Power traction system and train

Abstract

The utility model discloses a power traction system and a train, and relates to the field of electric power, a first output end of a controller is connected with a control end of a traction system, and a second output end of the controller is connected with a control end of a braking system; the output end of the traction system is connected with the driving end of the traction motor, and the traction system is used for driving the traction motor to run to drive a train to run when receiving a traction signal; the power supply end of the braking system is connected with the output end of the power line, the output end of the braking system is connected with the driving end of the braking motor, and the braking system is used for controlling the braking motor to operate to drive a train to brake when receiving a braking signal; the output end of the auxiliary system supplies power to equipment in the train, and the auxiliary system is used for supplying power to the equipment in the train. The traction module and the braking module share the same controller, the size and the weight of the power traction system are reduced, traction and braking can be achieved at the same time through a single trolley, vehicle marshalling can be more flexible, and the moving drag ratio of a single vehicle can be increased.

Description

Technical Field

[0001] The utility model relates to the field of electricity, in particular to a power traction system and a train. Background Art

[0002] At present, most of the domestic monorail vehicles use a traction system with two vehicles as one power unit. Due to the limited space under the monorail vehicle, a single vehicle cannot be equipped with traction auxiliary system and braking system equipment at the same time. In addition, the integrated design of the traction, auxiliary and braking systems is relatively difficult, resulting in a poor power-to-traction ratio of a single vehicle and inflexible vehicle formation. Utility Model Content

[0003] The purpose of the present application is to provide a power traction system and a train, which reduce the volume and weight of the power traction system, so that a single vehicle can achieve traction and braking at the same time, the vehicle formation can be more flexible, and the power-to-traction ratio of a single vehicle can be improved.

[0004] In order to solve the above technical problems, the present application provides a power traction system, including a controller, a traction system, a braking system and an auxiliary system;

[0005] The first output end of the controller is connected to the control end of the traction system, and the second output end of the controller is connected to the control end of the braking system;

[0006] The power supply end of the traction system is connected to the output end of the power line, the output end of the traction system is connected to the driving end of the traction motor, and the traction system is used to drive the traction motor to operate to drive the train based on the traction signal sent by the controller;

[0007] The power supply end of the braking system is connected to the output end of the power line, and the output end of the braking system is connected to the driving end of the braking motor. The braking system is used to control the operation of the braking motor to drive the train braking based on the braking signal sent by the controller;

[0008] The power supply end of the auxiliary system is connected to the output end of the power line, and the output end of the auxiliary system supplies power to the equipment in the train and the braking system. The auxiliary system is used to power the equipment in the train, and the equipment includes at least one of air conditioning and lighting.

[0009] On the other hand, it also includes a pressure detection device, which is connected to the controller;

[0010] The pressure detection device is used to detect the weight of the train so that the controller sends a corresponding traction signal to the traction system according to the weight or sends a corresponding braking signal to the braking system according to the weight.

[0011] On the other hand, the controller is also connected to the vehicle network module, the traction hard line and the brake hard line;

[0012] The first input end of the controller is connected to the output end of the vehicle network module, the second input end of the controller is connected to the output end of the traction hard line, and the third input end of the controller is connected to the output end of the brake hard line, so that when the vehicle network module or the traction hard line sends a traction command, the controller sends a traction signal to the traction system, and when the vehicle network module or the brake hard line sends a brake command, the controller sends a brake signal to the brake system.

[0013] On the other hand, the auxiliary system includes a battery, a circuit breaker, a first step-down module and a second step-down module;

[0014] The first end of the circuit breaker is connected to the first end of the pantograph, the second end of the pantograph is connected to the output end of the power line, the second end of the circuit breaker is connected to the input end of the first step-down module, the output end of the first step-down module is connected to the input end of the second step-down module, the output end of the second step-down module is connected to the charging end of the battery, and the discharging end of the battery is connected to the power supply end of the brake system;

[0015] The first step-down module and the second step-down module are used to step down the DC voltage output by the power line to supply power to the battery, and the battery is used to supply power to the braking system.

