A high-temperature-resistant rail car multi-source redundant power supply system

Abstract

The utility model discloses a kind of high-temperature-resistant track car multi-source redundant power supply systems, including longitudinal track, transverse track and longitudinal track power supply and transverse track power supply respectively arranged on longitudinal track and transverse track;Longitudinal track and transverse track are also respectively provided with longitudinal track branch and transverse track branch;Track is respectively provided with power taker, circuit breaker, rectifier, battery group and other equipment.The utility model uses transverse track power supply, longitudinal track power supply, normally used battery group three parts to form normal power supply system, three are redundant state with each other, simultaneously using the mode of mixed power supply can not be affected when single track is deactivated, can be track car and timely power supply when double track power supply is deactivated, ensure the stability of track car operation.By using normally used battery group and standby battery group to supply power for track car control system, normally used battery group is in continuous output state, when track voltage drops, battery group output power ensures the stability of control system voltage.

Description

Technical Field

[0001] This utility model belongs to the field of power supply for transportation equipment in copper smelting, and specifically relates to a high-temperature resistant multi-source redundant power supply system for railcars. Background Technology

[0002] In copper smelting, railcars are primarily used to transport heavy goods, such as steel billets and heavy machine tools, ensuring the smooth operation of the production process. In fixed-route transport tasks, railcars can maintain high speeds, thereby improving transport efficiency, which is crucial for the smelting and casting industry, as efficient production processes often translate to higher output and lower costs. Railcars operate on tracks, reducing instability caused by uneven ground or obstacles, which helps ensure the safe transport of goods and minimizes losses due to transport accidents.

[0003] The track, as a fixed conductive medium, provides a continuous and stable power supply to the railcar, allowing it to operate continuously for 24 hours without needing to stop for charging. This is suitable for high-throughput, continuous operating environments, avoiding the limitations of battery power, signal attenuation issues with wireless power, and downtime caused by waiting for charging stations. The track and power-collecting devices (such as current collectors and brushes) are made of metal, offering strong wear and corrosion resistance and a long lifespan under normal use. Maintenance primarily focuses on the periodic replacement of the power-collecting devices, making operation simple and eliminating the need for complex charging, battery swapping management, or wireless signal debugging. However, current rail-based power supply technology for railcars has the following problems: 1. Power supply interruption at track segmentation: Traditional rigid contact rails experience momentary power loss at segmentation gaps, causing the track vehicle to lose power and become unable to move, preventing the entire track from operating normally, affecting the track vehicle's operating rate, and requiring professional technicians to arrive on-site for troubleshooting and handling, which increases the troubleshooting time.

[0004] 2. Poor continuity of power supply to the track: Mechanical gaps at the track joints can cause poor contact between the power take-up block and the track, resulting in electric arcs and sparks. The voltage will fluctuate significantly, causing instantaneous high-voltage pulses that can rapidly increase by 40% (measured in a DC48V system). The arc temperature can reach as high as 3000℃, which can scorch the power take-up block and the track, leading to poor contact between the power take-up block and the track. The contact resistance (R contact) will increase dramatically, resulting in insufficient power and frequent shutdowns of the track vehicle.

[0005] 3. Switching delay: When the railcar passes through a track section, there will be a brief power outage. Due to its own inertia, it will move forward and contact another track to draw power, resulting in a power switching situation. The switching time is 1.2-3 seconds, which far exceeds the requirement of less than or equal to 0.5 seconds required by the ISO 391-4 standard, increasing the risk of the railcar losing control. Utility Model Content

[0006] To address the shortcomings of existing technologies, this utility model provides a high-temperature resistant, multi-source redundant power supply system for rail vehicles that can provide multiple power sources and achieve uninterrupted power supply.

