Urban rail vehicle and emergency self-traction circuit thereof

Abstract

The utility model discloses an urban rail vehicle and an emergency self-traction circuit thereof. The emergency self-traction circuit comprises a first traction inverter, a second traction inverter, a first emergency inverter, a second emergency inverter, a first storage battery, a second storage battery, a first switch, a second switch, a third switch, a bidirectional DC / DC and a pantograph. Compared with the prior art, on one hand, the power storage battery (the first storage battery) is additionally arranged on the basis of the control storage battery (the second storage battery), so that the output voltage of the storage battery is improved, the output voltage of the storage battery can be close to the rated voltage of the traction inverter, and the traction inverter can exert enough traction force; therefore, the traction efficiency is improved. On the other hand, by arranging the two traction inverters, the traction force is further improved.

Description

Technical Field

[0001] The utility model relates to the field of rail transportation, in particular to an urban rail vehicle and an emergency self-traction circuit thereof. Background Art

[0002] Generally, urban rail vehicles are operated by using pantographs or current collectors to be pulled by external power supply, and the supply voltage is DC1500V or DC750V. When the vehicle loses high voltage, the vehicle will generally be unable to move. Some vehicles are equipped with battery emergency self-traction technology, which uses the on-board DC110V control battery to power the traction inverter for emergency self-traction. These vehicles can use this emergency self-traction technology to self-tow a certain distance when the vehicle loses high voltage, avoiding the problem of the vehicle being rescued.

[0003] Figure 1 The figure shows a simplified diagram of an existing emergency self-traction scheme for a 3-carriage vehicle unit. A 6-carriage train consists of two 3-carriage vehicle units. The two 3-carriage vehicle units are symmetrical to each other (including equipment layout, circuit principles, etc.). Each unit is equipped with a pantograph, 2 traction inverters, 1 high-voltage electrical box, 1 auxiliary power box, 1 control battery and 1 contactor KM1. The high-voltage electrical box is equipped with a conversion switch S1. In an emergency, S1 is switched to the "emergency position", KM1 is closed, and the traction inverter of car B will be powered by the control battery. The driver can push the driver controller handle to traction the train.

[0004] The above emergency self-traction scheme has the following shortcomings: Since the control battery is used to power the auxiliary electrical equipment on the vehicle when the vehicle is operating normally, the output voltage of the control battery (DC110V) is much lower than the rated voltage of the traction inverter (DC1500V or DC750V) when the traction inverter is operating normally. Therefore, the traction force that the traction inverter can exert is small and the traction efficiency is very low. In addition, due to the power, a group of batteries can only provide emergency traction power to at most one traction inverter, resulting in a very low vehicle speed and weak climbing ability, which has no obvious effect on improving the vehicle's operating efficiency. Summary of the invention

[0005] The present application provides an urban rail vehicle and an emergency self-traction circuit thereof to solve the problems of low traction efficiency, low vehicle running speed, weak climbing ability and insignificant effect on improving vehicle operating efficiency of existing emergency self-traction solutions.

[0006] In order to achieve the above-mentioned purpose, this application adopts the following technical solution.

[0007] On the one hand, an urban rail vehicle emergency self-traction circuit is provided, comprising: a first traction inverter, a second traction inverter, a first emergency inverter, a second emergency inverter, a first battery, a second battery, a first switch, a second switch, a third switch, a bidirectional DC / DC and a pantograph;

[0008] The first switch has a first static contact, a first movable contact and a second movable contact, and the second switch has a second static contact, a third movable contact and a fourth movable contact;

[0009] The first traction inverter is electrically connected to the first static contact, the first moving contact is electrically connected to the pantograph, the second moving contact is electrically connected to one end of the third switch, the other end of the third switch is electrically connected to the first battery and one end of the bidirectional DC / DC respectively, and the other end of the bidirectional DC / DC is electrically connected to the second battery; the first emergency inverter is connected in parallel with the first traction inverter;

[0010] The second traction inverter is electrically connected to the second static contact, the third moving contact is electrically connected to the first moving contact, and the fourth moving contact is electrically connected to the second moving contact; the second emergency inverter is connected in parallel to the second traction inverter.

