A control power supply system of a rail transit vehicle and a rail transit vehicle

Abstract

The application discloses a control power supply system of a rail transit vehicle and the rail transit vehicle, relates to the field of rail transit, and solves the various disadvantages caused by setting an independent control battery. The power of the application is all derived from an original traction power battery of a locomotive, simple design of the power supply system is realized, a control battery cabinet is saved, the volume and weight of the system are greatly reduced, and the flexibility of the whole vehicle layout is improved; through two-stage conversion of a first-stage DC / DC module and a second-stage DC / DC module, control power supply conversion from high-voltage power of the traction power battery to a first preset voltage level and a second preset voltage level is realized, different control loads are adapted, and energy loss in the conversion process is reduced; the power supply controller receives starting power of a starting power supply to complete initialization on one hand, and establishes a bidirectional linkage with the two-stage DC / DC module on the other hand, obtains an output signal of the first-stage DC / DC module through a feedback input end, forms closed-loop control, and the reliability is improved.

Description

Technical Field

[0001] This application relates to the field of rail transit, and in particular to a control power supply system for rail transit vehicles and rail transit vehicles. Background Technology

[0002] In response to energy conservation and carbon reduction initiatives, various new energy hybrid locomotives have been developed in the rail transit locomotive field. However, these new rail transit locomotives have consistently used the traditional control power system of a control battery and a control power charger. The locomotive is equipped with both a traction power battery and a control battery. The traction power battery provides power to the traction system, supporting the locomotive's movement; the control battery, the core of the traditional control power system, provides stable power to the locomotive's control circuits and auxiliary equipment, ensuring the locomotive's operation and basic functions.

[0003] Due to the characteristics of control batteries, the control battery cabinets used to install and house them need to be large in size and weight. Furthermore, a control power charger is required to charge the control batteries. The power source for the control power charger must first be converted from the traction power battery to auxiliary power, and then drawn from the auxiliary power to maintain the control batteries' charge. This auxiliary power conversion significantly reduces energy conversion efficiency. As a major component of the locomotive, the control battery needs to be included in the overall vehicle maintenance plan. Due to the battery's special characteristics, it requires regular electrolyte replenishment, water replenishment, and charge / discharge equalization maintenance, necessitating significant investment of manpower and resources in its use and maintenance. Typically, the lifespan of a control battery is one-third of the overall vehicle lifespan, requiring multiple replacements during locomotive operation, thus increasing economic costs.

[0004] Therefore, providing a power supply solution for rail transit locomotives and rolling stock that eliminates the traditional control battery configuration is a technical problem that urgently needs to be solved by those in the field. Summary of the Invention

[0005] The purpose of this application is to provide a control power supply system for rail transit vehicles and rail transit vehicles in general, to solve the various drawbacks of setting up independent control batteries.

[0006] To solve the above-mentioned technical problems, this application provides a control power supply system for rail transit vehicles, including: a starting power supply, a power controller, a first-stage DC / DC module, and a second-stage DC / DC module;

[0007] The input terminal of the starting power supply is connected to the output terminal of the traction power battery, and the output terminal of the starting power supply is connected to the input terminal of the power controller. The starting power supply is used to draw power from the traction power battery and output starting power to provide starting power to the power controller.

[0008] The output terminal of the traction power battery is connected to the input terminal of the first-stage DC / DC module, and the output terminal of the first-stage DC / DC module is connected to the feedback input terminal of the power controller and the input terminal of the second-stage DC / DC module, respectively.

[0009] The power controller establishes control connections with the first-stage DC / DC module and the second-stage DC / DC module respectively, and is used to control the start-up and operation of the first-stage DC / DC module and the second-stage DC / DC module, and monitor the corresponding working status in real time.

[0010] The first-stage DC / DC module is used to convert the electrical energy of the traction power battery into a power signal of a first preset voltage level, and the second-stage DC / DC module is used to convert the power signal of the first preset voltage level into a power signal of a second preset voltage level, so as to adapt to the different control load requirements of rail transit locomotives and vehicles respectively.

