Rail transit vehicle and traction storage battery static charging detection system

Abstract

The utility model provides a rail transit vehicle and a traction storage battery static charging detection system. The charging detection system comprises a traction storage battery, a pantograph, a traction transformer and a relay; the output end of the pantograph position detection device, the output end of the temperature measurement device, the output end of the pantograph gas path pressure detection device, the output end of the current sensor and the output end of the voltage sensor are electrically connected with the control unit. The pantograph position detection device and the temperature measurement device are fixedly connected with the top of the rail transit vehicle; the pantograph position detection device is arranged towards the pantograph, the temperature measurement device is arranged towards a first position, and the first position is the position where the pantograph is in contact with a contact net after being lifted; a normally open contact of the relay is electrically connected between the traction storage battery and the first voltage conversion module, and the coil is electrically connected between the relay control signal output end of the control unit and the first power supply end.

Description

Technical Field

[0001] The utility model belongs to the rail transit industry, and is particularly suitable for detecting the static charging of the traction battery by the pantograph for a long time in a rail transit vehicle powered by a traction battery. Background Art

[0002] In recent years, green traction equipment represented by electric-electric hybrid power powered by contact network and power batteries has the characteristics of energy saving, environmental protection, high efficiency and economy.

[0003] With the development of lithium battery technology, charging of power batteries (traction batteries) is an important part of rail transit vehicles. Due to the limited power capacity in the depot, lithium battery power batteries are usually charged by pantographs. In the existing technology, when charging traction batteries with pantographs, manual detection of the pantograph and the power grid status is required, which is likely to cause certain safety hazards and cause a large waste of human resources. Utility Model Content

[0004] The problem to be solved by the utility model is that in the prior art, when charging the traction battery using a pantograph, manual detection of the pantograph and the power grid status is required, which easily causes certain safety hazards and results in a large waste of human resources. A static charging detection system for traction batteries of rail transit vehicles is provided.

[0005] In order to solve the above technical problems, the technical solution adopted by the utility model is: a static charging detection system for a traction battery of a rail transit vehicle, the charging detection system comprising a traction battery, a pantograph, and a traction transformer, the traction battery being electrically connected to the pantograph through a first voltage conversion module and a traction transformer in sequence, and the input side of the traction transformer being electrically connected to the pantograph;

[0006] The static charging detection system includes a control unit for controlling the on-off of the line between the traction battery and the traction transformer, a pantograph position detection device, a temperature measurement device, a pantograph gas circuit pressure detection device, a current sensor for measuring the current on the output side of the pantograph, and a voltage sensor for measuring the primary or secondary voltage of the traction transformer;

[0007] The output end of the pantograph position detection device, the output end of the temperature measurement device, the output end of the pantograph air circuit pressure detection device, the output end of the current sensor, and the output end of the voltage sensor are electrically connected to the control unit respectively;

[0008] The pantograph position detection device and the temperature measurement device are both fixedly connected to the top of the rail transit vehicle; the pantograph position detection device is arranged toward the pantograph, and the temperature measurement device is arranged toward the first position, which is the position where the pantograph contacts the overhead wire after the pantograph is raised;

[0009] The static charging detection system further comprises a relay, a normally open contact of the relay is electrically connected between the traction battery and the first voltage conversion module, and a coil of the relay is electrically connected between a relay control signal output terminal of the control unit and the first power supply terminal.

[0010] In the utility model, by setting a pantograph position detection device, a temperature measuring device, a pantograph air circuit pressure detection device, a current sensor, and a voltage sensor, it is possible to monitor the pantograph position, the temperature of the contact position between the pantograph and the overhead line after the pantograph is raised, the pantograph air circuit pressure, the pantograph output side current, and the primary / secondary voltage of the traction transformer, so that the on-off of the line between the traction battery and the traction transformer can be controlled according to the pantograph position. When the traction battery needs to be charged, the line between the traction battery and the traction transformer can be connected. According to the scheme of the utility model, when charging the traction battery, the temperature, air circuit pressure, current, and voltage can be detected, so that when the temperature exceeds the temperature threshold and / or the air circuit pressure exceeds the pressure threshold and / or the pantograph output side current exceeds the current threshold and / or the traction transformer primary / secondary voltage exceeds the voltage threshold, the control unit can be used to control the line between the traction battery and the traction transformer to be disconnected, stop charging, and ensure the safety of the equipment.

[0011] In the above technical solution, the static charging detection system further includes a relay; the coil of the relay is electrically connected between the relay control signal output terminal of the control unit and the first power supply terminal;

[0012] The normally open contact of the relay is electrically connected between the traction battery and the first voltage conversion module, or between the first voltage conversion module and the traction transformer.

