A power-concentrated electric motor train unit

Abstract

The application discloses a power concentration type electric power motor train unit. The power concentration type electric power motor train unit comprises a power car, a standby power generation and energy storage car and a non-power passenger trailer. The power car comprises an isolation contactor and a pantograph, a main circuit breaker, a main transformer, a traction rectifier, an intermediate direct current link, a traction inverter and a traction motor which are connected in series. The standby power generation and energy storage car comprises a generator set, a generator rectifier, a bidirectional direct current converter and a power battery which are connected in series. The isolation contactor is electrically connected between the bidirectional direct current converter and the intermediate direct current link. The power supply system of the non-power passenger trailer is electrically connected with the intermediate direct current link. When the pantograph cannot obtain alternating current from a catenary, the standby power generation and energy storage car provides electric energy for the operation of the power car and the power consumption of the non-power passenger trailer. The application solves the problems of low rescue efficiency, limited rescue capacity and passenger safety cannot be guaranteed in the existing "on-line rescue" mode.

Description

Technical Field

[0001] This invention relates to the field of electric multiple unit (EMU) technology, and more particularly to a power-centralized electric multiple unit (EMU). Background Technology

[0002] Centralized power electric multiple units (EMUs) are one of the main types of trains used in my country's railway passenger transport. Their power comes entirely from high-voltage electricity obtained from the overhead contact line via a pantograph. This single-energy supply mode has significant advantages in terms of efficiency and environmental protection, but it also has inherent operational safety risks. If the EMU encounters a sudden situation such as a temporary or large-scale power outage of the overhead contact line or a pantograph failure during operation, the train will completely lose traction power and auxiliary power, and will be stranded on the line.

[0003] In this situation, the trapped train is not only unable to move on its own, but all passenger service facilities inside the carriages, including air conditioning, ventilation, lighting, and toilets, which rely on electricity, are also paralyzed. The fully enclosed carriage environment will quickly become stuffy or cold due to poor ventilation, posing a serious threat to the passengers' travel experience and physical and mental health, especially in tunnels or in inclement weather, potentially triggering mass safety incidents. Therefore, how to quickly, efficiently, and safely handle such malfunctions is a pressing technical challenge that needs to be addressed in the current rail transit sector.

[0004] Currently, the most common approach to handling such malfunctions is "on-line rescue." This involves the dispatch center assigning a rescue locomotive to the malfunction location, coupling it with the disabled train, and towing it to the nearest station. When the malfunction originates from the power grid itself, the rescue locomotive must be a diesel locomotive. However, this approach has the following problems: 1. Low rescue efficiency: Most lines operating high-speed trains have strict restrictions on axle load, resulting in diesel locomotives with limited power for on-line rescue. Using a low-powered locomotive to tow a heavily loaded train results in extremely slow speeds (usually below 30 km / h), especially on long, steep slopes, severely impacting rescue efficiency and line capacity. 2. Limited rescue capacity: In some extreme cases, the power of the rescue diesel locomotive may not even be sufficient to tow the disabled train, leading to rescue failure. 3. Passenger safety hazards: During the entire rescue and towing process, the disabled train remains in a "dead" state, with no power supply inside the carriages. Passengers must wait for extended periods in a harsh environment without power, air conditioning, or lighting, which is not only a poor experience but also a safety hazard. 4. The response time is long. From confirming the fault, dispatching locomotives, and sending rescue locomotives to the scene, the whole process takes a long time, which prolongs the time of line interruption. Summary of the Invention

[0005] This invention provides a power-centralized electric multiple unit (EMU) to solve the problems of low rescue efficiency, limited rescue capacity, and inability to guarantee passenger safety in the existing "on-line rescue" method.