[0011] On the one hand, the above scheme increases the output voltage of the battery by adding a power battery (first battery) on the basis of the control battery (second battery), so that its output voltage can be close to the rated voltage of the traction inverter, so that the traction inverter can exert sufficient traction force, thereby improving the traction efficiency. On the other hand, by setting up two traction inverters, the traction force is further improved.

[0012] In some embodiments, an auxiliary power box is also included, one end of which is electrically connected to the pantograph, and the other end is electrically connected to the second battery and the bidirectional DC / DC.

[0013] In some embodiments, a first fuse and a first diode are provided between the auxiliary power supply box and the pantograph, and the current conduction direction of the first diode is from the pantograph to the auxiliary power supply box.

[0014] In some embodiments, a second diode is provided between the third switch and the second moving contact, and the current conduction direction of the second diode is from the third switch to the second moving contact.

[0015] In some embodiments, a first high-speed circuit breaker is provided between the first moving contact and the pantograph, and a second high-speed circuit breaker is provided between the second moving contact and the pantograph.

[0016] On the other hand, an urban rail vehicle is provided, the urban rail vehicle comprising a vehicle unit, and the vehicle unit is equipped with the above-mentioned urban rail vehicle emergency self-traction circuit.

[0017] In some embodiments, the vehicle unit includes two cars, the first traction inverter and the first emergency inverter are located in one car of the vehicle unit, and the second traction inverter and the second emergency inverter are located in another car of the vehicle unit.

[0018] In some embodiments, the vehicle unit includes a first vehicle unit and a second vehicle unit, each of the two vehicle units is equipped with a set of the urban rail vehicle emergency self-traction circuit, and the two urban rail vehicle emergency self-traction circuits are connected in parallel through a high-voltage bus; the first vehicle unit is equipped with a first control power supply, a first relay, a fourth switch and a fifth switch, and the second vehicle unit is provided with a second control unit, a second relay, a sixth switch and a seventh switch;

[0019] The first control power supply is connected in parallel with the second control power supply, the first control power supply is electrically connected to the coil end of the first relay through the fourth switch, and the first control power supply is electrically connected to the coil end of the second relay through the fifth switch; the second control power supply is electrically connected to the coil end of the first relay through the sixth switch, and the second control power supply is electrically connected to the coil end of the second relay through the seventh switch; the third switch on the first vehicle unit is the contact end of the first relay, and the third switch on the second vehicle unit is the contact end of the second relay.

[0020] Thus, when the driver is in any of the vehicle units, he can control the input of the first battery of this unit and another unit through the switch.

[0021] In some embodiments, a second fuse is provided on the high voltage bus.

[0022] The present application has at least the following technical effects or advantages: on the one hand, by adding a power battery (first battery) on the basis of a control battery (second battery), the output voltage of the battery is increased, so that its output voltage can be close to the rated voltage of the traction inverter, so that the traction inverter can exert sufficient traction force, thereby improving the traction efficiency. On the other hand, by setting two traction inverters, the traction force is further increased. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a schematic diagram of an existing emergency self-traction circuit;

[0024] Figure 2 This is a schematic diagram of an emergency self-traction circuit in one embodiment of the present application;

[0025] Figure 3Schematic diagram of the connection relationship of the vehicle unit control circuit in one embodiment of the present application. DETAILED DESCRIPTION

[0026] In order to better understand the above technical solution, the above technical solution will be described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0027] See also Figure 2 An emergency self-traction circuit for an urban rail vehicle includes: a first traction inverter 11, a second traction inverter 12, a first emergency inverter 21, a second emergency inverter 22, a first battery 31, a second battery 32, a first switch 41, a second switch 42, a third switch 43, a bidirectional DC / DC 5, a pantograph 6 and an auxiliary power supply box 7.

[0028] The first switch 41 has a first stationary contact, a first movable contact, and a second movable contact, and the second switch has a second stationary contact, a third movable contact, and a fourth movable contact.

[0029] The first traction inverter 11 is electrically connected to the first static contact, the first moving contact is electrically connected to the pantograph 6, the second moving contact is electrically connected to one end of the third switch 43, the other end of the third switch 43 is electrically connected to the first battery 31 and one end of the bidirectional DC / DC5 respectively, and the other end of the bidirectional DC / DC5 is electrically connected to the second battery 32; the first emergency inverter 21 is connected in parallel with the first traction inverter 11.