[0013] Through the above arrangement, the opening and closing of the normally open contact of the relay between the traction battery and the first voltage conversion module is controlled, so that the charging of the traction battery can be allowed or prohibited. When the signal level state of the relay control signal output terminal of the control unit is consistent with the signal level state of the first power supply terminal output (that is, both are high level or low level), the coil of the relay cannot be energized, the normally open contact of the relay is disconnected, and the traction battery cannot be charged. When the signal level state of the relay control signal output terminal of the control unit is opposite to the signal level state of the first power supply terminal output (that is, one is high level and the other is low level), the coil of the relay is energized, the normally open contact of the relay is closed, and the traction battery can be charged.

[0014] In the above technical solution, the static charging detection system also includes a timer for collecting the charging duration of the traction battery, and the output end of the timer is electrically connected to the control unit.

[0015] Through the above settings, the charging duration can be collected by the timer, and when the preset charging duration is reached, the control unit is used to control the normally open contact of the relay to stop charging.

[0016] In the above technical solution, the static charging detection system also includes a time relay, which has an auxiliary normally open contact and a normally closed contact with delayed disconnection; the coil of the relay, the auxiliary normally open contact, and the normally closed contact with delayed disconnection are connected in series with each other and connected in parallel with the coil of the time relay between the relay control signal output terminal and the first power supply terminal.

[0017] Through the above arrangement, when the output signal of the relay control signal output terminal of the control unit is in the same level state as the signal of the first power supply terminal (both are high level or low level), the coil of the time relay cannot be energized, the auxiliary normally open contact on the series branch is disconnected, and the normally closed contact of the delayed disconnection is closed, so that the coil of the relay on the series branch cannot be energized, and the normally open contact of the relay remains disconnected, so that the traction battery cannot be charged. When the output signal of the relay control signal output terminal of the control unit is in the opposite level state to the signal of the first power supply terminal (one is high level and the other is low level), the coil of the time relay is energized, the auxiliary normally open contact on the series branch is closed, and the normally closed contact of the delayed disconnection remains closed within the set delay time, so that the coil of the relay on the series branch is energized, and the normally open contact of the relay is closed, so that the traction battery is charged; when the set delay time is reached, the normally closed contact of the delayed disconnection is disconnected, so that the series branch where the coil of the relay is located is disconnected, and the normally open contact of the relay is disconnected, so that the battery is stopped from being charged. According to the above configuration, the charging time of the traction battery can be controlled by setting the delay time of the normally closed contact of the time relay for delayed disconnection (existing technology), thereby avoiding the traction battery from being charged for too long. Moreover, when it is necessary to stop charging the traction battery, it is only necessary for the output signal of the relay control signal output terminal of the control unit to be in the same signal level state as the first power supply terminal.

[0018] In the above technical solution, the static charging detection system further includes a logic gate circuit; the control unit has a first output terminal, a second output terminal, a third output terminal, a fourth output terminal, a fifth output terminal, and a sixth output terminal;

[0019] Each input terminal of the logic gate circuit is electrically connected to the first output terminal, the second output terminal, the third output terminal, the fourth output terminal, the fifth output terminal, and the sixth output terminal respectively;

[0020] The output end of the control unit is electrically connected to the pantograph lifting control unit through a logic gate circuit;

[0021] The coil of the relay is electrically connected between the output end of the logic gate circuit and the first power supply end;

[0022] The normally open contact of the relay is electrically connected between the traction battery and the first voltage conversion module, or between the first voltage conversion module and the traction transformer;

[0023] The control unit is also used for:

[0024] When the pantograph position reaches / does not reach the preset pantograph raising position, the first output terminal outputs a first level / a second level;

[0025] When the temperature at the first position is lower than / not lower than a preset temperature threshold, the second output terminal outputs a first level / a second level;

[0026] When the pantograph air circuit pressure is not less than / less than a preset pressure threshold, the third output terminal outputs a first level / a second level;

[0027] When the current at the pantograph output side is less than / not less than a preset current threshold, the fourth output terminal outputs the first level / the second level;

[0028] When the primary / secondary voltage of the traction transformer is less than / not less than a first preset voltage threshold, the fifth output terminal outputs a first level / a second level;

[0029] in:

[0030] The first level is a high level, the second level is a low level, the logic gate circuit is an AND gate circuit, and the output signal of the first power supply terminal is a low level; or

[0031] The first level is a high level, the second level is a low level, the logic gate circuit is a NAND gate circuit, and the output signal of the first power supply terminal is a high level; or

[0032] The first level is a low level, the second level is a high level, the logic gate circuit is an OR gate circuit, and the output signal of the first power supply terminal is a high level; or

[0033] The first level is a low level, the second level is a high level, the logic gate circuit is a NOR gate circuit, and the output signal of the first power supply terminal is a low level.

[0034] In the above technical solution, the static charging detection system further includes a relay; the coil of the relay is electrically connected between the output end of the logic gate circuit and the first power supply end;

[0035] The normally open contact of the relay is electrically connected between the traction battery and the first voltage conversion module, or between the first voltage conversion module and the traction transformer.

