Tramcar circuit structure

Abstract

The utility model discloses a tramcar circuit structure which comprises a high-voltage circuit and a low-voltage circuit. The high-voltage circuit comprises a high-voltage power supply, an energy storage power supply, a traction inverter, a first isolating switch and a second isolating switch; the low-voltage circuit comprises a low-voltage power supply, a vehicle control system, a first relay, a second relay and a contactor. Compared with the prior art, through double interlocking of the high-voltage circuit and the low-voltage circuit, a) a high-voltage power supply is directly cut off by operating a related equipment hard wire; b) monitoring the equipment state through a vehicle control system RIOM, and interlocking and cutting off the battery capacitor from the source (the battery capacitor); and c) the high-voltage power supply on the roof can still be cut off when the protection of single equipment fails or the single-step operation is wrong.

Description

TECHNICAL FIELD

[0001] The utility model relates to the railcar technical field, concretely relates to a railcar circuit structure. BACKGROUND

[0002] At present, the modern railcar generally adopts the energy storage type non-contact network type power supply technology, with the application ability of vehicle endurance being improved, the multi-box energy storage power supply combination power supply type based on multiple battery capacitors is widely applied to vehicle power supply, but the battery capacitor has the physical attribute that the electric quantity cannot be emptied, so the equipment is in high voltage state, if the maintenance personnel's top maintenance process is not standardized, it is easy to bring safety threat to the maintenance personnel. SUMMARY

[0003] The railcar circuit structure is provided to solve the technical problem that the battery capacitor in the existing railcar has the physical attribute that the electric quantity cannot be emptied, so the equipment is in high voltage state, if the maintenance personnel's top maintenance process is not standardized, it is easy to bring safety threat to the maintenance personnel.

[0004] To achieve the above purpose, the technical scheme is adopted as follows.

[0005] A railcar circuit structure, comprising a high-voltage circuit and a low-voltage circuit;

[0006] The high-voltage circuit comprises a high-voltage power supply, an energy storage power supply, a traction inverter, a first disconnecting switch and a second disconnecting switch; the first disconnecting switch comprises a first movable contact, a second movable contact, a first stationary contact, a second stationary contact, a third stationary contact, a fourth stationary contact, a fifth stationary contact and a sixth stationary contact, the first movable contact corresponds to the first stationary contact, the second stationary contact and the third stationary contact, the second movable contact corresponds to the fourth stationary contact, the fifth stationary contact and the sixth stationary contact; the first movable contact is connected to the high-voltage power supply, the second movable contact is connected to the vehicle load, the first stationary contact is connected to the traction inverter and the fourth stationary contact, the second stationary contact is connected to the fifth stationary contact and the ground, the fifth stationary contact is virtually connected to the sixth stationary contact, the sixth stationary contact is connected to the socket, and the third stationary contact is a circuit breaker; the two ends of the second disconnecting switch are respectively connected to the high-voltage power supply and the energy storage power supply, and the energy storage power supply is connected to the traction inverter;

[0007] The low-voltage circuit comprises a low-voltage power supply, a vehicle control system, a first relay, a second relay and a contactor; the vehicle control system comprises a first input end, a second input end, a third input end, a first output end and a second output end; the first relay comprises a first coil end and a first contact end, the second relay comprises a second coil end and a second contact end, and the contactor comprises a third coil end and a third contact end and a fourth contact end which are interconnected; the first disconnecting switch further comprises a first auxiliary contact, a second auxiliary contact, a third auxiliary contact and a fourth auxiliary contact, and the second disconnecting switch further comprises a fifth auxiliary contact;

[0008] The two ends of the first auxiliary contact are connected with the positive pole of the low-voltage power supply and the fifth auxiliary contact, respectively, the two ends of the second auxiliary contact are connected with the positive pole of the low-voltage power supply and the first input end, respectively, the two ends of the third auxiliary contact are connected with the positive pole of the low-voltage power supply and the second input end, respectively, the two ends of the fourth auxiliary contact are connected with the positive pole of the low-voltage power supply and the third input end, respectively, the fifth auxiliary contact is connected with the first contact end and the third contact end, respectively, the first contact end is connected with the second contact end and the third contact end, respectively, the second contact end is connected with the third coil end, the first coil end and the first output end in sequence, the electrical connection point between the third coil end and the first coil end is connected with the negative pole of the low-voltage power supply, the second coil end is connected with the second output end, and the fourth contact end is arranged in the loop of the energy storage power supply; wherein the first contact end, the third contact end and the fourth contact end are normally open, and the second contact end is normally closed.