[0006] This invention provides a power-centralized electric multiple unit (EMU), including a power car, a backup power generation and energy storage car, and a non-powered passenger trailer; The power vehicle includes an isolating contactor and, in series, a pantograph, a main circuit breaker, a main transformer, a traction rectifier, an intermediate DC link, a traction inverter, and a traction motor. The backup power generation and energy storage vehicle includes a generator set, a generator rectifier, a bidirectional DC converter and a power battery connected in series. The isolation contactor is electrically connected between the bidirectional DC converter and the intermediate DC link. The power supply system of the unpowered passenger trailer is electrically connected to the intermediate DC link; When the pantograph can obtain AC power from the contact network, the main circuit breaker closes, the isolating contactor opens, and the AC power output from the contact network is supplied to the intermediate DC link after passing through the main circuit breaker, the main transformer for step-down, and the traction rectifier for rectification in sequence. When the pantograph cannot obtain AC power from the contact network, the main circuit breaker opens and the isolating contactor closes. The AC power output by the generator set is rectified by the generator rectifier, transformed by the bidirectional DC converter, and supplied to the intermediate DC link after passing through the isolating contactor in sequence. And / or the DC power output by the power battery is transmitted to the intermediate DC link through the isolating contactor. When the pantograph can obtain AC power from the contact network, or cannot obtain AC power from the contact network, at least a portion of the DC power output from the intermediate DC link is transmitted to the traction motor after being inverted by the traction inverter to drive the traction motor to work; at least a portion of the DC power output from the intermediate DC link is transmitted to the power supply system of the unpowered passenger trailer to maintain the normal power supply of the unpowered passenger trailer.

[0007] Optionally, the power vehicle also includes a controller; The controller is electrically connected to the control terminals of the main circuit breaker and the isolating contactor, respectively, and is used to control the main circuit breaker to close and the isolating contactor to open when the pantograph can obtain AC power from the contact network, and to control the main circuit breaker to open and the isolating contactor to close when the pantograph cannot obtain AC power from the contact network.

[0008] Optionally, the backup power generation and energy storage vehicle may also include an energy management system; The energy management system is used to control the power battery to discharge when the pantograph cannot obtain AC power from the contact network.

[0009] Optionally, the energy management system is also used to control the output power of the generator set and the power battery according to the total power demand of the vehicle.

[0010] Optionally, the energy management system is further configured to control the generator set to charge the power battery when the total power required by the vehicle is less than a preset threshold.

[0011] Optionally, the power vehicle may also include an auxiliary power supply system; The auxiliary power supply system is electrically connected to the intermediate DC link and the electrical equipment in the power vehicle, respectively. At least a portion of the DC power output from the intermediate DC link is transmitted to the auxiliary system to power the electrical equipment in the power vehicle.

[0012] Optionally, the traction rectifier includes a four-quadrant converter.

[0013] The technical solution of this invention, by adopting the above-mentioned power-centralized electric multiple unit including a power car, a backup power generation and storage car, and a non-powered passenger trailer, can immediately obtain power from the backup power generation and storage car and use the traction motor of its own power car to achieve self-propelled movement when the pantograph cannot obtain AC power from the overhead contact line. At the same time, it maintains uninterrupted power supply inside the non-powered passenger trailer, thereby minimizing the impact of the fault and solving the problems of low rescue efficiency, limited rescue capabilities, and inability to guarantee passenger safety in the existing "on-line rescue" method.

[0014] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This invention provides a schematic diagram of the structure of a power-centralized electric multiple unit (EMU) when the pantograph can obtain AC power from the overhead contact line. Figure 2This is a schematic diagram of the structure of a power-centralized electric multiple unit (EMU) provided in an embodiment of the present invention when the pantograph cannot obtain AC power from the overhead contact line. Detailed Implementation

[0017] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0018] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or device that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or devices. The terms "upper," "lower," "left," "right," etc., indicate orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings and are only used to describe the relative positional relationships between components or constituent parts, and do not specifically limit the specific installation orientation of each component or constituent part.

[0019] Figure 1 This is a schematic diagram of the structure of a power-centralized electric multiple unit (EMU) provided in an embodiment of the present invention, in which the pantograph can obtain AC power from the overhead contact line. Figure 2 This is a schematic diagram of a power-centralized electric multiple unit (EMU) provided in an embodiment of the present invention when the pantograph cannot obtain AC power from the overhead contact line. (Refer to...) Figure 1 and Figure 2The power-centralized electric multiple unit (EMU) of this invention includes a power car 100, a backup power generation and energy storage car 200, and a non-powered passenger trailer 300. The power car 100 includes an isolating contactor 111 and a pantograph 101, a main circuit breaker 102, a main transformer 103, a traction rectifier 104, an intermediate DC link 105, a traction inverter 106, and a traction motor 107 connected in series. The backup power generation and energy storage car 200 includes a generator set 201, a generator rectifier 202, a bidirectional DC converter 203, and a power battery 204 connected in series. The isolating contactor 111 is electrically connected between the bidirectional DC converter 203 and the intermediate DC link 105. The power supply system 301 of the non-powered passenger trailer 300 is electrically connected to the intermediate DC link 105.

