitor (C1), and the second input terminal of the first load inverter may be connected to the second terminal of the supporting capacitor, for converting the input first DC power and / or second DC power into corresponding AC power to supply power to the auxiliary load of the rail train. The first input terminal of the second load inverter may be connected to the first terminal of the supporting capacitor, and the second input terminal of the second load inverter may be connected to the second terminal of the supporting capacitor, for converting the input first DC power and / or second DC power into corresponding AC power to supply power to the train's auxiliary load. The auxiliary load may be electrical equipment outside the traction power system, such as air compressors, fans, water pumps, and 110V batteries.

[0082] It is understood that the first interval in this embodiment can be a train running interval where the power pack output of the rail train does not need to power the traction motor, that is, the first interval does not include the phase-splitting area; for example, the first interval can be a train running interval outside the phase-splitting area where the power pack power supply circuit 20 does not need to output the second DC power. In other words, under normal circumstances, when the rail train is in the first interval, the processor can control the power pack power supply circuit 20 to stop outputting the second DC power, such as by disconnecting the first line contactor or controlling the DC converter to charge the power battery pack.

[0083] Accordingly, the second section in this embodiment can be the train travel section where the power pack output of the rail train is used to power the traction motor, that is, the second section includes the phase-splitting zone; for example, the second section can be the train travel section that includes the phase-splitting zone and requires the power pack power supply circuit 20 to output a second DC power; for example, in order to achieve seamless switching between contact network power supply and power pack power supply when the rail train enters and leaves the phase-splitting zone, the second section in this embodiment can include the phase-splitting zone and the pre-phase-splitting zone (i.e., the zone before the phase-splitting zone) and the post-phase-splitting zone (i.e., the zone after the phase-splitting zone) adjacent to the phase-splitting zone, so that by setting the pre-phase-splitting zone and the post-phase-splitting zone, the power pack power supply circuit 20 can be started in advance and the power pack power supply circuit 20 can be turned off in a delayed manner, so as to achieve seamless switching between contact network power supply and power pack power supply and improve the stability of the rail train passing through the phase-splitting zone.

[0084] For example, in this embodiment, when the train is in the first section (i.e., the normal operating mode in the non-phase zone), the energy required by the train can be provided by the single-phase AC contact network. The single-phase AC power output from the single-phase AC contact network is stepped down by the main circuit breaker and the traction transformer to provide the traction converter with a suitable supply voltage AC power. The single-phase PWM rectifier of the traction converter rectifies the converted AC power into stable DC power (i.e., the first DC power), and then converts it into AC power with adjustable frequency and voltage through the three-phase VVVF inverter to provide to the traction motor for the normal traction operation of the train.

[0085] When the train is in the phase-separation zone of the second section, it is in a power-deprived area, and the energy required by the train is provided by the train's power pack. If the power pack includes a battery pack, the DC power output from the battery pack is converted into DC power of the corresponding supply voltage (i.e., the second DC power) by a DC-DC converter and connected to the intermediate DC circuit; then, it is converted into AC power with adjustable frequency and voltage by a three-phase VVVF inverter to provide power to the traction motor for normal traction operation. Simultaneously, the second DC power can also provide energy to auxiliary loads and train supply loads, ensuring their normal operation in the power-deprived area and guaranteeing the safety and comfort of the train. If the power pack includes an onboard generator, the three-phase AC output from the onboard generator is rectified into DC power of the corresponding supply voltage (i.e., the second DC power) by a three-phase rectifier and connected to the intermediate DC circuit; then, it is converted into AC power with adjustable frequency and voltage by a three-phase VVVF inverter to provide power to the traction motor. Simultaneously, the second DC power can also provide power to auxiliary loads and train supply loads.

[0086] In this embodiment, the present invention, through the configuration of the power pack power supply circuit 20 and the single-phase power supply circuit 10, can automatically and seamlessly switch between different power supply energies before and after the phase split zone according to the control of the train's processor. By using an additional power pack to provide energy when passing through the phase split zone, there will be no system power loss due to energy interruption. This allows the train to pass through the phase split zone quickly, stably, and without power loss, improving the train's performance when passing through the phase split zone, greatly reducing the driver's operating difficulty, and solving the safety problem of manual control.

[0087] Based on the above system embodiments, this invention also provides a power control method for a rail train. The power control method for a rail train described below and the power control system for a rail train described above can be referred to in correspondence.

[0088] Please refer to Figure 3 , Figure 3 This is a flowchart illustrating a power control method for a rail train according to an embodiment of the present invention. The method, applied to the power control system of the rail train provided in the above embodiment, may include:

[0089] Step 101: The processor of the rail train obtains the location information of the rail train.