[0011] As an alternative, in the control power system of the above-mentioned rail transit vehicle, the traction power battery includes at least one set of power battery units connected in parallel;

[0012] The input terminal of the starting power supply is connected to each of the power battery units via a first control switch; the input terminal of the first-stage DC / DC module is connected to the output terminal of all the power battery units.

[0013] As an optional solution, the control power supply system of the above-mentioned rail transit vehicle also includes: a main circuit contactor group; the main circuit contactor group includes multiple branch contactors corresponding to each of the power battery units;

[0014] Each of the shunt contactors is connected in series between the output terminal of each of the power battery units and the input terminal of the first-stage DC / DC module;

[0015] The power controller is connected to the control terminal of each of the branch contactors and is used to independently control the on / off state of each of the branch contactors.

[0016] As an optional solution, the control power supply system of the above-mentioned rail transit vehicle also includes: a second control switch;

[0017] The second control switch is connected to the power controller, and the power controller starts working after receiving the closing signal of the second control switch.

[0018] As an optional solution, in the control power supply system of the above-mentioned rail transit vehicle, there are multiple first-stage DC / DC modules, and the multiple first-stage DC / DC modules are connected in parallel; at least one hot standby module is included among the multiple first-stage DC / DC modules, and the hot standby module serves as a redundancy module for the first-stage DC / DC modules;

[0019] The input terminal of each first-stage DC / DC module is connected to the output terminal of the traction power battery, and the output terminal of each first-stage DC / DC module is connected to the feedback input terminal of the power controller and the input terminal of the second-stage DC / DC module.

[0020] As an optional solution, in the control power supply system of the above-mentioned rail transit vehicle, there are multiple starting power supplies, and the multiple starting power supplies are connected in parallel;

[0021] The input terminal of each of the starting power supplies is connected to the output terminal of the traction power battery, and the output terminal of each of the starting power supplies is connected to the input terminal of the power controller.

[0022] As an optional solution, the control power supply system of the aforementioned rail transit vehicle also includes: a network communication module;

[0023] The power controller establishes a communication connection with the vehicle control system of the rail transit locomotive and rolling stock through the network communication module. It is used to provide feedback on the working status of the control power system and receive vehicle control commands, receive monitoring signals from the traction power battery, and control the disconnection and isolation of the shunt contactor corresponding to the faulty traction power battery.

[0024] As an optional solution, the control power supply system of the aforementioned rail transit vehicle also includes a unidirectional diode;

[0025] One end of the unidirectional diode is connected to the shunt contactor, and the other end of the unidirectional diode is connected to the input terminal of the first-stage DC / DC module.

[0026] As an optional solution, in the control power supply system of the above-mentioned rail transit vehicle, there are one or more second-stage DC / DC modules, and the output voltage levels of each second-stage DC / DC module are different; the second-stage DC / DC modules are used to adapt to various load devices with different voltage requirements.

[0027] To address the aforementioned technical problems, this application also provides a rail transit vehicle, including the aforementioned control power supply system for the rail transit vehicle.

[0028] The control power supply system for rail transit vehicles provided in this application draws all its power from the existing traction power battery of the locomotive, without adding any independent energy storage components. This unifies the power supply for both the traction power supply and the control power supply, achieving a simplified power system design. It also eliminates the need for a control battery cabinet, significantly reducing the system's size and weight and improving the overall vehicle layout flexibility. Through a two-stage conversion using a first-stage DC / DC module and a second-stage DC / DC module, it achieves the conversion from high-voltage power from the traction power battery to low-voltage control power at the first and second preset voltage levels. This adapts to different control loads, reducing unnecessary energy conversion steps in traditional solutions and minimizing energy loss during conversion. The power controller acts as the central hub, receiving the starting power from the starting power supply for initialization and establishing bidirectional linkage with the two-stage DC / DC modules (controlling start / run and real-time status monitoring). Simultaneously, it obtains the output signal from the first-stage DC / DC module through the feedback input, forming a closed-loop control system. This allows for timely response to abnormal situations, ensuring stable control power output, improving system reliability, and preventing power supply fluctuations from affecting the locomotive's control functions.