[0016] On the other hand, it also includes fuses;

[0017] The first end of the fuse is connected to the first end of the circuit breaker, and the second end of the fuse is connected to the input end of the first step-down module;

[0018] The fuse is used to protect the circuit.

[0019] On the other hand, it also includes a first pre-charge switch, a second pre-charge switch and a pre-charge resistor;

[0020] The first end of the first pre-filling switch and the first end of the second pre-filling switch are both connected to the second end of the circuit breaker, the second end of the second pre-filling switch is connected to the first end of the pre-filling resistor, the second end of the pre-filling resistor and the second end of the first pre-filling switch are connected, and the common end connected is connected to the input end of the first buck module;

[0021] The pre-charging resistor is used for pre-charging when the first pre-charging switch is turned off and the second pre-charging switch is closed.

[0022] On the other hand, the auxiliary system further includes a third buck module;

[0023] The input end of the third step-down module is connected to the output end of the first step-down module, and the output end of the third step-down module is connected to the power supply end of the air conditioner and the power supply end of the lighting.

[0024] On the other hand, it also includes energy storage systems;

[0025] The power supply end of the energy storage system is connected to the output end of a power line, and the power line is used to charge the energy storage system when the train stops at a platform, and the energy storage system is used to supply power when the train is running.

[0026] On the other hand, it also includes charging equipment installed at the station;

[0027] The charging device is connected to the input end of the power line and is used to charge the energy storage system through the power line when the train stops at the platform.

[0028] In order to solve the above technical problems, the present application also provides a train, including the above power traction system.

[0029] The present application provides a power traction system and a train, which relates to the field of electricity, wherein the first output end of the controller is connected to the control end of the traction system, and the second output end of the controller is connected to the control end of the braking system; the output end of the traction system is connected to the driving end of the traction motor, and the traction system is used to drive the traction motor to operate to drive the train when receiving a traction signal; the power supply end of the braking system is connected to the output end of the power line, and the output end of the braking system is connected to the driving end of the brake motor, and the brake system is used to control the operation of the brake motor to drive the train to brake when receiving a brake signal; the output end of the auxiliary system is connected to the equipment in the train, and the auxiliary system is used to power the equipment in the train. The traction module and the brake module share the same controller, which reduces the volume and weight of the power traction system, and a single vehicle can achieve traction and braking at the same time, and the vehicle formation can be more flexible, and the single vehicle power-to-traction ratio can also be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the prior art and the drawings required for use in 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 creative work.

[0031] Figure 1 A schematic diagram of the structure of a power traction system provided in this application;

[0032] Figure 2 A schematic diagram of the structure of another power traction system provided for this application;

[0033] Figure 3 A schematic diagram of the structure of a train provided for this application. DETAILED DESCRIPTION

[0034] The core of the present application is to provide a power traction system and a train, which reduce the volume and weight of the power traction system. A single vehicle can achieve traction and braking at the same time, the vehicle formation can be more flexible, and the power-to-traction ratio of a single vehicle can be improved.

[0035] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are 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.

[0036] Figure 1 A schematic diagram of the structure of a power traction system provided in the present application, comprising a controller 1, a traction system 2, a braking system 3 and an auxiliary system 4;

[0037] The first output end of the controller 1 is connected to the control end of the traction system 2, and the second output end of the controller 1 is connected to the control end of the braking system 3;

[0038] The power supply end of the traction system 2 is connected to the output end of the power line, and the output end of the traction system 2 is connected to the driving end of the traction motor. The traction system 2 is used to drive the traction motor to operate to drive the train based on the traction signal sent by the controller 1;

[0039] The power supply end of the brake system 3 is connected to the output end of the power line, and the output end of the brake system 3 is connected to the driving end of the brake motor. The brake system 3 is used to control the operation of the brake motor to drive the train brake based on the brake signal sent by the controller 1;

[0040] The power supply end of the auxiliary system 4 is connected to the output end of the power line, and the output end of the auxiliary system 4 supplies power to the equipment in the train. The auxiliary system 4 is used to power the equipment in the train and the braking system 3, and the equipment includes at least one of air conditioning and lighting.