[0020] It should be noted that the backup power generation and energy storage vehicle 200 in this embodiment of the invention does not have any traction capability, has no power axle, no traction motor, no traction inverter, and no independent air braking system; its braking is controlled by the power vehicle 100. The power output terminal of the backup power generation and energy storage vehicle 200 and the intermediate DC link 105 of the power vehicle 100 are electrically "softly connected" through a high-voltage DC through cable and an isolating contactor 111.

[0021] When the pantograph 101 can obtain AC power from the contact network 400, the main circuit breaker 102 closes and the isolating contactor 111 opens. The AC power output from the contact network 400 is then supplied to the intermediate DC link 105 after passing through the main circuit breaker 102, the main transformer 103 for step-down, and the traction rectifier 104 for rectification.

[0022] When the pantograph 101 cannot obtain AC power from the overhead contact line 400, the main circuit breaker 102 opens and the isolating contactor 111 closes. The AC power output by the generator set 201 is rectified by the generator rectifier 202, transformed by the bidirectional DC converter 203, and supplied to the intermediate DC link 105 after passing through the isolating contactor 111 in sequence. And / or the DC power output by the power battery 204 is transmitted to the intermediate DC link 105 through the isolating contactor 111.

[0023] When the pantograph 101 can obtain AC power from the contact wire 400, or when it cannot obtain AC power from the contact wire 400, at least a portion of the DC power output from the intermediate DC link 105 is transmitted to the traction motor 107 after being inverted by the traction inverter 106, so as to drive the traction motor 107 to work; at least a portion of the DC power output from the intermediate DC link 105 is transmitted to the power supply system 301 of the unpowered passenger trailer 300, so as to maintain the normal power supply of the unpowered passenger trailer 300.

[0024] For example, during normal operation of the power-centralized electric multiple unit (EMU), the isolating contactor 111 is open and the main circuit breaker 102 is closed. The power car 100 can obtain 25kV high-voltage AC power from the overhead contact line 400 through the pantograph 101, thereby driving the power-centralized EMU and supplying power to the unpowered passenger trailer 300 used for passenger transport. At this time, the standby power generation and energy storage car 200 is in standby mode and will not provide DC power to the intermediate DC link 105 of the power car 100 through the isolating contactor 111 and the high-voltage DC through cable.

[0025] Once the power vehicle 100 detects a fault in the pantograph 101 and / or the overhead contact line 400, and the pantograph 101 is unable to obtain AC power from the overhead contact line 400, it can automatically or manually perform the following actions: lower the pantograph 101 to disconnect it from the overhead contact line 400, disconnect the main circuit breaker 102, and close the isolating contactor 111. At this time, the standby power generation and storage vehicle 200 is activated, and its internal generator set 201 (diesel generator set) and / or power battery 204 can directly feed power to the intermediate DC link 105 of the power vehicle 100 through the high-voltage DC through cable and the closed isolating contactor 111. The power vehicle 100 can use this part of the "internal power" to continue to provide the power required for the traction motor 107 to operate and achieve self-propelled movement, and to power the unpowered passenger trailer 300 used for passenger transport to ensure continuous power supply to the unpowered passenger trailer 300.

[0026] The embodiment of the present invention employs a power-centralized electric multiple unit (EMU) comprising a power car 100, a backup power generation and energy storage car 200, and a non-powered passenger trailer 300. When the pantograph 101 is unable to obtain AC power from the overhead contact line 400, it can immediately obtain electrical energy from the backup power generation and energy storage car 200 and use the traction motor 107 of its own power car 100 to achieve self-propelled movement. At the same time, it maintains uninterrupted power supply inside the non-powered passenger trailer 300, thereby minimizing the impact of the fault and solving the problems of low rescue efficiency, limited rescue capabilities, and inability to guarantee passenger safety in existing "on-line rescue" methods.

[0027] In a feasible embodiment, the power vehicle 100 of the present invention further includes a controller (not shown in the figure); the controller is electrically connected to the control terminals of the main circuit breaker 102 and the isolating contactor 111 respectively, and is used to control the main circuit breaker 102 to close and the isolating contactor 111 to open when the pantograph 101 can obtain AC power from the contact network 400, and to control the main circuit breaker 102 to open and the isolating contactor 111 to close when the pantograph 101 cannot obtain AC power from the contact network 400.