[0030] The second traction inverter 21 is electrically connected to the second static contact, the third moving contact is electrically connected to the first moving contact, and the fourth moving contact is electrically connected to the second moving contact; the second emergency inverter 22 is connected in parallel to the second traction inverter 12 .

[0031] One end of the auxiliary power supply box 7 is electrically connected to the pantograph 6, and the other end is electrically connected to the second battery 32 and the bidirectional DC / DC 5 respectively.

[0032] A first fuse F1 and a first diode D1 are provided between the auxiliary power supply box 7 and the pantograph 6, and the current conduction direction of the first diode D1 is from the pantograph 6 to the auxiliary power supply box 7. A second diode D2 is provided between the third switch 43 and the second moving contact, and the current conduction direction of the second diode D2 is from the third switch 43 to the second moving contact. A first high-speed circuit breaker HB1 is provided between the first moving contact and the pantograph 6, and a second high-speed circuit breaker HB2 is provided between the second moving contact and the pantograph 6, which are used to trip and protect the traction inverter when the voltage or current of the contact network fluctuates greatly. The first fuse F1 is used to protect the battery from overcurrent or short circuit. The function of the first diode D1 is to ensure that the pantograph of this unit only supplies power to the traction system of this unit. The second diode D2 is used in emergency self-traction conditions to prevent the regenerative braking energy from damaging the power battery and the bidirectional DC / DC during parking.

[0033] When the vehicle is operating normally, the pantograph 6 is raised and connected to the contact network to obtain high-voltage power supply, which is supplied to the vehicle traction and auxiliary power supply system. The first moving contact and the second moving contact of the first switch 41 correspond to the "normal position" and the "emergency position" respectively, and the third moving contact and the fourth moving contact of the second switch 42 correspond to the "normal position" and the "emergency position" respectively. When the train is in a high-voltage current receiving condition, the train obtains high-voltage power from the pantograph 6, and the switch needs to be placed in the normal position. When the train is in an emergency self-traction condition, the train obtains power from the first battery 31, and the switch needs to be placed in the "emergency position".

[0034] The auxiliary power supply box 7 is used to convert high voltage electricity into AC380V and DC110V power supply, supply power to the vehicle AC and DC loads, charge the second battery 32 at the same time, and charge the first battery 31 after voltage conversion through the bidirectional DC / DC5. The second battery 32 is used to supply power to the vehicle permanent load, and when the train loses high voltage, or the auxiliary power supply box stops working, it supplies power to the train emergency load to ensure that the basic equipment such as emergency lighting, air conditioning and ventilation, and safety protection of the train can work, and ensure the safety of passengers before the train is rescued to avoid panic. The bidirectional DC / DC5 is used for the mutual conversion of energy between the first battery 31 and the second battery 32. When the first battery 31 is insufficient, the bidirectional DC / DC5 will be forward opened to charge the first battery 31 until the first battery 31 is fully charged, and the bidirectional DC / DC bidirectional 5 is cut off. When the second battery 32 supplies power to the emergency load under emergency conditions, if the power is insufficient, the bidirectional DC / DC5 can be reversely opened to convert the energy of the first battery 31 to the second battery 32. The third switch 43 is used to connect the positive and negative electrodes of the first battery 31 to the positive and negative electrodes of the traction inverter under the emergency self-traction condition to form an emergency self-traction power supply circuit.

[0035] Under normal traction conditions, the first switch 41 and the second switch 42 are both in normal positions. The pantograph 6 draws power from the overhead line, passes through the circuit breakers HB1 and HB2, and then passes through the first switch 41 and the second switch 42, and enters the first and second traction inverters respectively. At the same time, the high voltage electricity passes through the first diode D1 and the first fuse F1, and enters the auxiliary power box 7, and the auxiliary power box 7 charges the second battery 32 until the second battery 32 is full. If the first battery 31 is not fully charged at this time, the bidirectional DC / DC 5 will be turned on in the forward direction to charge the first battery 31 until the first battery 31 is fully charged, and the bidirectional DC / DC bidirectional 5 is cut off.

