A multi-locomotive network topology for electric locomotives

Abstract

This utility model discloses a multi-locomotive network topology for electric locomotives. The multi-locomotive network topology includes: at least three interconnected carriages; at least three pantographs, which are redundant; the first, second, and third carriages each include: a vacuum circuit breaker, a first high-voltage disconnect switch, and a main transformer; the third carriage also includes: a second high-voltage disconnect switch; the vacuum circuit breaker in the third carriage is connected to and grounded via its internal first and second high-voltage disconnect switches and its internal main transformer; the first, second, and third pantographs are used to switch power supply to the other two pantographs when any one pantograph is isolated due to a fault, ensuring the normal operation of the electric locomotive. This utility model saves on high-voltage system costs, ensures reliable operation, simplifies the complexity of the topology, and avoids an increase in potential failure points.

Description

Technical Field

[0001] This utility model relates to the field of high-voltage circuit technology for electric locomotives, and in particular to a multi-locomotive network topology for electric locomotives. Background Technology

[0002] my country has a large fleet of electric locomotives, used in a wide range of scenarios. Currently, the mainstream configuration is six-axle or eight-axle double-unit electric locomotives. The grid-side topology for a single locomotive typically uses a configuration of two pantographs, a single main circuit breaker, and two high-voltage disconnect switches, or two pantographs and two main circuit breakers. Double-unit locomotives generally use a configuration of two pantographs, a single main circuit breaker, and a single high-voltage disconnect switch. The largest number of electric locomotives currently in use in China is 24 axles, but this presents a more complex grid-side topology.

[0003] Figure 1 This is a schematic diagram of a multi-machine network side topology in the prior art, for reference. Figure 1 Currently, the topology of sections A and B of the grid-side high-voltage system is the same, adopting a single pantograph and double main circuit breaker structure. Section C adopts a double pantograph, double main circuit breaker and double high-voltage disconnect switch structure. Pantographs 1 and 2 are redundant, and pantographs 3 and 4 are redundant. The locomotive is divided into front pantograph, rear pantograph and automatic mode. In the front pantograph mode, pantograph 1 and pantograph 3 are raised; in the rear pantograph mode, pantograph 2 and pantograph 4 are raised.

[0004] The existing multi-machine network topology has high costs for main circuit breakers and pantographs. When three machines are connected together, the whole vehicle is equipped with 6 main circuit breakers and 4 pantographs. The complex network topology can lead to an increase in the number of fault points. Utility Model Content

[0005] This utility model provides a multi-locomotive network topology structure for electric locomotives, which saves the cost of high-voltage systems, ensures reliable operation, and solves the problem of increased failure points caused by the complexity of the topology during the operation of electric locomotives.

[0006] According to one aspect of this utility model, a multi-locomotive network topology is provided for electric locomotives, which is applied to electric locomotives. The multi-locomotive network topology includes:

[0007] At least three interconnected carriages;

[0008] At least three pantographs, which are redundant with each other;

[0009] The first, second, and third carriages include: a vacuum circuit breaker, a first high-voltage disconnect switch, and a main transformer; the third carriage also includes: a second high-voltage disconnect switch.

[0010] The first pantograph in the first carriage is connected to the contact wire and the vacuum circuit breaker inside it. The vacuum circuit breaker in the first carriage is connected to the first high-voltage disconnecting switch inside it and the main transformer inside it and then grounded.

[0011] The second pantograph in the second carriage is connected to the contact wire and the vacuum circuit breaker inside it. The vacuum circuit breaker in the second carriage is connected to the first high-voltage disconnecting switch inside it and the main transformer inside it and then grounded.

[0012] The third pantograph in the third carriage is connected to the contact wire and the vacuum circuit breaker inside it. The vacuum circuit breaker in the third carriage is connected to the first high-voltage disconnect switch, the second high-voltage disconnect switch and the main transformer inside it and then grounded.

[0013] The first pantograph, the second pantograph, and the third pantograph are used to switch power supply to the other two pantographs when any one of them is isolated due to a fault, so as to ensure the normal operation of the electric locomotive.