[0029] In addition, this application also provides a rail transit vehicle, which corresponds to the control power supply system of the aforementioned rail transit vehicle, and has the same effect. Attached Figure Description

[0030] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This application provides a schematic diagram of a control power supply system for a rail transit vehicle.

[0032] Figure 2 This is a circuit design diagram of a power supply control system provided in an embodiment of this application.

[0033] Figure label:

[0034] 11-Starting power supply, 12-Power controller, 13-First-stage DC / DC module, 14-Second-stage DC / DC module. Detailed Implementation

[0035] 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 of ordinary skill in the art without creative effort are within the protection scope of this application.

[0036] The core of this application is to provide a control power supply system for rail transit vehicles and a rail transit vehicle.

[0037] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0038] This application provides a control power supply system for rail transit vehicles, such as... Figure 1 As shown, it includes: a starting power supply 11, a power controller 12, a first-stage DC / DC module 13, and a second-stage DC / DC module 14;

[0039] The input terminal of the starting power supply 11 is connected to the output terminal of the traction power battery, and the output terminal of the starting power supply 11 is connected to the input terminal of the power controller 12. The starting power supply 11 is used to draw power from the traction power battery and output starting power to provide starting power to the power controller 12.

[0040] The output terminal of the traction power battery is connected to the input terminal of the first-stage DC / DC module 13, and the output terminal of the first-stage DC / DC module 13 is connected to the feedback input terminal of the power controller 12 and the input terminal of the second-stage DC / DC module 14, respectively.

[0041] The power controller 12 establishes control connections with the first-stage DC / DC module 13 and the second-stage DC / DC module 14 respectively, and is used to control the start-up and operation of the first-stage DC / DC module 13 and the second-stage DC / DC module 14, and monitor the corresponding working status in real time.

[0042] The first-stage DC / DC module 13 is used to convert the electrical energy of the traction power battery into a power signal of a first preset voltage level, and the second-stage DC / DC module 14 is used to convert the power signal of the first preset voltage level into a power signal of a second preset voltage level, so as to adapt to the different control load requirements of rail transit locomotives and vehicles respectively.

[0043] In this embodiment, the starting power supply 11 is a power conversion unit that draws power from the traction power battery and specifically provides starting power to the power controller 12, rather than directly supplying power to the locomotive control load; it is essentially a power conversion module. It should be noted that the starting power of the starting power supply 11 must meet the initialization requirements of the power controller 12. Generally, its output voltage and current must match the rated input parameters of the power controller 12, but this embodiment does not impose strict limitations.

[0044] The power controller 12 is the central control unit of the entire power supply system. On the one hand, it needs to establish control connections to drive the operation of other modules; on the other hand, it needs to acquire operating data through feedback input terminals to achieve monitoring and management. The control connection of the power controller 12 can adopt wired control signals (such as pulse width modulation) or communication protocols (such as controller area network bus). This embodiment does not limit the specific connection method.

[0045] The first-level DC-DC (DC / DC) module 13 is a power conversion module that converts the high-voltage DC power from the traction power battery into low-voltage DC power at a first preset voltage level. The first preset voltage level is generally the core voltage of the locomotive control load (such as 110V commonly used in the rail transit field). This embodiment does not strictly limit the specific value and can be adjusted according to the actual vehicle model requirements.

[0046] The second-stage DC / DC module 14 takes the output of the first-stage DC / DC module 13 as input and further converts it into a power conversion module with a second preset voltage level. The second preset voltage level is usually the common voltage of the locomotive auxiliary control load (such as 24V). Similarly, its specific value can be flexibly adapted to different load requirements.

[0047] Traction power batteries are the core power source of rail transit vehicles, providing driving power for the locomotive traction system. In this embodiment, they also serve as the power source for the control power system, realizing the unification of power supply and control power supply, without the need for additional battery components.

[0048] The starting power supply 11 is connected to the traction power battery at its input terminal to obtain high-voltage electricity, and its output terminal is connected to the power controller 12 to provide suitable starting power. After the power controller 12 obtains starting power and completes initialization, it drives other modules to work. In addition, the output of the starting power supply 11 needs to be stable to avoid the power controller 12 from failing to start due to voltage fluctuations, but this embodiment does not limit its specific voltage regulation accuracy.