[0036] In the emergency self-traction mode, the pantograph 6 is lowered, the high-speed circuit breakers HB1 and HB2 are disconnected, the first switch 41 and the second switch 42 are placed in the "emergency position", and the third switch 43 is in the closed state. The electric energy of the first battery 31 flows out through the positive electrode and enters the first and second traction inverters and the first and second emergency inverters respectively. In the emergency self-traction mode, the emergency inverter converts the output voltage of the first battery 31 into an AC 380V power supply to power the activated traction box cooling fan.

[0037] The utility model also provides an urban rail vehicle, which includes a first vehicle unit and a second vehicle unit. The first vehicle unit and the second vehicle unit are both provided with the above-mentioned emergency self-traction circuit. The two emergency self-traction circuits are connected in parallel through a high-voltage bus. A second fuse F2 is provided on the high-voltage bus. When the pantograph 6 of one of the vehicle units fails, the traction system of the unit where the failed pantograph is located will lose high voltage and stop working. The auxiliary power supply system of the unit can obtain high voltage power from the pantograph of another unit through the auxiliary high-voltage bus and can continue to work.

[0038] Each vehicle unit includes two carriages, the first traction inverter 11 and the first emergency inverter 12 are located in one carriage (car B) of the vehicle unit, and the second traction inverter 21 and the second emergency inverter 22 are located in another carriage (car C) of the vehicle unit. This embodiment takes a three-car marshaling vehicle unit as an example.

[0039] like Figure 3As shown, the first vehicle unit is provided with a first control power supply 81, a first relay, a fourth switch 44 and a fifth switch 45, and the second vehicle unit is provided with a second control unit 82, a second relay, a sixth switch 46 and a seventh switch 47. The first control power supply 81 is connected in parallel with the second control power supply 82, the first control power supply 81 is electrically connected to the coil end KM1 of the first relay through the fourth switch 44, and the first control power supply 81 is electrically connected to the coil end KM2 of the second relay through the fifth switch 45. The second control power supply 82 is electrically connected to the coil end KM1 of the first relay through the sixth switch 46, and the second control power supply 82 is electrically connected to the coil end KM2 of the second relay through the seventh switch 47. The third switch on the first vehicle unit is the contact end of the first relay, and the third switch on the second vehicle unit is the contact end of the second relay.

[0040] When a vehicle unit loses high voltage, if the vehicle is on a steep slope and needs to increase traction energy, the first switch 41 and the second switch 42 of the vehicle unit can be placed in the "emergency position", and the first battery 31 is used to power the two traction inverters and the emergency inverter of the vehicle unit. The auxiliary load of the vehicle unit is powered by the other vehicle unit through the auxiliary high-voltage bus, and the vehicle runs at an appropriate speed reduction. When both vehicle units lose high voltage, the first switches 41 and the second switches 42 of the two vehicle units can be placed in the "emergency position", and the first batteries 31 of the two vehicle units respectively power the two traction inverters and the emergency inverter of the units, thereby realizing the emergency traction function. When the energy of the first battery 31 is insufficient, the bidirectional DC / DC 5 is turned on, and the auxiliary power box 7 charges the first battery 31. The driver can flexibly select the number of traction inverters to be used under emergency traction conditions through the first switch 41 and the second switch 42.

[0041] The fourth switch 44 is a button for putting the first battery 31 of this vehicle unit into operation, and the fifth switch 45 is a button for putting the first battery 31 of another vehicle unit into operation. When a vehicle unit loses high voltage, the network displays the fault information on the display screen in the driver's cab. The driver determines the unit that has lost high voltage on the train based on the fault information at the occupied end, and thus chooses to operate the fourth switch 44 or the fifth switch 45. When this vehicle unit loses high voltage, operate the fourth switch 44 to the "closed" position, the coil end KM1 of the first contactor is energized, the normally open contact of the first contactor (i.e., the third switch 43 of this vehicle unit) is closed, and the first battery 31 of this vehicle unit is put into operation. When another unit loses high voltage, operate the fifth switch 45 to the "closed" position, the coil end KM2 of the second contactor is energized, the normally open contact of the second contactor (i.e., the third switch 43 of another vehicle unit) is closed, and the first battery 31 of another vehicle unit is put into operation. When both vehicle units lose high voltage, the fourth switch 44 and the fifth switch 45 are operated to the "closed" position, the coil ends of the contactors of the two vehicle units are energized, the corresponding normally open contacts are closed, and the first batteries 31 of the two vehicle units are put into operation. When the fourth switch 44 and the fifth switch 45 are operated to the "open" position, the coil ends of the contactors of the two vehicle units lose power, the corresponding normally open contacts are disconnected, and the first batteries 31 of the two vehicle units stop being put into operation.