[0014] Optionally, the first high-voltage disconnect switch in the third carriage is connected to the first high-voltage disconnect switch in the first carriage, and the second high-voltage disconnect switch in the third carriage is connected to the first high-voltage disconnect switch in the second carriage.

[0015] Optionally, the first car is located at the front of the electric locomotive, the second car is located at the rear of the electric locomotive, and the third car is located between the first car and the second car, with the first car and the second car having the same topology.

[0016] Optionally, the carriage includes at least six axle-end grounding devices;

[0017] The axle end grounding devices are arranged sequentially at intervals at the bottom of the carriage. The axle end grounding devices are connected to the main transformer and are used to detect whether the left and right axle ends of the electric locomotive are grounded.

[0018] Optionally, the current range of the vacuum circuit breaker is 630A-1250A, and the voltage range of the vacuum circuit breaker is 10kV-12kV.

[0019] Optionally, the rated operating current of the first pantograph, the second pantograph, and the third pantograph is 700A-1000A.

[0020] Optionally, the rated operating voltage of the first pantograph, the second pantograph, and the third pantograph is 19kV-29kV.

[0021] Optionally, the rated current of the first high-voltage disconnect switch and the second high-voltage disconnect switch is 500A, and the rated voltage of the first high-voltage disconnect switch and the second high-voltage disconnect switch is 30kV.

[0022] Optionally, the first pantograph, the second pantograph, and the third pantograph are of the same model.

[0023] Optionally, the first high-voltage disconnect switch and the second high-voltage disconnect switch are of the same model.

[0024] The technical solution of this utility model embodiment proposes a multi-locomotive network topology with redundancy and a relatively simple and economical structure. By optimizing the network topology, the same redundancy is achieved, and it has the expansion capability of four or more locomotives in a three-locomotive network topology, providing support for subsequent multi-scenario applications. The electric locomotive only needs to be equipped with three pantographs, three main circuit breakers, and four high-voltage disconnect switches, simplifying the complexity of the topology and greatly saving the cost of the high-voltage system. At the same time, reliable operation is ensured, and the increased number of fault points caused by topology complexity during locomotive operation is avoided. The three pantographs are mutually redundant; when any pantograph is isolated due to a fault, power can be switched to the other two pantographs to ensure the normal operation of the electric locomotive. In summary, this invention solves the problem that existing multi-locomotive network topologies, due to the high cost of main circuit breakers and pantographs, require six main circuit breakers and four pantographs in a three-locomotive network topology, leading to an increase in fault points due to network topology complexity.

[0025] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of this utility model, nor is it intended to limit the scope of this utility model. Other features of this utility model will become readily apparent from the following description. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of a multi-machine network side topology in the existing technology;

[0028] Figure 2 This is a schematic diagram of a three-unit interconnection topology for electric locomotives provided according to an embodiment of the present utility model;

[0029] Figure 3This is a schematic diagram of the structure of a four-machine network topology for electric locomotives according to an embodiment of the present utility model. Detailed Implementation

[0030] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.

[0031] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the utility model described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0032] Figure 2 This is a schematic diagram of a three-unit interconnection topology for an electric locomotive according to an embodiment of the present invention, with reference to... Figure 2 This utility model provides a multi-locomotive network topology for electric locomotives, which includes:

[0033] At least three interconnected carriages;

[0034] At least three pantographs, with redundancy between the three pantographs;

[0035] The first carriage A, the second carriage B, and the third carriage C include: a vacuum circuit breaker, a first high-voltage disconnect switch, and a main transformer. The third carriage C also includes: a second high-voltage disconnect switch.

[0036] The first pantograph in the first carriage A is connected to the contact wire and the vacuum circuit breaker inside it. The vacuum circuit breaker in the first carriage A is connected to the first high-voltage disconnecting switch inside it and the main transformer inside it and then grounded.

[0037] The second pantograph in the second carriage B is connected to the contact wire and the vacuum circuit breaker inside it. The vacuum circuit breaker in the second carriage B is connected to the first high-voltage disconnecting switch inside it and the main transformer inside it and then grounded.