[0090] In this embodiment, the processor of the rail train can be a processing device used to implement control operations for the rail train across phase-splitting zones, such as the Central Control Unit (CCU) of the rail train. In this embodiment, the processor can obtain the position information of the rail train to determine the preset control interval (i.e., the target control interval) in which the rail train is located, and then control the power supply of the traction motor accordingly. The preset control interval can correspond to the phase-splitting zone, such as the preset control interval including a first interval and a second interval, where the first interval does not include the phase-splitting zone and the second interval does include the phase-splitting zone.

[0091] Correspondingly, the specific method by which the processor obtains the position information of the rail train in this embodiment can be set by the designer according to the practical scenario and user needs. For example, to ensure the accuracy of power supply control in the over-phase zone, the processor can determine the position information of the rail train based on the ground position signal from the ground position sensor; that is, the processor can determine the position information of the rail train based on the ground position signal of each ground position sensor when the rail train passes by it. For example, the processor can determine the position information of the rail train as the location of the ground position sensor when it receives the ground position signal. The processor can also determine the position information of the rail train based on the positioning signal collected by the train's autonomous positioning equipment (such as ultra-wideband UWB positioning equipment, global positioning system GPS positioning equipment, and / or BeiDou satellite navigation system BDS positioning equipment). This embodiment does not impose any limitations on this.

[0092] Step 102: Determine the target control section where the train is located based on the location information and the preset position corresponding to the phase separation zone; wherein, the target control section is any preset control section, the preset control section includes a first section and a second section, the first section does not include the phase separation zone, and the second section includes the phase separation zone.

[0093] It is understood that the preset control interval in this embodiment can be the train travel interval corresponding to the pre-set phase separation zone, so that the power supply of the traction motor after the rail train enters the preset control interval can be controlled accordingly.

[0094] Correspondingly, the specific type and location of the preset control interval in this embodiment can be set by the designer according to the practical scenario and user needs. For example, the preset control interval may include a first interval and a second interval; the first interval may be a train travel interval outside the phase-splitting zone where the power pack power supply circuit of the rail train does not need to output the second DC power; the second interval may be a train travel interval including the phase-splitting zone where the power pack power supply circuit of the rail train needs to output the second DC power. For example, when the second interval includes only one train travel interval (such as the phase-splitting zone), the preset control interval may only include the first interval and the second interval. That is, when the target control interval changes from the first interval to the second interval, that is, when the rail train enters the second interval, the processor can control the power pack power supply circuit in the power control system to output the second DC power (such as turning on the first line contactor) and control the single-phase power supply circuit to stop working (such as disconnecting the main circuit breaker), and supply power to the traction motor through the motor power supply circuit; when the target control interval changes from the second interval to the first interval, that is, when the rail train enters the first interval, the processor can control the single-phase power supply circuit in the power control system to output the first DC power and control the power pack power supply circuit to stop supplying power, and supply power to the traction motor through the single-phase power supply circuit.

[0095] Correspondingly, in order to ensure the stability of the power supply switching between the single-phase power supply circuit and the power pack power supply circuit, the second interval can also be divided in this embodiment. For example, the second interval may include the phase separation area and the pre-phase separation interval and post-phase separation interval adjacent to the phase separation area. That is, the preset control interval may include the first interval, the phase separation area, the pre-phase separation interval and the post-phase separation interval. By setting the pre-phase separation interval and the post-phase separation interval, the power pack power supply circuit can be started in advance and the power pack power supply circuit can be turned off in a delayed manner, so as to achieve seamless switching between the contact power supply and the power pack power supply and improve the stability of the rail train passing through the phase separation area.

[0096] Furthermore, in this embodiment, the interval after phase splitting can be divided to delay the start-up time of the single-phase power supply circuit and avoid the impact of the start-up of the single-phase power supply circuit on the phase splitting area that has just passed. For example, the interval after phase splitting may include the first interval after phase splitting and the second interval after phase splitting. That is, the preset control interval may include five intervals: the first interval, the phase splitting area, the interval before phase splitting, the first interval after phase splitting, and the second interval after phase splitting.

[0097] Accordingly, the preset position corresponding to the phase-splitting region in this embodiment can be the position corresponding to each of the preset control intervals, such as the start and end positions of all or part of the preset control intervals. For example, if the preset control intervals only include the first interval and the second interval, the preset position can include the two positions before and after the phase-splitting region at both ends of the phase-splitting region. That is, in this step, the processor can determine the target control interval as the second interval when it detects the position information as the position before the phase-splitting region; and determine the target control interval as the first interval when it detects the position information as the position after the phase-splitting region.

