Rail vehicle and power supply circuit therefor

Abstract

The utility model discloses a kind of power supply circuits of rail vehicle, including current collector, contactor, circuit breaker, charge-discharge device, battery, traction inverter, motor and controller;Current collector one end connects contact rail, the other end connects contactor, contactor respectively connects circuit breaker and charge-discharge device;Circuit breaker connects traction inverter, traction inverter connects motor;Charge-discharge device connects battery;Charge-discharge device includes parallel IGBT and diode, diode anode connects battery, cathode connects contactor;Controller is electrically connected with contactor, circuit breaker, IGBT and traction inverter respectively. Since the above technical scheme is adopted, compared with prior art, the utility model can guarantee the reliable switching of train under multiple power supply modes, and also can avoid the risk of battery discharging to contact rail when power supply rail fails.

Description

Technical Field

[0001] This utility model relates to the field of rail vehicle technology, specifically to a rail vehicle and its power supply circuit. Background Technology

[0002] In existing technologies, the traction energy of rail vehicles can meet the power supply requirements for vehicle traction through the contact rail, but electrical faults can occur. To ensure that the train can still achieve normal traction function under such circumstances, a storage battery is added to the power supply system so that the rail vehicle can be powered by the storage battery when it is unable to draw power from the contact rail.

[0003] Therefore, there is an urgent need to develop a rail vehicle and its power supply circuit that can reliably switch between multiple power supply modes for trains. Summary of the Invention

[0004] The purpose of this invention is to provide a rail vehicle and its power supply circuit to ensure reliable switching of trains under multiple power supply modes.

[0005] To achieve the above objectives, the present invention adopts the following technical solution.

[0006] A power supply circuit for a rail vehicle includes a current collector, a contactor, a circuit breaker, a charging and discharging device, a battery, a traction inverter, a motor, and a controller.

[0007] One end of the current collector is connected to the contact rail, and the other end is connected to the contactor. The contactor is connected to the circuit breaker and the charging and discharging device respectively. The circuit breaker is connected to the traction inverter, and the traction inverter is connected to the motor. The charging and discharging device is connected to the battery.

[0008] The charging and discharging device includes an IGBT and a diode connected in parallel, wherein the anode of the diode is connected to the battery and the cathode is connected to the contactor;

[0009] The controller is electrically connected to the contactor, circuit breaker, IGBT and traction inverter respectively;

[0010] The controller is configured as follows:

[0011] In the first mode, the control contactor closes, the circuit breaker closes, and the IGBT opens.

[0012] In the second mode, the control contactor closes, the circuit breaker opens, and the IGBT closes.

[0013] In the third mode, the control contactor disconnects, the circuit breaker closes, and the IGBT disconnects.

[0014] In the fourth mode, the control contactor opens, the circuit breaker closes, and the IGBT closes.

[0015] In some embodiments, a voltage sensor for detecting the intermediate DC voltage of the traction inverter is also included; the controller is configured to switch to a fourth mode if the intermediate DC voltage is greater than a threshold in a third mode.

[0016] In some embodiments, a selector switch is further included, the selector switch being electrically connected to the controller, the selector switch having a first contact, a second contact, and a third contact;

[0017] The controller is configured as follows:

[0018] When the first contact is closed, the first mode is entered;

[0019] When the second contact is closed, the second mode is entered;

[0020] When the third contact is closed, the third mode is entered.

[0021] In some embodiments, the controller includes a main controller, a first slave controller, a second slave controller, and a third slave controller; the main controller is electrically connected to the transfer switch, the first slave controller, the second slave controller, and the third slave controller respectively; the first slave controller is electrically connected to the IGBT and the voltage sensor respectively; the second slave controller is electrically connected to the contactor and the circuit breaker respectively; and the third slave controller is electrically connected to the traction inverter respectively.

[0022] In some embodiments, the main controller is a train network control system.

[0023] Based on the same inventive concept, this utility model also provides a rail vehicle equipped with the above-mentioned power supply circuit.