[0038] The third pantograph in the third carriage C is connected to the contact wire and the vacuum circuit breaker inside it. The vacuum circuit breaker in the third carriage C is connected to the first high-voltage disconnect switch, the second high-voltage disconnect switch and the main transformer inside it and then grounded.

[0039] The first, second, and third pantographs are used to switch power supply to the other two pantographs when any one of them is isolated due to a fault, ensuring the normal operation of the electric locomotive.

[0040] Specifically, the first car A and the second car B have the same topology, both using a single pantograph, a single high-voltage disconnector, and a single vacuum circuit breaker. The third car C uses a single pantograph, a single vacuum circuit breaker, and a double high-voltage disconnector. The first, second, and third pantographs are redundant; if any one pantograph is isolated due to a fault, the other two pantographs can be switched to supply power to the electric locomotive, ensuring its normal operation.

[0041] Under normal operating conditions of the electric locomotive, when the three pantographs are raised (first, second, and third pantographs) to collect current, the actual circuit breakers and the first high-voltage disconnecting switch in the first car A, the second car B, and the third car C, as well as the second high-voltage disconnecting switch in the third car C, are all in the closed state. The current collection process is as follows:

[0042] The power supply current enters the vacuum circuit breaker from the contact wire on the roof of the electric locomotive through the first pantograph, and then is grounded through the main transformer; the power supply current enters the vacuum circuit breaker from the contact wire on the roof of the electric locomotive through the second pantograph, and then is grounded through the main transformer; the power supply current enters the vacuum circuit breaker from the contact wire on the roof of the electric locomotive through the third pantograph, and then is grounded through the main transformer; the high-voltage disconnect switches between the carriages are connected by high-voltage wiring harnesses.

[0043] When the first pantograph malfunctions, disconnecting the vacuum circuit breaker in the first car A will isolate the first pantograph. The second or third pantograph can then obtain power from the overhead contact line and supply power to the first car A through the high-voltage disconnecting switch connected between the cars. The entire electric locomotive will continue to operate normally without losing its power.

[0044] When the second pantograph malfunctions, disconnecting the vacuum circuit breaker in the second carriage B will isolate the second pantograph. The first or third pantograph can then obtain power from the overhead contact line and supply power to the second carriage B through the high-voltage disconnecting switch connected between the carriages. The entire electric locomotive will continue to operate normally without losing its overall power.

[0045] When the third pantograph malfunctions, disconnecting the vacuum circuit breaker in the third car C will isolate the third pantograph. The first or second pantograph can then obtain power from the overhead contact line and supply power to the third car C through the high-voltage disconnecting switch connected between the cars. The entire electric locomotive will continue to operate normally without losing its overall power.

[0046] When a vacuum circuit breaker fails to close or open, simply lowering the pantograph connected to the vacuum circuit breaker will not affect the main transformer's ability to draw power from the pantograph, thus preventing any loss of vehicle power. If a main transformer in any car fails, the high-voltage disconnect switch connected to the corresponding car's main transformer can be disconnected, thereby isolating the faulty main transformer.

[0047] The technical solution of this utility model embodiment proposes a multi-locomotive network topology with redundancy and a relatively simple and economical structure. By optimizing the network topology, the same redundancy is achieved, and it has the expansion capability of four or more locomotives in a three-locomotive network topology, providing support for subsequent multi-scenario applications. The electric locomotive only needs to be equipped with three pantographs, three main circuit breakers, and four high-voltage disconnect switches, simplifying the complexity of the topology and greatly saving the cost of the high-voltage system. At the same time, reliable operation is ensured, and the increased number of fault points caused by topology complexity during locomotive operation is avoided. The three pantographs are mutually redundant; when any pantograph is isolated due to a fault, power can be switched to the other two pantographs to ensure the normal operation of the electric locomotive. In summary, this invention solves the problem that existing multi-locomotive network topologies, due to the high cost of main circuit breakers and pantographs, require six main circuit breakers and four pantographs in a three-locomotive network topology, leading to an increase in fault points due to network topology complexity.