[0007] This utility model is achieved through the following technical solution: A high-temperature resistant railcar multi-source redundant power supply system includes a longitudinal track, a transverse track, and longitudinal track power supplies and transverse track power supplies respectively installed on the longitudinal track and the transverse track; the longitudinal track includes a longitudinal A rail and a longitudinal B rail; the transverse track includes a transverse A rail and a transverse B rail; and longitudinal track branches and transverse track branches are respectively provided on the longitudinal track and the transverse track. The longitudinal track and its branch are respectively equipped with a longitudinal A-rail tap, a longitudinal B-rail tap, a longitudinal C-rail tap, and a longitudinal D-rail tap; the longitudinal track is also equipped with a circuit breaker QF1, a rectifier A, a rectifier B, and a circuit breaker QF3; the rectifier B is located on the rectifier branch of the longitudinal track; the circuit breaker QF3 is located on the longitudinal A-rail. The transverse track and its branch are respectively equipped with transverse A-rail taps, transverse B-rail taps, transverse C-rail taps and transverse D-rail taps; the transverse track is also equipped with a circuit breaker QF2, a rectifier C and a rectifier D; the rectifier D is located on the rectifier branch of the transverse track; The rectifiers A, B, C, and D are all AC36V to DC48V converters. The system also includes a common battery pack connected to the longitudinal track, the transverse track, the rectifier branch of the longitudinal track, and the rectifier branch of the transverse track, respectively, as well as a circuit breaker QF4; the lower end of the circuit breaker QF4 is connected to the upper end of the circuit breaker QF3, and the upper end of the circuit breaker QF4 is connected to the common battery pack.

[0008] Further description of this utility model: the system also includes a backup power supply and an AC emergency power supply plug; the backup power supply is connected to the transverse track and the rectifier branch of the transverse track respectively through the AC emergency power supply plug.

[0009] Further description of this utility model: the system also includes a backup battery pack, a DC emergency power supply plug, and a circuit breaker QF5; the backup battery pack is connected to the longitudinal track, the transverse track, the rectifier branch of the longitudinal track, and the rectifier branch of the transverse track respectively via the direct emergency power supply plug; the lower end of the circuit breaker QF5 is connected to the upper end of the circuit breaker QF3, and the upper end of the circuit breaker QF5 is connected to the backup battery pack.

[0010] The RGV normal power supply system consists of three parts: the transverse track power supply, the longitudinal track power supply, and the common battery pack, all of which are redundant. The transverse and longitudinal track power supplies are drawn from the distribution room. Two branches of the transverse track power supply are connected to the upper end of circuit breaker QF2, which controls the power delivery to two rectifiers C and D. The DC48V+ output from these two rectifiers is connected to the upper end of circuit breaker QF3. Two branches of the longitudinal track power supply are connected to the upper end of circuit breaker QF1, which controls the power delivery to two rectifiers A and B. The DC48V+ output from these two rectifiers is connected to the upper end of circuit breaker QF3. Finally, circuit breaker QF3 delivers the power to the control circuit.

[0011] The main battery pack is charged by the horizontal and vertical rail power supplies. The output power of the main battery pack is controlled by circuit breaker QF4. The lower end of circuit breaker QF4 is connected to the upper end of circuit breaker 3QF3. Circuit breaker QF4 is always closed to ensure that the main battery pack outputs power in real time and to prevent the main battery pack from tripping in case of short circuit or overload in the control circuit.

[0012] The backup power supply serves as an emergency power source for both the transverse and longitudinal track power supplies. In the event of a power outage or shutdown of either the transverse or longitudinal track power supplies, the backup power supply must be kept operational to prevent the main battery pack from running out of power and causing a power outage for the track vehicle. The input of the backup power supply is led out from the distribution room, and the output is connected to the male connector of the AC emergency power supply plug. The female connector of the AC emergency power supply plug is connected to the lower end of the transverse track power supply circuit breaker QF2 and the upper end of rectifiers C and D. In the event of a power outage or shutdown of the transverse track power supply, or a power outage or shutdown of both the transverse and longitudinal track power supplies, simply connecting the AC emergency power supply plug will ensure normal power supply to the lower end of the transverse track power supply circuit breaker QF2.

[0013] The backup battery pack serves as an emergency power source for the main battery pack and can be put into use when the main battery pack is out of service or damaged. The backup battery pack is charged by the horizontal rail power supply and the vertical rail power supply. Its output is connected to the male connector of the DC emergency power supply plug, and the DC48V+ and 0V of the female connector of the DC emergency power supply plug are connected to the DC48V+ and 0V at the top of the circuit breaker QF3, respectively.

[0014] In the circuit, the output terminal of circuit breaker QF1 is connected to rectifier A and rectifier B; the output terminals of circuit breaker QF2 and backup power supply are connected to rectifier C and rectifier D; the output terminals of the rectifier, the main battery pack and the backup battery pack are connected to the upper end of circuit breaker QF3, and circuit breaker QF3 controls the power supply of the railcar's electrical circuit.