[0049] After obtaining starting power from the starting power supply 11, the power controller 12 needs to establish a control connection with the first-stage and second-stage DC / DC modules 14 to control the starting sequence and operating status of these two modules (such as starting timing, output power adjustment, etc.) to ensure that the modules work according to the locomotive control requirements. On the other hand, the feedback input terminal of the power controller 12 is connected to the output terminal of the first-stage DC / DC module 13 to collect the output parameters (such as voltage and current) of the first-stage module in real time. Based on these parameters, it judges whether the module's operating status is normal. If an abnormality occurs, the control command can be adjusted in time to achieve feedback regulation. It should be noted that the power controller 12 can monitor the second-stage DC / DC module 14 indirectly through the output status of the first-stage module, or directly collect data through an additional feedback link. This embodiment does not impose strict limitations.

[0050] It should be noted that the traction power battery in this embodiment is not limited to a single battery pack, but can also be multiple battery units connected in parallel.

[0051] In summary, the control power supply system for rail transit vehicles provided in this application draws all its power from the existing traction power battery of the locomotive, without adding any independent energy storage components. This unifies the power supply for both the traction power supply and the control power supply, achieving a simplified power system design. It also eliminates the need for a control battery cabinet, significantly reducing the system's size and weight and improving the overall vehicle layout flexibility. Through a two-stage conversion via the first-stage DC / DC module 13 and the second-stage DC / DC module 14, the system converts the high-voltage power from the traction power battery to low-voltage control power at the first and second preset voltage levels, adapting to different control loads and reducing redundant energy conversion steps in traditional solutions, thus lowering energy loss during the conversion process. The power controller 12 acts as the central hub, receiving the starting power from the starting power supply 11 to complete initialization. It also establishes bidirectional linkage with the two-stage DC / DC modules (controlling startup / operation and real-time status monitoring). Simultaneously, it obtains the output signal from the first-stage DC / DC module 13 through the feedback input, forming a closed-loop control system. This allows for timely response to abnormal situations, ensuring stable control power output, improving system reliability, and preventing power supply fluctuations from affecting the locomotive's control functions.

[0052] According to the above embodiments, in one specific embodiment, the traction power battery includes at least one set of power battery cells connected in parallel;

[0053] The input terminal of the starting power supply 11 is connected to each power battery unit through the first control switch; the input terminal of the first-stage DC / DC module 13 is connected to the output terminal of all power battery units.

[0054] Figure 2 A circuit design diagram of a control power supply system provided in this application embodiment, such as... Figure 2 As shown, this embodiment defines the traction power battery as at least one set of parallel power battery units (such as...). Figure 2 The traction batteries 1, 2, 3, and 4 shown further enhance the system's reliability and redundancy.

[0055] The power battery unit is an independent battery component that constitutes the traction power battery. Each group has complete power supply capability (such as independent positive and negative output terminals). The purpose of setting multiple groups in parallel is to increase the total capacity and power supply redundancy of the traction power battery. Generally speaking, the model, capacity and voltage parameters of each group of power battery units are the same, but this embodiment does not impose strict restrictions.

[0056] The first control switch (1QS) is a control element (such as a contactor or relay) connected in series between the input terminal of the starting power supply 11 and each power battery unit. Its core function is to control the connection status between the starting power supply 11 and each power battery unit, enabling selective power supply. It is usually selected by the operator to close or not.

[0057] According to the above embodiments, in one specific embodiment, it further includes: a main circuit contactor group; the main circuit contactor group includes multiple branch contactors corresponding one-to-one with each power battery unit;

[0058] Each branch contactor is connected in series between the output terminal of each power battery unit and the input terminal of the first-stage DC / DC module 13;

[0059] The power controller 12 is connected to the control terminal of each branch contactor and is used to independently control the on / off state of each branch contactor.