[0042] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the utility model, rather than to limit it. Although the utility model has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the utility model.

Claims

1. An emergency self-traction circuit for urban rail vehicles, characterized in that: include: A first traction inverter, a second traction inverter, a first emergency inverter, a second emergency inverter, a first battery, a second battery, a first switch, a second switch, a third switch, a bidirectional DC / DC, and a pantograph; The first switch has a first static contact, a first movable contact and a second movable contact, and the second switch has a second static contact, a third movable contact and a fourth movable contact; The first traction inverter is electrically connected to the first static contact, the first moving contact is electrically connected to the pantograph, the second moving contact is electrically connected to one end of the third switch, the other end of the third switch is electrically connected to the first battery and one end of the bidirectional DC / DC respectively, and the other end of the bidirectional DC / DC is electrically connected to the second battery; the first emergency inverter is connected in parallel with the first traction inverter; The second traction inverter is electrically connected to the second static contact, the third moving contact is electrically connected to the first moving contact, and the fourth moving contact is electrically connected to the second moving contact; the second emergency inverter is connected in parallel to the second traction inverter.

2. The urban rail vehicle emergency self-traction circuit according to claim 1, characterized in that: It also includes an auxiliary power supply box, one end of which is electrically connected to the pantograph, and the other end of which is electrically connected to the second battery and the bidirectional DC / DC.

3. The urban rail vehicle emergency self-traction circuit according to claim 2, characterized in that: A first fuse and a first diode are provided between the auxiliary power supply box and the pantograph, and the current conducting direction of the first diode is from the pantograph to the auxiliary power supply box.

4. The urban rail vehicle emergency self-traction circuit according to any one of claims 1 to 3, characterized in that: A second diode is provided between the third switch and the second moving contact, and a current conducting direction of the second diode is from the third switch to the second moving contact.

5. The urban rail vehicle emergency self-traction circuit according to any one of claims 1 to 3, characterized in that: A first high-speed circuit breaker is provided between the first moving contact and the pantograph, and a second high-speed circuit breaker is provided between the second moving contact and the pantograph.

6. An urban rail vehicle, characterized in that: The urban rail vehicle comprises a vehicle unit, and the vehicle unit is provided with the urban rail vehicle emergency self-traction circuit according to any one of claims 1 to 5.

7. The urban rail vehicle according to claim 6, characterized in that: The vehicle unit includes two carriages, the first traction inverter and the first emergency inverter are located in one carriage of the vehicle unit, and the second traction inverter and the second emergency inverter are located in the other carriage of the vehicle unit.

8. The urban rail vehicle according to claim 6 or 7, characterized in that: The vehicle unit comprises a first vehicle unit and a second vehicle unit, each of the two vehicle units is provided with a set of the urban rail vehicle emergency self-traction circuit, and the two urban rail vehicle emergency self-traction circuits are connected in parallel through a high-voltage bus; The first vehicle unit is provided with a first control power supply, a first relay, a fourth switch and a fifth switch, and the second vehicle unit is provided with a second control power supply, a second relay, a sixth switch and a seventh switch; The first control power supply is connected in parallel with the second control power supply, the first control power supply is electrically connected to the coil end of the first relay through the fourth switch, and the first control power supply is electrically connected to the coil end of the second relay through the fifth switch; the second control power supply is electrically connected to the coil end of the first relay through the sixth switch, and the second control power supply is electrically connected to the coil end of the second relay through the seventh switch; the third switch on the first vehicle unit is the contact end of the first relay, and the third switch on the second vehicle unit is the contact end of the second relay.

9. The urban rail vehicle according to claim 8, characterized in that: A second fuse is arranged on the high voltage busbar.

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