[0024] This invention has at least the following technical effects or advantages: Firstly, it ensures reliable switching of the train between multiple power supply modes and avoids the risk of battery discharge to the contact rail in case of a power supply rail failure. Secondly, in the absence of a discharge resistor, a voltage sensor detects the intermediate DC voltage of the traction inverter. When the intermediate DC voltage exceeds a threshold, the controller activates the regenerative braking mode, realizing the recovery of traction and braking energy from the battery and avoiding energy waste. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of a power supply circuit for a rail vehicle according to one embodiment of the present invention;

[0026] Figure 2 This is a schematic diagram of the power supply circuit of a rail vehicle in a first mode according to an embodiment of the present invention.

[0027] Figure 3This is a schematic diagram of the power supply circuit of a rail vehicle in a second mode according to one embodiment of the present invention.

[0028] Figure 4 This is a schematic diagram of the power supply circuit of a rail vehicle in a third mode according to one embodiment of the present invention.

[0029] Figure 5 This is a schematic diagram of the power supply circuit of a rail vehicle in the fourth mode according to one embodiment of the present invention. Detailed Implementation

[0030] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0031] See Figure 1 A power supply circuit for a rail vehicle includes a changeover switch 1, a controller, a current collector 3, a contactor 4, a circuit breaker 5, a charging / discharging device 6, a battery 7, a traction inverter 8, a motor 9, and a voltage sensor 10. Wherein:

[0032] The changeover switch 1 has a first contact, a second contact, and a third contact.

[0033] One end of the current collector 3 is connected to the contact rail 11, and the other end is connected to the contactor 4. The contactor 4 is connected to the circuit breaker 5 and the charging / discharging device 6. The circuit breaker 5 is connected to the traction inverter 8, and the traction inverter 8 is connected to the motor 9. The charging / discharging device 6 is connected to the battery 7.

[0034] The charging and discharging device 6 includes an IGBT 61 and a diode 62 connected in parallel. The anode of the diode 62 is connected to the battery 7, and the cathode is connected to the contactor 4.

[0035] Voltage sensor 10 is used to detect the intermediate DC voltage of traction inverter 8.

[0036] The controller is electrically connected to contactor 4, circuit breaker 5, IGBT 61 and traction inverter 8 respectively.

[0037] The controller is configured as follows:

[0038] When the first contact is closed, the first mode is entered, contactor 4 is closed, circuit breaker 5 is closed, and IGBT 61 is opened.

[0039] When the second contact is closed, the second mode is entered, contactor 4 is closed, circuit breaker 5 is opened, and IGBT 61 is closed.

[0040] When the third contact is closed, the third mode is entered, contactor 4 is opened, circuit breaker 5 is closed, and IGBT 61 is opened.

[0041] In the third mode, if the intermediate DC voltage is greater than the threshold, the system enters the fourth mode, contactor 4 opens, circuit breaker 5 closes, and IGBT 61 closes.

[0042] As a preferred embodiment, the controller includes a main controller 2, a first slave controller 201, a second slave controller 202, and a third slave controller 203. The main controller 2 is electrically connected to the changeover switch 1, the first slave controller 201, the second slave controller 202, and the third slave controller 203, respectively. The first slave controller 201 is connected to the IGBT 61 and the voltage sensor 10, respectively; the second slave controller 202 is electrically connected to the contactor 4 and the circuit breaker 5, respectively; and the third slave controller 203 is electrically connected to the traction inverter 8. More preferably, the main controller 2 is an existing train network control system (TCMS) for rail vehicles.

[0043] When in operation, select the working mode using switch 1.

[0044] like Figure 2 As shown, when the first contact is closed, the first mode (contact rail traction mode) is entered. The main controller 2 sends instructions to other slave controllers, and the slave controllers control the contactor 4 to close, the circuit breaker 5 to close, and the IGBT 61 to open. The current flows from the contact rail 11, the current collector 3, the contactor 4, the circuit breaker 5, and the traction inverter 8 to the motor 9.