[0028] For example, the controller can obtain the voltage of the contact network 400 in real time through the voltage sensor set on the pantograph 101. If the obtained voltage is normal, it means that the contact network 400 is not de-energized and the pantograph 101 can obtain AC power from the contact network 400. The controller will close the main circuit breaker 102 and open the isolating contactor 111. At this time, the power required for the operation of the power-centralized electric multiple unit comes from the contact network 400.

[0029] If the centralized electric multiple unit (EMU) encounters a power outage in the overhead contact line 400 during operation, the controller will detect the disappearance of the voltage in the overhead contact line 400 within 1 second, and will immediately alarm the driver and automatically execute the safety isolation procedure (such as controlling the lifting drive device of the pantograph 101 to lower the pantograph 101 and controlling the main circuit breaker 102 to open). At the same time, it will send an activation command to the backup power generation and energy storage car 200 through the train bus and close the isolation contactor 111 to complete the switching of the power supply circuit. At this time, the electrical energy required for the operation of the centralized power EMU will come from the backup power generation and energy storage car 200.

[0030] In one feasible implementation, the backup power generation and energy storage vehicle 200 in this embodiment of the invention further includes an energy management system (not shown in the figure); the energy management system is used to control the power battery 204 to discharge when the pantograph 101 cannot obtain AC power from the contact network 400.

[0031] For example, since the diesel generator set requires approximately 30 seconds to reach full power output from startup, the Energy Management System (EMS) of the standby power storage vehicle 200 will instruct the power battery 204 to discharge at high power first. The millisecond-level response characteristic of the power battery 204 allows the power vehicle 100 to immediately obtain sufficient DC power to drive the traction motor 107, thereby smoothly starting the centralized electric multiple unit and solving the inherent defect of slow diesel engine loading.

[0032] Furthermore, the energy management system in this embodiment of the invention is also used to control the output power of the generator set 201 and the power battery 204 according to the total power demand of the power vehicle 100.

[0033] For example, when the centralized electric multiple unit (EMU) starts, the diesel generator set also begins to operate. Once its power output reaches a stable level, the EMS (Electric Multiple Unit) will intelligently coordinate the output ratio of the diesel generator set and the power battery 204 according to the total power demand (traction power + auxiliary power) of the centralized EMU. For instance, during cruising on flat roads, the diesel generator set mainly provides power; during acceleration or climbing, the generator set 201 and the battery work together to provide power, achieving peak shaving and valley filling through a "hybrid" system.

[0034] Furthermore, the energy management system in this embodiment of the invention is also used to control the generator set 201 to charge the power battery 204 when the total power required by the power vehicle 100 is less than a preset threshold.

[0035] For example, during cruising on flat roads, the power is mainly supplied by the diesel generator set, and any surplus power is used to charge the power battery 204.

[0036] This invention utilizes a backup power generation and energy storage vehicle 200, enabling centralized electric multiple units to travel at speeds of 80 km / h or even higher to the nearest station. Throughout the journey, the air conditioning and lighting in the passenger carriages remain normal. Upon arrival at the station, the system can wait for the overhead contact line 400 to be restored or take other more relaxed measures.

[0037] In one feasible implementation, the power vehicle 100 in this embodiment of the invention further includes an auxiliary power supply system 108; the auxiliary power supply system 108 is electrically connected to the intermediate DC link 105 and the electrical equipment in the power vehicle 100 respectively; at least a portion of the DC power output from the intermediate DC link 105 is transmitted to the auxiliary system to supply power to the electrical equipment in the power vehicle 100.

[0038] It is understandable that the electrical equipment in the power vehicle 100 can be cooling, control, lighting and other equipment that the power vehicle 100 itself has.

[0039] refer to Figure 1 and Figure 2 The backup power generation and energy storage vehicle 200 also has an auxiliary system 205 for providing power to its own electrical equipment (cooling, fuel).

[0040] As a possible implementation, the traction rectifier 104 in this embodiment of the invention includes a four-quadrant converter.

[0041] For example, a four-quadrant rectifier can be composed of power electronic devices such as high-power IGBTs.