[0098] Accordingly, when the preset control interval includes the first interval, the phase-splitting zone, the pre-phase-splitting interval, the first post-phase-splitting interval, and the second post-phase-splitting interval, the preset position may include the phase-splitting zone (e.g., Figure 4 The preset positions are the first position before the de-energized zone, the second and third positions at both ends of the phase-splitting zone, and the fourth position after the phase-splitting zone, and the locations of the ground position sensors, such as... Figure 4 As shown, in this step, the processor can determine the target control interval as the pre-phase interval (interval between times t1 and t2) when the position information is the first position where the ground position signal of the first position sensor (A) is detected; when the position information is the second position where the ground position signal of the second position sensor (B) is detected, the target control interval is determined as the phase-breaking zone (interval between times t2 and t3); when the position information is the third position where the ground position signal of the third position sensor (C) is detected, the target control interval is determined as the post-phase interval (interval between times t3 and t4); and when the position information is the fourth position where the ground position signal of the fourth position sensor (D) is detected, the target... The control interval is the interval after the second phase split (the interval between t3 and t4). After the position information passes the fourth position for a preset time or a preset distance, the target control interval is determined to be the first interval (the interval between t5 and the next t1). For example, the processor can determine the target control interval as the first interval when the position information reaches the fourth position for a preset fixed time or when the voltage of the first DC power (or the second DC power) reaches the corresponding voltage threshold. For example, when the voltage package includes the vehicle generator, the processor can reduce the voltage of the second DC power at a fixed slope after the position information reaches the fourth position. When the voltage of the second DC power is 0, the target control interval is determined to be the first interval.

[0099] Step 103: If the target control interval is the first interval, the single-phase power supply circuit in the control power control system outputs the first DC power, which supplies power to the traction motor of the rail train through the motor power supply circuit.

[0100] Step 104: If the target control range is the second range, the power supply circuit of the power pack in the control power control system outputs the second DC power, which supplies power to the traction motor through the motor power supply circuit.

[0101] It is understood that in this embodiment, when the target control interval is the first interval, the processor can control the single-phase power supply circuit in the power control system to output a first DC power, so that the motor power supply circuit can convert the first DC power into AC power to supply power to the traction motor; when the target control interval is the second interval, the processor can control the power pack power supply circuit in the power control system to output a second DC power, so that the motor power supply circuit can convert the second DC power into AC power to supply power to the traction motor; accordingly, as Figure 2 As shown, when the target control interval is the second interval, the first load inverter (DC-AC2) and the second load inverter (DC-AC3) can convert the second DC power into the corresponding AC power to supply power to the auxiliary load and the train power supply load. This allows the rail train to provide the traction motor and the auxiliary load and the train power supply load with the energy required by the power pack of the rail train when passing through the phase separation zone, thereby ensuring the performance requirements such as no loss of train speed, no shutdown of auxiliary equipment and no power supply to the train power supply equipment.

[0102] Correspondingly, the specific control processes in steps 103 and 104 of this embodiment can be set by the designer according to the practical scenario and user needs. For example, if the power supply circuit of the power pack includes a second line contactor and a three-phase rectifier, that is, the power pack includes an on-board generator, and the on-board generator's power is used to power the traction motor, and the preset control interval includes a first interval, a phase-splitting zone, a pre-phase-splitting zone, and a post-phase-splitting zone, then in step 104, the processor can start the on-board generator of the rail train and connect the second line contactor when the target control interval changes from the first interval to the pre-phase-splitting zone, and reduce the voltage of the first DC power supply according to a preset slope; when the voltage of the first DC power supply is less than the voltage of the second DC power supply output by the three-phase rectifier, the motor power supply circuit is controlled to use the second DC power supply to power the traction motor. When the target control interval changes from the pre-phase-splitting zone to the phase-splitting zone, the main circuit breaker of the single-phase power supply circuit is disconnected. When the target control zone changes from the phase-splitting zone to the post-phase-splitting zone, the main circuit breaker is turned on, and the three-phase rectifier is controlled to reduce the voltage of the second DC power supply to the first preset voltage. When the voltage of the first DC power supply is greater than the first preset voltage, the motor power supply circuit is controlled to use the first DC power supply to power the traction motor. Correspondingly, in step 103, the processor can disconnect the second line contactor when the target control zone changes from the post-phase-splitting zone to the first zone.