[0041] In order to realize the single-unit independent power traction system 2, all the equipment under the vehicle needs to be designed to be lightweight, integrated and miniaturized; at the same time, the electrical traction auxiliary system 4 and the braking system 3 configured under the vehicle must be able to meet the independent operation of the single vehicle, so the traction auxiliary system 4 and the braking system 3 are designed to be integrated.

[0042] In the related art, the traction system 2 and the brake system 3 are both provided with separate controllers 1. The controller 1 of the traction system 2 controls the traction system 2 to drive the traction motor and drive the train, and the controller 1 of the brake system 3 controls the operation of the brake motor and drives the train to brake.

[0043] The traction system 2 and the braking system 3 of the present application reuse the same controller 1. The controller 1 controls the operation of the traction system 2 or the braking system 3 after receiving instructions sent by the vehicle hard line or the network system. The traction system 2 is used to drive the traction motor to operate. Specifically, the voltage is converted and output to the drive motor to power the drive motor. The braking system 3 is used to power the brake motor. The motor controller 1 receives the braking instructions from the traction brake fusion control unit and the vehicle emergency brake hard line, and the instructions drive the electronic mechanical brake caliper to complete the braking force output. The air conditioning, lighting and other equipment in the car are powered by the auxiliary system 4. At the same time, the auxiliary system 4 will power the braking system 3 to provide emergency power supply. It should be noted that regenerative braking is used first during braking, and the insufficient regenerative braking is automatically supplemented by electronic mechanical braking. Emergency braking only uses electronic mechanical braking.

[0044] This application is applicable to a single-unit independent power traction system 2 of a monorail vehicle. With the independent power traction system 2, a vehicle is provided with a separate power unit with a 3:1 power-traction ratio (referring to the ratio of the vehicle weight carried by the power axle to the vehicle weight carried by the unpowered axle in the train), which can realize passenger operation services in any formation of vehicles. The configuration of the electric traction system 2 can meet the independent operation of a single vehicle, and flexible formation operation can be realized after multiple vehicles are connected, thereby improving the reliability of train operation.

[0045] Since the controller 1 is reused, the volume of the power traction system will be reduced, and the corresponding mass will also be reduced, thereby realizing the installation of the power traction system on a single vehicle. In addition, the prior art adopts a DC1500V traction and auxiliary system, and the present application improves it to a DC750V power supply system, and its electrical gap is significantly reduced. Therefore, the integrated design of the DC750V traction and auxiliary system is lighter and smaller than the DC1500V traction and auxiliary system.

[0046] The present application provides a power traction system, which relates to the field of electricity. The first output end of the controller 1 is connected to the control end of the traction system 2, and the second output end of the controller 1 is connected to the control end of the brake system 3; the output end of the traction system 2 is connected to the driving end of the traction motor, and the traction system 2 is used to drive the traction motor to operate to drive the train when receiving the traction signal; the power supply end of the brake system 3 is connected to the output end of the power line, and the output end of the brake system 3 is connected to the driving end of the brake motor, and the brake system 3 is used to control the brake motor to operate to drive the train to brake when receiving the brake signal; the output end of the auxiliary system 4 is connected to the equipment in the train, and the auxiliary system 4 is used to power the equipment in the train. The traction module and the brake module share the same controller 1, which reduces the volume and weight of the power traction system 2, and a single vehicle can achieve traction and braking at the same time. The vehicle formation can be more flexible, and the single vehicle power-to-traction ratio can also be improved.

[0047] Based on the above embodiments:

[0048] In some embodiments, a pressure detection device 5 is further included, and the pressure detection device 5 is connected to the controller 1;

[0049] The pressure detection device 5 is used to detect the weight of the train so that the controller 1 sends a corresponding traction signal to the traction system 2 according to the weight or sends a corresponding braking signal to the braking system 3 according to the weight.