[0036] In the above technical solution, the static charging detection system further comprises a timer for collecting the charging duration of the traction battery, and the output end of the timer is electrically connected to the control unit; or

[0037] The static charging detection system also includes a time relay, which has an auxiliary normally open contact and a normally closed contact with delayed disconnection; the coil of the relay, the auxiliary normally open contact, and the normally closed contact with delayed disconnection are connected in series with each other and connected in parallel with the coil of the time relay between the output end of the logic gate circuit and the first power supply end.

[0038] In the above technical solution, the current sensor is arranged between the pantograph and the traction transformer; and / or

[0039] The current sensor is arranged between the primary coil of the traction transformer and the ground. Through the above arrangement, the current of the line between the pantograph and the traction transformer can be collected, and the current between the primary coil of the traction transformer and the ground can also be collected.

[0040] In the above technical solution, the charging detection system also includes an intermediate DC circuit; the traction battery is electrically connected to the intermediate DC circuit through a first voltage conversion module; and the pantograph is electrically connected to the intermediate DC circuit through a traction transformer.

[0041] In the above technical solution, the first voltage conversion module is a DC / DC conversion module.

[0042] In the above technical solution, the traction battery is electrically connected to the pantograph via a DC / DC conversion module, a rectifier, and a traction transformer in sequence.

[0043] In the above technical solution, the pantograph position detection device is a camera.

[0044] In the above technical solution, the temperature measuring device is an infrared thermal imaging device.

[0045] In the above technical solution, the pantograph position detection device and the temperature measurement device are both detachably connected to the rail transit vehicle.

[0046] According to the same concept, the utility model also provides a rail transit vehicle, which includes a static charging detection system as described in any one of the above items.

[0047] The advantages and positive effects of the utility model are as follows: the utility model realizes the detection of the long-term charging of the traction battery by the pantograph through the static charging detection system, solves the detection problem during the static safe charging of the pantograph, can effectively ensure the safety of the railway electrification system, and reduce the damage to electrical equipment and safety hazards caused by long-term charging. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0049] Figure 1 It is a structural schematic diagram of a pantograph and a traction battery connected via an intermediate DC circuit in Embodiment 1 of the present utility model;

[0050] Figure 2 It is a schematic diagram of the connection structure of each detection system, each sensor, a pantograph lifting control unit, and a coil of a relay and a control unit in Embodiment 1 of the present utility model;

[0051] Figure 3 It is a side view schematic diagram of the pantograph position detection device and the temperature measurement device of Embodiment 1 of the utility model when they are installed in a rail transit vehicle;

[0052] Figure 4 It is a top view schematic diagram of the pantograph position detection device and the temperature measurement device of Embodiment 1 of the utility model when they are installed in a rail transit vehicle;

[0053] Figure 5 It is a circuit structure diagram of the current sensor and the voltage sensor of Embodiment 1 of the utility model, which are set in the circuit;

[0054] Figure 6 It is a schematic diagram of the connection structure of each detection system, each sensor, logic gate circuit, pantograph lifting control unit, relay coil, time relay coil and contacts and control unit in Embodiment 2 of the utility model;

[0055] Figure 7 It is a schematic diagram of the connection structure between each detection system, each sensor, a pantograph lifting and lowering control unit, a relay coil, a time relay coil and contacts and a control unit in Example 3 of the utility model.

[0056] In the above drawings: IoL, relay control signal output terminal; Io1, Io2, ..., Io7 correspond to the first output terminal, the second output terminal, ..., the seventh output terminal respectively; LM, coil; KM, normally open contact;

[0057] 10. Traction battery, 11. DC / DC module; 20. Pantograph; 21. Traction transformer; 22. Rectifier; 23. Main circuit breaker; 24. Lightning arrester; 25. Shaft end grounding device; 31. Traction motor; 32. Traction inverter module; 40. Auxiliary load; 41. Auxiliary transformer; 42. Auxiliary inverter module; 50. Intermediate DC circuit; 61. Pantograph position detection device; 62. Temperature measuring device; 63. Pantograph air path pressure detection device; 64. Current sensor; 651. Voltage sensor; 66. Pantograph lifting and lowering control unit; 67. Timer; 80. Control unit; 801. Logic gate circuit; 90. Contact network; 100. Rail transit vehicle. DETAILED DESCRIPTION

[0058] The following will be combined with the drawings of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0059] Example 1

[0060] like Figure 1-5 As shown, the utility model provides a static charging detection system for traction batteries of rail transit vehicles (i.e., a static charging detection system for traction batteries of rail transit vehicles 100). Figure 1 As shown, the charging detection system includes a traction battery 10, a pantograph 20, a traction transformer 21, and an auxiliary transformer 41. The traction battery 10 is electrically connected to the pantograph 20 through the first voltage conversion module and the traction transformer 21 in sequence. The input side of the traction transformer 21 and the input side of the auxiliary transformer 41 are both electrically connected to the pantograph 20. In the present utility model, static charging refers to charging the traction battery when the rail transit vehicle 100 is parked.