[0103] Correspondingly, when the post-phase interval includes both the first post-phase interval and the second post-phase interval, the process of turning on the main circuit breaker and controlling the three-phase rectifier to reduce the voltage of the second DC power to the first preset voltage when the target control interval changes from the phase-separated area to the post-phase interval, and controlling the motor power supply circuit to use the first DC power to supply power to the traction motor when the voltage of the first DC power is greater than the first preset voltage, can include: the processor initiating the power supply preparation operation of the single-phase power supply circuit when the target control interval changes from the phase-separated area to the first post-phase interval; turning on the main circuit breaker and controlling the three-phase rectifier to reduce the voltage of the second DC power to the first preset voltage when the target control interval changes from the first post-phase interval to the second post-phase interval; and controlling the motor power supply circuit to use the first DC power to supply power to the traction motor when the voltage of the first DC power is greater than the first preset voltage.

[0104] For example, such as Figure 4 As shown, the processor of the rail train can determine the position of the rail train by detecting the ground position signals from ground position sensors A, B, C, and D. This allows it to perform corresponding power supply control operations at different positions, such as turning on and off the main circuit breaker in the single-phase power supply circuit of the rail train. During the period when the main circuit breaker is open, the power pack provides the traction energy required by the train, ensuring power maintenance in the de-energized area (i.e., the phase-splitting area). The power maintenance process can be described as follows:

[0105] 1. When the train is in the first section (before position A, t1), the main circuit breaker is closed, and the traction energy of the whole train is provided through the contact network. The voltage of the first DC power is maintained at a stable Uc0 through the single-phase PWM rectifier of the traction converter. The traction system, auxiliary system and train power supply system of the whole train are powered by the contact network.

[0106] 2. When the train is at position A in the pre-phase-splitting section (AB position), the train is ready to pass through the phase-splitting zone. The traction converter blocks the pulse signal of the single-phase PWM rectifier. At this moment, the train speed is V1, the traction force is maintained at F1, and the intermediate DC voltage begins to decrease to Uc1. The processor (such as CCU) can unload the force according to the overall traction force utilization (i.e., the actual power used by the traction motor) at a fixed slope Δf kN / s, that is, reduce the voltage of the first DC current according to the preset slope. After that, the main circuit breaker is disconnected, and the train enters the de-energized zone.

[0107] 3. When the railcar is in position A, the on-board generator in the power pack can start working, close the first line contactor, and output the second DC power through the three-phase rectifier.

[0108] 4. When the train is in the pre-phase section, if the voltage of the second DC power supply (Ud1) is greater than the voltage of the first DC power supply (Uc1), the processor can control the motor power supply circuit to use the second DC power supply, completing the switch from contact network power supply to onboard generator power supply for traction energy. Furthermore, the processor can boost the voltage of the second DC power supply from the onboard generator to Ud2 based on the actual power output of the traction motor, ensuring stable power output of the locomotive and rolling stock. In other words, the processor adjusts the voltage of the second DC power supply output from the three-phase rectifier according to the operating power of the traction motor.

[0109] 5. When the train is in the phase separation zone (BC position), the onboard generator provides the energy required by the traction system, auxiliary system and train power supply system, which can ensure that the train speed is not lost, the auxiliary equipment does not stop, and the power supply equipment does not stop.

[0110] 6. When the train is in the first phase-separated section (CD position) after exiting the phase-separation zone, the processor can start the contact network power supply and start the on-board generator power supply when it is in position C; when the electric locomotive is in position D, the main circuit breaker is turned on, and the processor can start the traction converter and output the first DC power through the single-phase PWM rectifier.

[0111] 7. When the train is in the second phase break interval (the interval between t4 and t5), if the voltage of the first DC power supply Ud3 is greater than the voltage of the second DC power supply Uc3, the processor can control the motor power supply circuit to use the first DC power supply, and complete the conversion from power supply by the on-board generator to power supply by the contact network to provide traction energy. The train can carry out traction work in the conventional mode of single-phase AC contact network power supply.

[0112] Through the above process, when the overhead contact line power supply is reduced during the phase transition, the on-board generator can provide a power source to maintain the train's coupler status, preventing collisions due to power loss, improving operational stability, and completing the energy exchange and takeover between the overhead contact line power supply and the on-board generator power supply during the phase transition.

[0113] In other words, such as Figure 4As shown, at times t1 to t2 (i.e., the interval before phase split), which is the stage from the phase split warning to the beginning of the de-energized zone, the railcar is in preparation to switch from overhead contact line power supply to onboard generator power supply. The processor can monitor the traction force in real time and control the power supply capacity of the onboard generator according to the actual power used by the traction motor to maintain a constant traction force. At times t2 to t3 (i.e., the phase split zone), the railcar can be in the de-energized zone stage, and the energy of the railcar is provided by the onboard generator. The processor can dynamically adjust the voltage of the second DC power supply according to the actual power used by the traction motor before entering the phase split zone. At times t3 to t4 (i.e., the interval after the first phase split), the railcar exits the phase split zone. The process can be a preparation phase for switching from onboard generator power to overhead contact line power. The processor can monitor the traction force in real time and control the power pack's supply capacity based on the actual power used by the traction motor to maintain a constant traction force. From t4 to t5 (i.e., the interval after the second phase split), the electric locomotive can be in the transition phase of overhead contact line power supply. The energy of the rail train is switched from the onboard generator to single-phase AC overhead contact line. The processor can dynamically adjust the voltage of the first DC power supply based on the actual power used by the traction motor before leaving the phase split zone. From t5 to t1 of the next phase split zone, the electric locomotive can be in the overhead contact line power supply phase, with the energy of the rail train provided by the single-phase AC overhead contact line.