[0050] It should be noted that the weight is positively correlated with the traction force of the traction system 2 and the braking force of the braking system 3 .

[0051] The electric traction system 2 makes full use of the wheel-rail adhesion condition and automatically adjusts the traction force according to the train load from the empty car AW0 to the overloaded load AW3. The vehicle load can be calculated based on the data of the pressure sensor according to the corresponding relationship between pressure and traction force, and the traction force is adjusted after being sent to the traction controller 1. The average acceleration (0-30km / h) of the train is basically unchanged in the range of empty car AW0 to overloaded load AW3, and has the characteristics of rapid response, effective and reliable adhesion utilization control and idling protection.

[0052] The weight of the vehicle is taken into consideration during the traction and braking process. Since the greater the weight, the greater the inertia of the train, traction and braking based on the weight can maintain smooth operation of the vehicle.

[0053] In some embodiments, the controller 1 is also connected to the vehicle network module, the traction hard wire and the brake hard wire;

[0054] The first input end of the controller 1 is connected to the output end of the vehicle network module, the second input end of the controller 1 is connected to the output end of the traction hard line, and the third input end of the controller 1 is connected to the output end of the braking hard line, so that when the vehicle network module or the traction hard line sends a traction command, the controller 1 sends a traction signal to the traction system 2, and when the vehicle network module or the braking hard line sends a braking command, the controller 1 sends a braking signal to the braking system 3.

[0055] Considering that vehicles often use redundant signals when transmitting signals, for example, signals are transmitted through the vehicle network and the vehicle hard wire at the same time, the vehicle network can transmit traction instructions and braking instructions at the same time, the traction hard wire can transmit traction instructions, and the braking hard wire can transmit braking instructions. Transmission in this way can avoid safety problems caused by untimely vehicle control when a vehicle network, traction hard wire or braking hard wire fails. Therefore, the three input ends of the controller 1 are respectively connected to the output end of the vehicle network module, the output end of the traction hard wire and the output end of the braking hard wire to achieve more complete control.

[0056] In some embodiments, the auxiliary system 4 includes a battery 41, a circuit breaker 42, a first voltage reduction module 43, and a second voltage reduction module 44;

[0057] A first end of the circuit breaker 42 is connected to a first end of the pantograph, a second end of the pantograph is connected to an output end of the power line, a second end of the circuit breaker 42 is connected to an input end of a first step-down module 43, an output end of the first step-down module 43 is connected to an input end of a second step-down module 44, an output end of the second step-down module 44 is connected to a charging end of a battery 41, and a discharging end of the battery 41 is connected to a power supply end of the brake system 3;

[0058] The first step-down module 43 and the second step-down module 44 are used to step down the DC voltage output by the power line to supply power to the battery 41 , and the battery 41 is used to supply power to the brake system 3 .

[0059] The positive and negative pantographs of the vehicle are responsible for collecting external DC750V power and transmitting it to the vehicle power line when the vehicle is charging. Considering that the power line may fail, causing the whole vehicle to lose power, and the train needs to be braked, a battery 41 is provided. The battery 41 is charged when the power line is normal, and if the power line fails, it supplies power to the brake system 3 to control the train braking.

[0060] Considering that the power line is 750V DC, the voltage for directly charging the battery 41 is too high, so a first step-down module 43 and a second step-down module 44 are set up. The first step-down module 43 first converts the 750V DC into 600V DC, and then the second step-down module 44 converts the 600V DC into 110V DC to charge the battery 41.

[0061] In addition, due to the high voltage, a high voltage circuit breaker 42 is provided, which is disconnected when the voltage is high to protect the circuit.

[0062] In some embodiments, a fuse 45 is also included;

[0063] A first end of the fuse 45 is connected to a first end of the circuit breaker 42 , and a second end of the fuse 45 is connected to an input end of the first voltage reduction module 43 ;

[0064] The fuse 45 is used to protect the circuit.