[0061] like Figure 1 As shown, the pantograph 20 is electrically connected to the traction transformer 21 through the main circuit breaker 23. The charging detection system also includes an intermediate DC circuit 50. The traction battery 10 is electrically connected to the intermediate DC circuit 50 through the first voltage conversion module. The pantograph 20 is electrically connected to the intermediate DC circuit 50 through the traction transformer 21. The first voltage conversion module is a DC / DC conversion module 11. The traction transformer 21 includes a traction transformer 21 and a rectifier 22. The pantograph 20, the traction converter 21, and the rectifier 22 are electrically connected in sequence.

[0062] like Figure 2As shown, the static charging detection system includes a control unit 80 for controlling the on / off of the line between the traction battery 10 and the traction transformer 21, a pantograph position detection device 61, a temperature measurement device 62, a pantograph air circuit pressure detection device 63, a current sensor 64 for measuring the output side current of the pantograph 20, and a voltage sensor 651 for measuring the secondary voltage of the traction transformer 21. The voltage sensor 651 may be a voltage transformer.

[0063] The output end of the pantograph position detection device 61, the output end of the temperature measurement device 62, the output end of the pantograph air path pressure detection device 63, the output end of the current sensor 64, and the output end of the voltage sensor 651 are respectively electrically connected to the corresponding input ends of the control unit 80. The output end of the control unit 80 is electrically connected to the pantograph lifting control unit 66.

[0064] The pantograph position detection device 61 and the temperature measurement device 62 are both fixedly connected to the top of the rail transit vehicle 100; the pantograph position detection device 61 is set toward the pantograph 20, and the temperature measurement device 62 is set toward the first position, which is the position where the pantograph 20 contacts the contact network 90 after raising the pantograph.

[0065] like Figure 2 As shown, the static charging detection system further includes a relay. The coil LM of the relay is electrically connected between the relay control signal output terminal IoL of the control unit 80 and the first power supply terminal OUT1.

[0066] The normally open contact KM of the relay is electrically connected between the traction battery 10 and the first voltage conversion module, or between the first voltage conversion module and the traction transformer 21 .

[0067] like Figure 2 As shown, the static charging detection system further includes a timer 67 for collecting the charging duration of the traction battery, and an output end of the timer 67 is electrically connected to the control unit 80 .

[0068] The control unit 80 is further configured to output a first level from the relay control signal output terminal IoL when all of the following conditions are met, and output a second level from the relay control signal output terminal IoL when any of the following conditions are not met. The output signal of the first power supply terminal OUT1 is a second level. The first level and the second level are respectively a high level and a low level, or respectively a low level (e.g., 0V) and a high level (e.g., 3.3V, 5V).

[0069] The first condition: the pantograph position reaches the preset pantograph raising position; the second condition: the temperature of the first position is lower than the preset temperature threshold; the third condition: the pantograph gas circuit pressure is lower than the preset pressure threshold; the fourth condition: the output side current of the pantograph 20 is lower than the preset current threshold; the fifth condition: the secondary voltage of the traction transformer 21 is lower than the first preset voltage threshold; the seventh condition: the traction battery charging duration does not reach the preset time. The settings of the above thresholds can be set according to actual engineering needs.

[0070] In the utility model, the function of the control unit is to compare the collected signal with the corresponding threshold value to determine whether the corresponding condition is met, and output the first level when all conditions are met, and output the second level when any condition is not met. The control unit collects the signal and compares it with the corresponding threshold value, and outputs a high level or a low level according to whether one or more conditions are met or not, which belongs to the content of the prior art.

[0071] A current sensor 64 is provided between the pantograph 20 and the traction transformer 21, and another current sensor 64 may be provided between the primary coil of the traction transformer 21 and the ground. The current sensor 64 may be a current transformer.

[0072] like Figure 3-4 As shown, the pantograph position detection device 61 and the temperature measurement device 62 are both fixedly connected to the top of the rail transit vehicle 100. The pantograph position detection device 61 is set toward the pantograph 20, and the temperature measurement device 62 is set toward the first position, which is the position where the pantograph 20 contacts the contact network 90 after the pantograph 20 is raised. In the utility model, the pantograph position detection device 61 and the temperature measurement device 62 can be directly installed on the top of the rail transit vehicle 100, or a bracket (detachably connected to the rail transit vehicle 100) can be set on the top of the rail transit vehicle 100, and the pantograph position detection device 61 and the temperature measurement device 62 are installed on the bracket, that is, the height position of the two is higher than the top of the rail transit vehicle 100, close to the contact position between the pantograph 20 and the contact network 90, so as to facilitate detection.