[0114] Correspondingly, the power supply circuit of the power pack includes a first line contactor and a DC-DC converter, meaning the power pack includes a power battery pack. If the power battery pack's electrical energy is used to power the traction motor, and the preset control interval includes a first interval, a phase-splitting zone, a pre-phase-splitting zone, and a post-phase-splitting zone, then in step 104, the processor can start the onboard generator of the railcar and connect the first line contactor when the target control interval changes from the first interval to the pre-phase-splitting zone, and reduce the voltage of the first DC power supply according to a preset slope. When the voltage of the first DC power supply is less than the second preset voltage (or the voltage of the second DC power supply output by the DC-DC converter), the motor power supply circuit is controlled to use the second DC power supply to power the traction motor. When the target control interval changes from the pre-phase-splitting zone to the phase-splitting zone, the main circuit breaker of the single-phase power supply circuit is disconnected. When the target control interval changes from the phase-splitting zone to the post-phase-splitting zone, the main circuit breaker is connected. When the voltage of the first DC power supply is greater than the third preset voltage (or the voltage of the second DC power supply output by the DC-DC converter), the motor power supply circuit is controlled to use the first DC power supply to power the traction motor. Correspondingly, in step 103, the processor can disconnect the first line contactor when the target control interval changes from the phase-separated interval to the first interval.

[0115] Accordingly, when the post-phase interval includes the first post-phase interval and the second post-phase interval, the process of turning on the main circuit breaker when the target control interval changes from the phase-separated area to the post-phase interval, and controlling the motor power supply circuit to use the first DC power to supply power to the traction motor when the voltage of the first DC power is greater than the third preset voltage (or the voltage of the second DC power output by the DC converter), may include: the processor initiating the power supply preparation operation of the single-phase power supply circuit when the target control interval changes from the phase-separated area to the first post-phase interval; turning on the main circuit breaker when the target control interval changes from the first post-phase interval to the second post-phase interval, and controlling the motor power supply circuit to use the first DC power to supply power to the traction motor when the voltage of the first DC power is greater than the third preset voltage (or the voltage of the second DC power output by the DC converter).

[0116] In this embodiment, the present invention, through the configuration of the power pack power supply circuit and the single-phase power supply circuit, can automatically and seamlessly switch between different power supply energies before and after the phase split zone according to the control of the train's processor. By using an additional power pack to provide energy when passing through the phase split zone, there will be no system power loss due to energy interruption. This allows the train to pass through the phase split zone quickly, stably, and without power loss, improving the train's performance when passing through the phase split zone, greatly reducing the driver's operating difficulty, and solving the safety problem of manual control.

[0117] Based on the above method embodiments, this invention also provides a power control device for a rail train. The power control device for a rail train described below and the power control method for a rail train described above can be referred to in correspondence with each other.

[0118] Please refer to Figure 5 , Figure 5 This is a structural block diagram of a power control device for a rail train provided in an embodiment of the present invention. The device is applied to the power control system of the rail train as provided in the above embodiment, and is disposed in the processor of the rail train, and may include:

[0119] Location acquisition module 100 is used to acquire the location information of the rail train;

[0120] The section determination module 200 is used to determine the target control section where the rail train is located based on the location information and the preset position corresponding to the phase separation zone; wherein, the target control section is any preset control section, the preset control section includes a first section and a second section, the first section does not include the phase separation zone, and the second section includes the phase separation zone;

[0121] The first control module 300 is used to control the single-phase power supply circuit in the power control system to output the first DC power if the target control interval is the first interval, and to supply power to the traction motor of the rail train through the motor power supply circuit.

[0122] The second control module 400 is used to control the power pack power supply circuit in the power control system to output a second DC power if the target control range is the second range, and then supply power to the traction motor through the motor power supply circuit.

[0123] In some embodiments, the second interval includes a phase-splitting region and a pre-phase-splitting interval and a post-phase-splitting interval adjacent to the phase-splitting region.