[0060] Branch contactor (such as) Figure 2 The KM1, KM2, KM3, and KM4 shown are connected in series between each group of power battery units and the first-stage DC / DC module 13 to form an independent power supply link; the power controller 12 directly controls the on / off of each branch contactor, and can independently control the connection / disconnection of any group of power battery units without affecting other links.

[0061] Faulty power battery cells can be identified through signals from the vehicle's battery management system (BMS). The power controller 12 disconnects the corresponding branch contactor to prevent the fault from spreading to the DC / DC module or normal battery packs, ensuring continuous power supply. In addition, some branches can be disconnected under light load to reduce battery discharge loss; all branches can be closed under heavy load to increase power supply capacity and prevent overload of a single battery pack. Alternatively, during maintenance, the branch contactor of the target battery pack can be disconnected individually without disconnecting the entire battery pack, reducing the risk of high-voltage operation.

[0062] This embodiment improves the system's fault tolerance, power supply flexibility, and operation and maintenance security without changing the core architecture, and has strong adaptability.

[0063] According to the above embodiments, in one specific embodiment, it further includes: a second control switch;

[0064] The second control switch is connected to the power controller 12, and the power controller 12 starts working after receiving the closing signal of the second control switch.

[0065] Second control switch (such as) Figure 2The second control switch (2QS) shown is an independent on / off control element (such as a push-button switch or limit switch), which establishes a signal connection with the power controller 12. After the second control switch is closed, a trigger signal is generated. Only after the power controller 12 receives this signal will it start the subsequent working process (such as controlling the shunt contactor to close or driving the DC / DC module to run). Usually, the second control switch is selected by the operator to close or not.

[0066] This avoids the power controller 12 from being accidentally started (such as being triggered to work simply by relying on the power supply 11), and requires active confirmation through the second control switch; it adds double confirmation to the system startup (power supply 11 + second control switch closed), preventing accidental conduction of the high-voltage circuit and reducing safety risks during operation and maintenance or startup; if the system fails to start, the on / off status of the second control switch can be used to quickly locate whether the startup command is missing, improving operation and maintenance efficiency.

[0067] By adding low-cost components to the existing architecture, precise control of the startup process can be achieved without increasing system complexity, and the risk of misoperation that may be caused by the lack of a clear startup trigger can be solved, further meeting the safe operation requirements of rail transit vehicles.

[0068] According to the above embodiments, in a specific embodiment, there are multiple first-level DC / DC modules 13, and the multiple first-level DC / DC modules 13 are arranged in parallel; at least one hot standby module is included among the multiple first-level DC / DC modules 13, and the hot standby module serves as a redundant module of the first-level DC / DC module 13.

[0069] The input terminals of each first-stage DC / DC module 13 are connected to the output terminals of the traction power battery, and the output terminals of each first-stage DC / DC module 13 are connected to the feedback input terminal of the power controller 12 and the input terminal of the second-stage DC / DC module 14.

[0070] Multiple first-stage DC / DC modules 13 connected in parallel (e.g.) Figure 2 The 110V power modules 1 and 2 shown both have their input terminals connected to the traction power battery's bus output, and their output terminals are connected to the 110V bus (connecting the feedback input terminal of the power controller 12 and the input terminal of the second-stage DC / DC module 14). The module group includes at least one hot standby module (normally in standby mode and not working). The power controller 12 monitors the status of all modules in real time, and triggers the hot standby module to seamlessly engage in case of a fault. Multiple modules connected in parallel can have their output power aggregated to meet the needs of high-power core control loads and avoid single-module overload. When a working module fails, the hot standby module quickly takes over without power interruption, ensuring the stability of the 110V bus voltage and preventing abnormalities in control loads (such as the braking system). This ensures that when one first-stage DC / DC module fails, the power supply to the external system is not affected. The faulty module can be repaired offline, while other modules (including the hot standby) maintain normal system operation without requiring a complete shutdown.

[0071] The modular redundancy design not only improves system reliability and load adaptability, but also reduces the impact of maintenance on operations, meeting the core requirement of uninterrupted power supply for rail transit vehicles.