[0042] The technical solutions of the embodiments of the present invention can bring the following beneficial effects: 1. Rapid response: After a fault occurs, centralized electric multiple units can restore power and perform self-rescue within minutes, without waiting for external rescue, which greatly shortens the line interruption time.

[0043] 2. Ensuring passenger safety and comfort, the system provides uninterrupted power supply to the 300 non-powered passenger trailers throughout the entire process, completely solving the problem of passengers being trapped in unlicensed vehicles during traditional rescue operations, and improving the quality and safety of operational services.

[0044] 3. Simple design, good economy. The backup power generation and energy storage vehicle 200 has stripped away all the complex traction and braking systems, and has a simple structure, low cost, high reliability and convenient maintenance.

[0045] 4. It is highly versatile and easy to modify. The backup power generation and energy storage in this invention can be used as a standardized "plug and play" module, which can be directly applied to existing large-scale centralized electric multiple units with only simple modifications.

[0046] 5. Superior performance: The backup power generation and energy storage adopts a "hybrid" control strategy, which takes into account the rapid response of the 204 power battery and the long-lasting range of the diesel generator set, ensuring good traction performance in emergency mode.

[0047] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A power-centralized electric multiple unit (EMU), characterized in that, This includes powered vehicles, backup power generation and energy storage vehicles, and non-powered passenger trailers; The power vehicle includes an isolating contactor and, in series, a pantograph, a main circuit breaker, a main transformer, a traction rectifier, an intermediate DC link, a traction inverter, and a traction motor. The backup power generation and energy storage vehicle includes a generator set, a generator rectifier, a bidirectional DC converter and a power battery connected in series. The isolation contactor is electrically connected between the bidirectional DC converter and the intermediate DC link. The power supply system of the unpowered passenger trailer is electrically connected to the intermediate DC link; When the pantograph can obtain AC power from the contact network, the main circuit breaker closes, the isolating contactor opens, and the AC power output from the contact network is supplied to the intermediate DC link after passing through the main circuit breaker, the main transformer for step-down, and the traction rectifier for rectification in sequence. When the pantograph cannot obtain AC power from the contact network, the main circuit breaker opens and the isolating contactor closes. The AC power output by the generator set is rectified by the generator rectifier, transformed by the bidirectional DC converter, and supplied to the intermediate DC link after passing through the isolating contactor in sequence. And / or the DC power output by the power battery is transmitted to the intermediate DC link through the isolating contactor. When the pantograph can obtain AC power from the contact network, or cannot obtain AC power from the contact network, at least a portion of the DC power output from the intermediate DC link is transmitted to the traction motor after being inverted by the traction inverter to drive the traction motor to work; at least a portion of the DC power output from the intermediate DC link is transmitted to the power supply system of the unpowered passenger trailer to maintain the normal power supply of the unpowered passenger trailer.

2. The power-centralized electric multiple unit (EMU) according to claim 1, characterized in that, The power vehicle also includes a controller; The controller is electrically connected to the control terminals of the main circuit breaker and the isolating contactor, respectively, and is used to control the main circuit breaker to close and the isolating contactor to open when the pantograph can obtain AC power from the contact network, and to control the main circuit breaker to open and the isolating contactor to close when the pantograph cannot obtain AC power from the contact network.

3. The power-centralized electric multiple unit (EMU) according to claim 1, characterized in that, The backup power generation and energy storage vehicle also includes an energy management system; The energy management system is used to control the power battery to discharge when the pantograph cannot obtain AC power from the contact network.

4. The power-centralized electric multiple unit (EMU) according to claim 3, characterized in that, The energy management system is also used to control the output power of the generator set and the power battery according to the total power required by the vehicle.

5. The power-centralized electric multiple unit (EMU) according to claim 4, characterized in that, The energy management system is also used to control the generator set to charge the power battery when the total power required by the power vehicle is less than a preset threshold.

6. The power-centralized electric multiple unit (EMU) according to claim 1, characterized in that, The power vehicle also includes an auxiliary power supply system; The auxiliary power supply system is electrically connected to the intermediate DC link and the electrical equipment in the power vehicle, respectively. At least a portion of the DC power output from the intermediate DC link is transmitted to the auxiliary system to power the electrical equipment in the power vehicle.

7. The power-centralized electric multiple unit (EMU) according to claim 1, characterized in that, The traction rectifier includes a four-quadrant converter.

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