[0065] In order to protect the circuit, a fuse 45 is provided. If the voltage outputted by the power line is high, it is easy to damage the first step-down module 43 and the second step-down module 44 and other components, and the fuse 45 is disconnected to form a short circuit, thereby protecting the circuit.

[0066] In some embodiments, it further includes a first pre-charge switch KM1, a second pre-charge switch KM2 and a pre-charge resistor R1;

[0067] The first end of the first pre-filling switch KM1 and the first end of the second pre-filling switch KM2 are both connected to the second end of the circuit breaker 42, the second end of the second pre-filling switch KM2 is connected to the first end of the pre-filling resistor R1, the second end of the pre-filling resistor R1 and the second end of the first pre-filling switch KM1 are connected, and the common end connected is connected to the input end of the first step-down module 43;

[0068] The pre-charging resistor R1 is used for pre-charging when the first pre-charging switch KM1 is turned off and the second pre-charging switch KM2 is closed.

[0069] Considering that the impact voltage after the circuit breaker 42 is closed is too large and may easily damage the first step-down module 43, the second pre-charge switch KM2 is first controlled to close the circuit, and the current flows through the pre-charge resistor R1 for pre-charging. Then the first pre-charge switch KM1 is closed. At this time, the circuit will not flow through the pre-charge resistor R1 to stop pre-charging, thereby preventing the impact voltage from being too large and damaging the first step-down module 43.

[0070] In some embodiments, the auxiliary system 4 further includes a third voltage reduction module 46;

[0071] The input end of the third step-down module 46 is connected to the output end of the first step-down module 43 , and the output end of the third step-down module 46 is connected to the power supply end of the air conditioner and the power supply end of the lighting.

[0072] Considering that the air conditioning and lighting inside the train also need power supply, the present application sets up a third step-down module 46, which can convert the 600V DC voltage output by the first step-down module 43 into a 380V AC voltage, thereby supplying power to the air conditioning and lighting systems.

[0073] It should be noted that a fan may be provided to dissipate heat from the first pressure-reducing module 43 , the second pressure-reducing module 44 , and the third pressure-reducing module 46 to prevent the temperature from being too high.

[0074] In some embodiments, an energy storage system 6 is also included;

[0075] The power supply end of the energy storage system 6 is connected to the output end of the power line. The power line is used to charge the energy storage system 6 when the train stops at the platform, and is powered by the energy storage system 6 when the vehicle is running.

[0076] In some embodiments, it further includes a charging device disposed at the station;

[0077] The charging device is connected to the input end of the power line and is used to charge the energy storage system 6 through the power line when the train stops at the platform.

[0078] In the prior art, overhead wires are often laid on both sides of the track, and the electric energy output by the substation is used to supply power to the vehicles in real time through the overhead wires.

[0079] This application adopts the method of setting up charging equipment at the platform, that is, the vehicle is not charged in real time, but only when it arrives at the station. This setting method does not require laying contact wires on both sides of the track.

[0080] Therefore, when the train stops at a platform, the charging device charges the energy storage system 6 through the power line. After the energy storage system 6 is fully charged, the whole vehicle is kept running until it reaches the next platform for the next charging.

[0081] It is understandable that the energy storage system 6 can maintain the power supply of the train for a long time, so the capacitance value of the capacitor in the energy storage system 6 is relatively large, and can be specifically set according to actual applications. This application does not make too many restrictions here.

[0082] Figure 3 A structural schematic diagram of a train provided in the present application, the train includes the above-mentioned power traction system.

[0083] Among them, 7 is a manual pantograph, 8 is a battery and control box, 9 is an energy storage capacitor, 10 is a traction inverter box, and 11 is a high voltage and auxiliary inverter box.

[0084] For the introduction of the train provided in this application, please refer to the above embodiment, which will not be repeated here.

[0085] In this specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part.

[0086] It should also be noted that, in this specification, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises", "comprising" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, article or device. In the absence of further restrictions, an element defined by the statement "comprising a ..." does not exclude the presence of other identical elements in the process, article or device including the element.