[0072] According to the above embodiments, in one specific embodiment, there are multiple starting power supplies 11, and the multiple starting power supplies 11 are arranged in parallel.

[0073] The input terminal of each starting power supply 11 is connected to the output terminal of the traction power battery, and the output terminal of each starting power supply 11 is connected to the input terminal of the power controller 12.

[0074] Multiple starting power supplies 11 are configured in parallel, with their input terminals connected to traction power batteries (multiple power battery units can be connected via a first control switch). Their output terminals collectively provide starting power to the power controller 12. Each starting power supply 11 operates independently with complementary outputs, eliminating the need for additional switching switches and achieving redundant power supply through parallel operation. In the event of a single starting power supply 11 failure (such as internal component damage or abnormal output), other normal starting power supplies 11 can still guarantee the supply of starting power, preventing system startup failure. The parallel connection of multiple power supplies allows for the superposition of output currents, meeting the starting power requirements of the power controller 12 under extreme conditions such as low temperature and high load, preventing startup failure due to insufficient output from a single power supply. The parallel outputs can mutually compensate for voltage fluctuations, resulting in more stable starting power and reducing voltage surges that damage the core components of the power controller 12.

[0075] According to the above embodiments, in one specific embodiment, it further includes: a network communication module;

[0076] The power controller 12 establishes a communication connection with the vehicle control system of the rail transit locomotive and rolling stock through a network communication module. It is used to provide feedback on the working status of the control power system and receive vehicle control commands, receive monitoring signals from the traction power battery, and control the disconnection and isolation of the branch contactor corresponding to the faulty traction power battery.

[0077] The network communication module serves as a signal interaction bridge between the power controller 12 and the vehicle system (adapting to common communication protocols used in rail transit, such as controller area network bus and Ethernet). The power controller 12 communicates bidirectionally through this module: on the one hand, it uploads its own working status to the vehicle control system, and on the other hand, it receives vehicle control commands and traction power battery monitoring signals, and activates the branch contactor to perform fault isolation.

[0078] It receives vehicle control commands (such as start, stop, and power adjustment) to adapt the control power system to the vehicle's operating conditions; it provides feedback on system status (such as module operating status, voltage and current parameters, and fault alarms) for unified vehicle monitoring; by receiving monitoring signals from the traction power battery (such as voltage, temperature, and SOC anomalies), it quickly locates faulty battery cells and controls the corresponding branch contactors to disconnect, preventing the fault from spreading; the vehicle control system can centrally display control power system data without separate testing, and fault alarms are directly uploaded, shortening troubleshooting time.

[0079] According to the above embodiments, in one specific embodiment, a unidirectional diode is also included;

[0080] One end of the unidirectional diode is connected to the shunt contactor, and the other end of the unidirectional diode is connected to the input terminal of the first-stage DC / DC module 13.

[0081] A unidirectional diode is connected in series between the output terminal of the shunt contactor corresponding to each power battery unit and the input terminal of the first-stage DC / DC module 13, forming an independent power supply link of shunt contactor → unidirectional diode → first-stage DC / DC module 13. Its core characteristic is that it only allows current to conduct in the forward direction from the power battery unit side to the first-stage DC / DC module 13 side, and cuts off in the reverse direction, without changing the conduction logic of the original power supply path.

[0082] When multiple power battery units are connected in parallel, if the voltage of one battery unit is lower than that of the others or a fault occurs (such as a short circuit), the unidirectional diode can prevent the current from other normal battery units from flowing back into the faulty battery unit, thus preventing the fault from escalating. At the same time, it prevents voltage fluctuations on the first-stage DC / DC module 13 from being reverse-conducted to the power battery unit, ensuring battery safety. When a single branch experiences an abnormal current, the unidirectional diode can limit the abnormal current from affecting other branches, achieving electrical isolation of the power supply link and ensuring that normal branches can still stably supply power to the first-stage DC / DC module 13. It also prevents reverse current from damaging the branch contactor contacts, the power battery unit BMS module, and the input stage of the first-stage DC / DC module 13, extending the service life of components.