[0009] In some embodiments, a maintenance switch is further included, the maintenance switch comprising a first switch and a corresponding sixth auxiliary contact which are interlocked, the first switch being arranged between the positive pole of the power supply and the first auxiliary contact, and the sixth auxiliary contact being arranged between the positive pole of the power supply and the fourth input end of the vehicle control system.

[0010] In some embodiments, a BMS fault monitoring module is further included, comprising a BMS and a third relay, the third relay comprising a fourth coil end and a fifth contact end; the two ends of the fourth coil end are electrically connected with the two ends of the BMS, the BMS is connected with the fifth input end of the vehicle control system, and the fifth contact end is arranged between the second contact end and the third coil end.

[0011] In some embodiments, a vehicle-mounted load is arranged between the second movable contact and the traction inverter.

[0012] In some embodiments, the energy storage power supply is a battery capacitor.

[0013] The present application has at least the following technical effects or advantages: through the double interlocking of the high-voltage circuit and the low-voltage circuit, a) the high-voltage power supply is directly cut off by operating the relevant equipment hard line; b) the battery capacitor is cut off from the source (battery capacitor) by monitoring the equipment state through the vehicle control system RIOM; c) the overhead high-voltage power supply can still be cut off even if a single equipment protection fails or a single step operation fails. BRIEF DESCRIPTION OF DRAWINGS

[0014] Figure 1 FIG. 1 is a circuit structure schematic diagram of a high-voltage circuit in a tram circuit structure of the present application;

[0015] Figure 2 FIG. 2 is a circuit structure schematic diagram of a low-voltage circuit in a tram circuit structure of the present application. DETAILED DESCRIPTION

[0016] For better understanding of the above technical solutions, the above technical solutions will be described in detail below in combination with the drawings of the specification and specific embodiments.

[0017] Referring to Figure 1 and Figure 2 , a tram circuit structure includes a high-voltage circuit and a low-voltage circuit, wherein:

[0018] The high-voltage circuit includes a high-voltage power supply 1 (power supply rail), an energy storage power supply 2, a traction inverter 3, a library socket 4, a first disconnecting switch Q1 and a second disconnecting switch Q2. The first disconnecting switch Q1 includes first moving contact D1, second moving contact D2, and first stationary contact J1, second stationary contact J2, third stationary contact J3, fourth stationary contact J4, fifth stationary contact J5 and sixth stationary contact J6, which are connected to each other. The first moving contact D1 corresponds to the first stationary contact J1, the second stationary contact J2 and the third stationary contact J3, and the second moving contact D2 corresponds to the fourth stationary contact J4, the fifth stationary contact J5 and the sixth stationary contact J6. The first moving contact D1 is connected to the high-voltage power supply 1, the second moving contact D2 is connected to the vehicle-mounted load 5, the vehicle-mounted load 5 is connected to the traction inverter 3, the first stationary contact J1 is connected to the traction inverter 3 and the fourth stationary contact J4, the second stationary contact J2 is connected to the fifth stationary contact J5 and the ground, the fifth stationary contact J5 is connected to the sixth stationary contact J6 (only when the first moving contact D1 is connected to the second stationary contact J2 and the second moving contact D2 is connected to the fifth stationary contact J5, it is turned on), the sixth stationary contact J6 is connected to the library socket 4, and the third stationary contact J3 is disconnected. The two ends of the second disconnecting switch Q2 are connected to the high-voltage power supply 1 and the energy storage power supply 2 respectively, and the energy storage power supply 2 is connected to the traction inverter 3.