[0048] Continue to refer to Figure 2 Optionally, the first high-voltage disconnect switch in the third carriage C is connected to the first high-voltage disconnect switch in the first carriage A, and the second high-voltage disconnect switch in the third carriage C is connected to the first high-voltage disconnect switch in the second carriage B.

[0049] Continue to refer to Figure 2 Optionally, the first car A is located at the front of the electric locomotive, the second car B is located at the rear of the electric locomotive, and the third car C is located between the first car A and the second car B. The topology of the first car A and the second car B is the same.

[0050] Specifically, the first carriage A and the second carriage B have the same topology, both using a single pantograph and a single high-voltage disconnect switch. The third carriage C uses a single pantograph, a single vacuum circuit breaker, and a double high-voltage disconnect switch.

[0051] Figure 3 This is a schematic diagram of a four-locomotive network topology provided according to an embodiment of the present utility model, with reference to... Figure 3 By optimizing the network topology, the same redundancy is achieved, providing support for subsequent applications in multiple scenarios. This configuration can easily expand to four-unit or higher multiple-unit formation modes, facilitating the use of electric locomotives in more heavy-load scenarios in my country.

[0052] Optionally, the carriage includes: at least 6 axle-end grounding devices;

[0053] The axle end grounding devices are installed sequentially at intervals at the bottom of the carriage. The axle end grounding devices are connected to the main transformer and are used to detect whether the left and right axle ends of the electric locomotive are grounded.

[0054] Specifically, the axle end grounding device refers to a device that uses a zero-sequence current detector to convert electrical signals into mechanical signals, and then transmits the signals back to the central processing unit of the speedometer through a connecting rod, thereby realizing the detection of the grounding of the locomotive axle end.

[0055] The main function of the axle-end grounding device is to detect whether the left and right axle ends of the locomotive are grounded. When a grounding phenomenon is detected, the locomotive will automatically shut down the traction system, thus effectively protecting the safety of passengers and cargo. The axle-end grounding device is an automated protection device that can automatically stop the locomotive after detecting axle-end grounding, thereby avoiding potential negligence and errors caused by human operation. Furthermore, the use of axle-end grounding devices can also improve train operating efficiency and save energy, playing a vital role in ensuring the smooth and stable operation of railway traffic.

[0056] Optionally, the vacuum circuit breaker has a current range of 630A-1250A and a voltage range of 10kV-12kV.

[0057] Specifically, the main function of a vacuum circuit breaker is to interrupt and connect load current, and to quickly interrupt fault current when a system fault occurs, thereby protecting electrical equipment. Vacuum circuit breakers can handle currents from 630A to 1250A and voltages from 10kV to 12kV.

[0058] Normal Operation: Under normal circuit conditions, the vacuum circuit breaker can connect or disconnect the load current to ensure the stable operation of the power system. Fault Protection: When abnormal conditions such as short circuits occur in the system, the circuit breaker, in conjunction with protection devices, quickly cuts off the fault current to prevent the accident from escalating. Equipment Protection: By rapidly disconnecting the power supply, it prevents equipment from being damaged due to overload or short circuit, ensuring the safety of the power system.

[0059] Optionally, the rated operating current of the first pantograph, the second pantograph, and the third pantograph is 700A-1000A.

[0060] Optionally, the rated operating voltage of the first pantograph, the second pantograph, and the third pantograph is 19kV-29kV.

[0061] Specifically, the pantograph is a key component of an electric locomotive. Its core function is to conduct electrical energy from the overhead contact line (or third rail) to the vehicle's internal electrical system (such as traction motors and auxiliary equipment) through sliding contact (current collection) with the contact line. The rated operating current of the pantograph can be 700A-1000A, and the rated operating voltage can be 19kV-29kV.

[0062] Optionally, the rated current of the first high-voltage disconnecting switch and the second high-voltage disconnecting switch is 500A, and the rated voltage of the first high-voltage disconnecting switch and the second high-voltage disconnecting switch is 30kV.