[0124] In some embodiments, when the power supply circuit of the power pack includes a second line contactor (K3) and a three-phase rectifier (AC-DC2), the second control module 400 may include:

[0125] The first control submodule is used to start the on-board generator of the rail train and turn on the second line contactor when the target control section changes from the first section to the pre-phase section, and reduce the voltage of the first DC power supply according to a preset slope; when the voltage of the first DC power supply is less than the voltage of the second DC power supply output by the three-phase rectifier, the control motor power supply circuit uses the second DC power supply to power the traction motor.

[0126] The second control submodule is used to disconnect the main circuit breaker of the single-phase power supply circuit when the target control interval changes from the pre-phase interval to the phase-separation zone.

[0127] The third control submodule is used to turn on the main circuit breaker and control the three-phase rectifier to reduce the voltage of the second DC power to the first preset voltage when the target control interval changes from the phase-separated zone to the phase-separated zone; when the voltage of the first DC power is greater than the first preset voltage, control the motor power supply circuit to use the first DC power to supply power to the traction motor.

[0128] Correspondingly, the first control module 300 may include:

[0129] The fourth control submodule is used to disconnect the second line contactor when the target control interval changes from the phase-separated interval to the first interval.

[0130] On the other hand, the post-phase-splitting interval includes the first post-phase-splitting interval and the second post-phase-splitting interval; the third control submodule may include:

[0131] The first control unit is used to initiate the power supply preparation operation of the single-phase power supply circuit when the target control interval changes from the phase-separated area to the first phase-separated interval.

[0132] The second control unit is used to turn on the main circuit breaker and control the three-phase rectifier to reduce the voltage of the second DC power to the first preset voltage when the target control interval changes from the first phase interval to the second phase interval; when the voltage of the first DC power is greater than the first preset voltage, control the motor power supply circuit to use the first DC power to supply power to the traction motor.

[0133] In some embodiments, the location acquisition module 100 may be specifically used by the processor to determine location information based on the ground location signal from the ground location sensor; wherein the ground location sensor includes a first location sensor, a second location sensor, a third location sensor, and a fourth location sensor;

[0134] The interval determination module 200 may include:

[0135] The first determining submodule is used to determine the target control interval as the pre-phase interval if the position information is the first position where the ground position signal of the first position sensor is detected.

[0136] The second determining submodule is used to determine the target control interval as a phase-separated zone if the position information is the second position where the ground position signal of the second position sensor is detected.

[0137] The third determining submodule is used to determine the target control interval as the first phase-separated interval if the position information is the third position where the ground position signal of the third position sensor is detected.

[0138] The fourth determination submodule is used to determine the target control interval as the second phase-separated interval if the position information is the fourth position where the ground position signal of the fourth position sensor is detected; wherein the preset position includes the first position, the second position, the third position and the fourth position;

[0139] The fifth determination submodule is used to determine the target control interval as the first interval after the location information has passed the preset time of the fourth position.

[0140] In some embodiments, the first control submodule may be specifically used to adjust the voltage of the second DC power output by the three-phase rectifier according to the operating power of the traction motor when the voltage of the first DC power is less than the voltage of the second DC power output by the three-phase rectifier.

[0141] In this embodiment, the present invention, through the configuration of the power pack power supply circuit and the single-phase power supply circuit, can automatically and seamlessly switch between different power supply energies before and after the phase split zone according to the control of the train's processor. By using an additional power pack to provide energy when passing through the phase split zone, there will be no system power loss due to energy interruption. This allows the train to pass through the phase split zone quickly, stably, and without power loss, improving the train's performance when passing through the phase split zone, greatly reducing the driver's operating difficulty, and solving the safety problem of manual control.

[0142] Based on the above methods and system embodiments, this invention also provides a rail train. The power control device for a rail train described below can be referred to in correspondence with the power control system and power control method for a rail train described above.

[0143] A rail train includes: a power control system, a memory, and a processor for the rail train as provided in the above embodiments;

[0144] Memory, used to store computer programs;

[0145] A processor is used to execute a computer program to implement the steps of the power control method for a rail train as provided in the above embodiments.

[0146] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus and rail train disclosed in the embodiments, since they correspond to the methods and systems disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the methods and systems section.

[0147] The present invention has provided a detailed description of a power control system, method, device, and rail train. Specific examples have been used to illustrate the principles and implementation methods of the invention. The descriptions of these embodiments are merely for the purpose of helping to understand the method and core ideas of the present invention. It should be noted that those skilled in the art can make various improvements and modifications to the present invention without departing from its principles, and these improvements and modifications also fall within the protection scope of the present invention.