[0019] The low-voltage circuit includes a low-voltage power supply (DC 24V), a vehicle control system 6, a first relay, a second relay, a contactor and a BMS fault monitoring module. The vehicle control system 6 includes a first input end 61, a second input end 62, a third input end 63, a fourth input end 64, a fifth input end 65, a first output end 66 and a second output end 67.

[0020] The first relay includes a first coil end KA1 and a first contact end KA11, the second relay includes a second coil end KA2 and a second contact end KA21, and the contactor includes a third coil end Q3 and a third contact end Q31 and a fourth contact end Q32 connected to each other. The first disconnecting switch Q1 further includes a first auxiliary contact 11, a second auxiliary contact 12, a third auxiliary contact 13 and a fourth auxiliary contact 14, and the second disconnecting switch Q2 further includes a fifth auxiliary contact 15.

[0021] The maintenance switch comprises a first switch S1 and a corresponding sixth auxiliary contact S2 which are connected with each other. The first switch S1 is arranged between the positive pole of the power supply and the first auxiliary contact 11. The sixth auxiliary contact S2 is arranged between the positive pole of the power supply and the fourth input end 64 of the vehicle control system.

[0022] The BMS fault monitoring module comprises a BMS and a third relay. The third relay comprises a fourth coil end KA3 and a fifth contact end KA31. The fourth coil end KA3 is electrically connected to both ends of the BMS. The BMS is connected to the fifth input end 65 of the vehicle control system.

[0023] The first auxiliary contact 11 is connected to the first switch S1 and the fifth auxiliary contact 15. The second auxiliary contact 12 is connected to the positive pole of the low-voltage power supply and the first input end 61. The third auxiliary contact 13 is connected to the positive pole of the low-voltage power supply and the second input end 62. The fourth auxiliary contact 14 is connected to the positive pole of the low-voltage power supply and the third input end 63. The fifth auxiliary contact 15 is connected to the first contact end KA11 and the third contact end Q31. The first contact end KA11 is connected to the second contact end KA21 and the third contact end Q31. The second contact end KA21 is connected to the fifth contact end KA31, the third coil end Q3, the first coil end KA1 and the first output end 66 in sequence. The electrical connection point between the third coil end Q3 and the first coil end KA1 is connected to the negative pole of the low-voltage power supply. The second coil end KA2 is connected to the second output end 67 and the negative pole of the low-voltage power supply. The fourth contact end Q32 is arranged in the loop of the energy storage power supply 2. The first contact end KA11, the third contact end Q31 and the fourth contact end Q32 are normally open. The second contact end KA21 is normally closed. The energy storage power supply 2 can be a battery capacitor, a lithium titanate battery, a super capacitor or the like.

[0024] When the first disconnecting switch Q1 is turned to the running position, the first moving contact D1 is connected to the first stationary contact J1, and the second moving contact D2 is connected to the fourth stationary contact J4. When the first disconnecting switch Q1 is turned to the grounding position, the first moving contact D1 is connected to the second stationary contact J2, the second moving contact D2 is connected to the fifth stationary contact J5, and the fifth stationary contact J5 is connected to the sixth stationary contact J6. When the first disconnecting switch Q1 is turned to the storage position, the first moving contact D1 is connected to the third stationary contact J3, and the second moving contact D2 is connected to the sixth stationary contact J6.

[0025] When the following conditions are met, the high-voltage power supply 1 (power supply rail) can be turned on: a. the first disconnecting switch Q1 is turned to the running position; b. the second disconnecting switch Q2 is turned to the closed position. When any one of the following three conditions is met, the high-voltage power supply is turned off: a. the first disconnecting switch Q1 is turned to the storage position; b. the first disconnecting switch Q1 is turned to the grounding position; c. the second disconnecting switch Q2 is turned to the open position.