[0083] According to the above embodiments, in one specific embodiment, there are one or more second-stage DC / DC modules 14, and the output voltage levels of each second-stage DC / DC module 14 are different; the second-stage DC / DC module 14 is used to adapt to various load devices with different voltage requirements.

[0084] The number of second-level DC / DC modules 14 is mainly determined based on the load type and power requirements of the locomotive control circuit. When multiple second-level DC / DC modules 14 are used, they are configured in parallel, with their input terminals connected to the output of the first-level DC / DC module 13 (the first preset voltage level power supply), and their output terminals providing control power at different voltage levels. Each module works independently, and their output voltages do not interfere with each other, collectively covering the voltage requirements of all auxiliary control loads of the locomotive without the need for additional voltage conversion components.

[0085] Dedicated power supply channels are provided to meet the voltage requirements of different auxiliary control loads on the locomotive (such as 24V sensors, 12V communication modules, 5V indicator lights, etc.), avoiding equipment damage or power inefficiency caused by "one voltage to suit all loads". The number of second-level DC / DC modules 14 or the output voltage level can be increased or decreased according to the load configuration to adapt to different models and functions of rail transit vehicles without reconstructing the entire control power supply architecture. When a load corresponding to a single second-level DC / DC module 14 fails (such as short circuit or overload), only the output of that module is affected, without affecting other modules or the first-level power supply link, ensuring the overall power supply stability of the system.

[0086] According to the above embodiments, in one specific embodiment, it further includes multiple current and voltage sensors, each of which is respectively installed on the circuit from the starting power supply 11 to the power controller 12 and on the circuit from the power controller 12 to each DC / DC module; the current and voltage sensors are communicatively connected to the power controller 12.

[0087] Current and voltage sensors are deployed in different areas: on the power supply circuit from the starting power supply 11 to the power controller 12; on the control link / power supply circuit from the power controller 12 to the first-stage DC / DC module 13; and on the control link / power supply circuit from the power controller 12 to the second-stage DC / DC module 14. Each sensor collects the current and voltage data of its circuit in real time and feeds it back to the power controller 12 through wired signals or communication protocols, forming a closed-loop link of "acquisition-analysis-control".

[0088] It can accurately capture the electrical parameters of each key circuit (such as the output voltage / current of the starting power supply 11, and the input / control signal voltage of the DC / DC module), and determine in real time whether there are problems such as overvoltage, overcurrent, undervoltage, and abnormal current fluctuations in the circuit, so as to avoid the accumulation of hidden faults. The power controller 12 adjusts the operation strategy based on sensor data (such as adjusting the closing state of the branch contactor according to the input current of the first-stage DC / DC module 13, and optimizing the start-up sequence according to the output voltage of the starting power supply 11), to ensure that the system operates under optimal conditions. When the electrical parameters of a certain circuit are abnormal (such as overcurrent), the sensor quickly feeds back the data, and the power controller 12 can directly locate the faulty circuit (such as overcurrent in the circuit from the starting power supply 11 to the controller, or undervoltage in the control circuit of the second-stage DC / DC module 14), and trigger protection actions such as disconnecting the corresponding link and switching redundant modules to prevent the fault from expanding. The historical data of electrical parameters recorded by the sensors can be uploaded to the vehicle system through the power controller 12, which makes it easier for maintenance personnel to trace the cause of the fault (such as voltage fluctuations before the module failure) and improve the efficiency of problem investigation.

[0089] By using sensors to visualize the electrical parameters of the entire power supply chain from startup to module driving, the blind spot problem of "relying solely on the module's own feedback and lacking intermediate loop monitoring" in the traditional architecture is solved. This not only provides data support for the precise control of the power controller 12, but also enhances the fault early warning and location capabilities.

[0090] Finally, this application also provides a rail transit vehicle, including the control power supply system of the aforementioned rail transit vehicle.

[0091] The rail transit vehicle serves as a carrier, integrating the complete architecture of the aforementioned control power system (starting power supply 11, power controller 12, two-stage DC / DC module, shunt contactor, unidirectional diode, network communication module, etc.), and enabling precise docking between the control power system and the vehicle's traction power battery, vehicle control system, and various control loads (core control unit, sensor, communication module, etc.).