Claims

1. A power control system for a rail vehicle, characterized by, Comprise: Single-phase power supply circuit, for converting single-phase alternating current output by connected single-phase alternating current catenary into first direct current according to control of processor of rail train when the rail train is in first section; wherein the first section does not include phase separation area; Power pack power supply circuit, for converting electric energy output by power pack in rail train into second direct current according to control of the processor when the rail train is in second section; Wherein the second section includes the phase separation area; Motor power supply circuit, for converting the first direct current into alternating current to supply power to the traction motor of the rail train according to the control of the processor when the rail train is in the first section; When the rail train is in the second section, the second direct current is converted into alternating current to supply power to the traction motor of the rail train.

2. The power control system of a railcar according to claim 1, characterized by, The power pack includes a power battery pack, an on-board generator and / or a hydrogen fuel cell system.

3. The power control system of a railcar according to claim 2, wherein, The power pack includes a power battery pack; The power pack power supply circuit includes a first line contactor and a direct current converter; Wherein, the positive electrode of the power battery pack is connected with the first end of the direct current converter through the first line contactor, the negative electrode of the power battery pack is connected with the second end of the direct current converter, the third end and the fourth end of the direct current converter are respectively connected with two input ends of the motor power supply circuit; The first line contactor is used for conduction according to the control of the processor when the rail train is in the second section; The direct current converter is used for converting the direct current output by the power battery pack into the second direct current when the first line contactor is turned on.

4. The power control system of a railcar according to claim 3, characterized by The direct current converter is specifically a bidirectional direct current converter; The first line contactor is also used for conduction when the power battery pack is charging; The direct current converter is also used for converting the first direct current output by the single-phase power supply circuit into the third direct current according to the control of the processor, and outputting the third direct current to the power battery pack to charge the power battery pack.

5. The power control system of a railcar according to claim 2, wherein, The power pack includes the on-board generator; The power pack power supply circuit includes a second line contactor and a three-phase rectifier; Wherein, the three input ends of the three-phase rectifier are respectively connected with the three-phase output ends of the on-board generator one by one through the second line contactor; The second line contactor is used for conduction according to the control of the processor when the rail train is in the second section; The three-phase rectifier is used for converting alternating current output by the on-board generator into the second direct current when the second line contactor is turned on.

6. The power control system for a railcar of claim 1 wherein, The single-phase power supply circuit includes a main circuit breaker, a traction transformer and a single-phase PWM rectifier; The first end of the primary winding of the traction transformer is connected with the single-phase AC contact network through the main circuit breaker, the second end of the primary winding of the traction transformer is grounded, the first end of the secondary winding of the traction transformer is connected with the first input end of the single-phase PWM rectifier, and the second end of the secondary winding of the traction transformer is connected with the second input end of the single-phase PWM rectifier; the main circuit breaker is used for being turned on when the rail train is in the first interval according to the control of the processor, and the single-phase PWM rectifier is used for converting the converted alternating current corresponding to the single-phase alternating current output by the traction transformer into the first direct current when the main circuit breaker is turned on.

7. The power control system of a railcar according to claim 2, wherein The single-phase power supply circuit further comprises a third line contactor; The third end of the secondary winding of the traction transformer is connected with the first input end of the single-phase PWM rectifier through the first line contactor; and the single-phase PWM rectifier is used for converting the converted alternating current corresponding to the single-phase alternating current output by the traction transformer into the first direct current when the main circuit breaker and the third line contactor are both turned on.

8. The power control system of a railcar according to claim 1, wherein, Further comprising: a support capacitor; wherein the first end of the support capacitor is connected with the first output end of the single-phase power supply circuit, the first output end of the power pack power supply circuit and the first input end of the motor power supply circuit respectively, and the second end of the support capacitor is connected with the second output end of the single-phase power supply circuit, the second output end of the power pack power supply circuit and the second input end of the motor power supply circuit respectively.

9. A method of power control for a rail vehicle, characterized by, The power control system is applied to the rail train as claimed in any one of claims 1 to 8, comprising: The processor of the rail train acquires position information of the rail train; According to the position information and the preset position corresponding to the phase separation area, a target control interval in which the rail train is located is determined; wherein the target control interval is any preset control interval, the preset control interval includes a first interval and a second interval, the first interval does not include the phase separation area, and the second interval includes the phase separation area; If the target control interval is the first interval, the single-phase power supply circuit in the power control system outputs the first direct current, and the motor power supply circuit supplies power to the traction motor of the rail train; If the target control interval is the second interval, the power pack power supply circuit in the power control system outputs the second direct current, and the motor power supply circuit supplies power to the traction motor.

10. The power control method of a railcar according to claim 9, characterized by, The second interval includes the phase separation area and the phase separation front interval and the phase separation rear interval adjacent to the phase separation area.