[0015] The beneficial effects of this utility model are: This utility model adopts a hybrid power supply mode of dual-track power supply + backup power supply + battery pack, which is not affected by the shutdown of a single track. The backup power supply can provide timely power to the track vehicle when the dual-track power supply is out of service, ensuring the stability of the track vehicle operation. This invention addresses the problem of poor power supply continuity in railcars by employing a common battery pack and a backup battery pack to power the railcar control system. The battery packs operate in a continuous output state, ensuring the stability of the railcar control system voltage when the track voltage drops. Furthermore, the dual battery pack configuration enables uninterrupted power supply to components, achieving the power switching time of less than or equal to 0.5 seconds as required by the ISO 3691-4 standard, thus resolving the issue of temporary power loss in railcars during power switching. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the circuit structure of this utility model; Figure 2 This is a schematic diagram of the circuit structure of Embodiment 2 of this utility model. Detailed Implementation

[0017] The present invention will be further described below with reference to the accompanying drawings. Example

[0018] like Figure 1 As shown, a high-temperature resistant railcar multi-source redundant power supply system includes a longitudinal track, a transverse track, and longitudinal track power supplies and transverse track power supplies respectively installed on the longitudinal track and the transverse track; the longitudinal track includes a longitudinal A rail and a longitudinal B rail; the transverse track includes a transverse A rail and a transverse B rail; and longitudinal track branches and transverse track branches are also respectively provided on the longitudinal track and the transverse track. The longitudinal track and its branch are respectively equipped with a longitudinal A-rail tap, a longitudinal B-rail tap, a longitudinal C-rail tap, and a longitudinal D-rail tap; the longitudinal track is also equipped with a circuit breaker QF1, a rectifier A, a rectifier B, and a circuit breaker QF3; the rectifier B is located on the rectifier branch of the longitudinal track; the circuit breaker QF3 is located on the longitudinal A-rail. The transverse track and its branch are respectively equipped with transverse A-rail taps, transverse B-rail taps, transverse C-rail taps and transverse D-rail taps; the transverse track is also equipped with a circuit breaker QF2, a rectifier C and a rectifier D; the rectifier D is located on the rectifier branch of the transverse track; The rectifiers A, B, C, and D are all AC36V to DC48V converters. The system also includes a common battery pack connected to the longitudinal track, the transverse track, the rectifier branch of the longitudinal track, and the rectifier branch of the transverse track, respectively, as well as a circuit breaker QF4; the lower end of the circuit breaker QF4 is connected to the upper end of the circuit breaker QF3, and the upper end of the circuit breaker QF4 is connected to the common battery pack. Example

[0019] like Figure 2 As shown, the difference between this embodiment and Embodiment 1 is that the system further includes a backup power supply and an AC emergency power supply plug; the backup power supply is connected to the transverse track and the rectifier branch of the transverse track respectively through the AC emergency power supply plug.

[0020] The system also includes a backup battery pack, a DC emergency power supply plug, and a circuit breaker QF5; the backup battery pack is connected to the longitudinal track, the transverse track, the rectifier branch of the longitudinal track, and the rectifier branch of the transverse track respectively via the direct emergency power supply plug; the lower end of the circuit breaker QF5 is connected to the upper end of the circuit breaker QF3, and the upper end of the circuit breaker QF5 is connected to the backup battery pack.

[0021] The railcar control system is powered by a combination of standard and backup battery packs. The battery packs operate in a continuous output mode, ensuring the stability of the railcar control system voltage when the track voltage drops. Furthermore, the dual battery pack configuration enables uninterrupted power supply to components, achieving the ISO 3691-4 standard requirement of a power switching time of less than or equal to 0.5 seconds, thus resolving the issue of temporary power loss during power switching.

[0022] The RGV normal power supply system consists of three parts: the transverse track power supply, the longitudinal track power supply, and the common battery pack, all of which are redundant. The transverse and longitudinal track power supplies are drawn from the distribution room. Two branches of the transverse track power supply are connected to the upper end of circuit breaker QF2, which controls the power delivery to two rectifiers C and D. The DC48V+ output from these two rectifiers is connected to the upper end of circuit breaker QF3. Two branches of the longitudinal track power supply are connected to the upper end of circuit breaker QF1, which controls the power delivery to two rectifiers A and B. The DC48V+ output from these two rectifiers is connected to the upper end of circuit breaker QF3. Finally, circuit breaker QF3 delivers the power to the control circuit.