[0087] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A power traction system, characterized in that: Including controller, traction system, braking system and auxiliary system; The first output end of the controller is connected to the control end of the traction system, and the second output end of the controller is connected to the control end of the braking system; The power supply end of the traction system is connected to the output end of the power line, the output end of the traction system is connected to the driving end of the traction motor, and the traction system is used to drive the traction motor to operate to drive the train based on the traction signal sent by the controller; The power supply end of the braking system is connected to the output end of the power line, and the output end of the braking system is connected to the driving end of the braking motor. The braking system is used to control the operation of the braking motor to drive the train braking based on the braking signal sent by the controller; The power supply end of the auxiliary system is connected to the output end of the power line, and the output end of the auxiliary system supplies power to the equipment in the train and the braking system. The auxiliary system is used to power the equipment in the train, and the equipment includes at least one of air conditioning and lighting.

2. The power traction system according to claim 1, characterized in that: Also included is a pressure detection device, wherein the pressure detection device is connected to the controller; The pressure detection device is used to detect the weight of the train so that the controller sends a corresponding traction signal to the traction system according to the weight or sends a corresponding braking signal to the braking system according to the weight.

3. The power traction system according to claim 1, characterized in that: The controller is also connected to the vehicle network module, the traction hard line and the brake hard line; The first input end of the controller is connected to the output end of the vehicle network module, the second input end of the controller is connected to the output end of the traction hard line, and the third input end of the controller is connected to the output end of the brake hard line, so that when the vehicle network module or the traction hard line sends a traction command, the controller sends a traction signal to the traction system, and when the vehicle network module or the brake hard line sends a brake command, the controller sends a brake signal to the brake system.

4. The power traction system according to claim 1, characterized in that: The auxiliary system includes a battery, a circuit breaker, a first step-down module and a second step-down module; The first end of the circuit breaker is connected to the first end of the pantograph, the second end of the pantograph is connected to the output end of the power line, the second end of the circuit breaker is connected to the input end of the first step-down module, the output end of the first step-down module is connected to the input end of the second step-down module, the output end of the second step-down module is connected to the charging end of the battery, and the discharging end of the battery is connected to the power supply end of the brake system; The first step-down module and the second step-down module are used to step down the DC voltage output by the power line to supply power to the battery, and the battery is used to supply power to the braking system.

5. The power traction system according to claim 4, characterized in that: Also includes fuses; The first end of the fuse is connected to the first end of the circuit breaker, and the second end of the fuse is connected to the input end of the first step-down module; The fuse is used to protect the circuit.

6. The power traction system according to claim 4, characterized in that: It also includes a first pre-charge switch, a second pre-charge switch and a pre-charge resistor; The first end of the first pre-filling switch and the first end of the second pre-filling switch are both connected to the second end of the circuit breaker, the second end of the second pre-filling switch is connected to the first end of the pre-filling resistor, the second end of the pre-filling resistor and the second end of the first pre-filling switch are connected, and the common end connected is connected to the input end of the first buck module; The pre-charging resistor is used for pre-charging when the first pre-charging switch is turned off and the second pre-charging switch is closed.

7. The power traction system according to claim 4, characterized in that: The auxiliary system also includes a third buck module; The input end of the third step-down module is connected to the output end of the first step-down module, and the output end of the third step-down module is connected to the power supply end of the air conditioner and the power supply end of the lighting.

8. The power traction system according to any one of claims 1 to 7, characterized in that: It also includes energy storage systems; The power supply end of the energy storage system is connected to the output end of a power line, and the power line is used to charge the energy storage system when the train stops at a platform, and the energy storage system is used to supply power when the train is running.

9. The power traction system according to claim 8, characterized in that: It also includes charging equipment installed at the station; The charging device is connected to the input end of the power line and is used to charge the energy storage system through the power line when the train stops at the platform.

10. A train, characterized in that: Comprising a power traction system as claimed in any one of claims 1 to 9.

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