[0073] The pantograph position detection device 61 and the temperature measurement device 62 are both detachably connected to the rail transit vehicle.

[0074] The pantograph position detection device 61 is a camera, and the model can be RW-MIPC1080CC-V1. The temperature measurement device 62 is an infrared thermal imaging device, and the model can be RL-SDG-HD-P4H. The camera and the base of the pantograph position detection device 61 (installed on the roof of the vehicle or on a bracket installed on the roof of the vehicle) can be rotatably connected, that is, the pitch angle and horizontal rotation angle of the camera can be adjusted. The base of the infrared thermal imaging device and the temperature measurement device 62 (installed on the roof of the vehicle or on a bracket installed on the roof of the vehicle) can be rotatably connected, that is, the pitch angle and horizontal rotation angle of the infrared thermal imaging device can be adjusted. The detection of the pantograph position by the pantograph position detection device 61 and the detection of the contact position between the contact network and the pantograph by the temperature measurement device 62 are both existing technologies.

[0075] like Figure 5 As shown, the pantograph 20 and the lightning arrester 24 are installed on the roof; the main circuit breaker 23, the voltage sensor 651, and the current sensor 64 can be installed in the high-voltage box of the rail transit vehicle 100; the traction transformer 21 can be installed under the vehicle; the rectifier 22 can be installed on the vehicle, the traction motor 31 can be installed on the bogie, and the shaft end grounding device 25 can be installed on the shaft end. Based on the same concept, the utility model also provides a rail transit vehicle, characterized in that: the rail transit vehicle includes the static charging detection system as described above.

[0076] The utility model is further described in detail below. The utility model traction battery static charging detection system solves the problem of static pantograph safe charging detection. The utility model long-term safe charging detection system can effectively ensure the safety of railway electrification system and reduce the damage to electrical equipment and safety hazards caused by long-term charging.

[0077] The static charging detection system of the traction battery includes: (1) a pantograph-catenary status detection device; (2) a pantograph-catenary temperature detection device; (3) a pantograph static contact force detection device; a charging time detection device; and (4) a static charging display and control device.

[0078] (A1) Pantograph-catenary status detection device (i.e. pantograph position detection device 61)

[0079] A high-definition camera is installed near the pantograph to detect the pantograph raising and lowering status and the contact network status in real time, and the pantograph-network status detection data is displayed in real time on the display and control device, so that the operator can check the pantograph-network status when the pantograph is statically charged on the ground. The high-definition camera can be installed on the roof near the pantograph. The direction of the camera can be adjusted by using the adjustable direction function of existing camera products to clearly display the status of the pantograph. Detecting the pantograph raising and lowering status and the contact network status are all existing technologies.

[0080] (A2) Pantograph-catenary temperature detection device (i.e., temperature measuring device 62)

[0081] An infrared thermal imager can be installed on the roof near the pantograph to continuously detect the contact area between the pantograph and the power grid during the static charging process of the pantograph; the temperature image data output by the infrared thermal imager is transmitted to the display and control device.

[0082] The infrared thermal imager is installed on the roof close to the pantograph. The adjustable direction feature of existing infrared thermal imager products can be utilized to detect the temperature of the position to be detected, that is, the contact position between the pantograph and the power grid.

[0083] When the temperature detection at the pantograph-net contact position exceeds the alarm threshold, an alarm will be displayed and the pantograph will be controlled to be lowered immediately, prohibiting the pantograph from statically charging the traction battery.

[0084] (A3) Pantograph static contact force detection device

[0085] When the pantograph is statically charged, the static contact force is relatively stable. A pressure sensor can be installed on the pantograph air valve plate as a pantograph air path pressure detection device 63. By detecting the pantograph air path pressure, the corresponding pantograph-net contact force can be obtained. The pantograph static contact force data can be transmitted to the display and control device.

[0086] The air pressure sensor is used to detect the pressure of the pantograph air circuit. It is well known in the art to obtain the pantograph-catwalk contact force through the pressure of the pantograph air circuit.

[0087] When the static contact force of the pantograph is out of the specified range, an alarm will be displayed and the pantograph will be controlled to be lowered immediately. The pantograph can be prohibited from statically charging the traction battery by disconnecting the normally open contact KM of the relay.

[0088] The size of the pantograph static contact force indirectly reflects the contact between the pantograph and the grid. For example, if the static contact force is lower than the rated contact force, it indicates that the pantograph and the grid are in poor contact.

[0089] (A3) Charging time detection device

[0090] The timer 67 can be used to record the pantograph static charging time, and determine whether the pantograph has completed charging according to the preset safe charging time. If the pantograph charging time exceeds the preset safe time, the charging can be automatically shut down by disconnecting the normally open contact KM of the relay to avoid safety hazards caused by long-term charging.