11. The power control method of a railcar according to claim 10, characterized by, When the power pack power supply circuit comprises a second line contactor and a three-phase rectifier, if the target control interval is the second interval, the power pack power supply circuit in the power control system outputs the second direct current, and the motor power supply circuit supplies power to the traction motor, comprising: when the target control interval changes from the first interval to the pre-phase separation interval, starting an on-board generator of the rail train and turning on the second line contactor, and lowering the voltage of the first direct current according to a preset slope; when the voltage of the first direct current is less than the voltage of the second direct current output by the three-phase rectifier, controlling the motor power supply circuit to use the second direct current to supply power to the traction motor; when the target control interval changes from the pre-phase separation interval to the phase separation interval, turning off the main circuit breaker of the single-phase power supply circuit; when the target control interval changes from the phase separation interval to the post-phase separation interval, turning on the main circuit breaker, and controlling the three-phase rectifier to lower the voltage of the second direct current to a first preset voltage; when the voltage of the first direct current is greater than the first preset voltage, controlling the motor power supply circuit to use the first direct current to supply power to the traction motor; Correspondingly, when the target control interval is the first interval, the single-phase power supply circuit in the power control system outputs a first direct current, and the motor power supply circuit supplies power to the traction motor of the rail train, including: when the target control interval changes from the post-phase separation interval to the first interval, turning off the second line contactor.

12. The power control method of a railcar according to claim 11, characterized by, The post-phase separation interval includes a first post-phase separation interval and a second post-phase separation interval; when the target control interval changes from the phase separation interval to the post-phase separation interval, the main circuit breaker is turned on, and the three-phase rectifier is controlled to lower the voltage of the second direct current to a first preset voltage; when the voltage of the first direct current is greater than the first preset voltage, the motor power supply circuit is controlled to use the first direct current to supply power to the traction motor, including: when the target control interval changes from the phase separation interval to the first post-phase separation interval, starting a power supply preparation operation of the single-phase power supply circuit; when the target control interval changes from the first post-phase separation interval to the second post-phase separation interval, the main circuit breaker is turned on, and the three-phase rectifier is controlled to lower the voltage of the second direct current to a first preset voltage; when the voltage of the first direct current is greater than the first preset voltage, the motor power supply circuit is controlled to use the first direct current to supply power to the traction motor.

13. The power control method of a railcar according to claim 12, characterized by, The processor of the rail train acquires position information of the rail train, including: The processor determines the position information according to a ground position signal of a ground position sensor; wherein the ground position sensor includes a first position sensor, a second position sensor, a third position sensor, and a fourth position sensor; The target control interval in which the rail train is located is determined according to the position information and a preset position corresponding to the phase separation interval, including: if the position information is a first position in which the ground position signal of the first position sensor is detected, it is determined that the target control interval is the pre-phase separation interval; if the position information is a second position in which the ground position signal of the second position sensor is detected, it is determined that the target control interval is the phase separation interval; If the position information is a third position of a ground position signal detected by the third position sensor, the target control interval is determined as the first post-phase separation interval; If the position information is a fourth position of a ground position signal detected by the fourth position sensor, the target control interval is determined as the second post-phase separation interval; wherein the preset positions include the first position, the second position, the third position and the fourth position; After the position information passes the preset time of the fourth position, the target control interval is determined as the first interval.

14. The method of claim 11, wherein, The control of the motor power supply circuit using the second direct current to supply power to the traction motor includes: According to the use power of the traction motor, the voltage of the second direct current output by the three-phase rectifier is adjusted.

15. A power control device for a rail vehicle, characterized by The power control system of the track train according to any one of claims 1 to 8 is provided with a processor of the track train, which includes: A position acquisition module is configured to acquire position information of the track train; An interval determination module is configured to determine a target control interval of the track train according to the position information and preset positions corresponding to the phase separation intervals; wherein the target control interval is any preset control interval, the preset control interval includes a first interval and a second interval, the first interval does not include the phase separation interval, and the second interval includes the phase separation interval; A first control module is configured to control a single-phase power supply circuit in the power control system to output a first direct current to supply power to a traction motor of the track train through a motor power supply circuit if the target control interval is the first interval; A second control module is configured to control a power pack power supply circuit in the power control system to output a second direct current to supply power to the traction motor through the motor power supply circuit if the target control interval is the second interval.

16. A rail vehicle, characterized by It includes: The power control system of the track train according to any one of claims 1 to 8, a memory and a processor; The memory is configured to store a computer program; The processor is configured to execute the computer program to implement the steps of the power control method of the track train according to any one of claims 9 to 14.

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