[0092] The control power supply system and the rail transit vehicle provided in this application have been described in detail above. The various embodiments in the 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 disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of the claims of this application.

[0093] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A control power supply system for rail transit vehicles, characterized in that, include: Starting power supply, power controller, first-stage DC / DC module, second-stage DC / DC module; The input terminal of the starting power supply is connected to the output terminal of the traction power battery, and the output terminal of the starting power supply is connected to the input terminal of the power controller. The starting power supply is used to draw power from the traction power battery and output starting power to provide starting power to the power controller. The output terminal of the traction power battery is connected to the input terminal of the first-stage DC / DC module, and the output terminal of the first-stage DC / DC module is connected to the feedback input terminal of the power controller and the input terminal of the second-stage DC / DC module, respectively. The power controller establishes control connections with the first-stage DC / DC module and the second-stage DC / DC module respectively, and is used to control the start-up and operation of the first-stage DC / DC module and the second-stage DC / DC module, and monitor the corresponding working status in real time. The first-stage DC / DC module is used to convert the electrical energy of the traction power battery into a power signal of a first preset voltage level, and the second-stage DC / DC module is used to convert the power signal of the first preset voltage level into a power signal of a second preset voltage level, so as to adapt to the different control load requirements of rail transit locomotives and vehicles respectively. The traction power battery includes at least one set of power battery units connected in parallel; The input terminal of the starting power supply is connected to each of the power battery units via a first control switch; the input terminal of the first-stage DC / DC module is connected to the output terminal of all the power battery units. It also includes: a main circuit contactor group; the main circuit contactor group includes multiple circuit contactors corresponding one-to-one with each of the power battery units; Each of the shunt contactors is connected in series between the output terminal of each of the power battery units and the input terminal of the first-stage DC / DC module; The power controller is connected to the control terminal of each of the branch contactors and is used to independently control the on / off state of each of the branch contactors.

2. The control power supply system for rail transit vehicles according to claim 1, characterized in that, Also includes: Second control switch; The second control switch is connected to the power controller, and the power controller starts working after receiving the closing signal of the second control switch.

3. The control power supply system for rail transit vehicles according to claim 1, characterized in that, There are multiple first-level DC / DC modules, and the multiple first-level DC / DC modules are connected in parallel; at least one hot standby module is included among the multiple first-level DC / DC modules, and the hot standby module serves as a redundancy module for the first-level DC / DC modules; The input terminal of each first-stage DC / DC module is connected to the output terminal of the traction power battery, and the output terminal of each first-stage DC / DC module is connected to the feedback input terminal of the power controller and the input terminal of the second-stage DC / DC module.

4. The control power supply system for rail transit vehicles according to claim 1, characterized in that, There are multiple starting power supplies, and the multiple starting power supplies are connected in parallel; The input terminal of each of the starting power supplies is connected to the output terminal of the traction power battery, and the output terminal of each of the starting power supplies is connected to the input terminal of the power controller.

5. The control power supply system for rail transit vehicles according to claim 1, characterized in that, Also includes: Network communication module; The power controller establishes a communication connection with the vehicle control system of the rail transit locomotive and rolling stock through the network communication module. It is used to provide feedback on the working status of the control power system and receive vehicle control commands, receive monitoring signals from the traction power battery, and control the disconnection and isolation of the shunt contactor corresponding to the faulty traction power battery.

6. The control power supply system for rail transit vehicles according to claim 1, characterized in that, It also includes unidirectional diodes; One end of the unidirectional diode is connected to the shunt contactor, and the other end of the unidirectional diode is connected to the input terminal of the first-stage DC / DC module.

7. The control power supply system for rail transit vehicles according to claim 1, characterized in that, There are one or more second-stage DC / DC modules, and the output voltage levels of each second-stage DC / DC module are different; the second-stage DC / DC modules are used to adapt to various load devices with different voltage requirements.

8. A rail transit vehicle, characterized in that, Includes the control power supply system for rail transit vehicles as described in any one of claims 1 to 7.

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