[0091] (A4) Current and voltage detection device

[0092] The current sensor 64 and the voltage sensor 651 are used to collect and record the static charging current, voltage and safe charging time of the pantograph. If an abnormal situation occurs during the charging process, such as abnormal current or voltage, an alarm will be displayed. At the same time, the pantograph can be controlled to be lowered immediately. The pantograph can also be prohibited from statically charging the traction battery by disconnecting the normally open contact KM of the relay.

[0093] The current sensor is connected in series to the high-voltage cable between the pantograph and the vacuum circuit breaker to measure the current of the pantograph. The two ends of the voltage sensor are connected to the pantograph and the grounding point of the car body (the car body is grounded to the ground through the wheel rail).

[0094] If the current is large, the temperature rise of the pantograph and the power grid will be large, which may easily lead to damage to the pantograph and power grid equipment and potential safety hazards. By detecting the current, the hidden dangers can be reduced.

[0095] (A5) Static charging display and control device

[0096] At least one of the following parameters, namely, the pantograph raising state (whether the pantograph has reached the raising position), the pantograph-net contact position temperature, the pantograph air path pressure (reflecting the pantograph static contact force, and the charging time) can be collected by the control unit. According to the solution of the utility model, no personnel are required to be on duty during charging. When an abnormal situation occurs, an alarm can be issued, and the control unit can be used to control the automatic lowering of the pantograph.

[0097] When the traction battery needs to be charged, the pantograph position detection device is used to detect whether the pantograph has reached the pantograph raising position, and then the vacuum circuit breaker (main circuit breaker) can be closed manually or by the control unit to start the charger and charge the traction battery. The control unit controls the main circuit breaker on and off, which is the content of the prior art.

[0098] The control unit detects and records the status, temperature, static contact force of the pantograph and contact network, as well as the voltage, current and charging time of static charging. When the preset alarm threshold is exceeded, the control unit can be used to control the pantograph to automatically lower and stop static charging, thereby ensuring the static and safe charging of the traction battery by the pantograph of the railway electrification system.

[0099] The detection system of the utility model automatically detects the static safe charging state of the pantograph, and alarms and controls the abnormal situation for protection, which can effectively ensure the safety of the railway electrification system and reduce the damage to electrical equipment and safety hazards caused by the static long-term charging of the pantograph. Moreover, there is no need for manual detection and on-duty, and the charging parameters such as the pantograph charging time can be automatically recorded.

[0100] Example 2

[0101] like Figure 6As shown, the difference between this embodiment 2 and embodiment 1 is that: the static charging detection system further includes a logic gate circuit 801; the control unit 80 has a first output terminal Io1, a second output terminal Io2, a third output terminal Io3, a fourth output terminal Io4, a fifth output terminal Io5, and a sixth output terminal Io6;

[0102] Each input terminal of the logic gate circuit 801 is electrically connected to the first output terminal Io1, the second output terminal Io2, the third output terminal Io3, the fourth output terminal Io4, the fifth output terminal Io5, and the sixth output terminal Io6 respectively;

[0103] The output end of the control unit 80 is electrically connected to the pantograph lifting control unit 66 via a logic gate circuit 801;

[0104] The coil LM of the relay is electrically connected between the output terminal IoA of the logic gate circuit and the first power supply terminal OUT1;

[0105] The normally open contact KM of the relay is electrically connected between the traction battery 10 and the first voltage conversion module, or between the first voltage conversion module and the traction transformer 21;

[0106] The control unit 80 is also used for:

[0107] When the pantograph position reaches / does not reach the preset pantograph raising position, the first output terminal Io1 outputs the first level / the second level;

[0108] When the temperature at the first position is lower than / not lower than a preset temperature threshold, the second output terminal Io2 outputs a first level / a second level;

[0109] When the pantograph air circuit pressure is not less than / less than a preset pressure threshold, the third output terminal Io3 outputs a first level / a second level;

[0110] When the current at the output side of the pantograph 20 is less than / not less than a preset current threshold, the fourth output terminal Io4 outputs the first level / the second level;

[0111] When the primary / secondary voltage of the traction transformer 21 is less than / not less than the first preset voltage threshold, the fifth output terminal Io5 outputs the first level / second level.

[0112] Among them, the control unit 80 outputs the first level or the second level from the corresponding output end according to the pantograph position, the temperature of the first position, the pantograph air circuit pressure, the pantograph 20 output side current, and the range of the primary / secondary voltage of the traction transformer 21, which is the existing technology.

[0113] in:

[0114] (M1) the first level is a high level, the second level is a low level, the logic gate circuit 801 is an AND gate circuit, and the output signal of the first power supply terminal OUT1 is a low level; or

[0115] (M2) the first level is a high level, the second level is a low level, the logic gate circuit 801 is a NAND gate circuit, and the output signal of the first power supply terminal OUT1 is a high level; or

[0116] (M3) the first level is a low level, the second level is a high level, the logic gate circuit 801 is an OR gate circuit, and the output signal of the first power supply terminal OUT1 is a high level; or

[0117] (M4) The first level is a low level, the second level is a high level, the logic gate circuit 801 is a NOR gate circuit, and the output signal of the first power supply terminal OUT1 is a low level.