[0063] Specifically, the main functions of a high-voltage disconnector are to isolate power supplies, perform switching operations, and connect and disconnect small-current circuits, ensuring the safety of power system maintenance and operation mode switching in electric locomotives. High-voltage disconnectors must be used in conjunction with vacuum circuit breakers: all operations must be performed after the vacuum circuit breaker has disconnected the circuit, forming a safe process of "vacuum circuit breaker tripping → high-voltage disconnector tripping".

[0064] Optionally, the first pantograph, the second pantograph, and the third pantograph are of the same model.

[0065] Specifically, the first, second, and third pantographs are all in close contact with the overhead contact line via sliding plates to transmit current and provide power to the corresponding carriages.

[0066] Optionally, the first high-voltage disconnect switch and the second high-voltage disconnect switch are of the same model.

[0067] Specifically, the first high-voltage disconnect switch and the second high-voltage disconnect switch are the same device. When the pantograph fails, the power supply is isolated by the high-voltage disconnect switch to ensure the safe operation of the power system in the electric locomotive.

[0068] The specific embodiments described above do not constitute a limitation on the scope of protection of this utility model. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the scope of protection of this utility model.

Claims

1. A multi-unit re-networking side topology for an electric locomotive, characterized by, include: At least three interconnected carriages; At least three pantographs, which are redundant with each other; The first, second, and third carriages include: a vacuum circuit breaker, a first high-voltage disconnect switch, and a main transformer; the third carriage also includes: a second high-voltage disconnect switch. The first pantograph in the first carriage is connected to the contact wire and the vacuum circuit breaker inside it. The vacuum circuit breaker in the first carriage is connected to the first high-voltage disconnecting switch inside it and the main transformer inside it and then grounded. The second pantograph in the second carriage is connected to the contact wire and the vacuum circuit breaker inside it. The vacuum circuit breaker in the second carriage is connected to the first high-voltage disconnecting switch inside it and the main transformer inside it and then grounded. The third pantograph in the third carriage is connected to the contact network and the vacuum circuit breaker inside it. The vacuum circuit breaker in the third carriage is connected to the first high-voltage disconnect switch, the second high-voltage disconnect switch and the main transformer inside it and then grounded. The first pantograph, the second pantograph, and the third pantograph are used to switch power supply to the other two pantographs when any one of them is isolated due to a fault, so as to ensure the normal operation of the electric locomotive.

2. The structure of claim 1, wherein The first high-voltage disconnect switch in the third carriage is connected to the first high-voltage disconnect switch in the first carriage, and the second high-voltage disconnect switch in the third carriage is connected to the first high-voltage disconnect switch in the second carriage.

3. The structure of claim 1, wherein The first car is located at the front of the electric locomotive, the second car is located at the rear of the electric locomotive, and the third car is located between the first car and the second car. The first car and the second car have the same topological structure.

4. The structure of claim 1, wherein The carriage includes at least 6 axle-end grounding devices; The axle end grounding devices are sequentially and spaced apart at the bottom of the carriage. The axle end grounding devices are connected to the main transformer and are used to detect whether the left and right axle ends of the electric locomotive are grounded.

5. The structure of claim 1, wherein The vacuum circuit breaker has a current range of 630A-1250A and a voltage range of 10kV-12kV.

6. The structure of claim 1, wherein The rated operating current of the first pantograph, the second pantograph, and the third pantograph is 700A-1000A.

7. The structure of claim 1, wherein The rated operating voltage of the first pantograph, the second pantograph, and the third pantograph is 19kV-29kV.

8. The structure of claim 1, wherein The rated current of the first high-voltage disconnect switch and the second high-voltage disconnect switch is 500A, and the rated voltage of the first high-voltage disconnect switch and the second high-voltage disconnect switch is 30kV.

9. The structure of claim 1, wherein The first pantograph, the second pantograph, and the third pantograph are of the same model.

10. The structure of claim 1, wherein The first high-voltage disconnect switch and the second high-voltage disconnect switch are of the same model.

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