[0045] like Figure 3 As shown, when the second contact closes, the system enters the second mode (battery charging mode). The main controller 2 sends commands to other slave controllers, which in turn control contactor 4 to close, circuit breaker 5 to open, and IGBT 61 to close. IGBT 61 operates in a constant current-then-constant voltage mode, with current flowing from contact rail 11, current collector 3, contactor 4, and IGBT module 61 to battery 7, thus charging the battery. Since the maximum voltage of battery 7 is equal to the voltage of contact rail 11, Boost-Buck buck-boost chopper conversion is not required.

[0046] like Figure 4 As shown, when the third contact is closed, the system enters the third mode (battery traction mode). The main controller 2 sends commands to other slave controllers, which in turn control contactor 4 to open, circuit breaker 5 to close, and IGBT 61 to open. Current flows from battery 7, diode 62, circuit breaker 5, and traction inverter 8 to motor 9, causing battery 7 to discharge. Since the power of motor 9 is less than that of battery 7, the current flows directly to motor 9 through diode 62. Because contactor 4 is open at this time, current from battery 7 will not flow to contact rail 11, and battery 7 will not supply power to contact rail 11, thus eliminating any safety hazards.

[0047] In the third mode, when the vehicle brakes, such as Figure 5As shown, motor 9 converts into a generator, and the intermediate DC voltage of traction inverter 8 increases. When it exceeds a set threshold, the first slave controller 201 sends a command to charging and discharging device 6, causing IGBT 61 in charging and discharging device 6 to close. Current flows from traction inverter 8, circuit breaker 5, and IGBT 61 to battery 7. The power generated by braking is less than the power of battery 7, and the braking power is stored in battery 7. Since the power of motor 9 is less than the power of battery 7, the power generated by braking is completely stored in battery 7, and there is no need for a braking resistor to absorb excess energy.

[0048] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. A power supply circuit for a rail vehicle, characterized in that: This includes current collectors, contactors, circuit breakers, charging and discharging devices, batteries, traction inverters, motors, and controllers; One end of the current collector is connected to the contact rail, and the other end is connected to the contactor. The contactor is connected to the circuit breaker and the charging and discharging device respectively. The circuit breaker is connected to the traction inverter, and the traction inverter is connected to the motor. The charging and discharging device is connected to the battery. The charging and discharging device includes an IGBT and a diode connected in parallel, wherein the anode of the diode is connected to the battery and the cathode is connected to the contactor; The controller is electrically connected to the contactor, circuit breaker, IGBT and traction inverter respectively; The controller is configured as follows: In the first mode, the control contactor closes, the circuit breaker closes, and the IGBT opens. In the second mode, the control contactor closes, the circuit breaker opens, and the IGBT closes. In the third mode, the control contactor disconnects, the circuit breaker closes, and the IGBT disconnects. In the fourth mode, the control contactor opens, the circuit breaker closes, and the IGBT closes.

2. The power supply circuit for a rail vehicle according to claim 1, characterized in that: It also includes a voltage sensor for detecting the intermediate DC voltage of the traction inverter; the controller is configured to switch to a fourth mode if the intermediate DC voltage is greater than a threshold in the third mode.

3. The power supply circuit for a rail vehicle according to claim 1 or 2, characterized in that: It also includes a changeover switch, which is electrically connected to the controller, and the changeover switch has a first contact, a second contact, and a third contact; The controller is configured as follows: When the first contact is closed, the first mode is entered; When the second contact is closed, the second mode is entered; When the third contact is closed, the third mode is entered.

4. The power supply circuit for a rail vehicle according to claim 3, characterized in that: The controller includes a main controller, a first slave controller, a second slave controller, and a third slave controller; the main controller is electrically connected to the transfer switch, the first slave controller, the second slave controller, and the third slave controller respectively; the first slave controller is electrically connected to the IGBT and the voltage sensor respectively; the second slave controller is electrically connected to the contactor and the circuit breaker respectively; and the third slave controller is electrically connected to the traction inverter respectively.

5. The power supply circuit for a rail vehicle according to claim 4, characterized in that: The main controller is a train network control system.

6. A rail vehicle, characterized in that: It is equipped with a power supply circuit as described in any one of claims 1-5.

Images