[0118] The static charging detection system further includes a relay; the coil LM of the relay is electrically connected between the output terminal IoA of the logic gate circuit and the first power supply terminal OUT1;

[0119] The normally open contact KM of the relay is electrically connected between the traction battery 10 and the first voltage conversion module, or between the first voltage conversion module and the traction transformer 21 .

[0120] In a preferred embodiment, the static charging detection system further includes a timer 67 for collecting the charging duration of the traction battery, and an output end of the timer 67 is electrically connected to the control unit 80 .

[0121] In another preferred embodiment, the static charging detection system also includes a time relay, which has an auxiliary normally open contact KT1 and a normally closed contact KT2 with delayed disconnection; the coil LM of the relay, the auxiliary normally open contact KT1, and the normally closed contact KT2 with delayed disconnection are connected in series with each other and connected in parallel with the coil KTL of the time relay between the output terminal IoA of the logic gate circuit and the first power supply terminal OUT1.

[0122] When the detection system further includes a timer 67 for collecting the charging duration of the traction battery, the control unit 80 is further configured to output the first level / the second level from the seventh output terminal Io7 when the charging duration does not reach / reaches a preset time.

[0123] The high level voltage range may be 3.3 V-5 V, and the low level voltage range may be 0 V-0.8 V. The control unit 80 may be a single chip microcomputer, a DSP or an FPGA.

[0124] Example 3

[0125] like Figure 7 As shown, the difference between this embodiment 3 and embodiment 1 is that a time relay can be used instead of a timer. That is, the static charging detection system also includes a time relay, and the time relay has an auxiliary normally open contact KT1 and a normally closed contact KT2 with a delayed disconnection. The two ends of the parallel circuit are electrically connected to the relay control signal output terminal IoL and the first power supply terminal OUT1 respectively. On one branch of the parallel circuit, the coil LM of the relay, the auxiliary normally open contact KT1, and the normally closed contact KT2 with a delayed disconnection are connected in series with each other, and the coil KTL of the time relay is arranged on the other branch of the parallel circuit. This embodiment 3 can also be further improved with reference to the structure of embodiment 2, that is, the detection system includes a logic gate circuit 801, and the parallel circuit is electrically connected between the output terminal AO of the logic gate circuit 801 and the first power supply terminal OUT1, and the output terminal AO of the logic gate circuit 801 is also electrically connected to the control end of the pantograph lifting control unit 66. The connection between the logic gate circuit 801 and the control unit 80 can refer to embodiment 2.

[0126] It should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0127] The embodiments of the present invention are described in detail above, but the contents are only preferred embodiments of the present invention and cannot be considered to limit the scope of implementation of the present invention. All equivalent changes and improvements made within the scope of the present invention should still fall within the scope of the present invention. After reading the present invention, modifications of various equivalent forms of the present invention by those skilled in the art fall within the scope defined by the claims attached to this application. In the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other.

Claims

1. A traction battery static charging detection system, the traction battery static charging detection system comprising a traction battery (10), a pantograph (20), and a traction transformer (21), the traction battery (10) being electrically connected to the pantograph (20) via a first voltage conversion module and a traction transformer (21) in sequence, and the input side of the traction transformer (21) being electrically connected to the pantograph (20); Features: The traction battery static charging detection system comprises a control unit (80) for controlling the on / off of a line between a traction battery (10) and a traction transformer (21), a pantograph position detection device (61), a temperature measurement device (62), a pantograph air circuit pressure detection device (63), a current sensor (64) for measuring the current on the output side of the pantograph (20), and a voltage sensor (651) for measuring the primary or secondary voltage of the traction transformer (21); The output end of the pantograph position detection device (61), the output end of the temperature measurement device (62), the output end of the pantograph air path pressure detection device (63), the output end of the current sensor (64), and the output end of the voltage sensor (651) are electrically connected to corresponding input ends of the control unit (80), respectively; the output end of the control unit (80) is electrically connected to the pantograph lifting control unit (66); The pantograph position detection device (61) and the temperature measurement device (62) are both fixedly connected to the top of the rail transit vehicle (100); the pantograph position detection device (61) is arranged toward the pantograph (20), and the temperature measurement device (62) is arranged toward a first position, the first position being a position where the pantograph (20) contacts the overhead contact network (90) after the pantograph (20) is raised.

2. The traction battery static charging detection system according to claim 1, characterized in that: The traction battery static charging detection system further comprises a relay; the coil (LM) of the relay is electrically connected between a relay control signal output terminal (IoL) of the control unit (80) and a first power supply terminal (OUT1); The normally open contact (KM) of the relay is electrically connected between the traction battery (10) and the first voltage conversion module, or between the first voltage conversion module and the traction transformer (21).