[0026] When the first isolating switch Q1 is switched to the running position, the first auxiliary contact 11 and the second auxiliary contact 12 are closed, and the third auxiliary contact 13 and the fourth auxiliary contact 14 are opened. When the first isolating switch Q1 is switched to the storage position, the third auxiliary contact 13 is closed, and the other auxiliary contacts are opened. When the first isolating switch Q1 is switched to the grounding position, the fourth auxiliary contact 14 is closed, and the other auxiliary contacts are opened.

[0027] When the following four conditions monitored by the RIOM (vehicle control system) are all met, the first output end 66 of the RIOM outputs a high level: a. the first isolating switch Q1 is switched to the running position; b. the second isolating switch Q2 is switched to the closed position; c. the maintenance switch S1 is switched to the closed position; and d. the BMS fault monitoring module detects that the energy storage power supply system is normal. When the first output end 66 outputs a high level, the first relay KA1 is powered on, and the first contact end KA11 is closed. At this time, the second contact end KA21 is closed, the fourth coil end KA3 is powered on by the BMS fault monitoring module after detecting that the energy storage power supply system is normal, the fifth contact end KA31 is closed, the third coil end Q3 is powered on, the third contact end Q31 and the fourth contact end Q32 are closed, and the energy storage power supply 2 (high voltage) is put into use. Otherwise, the second output end 67 outputs a high level, the second relay KA2 is powered on, and the second contact end KA21 is opened, and the energy storage power supply 2 is cut off.

[0028] Therefore, the utility model discloses a double interlocking of high-voltage circuit and low-voltage circuit, which realizes a) operating relevant equipment to directly cut off the high-voltage power supply by hard wire; b) monitoring the equipment state by the vehicle control system RIOM to interlock and cut off the battery capacitor from the source (battery capacitor); and c) still being able to cut off the roof high-voltage power supply even if a single equipment protection fails or a single-step operation fails.

[0029] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the utility model, and not to limit them; although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement to part of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the utility model.

Claims

1. A tramway circuit structure, characterized in that, The high-voltage circuit comprises a high-voltage power supply, an energy storage power supply, a traction inverter, a first disconnecting switch and a second disconnecting switch. The high-voltage circuit comprises a high-voltage power supply, an energy storage power supply, a traction inverter, a first disconnecting switch and a second disconnecting switch. The low-voltage circuit comprises a low-voltage power supply, a vehicle control system, a first relay, a second relay and a contactor. The first auxiliary contact has two ends connected to the positive pole of the low-voltage power supply and the fifth auxiliary contact, respectively.

2. The tramway circuit arrangement according to claim 1, characterized in that: The second auxiliary contact has two ends connected to the positive pole of the low-voltage power supply and the first input end, respectively.

3. The tramway circuit arrangement according to claim 1 or 2, characterized in that: The third auxiliary contact has two ends connected to the positive pole of the low-voltage power supply and the second input end, respectively.

4. The tramway circuit arrangement according to claim 1 or 2, characterized in that: The fourth auxiliary contact has two ends connected to the positive pole of the low-voltage power supply and the third input end, respectively.

5. A tramway circuit arrangement according to claim 1 or 2, characterised in that: The fifth auxiliary contact is connected to the first contact end and the third contact end, respectively. The first contact end is connected to the second contact end and the third contact end, respectively. The second contact end is connected to the third coil end, the first coil end and the first output end in sequence. The third coil end is connected to the first coil end. The second coil end is connected to the second output end and the negative pole of the low-voltage power supply. The fourth contact end is arranged in the loop of the energy storage power supply. The first contact end, the third contact end and the fourth contact end are normally open, and the second contact end is normally closed. The maintenance switch comprises a first switch and a corresponding sixth auxiliary contact. The BMS fault monitoring module comprises a BMS and a third relay. The fourth coil end of the third relay is connected to the BMS. The fifth contact end is arranged between the second contact end and the third coil end. The vehicle load is arranged between the second moving contact and the traction inverter. The energy storage power supply is a battery capacitor.

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