[0023] The main battery pack is charged by the horizontal and vertical rail power supplies. The output power of the main battery pack is controlled by circuit breaker QF4. The lower end of circuit breaker QF4 is connected to the upper end of circuit breaker 3QF3. Circuit breaker QF4 is always closed to ensure that the main battery pack outputs power in real time and to prevent the main battery pack from tripping in case of short circuit or overload in the control circuit.

[0024] The backup power supply serves as an emergency power source for both the transverse and longitudinal track power supplies. In the event of a power outage or shutdown of either the transverse or longitudinal track power supplies, the backup power supply must be kept operational to prevent the main battery pack from running out of power and causing a power outage for the track vehicle. The input of the backup power supply is led out from the distribution room, and the output is connected to the male connector of the AC emergency power supply plug. The female connector of the AC emergency power supply plug is connected to the lower end of the transverse track power supply circuit breaker QF2 and the upper end of rectifiers C and D. In the event of a power outage or shutdown of the transverse track power supply, or a power outage or shutdown of both the transverse and longitudinal track power supplies, simply connecting the AC emergency power supply plug will ensure normal power supply to the lower end of the transverse track power supply circuit breaker QF2.

[0025] The backup battery pack serves as an emergency power source for the main battery pack and can be put into use when the main battery pack is out of service or damaged. The backup battery pack is charged by the horizontal rail power supply and the vertical rail power supply. Its output is connected to the male connector of the DC emergency power supply plug, and the DC48V+ and 0V of the female connector of the DC emergency power supply plug are connected to the DC48V+ and 0V at the top of the circuit breaker QF3, respectively.

[0026] In the circuit, the output terminal of circuit breaker QF1 is connected to rectifier A and rectifier B; the output terminals of circuit breaker QF2 and backup power supply are connected to rectifier C and rectifier D; the output terminals of the rectifier, the main battery pack and the backup battery pack are connected to the upper end of circuit breaker QF3, and circuit breaker QF3 controls the power supply of the railcar's electrical circuit.

Claims

1. A high-temperature resistant multi-source redundant power supply system for railcars, characterized in that: It includes a longitudinal track, a transverse track, and longitudinal track power supplies and transverse track power supplies respectively provided on the longitudinal track and transverse track; the longitudinal track includes a longitudinal A rail and a longitudinal B rail; the transverse track includes a transverse A rail and a transverse B rail; the longitudinal track and transverse track are also respectively provided with longitudinal track branches and transverse track branches; The longitudinal track and its branch are respectively equipped with a longitudinal A-rail tap, a longitudinal B-rail tap, a longitudinal C-rail tap, and a longitudinal D-rail tap; the longitudinal track is also equipped with a circuit breaker QF1, a rectifier A, a rectifier B, and a circuit breaker QF3; the rectifier B is located on the rectifier branch of the longitudinal track; the circuit breaker QF3 is located on the longitudinal A-rail. The transverse track and its branch are respectively equipped with transverse A-rail taps, transverse B-rail taps, transverse C-rail taps and transverse D-rail taps; the transverse track is also equipped with a circuit breaker QF2, a rectifier C and a rectifier D; the rectifier D is located on the rectifier branch of the transverse track; The rectifiers A, B, C and D are all AC36V to DC48V converters. The system also includes a common battery pack connected to the longitudinal track, the transverse track, the rectifier branch of the longitudinal track, and the rectifier branch of the transverse track, respectively, as well as a circuit breaker QF4; the lower end of the circuit breaker QF4 is connected to the upper end of the circuit breaker QF3, and the upper end of the circuit breaker QF4 is connected to the common battery pack.

2. The high-temperature resistant multi-source redundant power supply system for railcars according to claim 1, characterized in that: The system also includes a backup power supply and an AC emergency power supply plug; the backup power supply is connected to the transverse track and the rectifier branch of the transverse track respectively through the AC emergency power supply plug.

3. The high-temperature resistant multi-source redundant power supply system for railcars according to claim 1, characterized in that: The system also includes a backup battery pack, a DC emergency power supply plug, and a circuit breaker QF5; the backup battery pack is connected to the longitudinal track, the transverse track, the rectifier branch of the longitudinal track, and the rectifier branch of the transverse track respectively via the direct emergency power supply plug; the lower end of the circuit breaker QF5 is connected to the upper end of the circuit breaker QF3, and the upper end of the circuit breaker QF5 is connected to the backup battery pack.

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