3. The traction battery static charging detection system according to claim 2, characterized in that: The traction battery static charging detection system further comprises a timer (67) for collecting the charging duration of the traction battery, wherein an output end of the timer (67) is electrically connected to a control unit (80); or The traction battery static charging detection system also includes a time relay, which has an auxiliary normally open contact (KT1) and a normally closed contact (KT2) with a time delay; the coil (LM) of the relay, the auxiliary normally open contact (KT1), and the normally closed contact (KT2) with a time delay are connected in series with each other and then connected in parallel with the coil (KTL) of the time relay between the relay control signal output terminal (IoL) and the first power supply terminal (OUT1).

4. The traction battery static charging detection system according to claim 2, characterized in that: The traction battery static charging detection system further comprises a logic gate circuit (801); the control unit (80) has a first output terminal (Io1), a second output terminal (Io2), a third output terminal (Io3), a fourth output terminal (Io4), a fifth output terminal (Io5), and a sixth output terminal (Io6); Each input terminal of the logic gate circuit (801) is electrically connected to the first output terminal (Io1), the second output terminal (Io2), the third output terminal (Io3), the fourth output terminal (Io4), the fifth output terminal (Io5), and the sixth output terminal (Io6) respectively; The output end of the control unit (80) is electrically connected to the pantograph lifting control unit (66) via a logic gate circuit (801); The coil (LM) of the relay is electrically connected between the output terminal (IoA) of the logic gate circuit and the first power supply terminal (OUT1); The normally open contact (KM) of the relay is electrically connected between the traction battery (10) and the first voltage conversion module, or between the first voltage conversion module and the traction transformer (21); The control unit (80) is also used for: When the pantograph position reaches / does not reach the preset pantograph raising position, the first output terminal (Io1) outputs a first level / a second level; When the temperature at the first position is lower than / not lower than a preset temperature threshold, the second output terminal (Io2) outputs a first level / a second level; When the pantograph air circuit pressure is not less than / less than a preset pressure threshold, the third output terminal (Io3) outputs a first level / a second level; When the current at the output side of the pantograph (20) is less than / not less than a preset current threshold, the fourth output terminal (Io4) outputs a first level / a second level; When the secondary voltage of the traction transformer (21) is less than / not less than a first preset voltage threshold, the fifth output terminal (Io5) outputs a first level / a second level; in: The first level is a high level, the second level is a low level, the logic gate circuit (801) is an AND gate circuit, and the output signal of the first power supply terminal (OUT1) is a low level; or The first level is a high level, the second level is a low level, the logic gate circuit (801) is a NAND gate circuit, and the output signal of the first power supply terminal (OUT1) is a high level; or The first level is a low level, the second level is a high level, the logic gate circuit (801) is an OR gate circuit, and the output signal of the first power supply terminal (OUT1) is a high level; or The first level is a low level, the second level is a high level, the logic gate circuit (801) is a NOR gate circuit, and the output signal of the first power supply terminal (OUT1) is a low level.

5. The traction battery static charging detection system according to claim 4, characterized in that: The traction battery static charging detection system further comprises a timer (67) for collecting the charging duration of the traction battery, wherein an output end of the timer (67) is electrically connected to a control unit (80); or The traction battery static charging detection system also includes a time relay, which has an auxiliary normally open contact (KT1) and a normally closed contact (KT2) with a time delay; the coil (LM) of the relay, the auxiliary normally open contact (KT1), and the normally closed contact (KT2) with a time delay are connected in series with each other and then connected in parallel with the coil (KTL) of the time relay between the output end (IoA) of the logic gate circuit and the first power supply end (OUT1).

6. The traction battery static charging detection system according to claim 1, characterized in that: The current sensor (64) is provided between the pantograph (20) and the traction transformer (21); and / or The current sensor (64) is provided between the primary coil of the traction transformer (21) and the ground.

7. The traction battery static charging detection system according to any one of claims 1 to 6, characterized in that: The current sensor (64) is a current transformer, and the voltage sensor (651) is a voltage transformer.

8. The traction battery static charging detection system according to any one of claims 1 to 6, characterized in that: The charging detection system further comprises an intermediate DC circuit (50); The traction battery (10) is electrically connected to the intermediate DC circuit (50) via a first voltage conversion module; The pantograph (20) is electrically connected to the intermediate DC circuit (50) via a traction transformer (21).

9. The traction battery static charging detection system according to any one of claims 1 to 6, characterized in that: The first voltage conversion module is a DC / DC conversion module (11); The traction battery (10) is electrically connected to the pantograph (20) via a DC / DC conversion module (11), a rectifier (22), and a traction transformer (21) in sequence.

10. A rail transit vehicle, characterized in that: The rail transit vehicle (100) comprises a traction battery static charging detection system according to any one of claims 1 to 9.

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