Power supply system for rail transit engineering vehicle

Abstract

A power supply system for an engineering vehicle, in particular a power supply system for a rail transit engineering vehicle. The system comprises a converter cabinet, and an auxiliary device, an operation device, a life device, a high-voltage box, a diesel generator set, a brake resistor I, a brake resistor II, a traction electric motor I, a traction electric motor II, a traction electric motor III, a traction electric motor IV and other devices, which are connected to the converter cabinet. An overall structure is a traction transmission system using an AC1150V diesel generator set and a DC1500V pantograph as power sources, such that the structure of the system is simple and reliable. The power supply system for an engineering vehicle outputs four types of auxiliary power in different power source modes by means of switching the power supply of a main traction system, thereby realizing main and auxiliary integration and output integration in multiple power source modes, and can also provide power for other operation vehicles by means of a high-power power supply socket on the vehicle.

Description

A power supply system for rail transit engineering vehicles Technical Field

[0001] The present invention relates to a power supply system, and in particular to a power supply system for a rail transit engineering vehicle. Background Art

[0002] Most subway track operation vehicles are powered by diesel locomotives powered by AC690V industrial diesel generators. Operating in tunnels, these locomotives generate significant smoke, triggering fire alarms within subway tunnels and significantly impacting subway operations and maintenance. Furthermore, the subway depot lacks a catenary system (CNS), making it unsuitable for power supply. To address this issue, a dual-source track operation vehicle, combining both a diesel generator set and a CNS system, has been developed. This system utilizes diesel generators for operation and operation in depots without a CNS. When operating in areas with a CNS, it utilizes pantographs for power supply. Because the subway catenary voltage is 1500V, while conventional diesel generators output AC690V, a single traction system must operate at both voltages, requiring intermediate step-up or step-down circuits. This complicates the system and reduces efficiency. To ensure a simple, reliable, and efficient main circuit, the use of step-up or step-down circuits would result in low efficiency. These issues urgently need to be addressed. Technical issues

[0003] The present invention aims to solve the above-mentioned defects and provides a power supply system for rail transit engineering vehicles. Technical Solutions

[0004] In order to overcome the defects existing in the background technology, the technical solution adopted by the present invention to solve its technical problems is: this rail transit engineering vehicle power supply system includes a converter cabinet, and auxiliary equipment, operating equipment, living equipment, high-voltage box, diesel generator set, brake resistor 1, brake resistor 2, high-voltage box, traction motor 1, traction motor 2, traction motor 3, traction motor 4 and other equipment connected to the converter cabinet, the converter cabinet includes inverter 1, inverter 2, rectifier, auxiliary inverter, transformer and AD / DC, inverter 1 is connected to inverter 2, inverter 2 is connected to rectifier and auxiliary inverter, rectifier is connected to auxiliary inverter, auxiliary inverter is connected to transformer, transformer The inverter is connected to AD / DC, the braking resistor 1 is connected to the braking resistor 2, the braking resistor 1 and the braking resistor 2 are connected to the inverter 1, the inverter 2, the high-voltage box, the rectifier and the auxiliary inverter in the converter cabinet, the high-voltage box is connected to the inverter 1, the inverter 2, the rectifier and the auxiliary inverter in the converter cabinet, the traction motor 1 and the traction motor 2 are connected to the inverter 1 in the converter cabinet, the traction motor 3 and the traction motor 4 are connected to the inverter 2 in the converter cabinet, other equipment is connected to the AD / DC in the converter cabinet, the diesel generator set is connected to the rectifier in the converter cabinet, the high-voltage box is connected to the pantograph, and the auxiliary equipment, operating equipment and living equipment are connected to the transformer in the converter cabinet.

[0005] According to another embodiment of the present invention, the high-voltage box further includes a voltage sensor VH1, an isolating switch QS and a contactor QF, one end of the voltage sensor VH1 is connected to the pantograph, and the other end is connected to the shaft end grounding device, one end of the current sensor LH2 is connected to the shaft end grounding device, and the other end is connected to the negative end of the intermediate DC busbar, one end of the isolating switch QS is connected to the pantograph, and the other end is connected to one end of the contactor QF, the other end of the contactor QF is connected to one end of the current sensor LH1 in the converter cabinet, the other end of the current sensor LH1 is connected to one end of the pre-charging contactor KM1 and the charging contactor KM2, the other end of the pre-charging contactor KM1 is connected to one end of the resistor R1, the other end of the resistor R1 is connected to the other end of the charging contactor KM2 and the anode of the diode V1, the cathode of the diode V1 is connected to one end of the inductor L1, and the other end of the inductor L1 is connected to the positive end of the intermediate DC busbar.

[0006] According to another embodiment of the present invention, the inductor L1 is further connected to one end of the current sensor LH3, one end of the inverter 1, one end of the inverter 2 or the rectifier via the positive end of the intermediate DC busbar.

[0007] According to another embodiment of the present invention, the converter cabinet further includes a voltage sensor VH5, a voltage sensor VH6 and a contactor KM8 on the line of the diesel generator set connected to the rectifier, the two ends of the voltage sensor VH5 are connected to the U phase and the V phase of the line connecting the diesel generator set to the contactor KM8, and the two ends of the voltage sensor VH6 are connected to the V phase and the W phase of the line connecting the diesel generator set to the contactor KM8.

[0008] According to another embodiment of the present invention, the diesel generator set is further included as a generator set with a 3AC1150V output.

[0009] According to another embodiment of the present invention, an excitation control module for adjusting the excitation current of the diesel generator set is further provided in the converter cabinet, and the excitation control module is connected to a contactor KM9.

[0010] According to another embodiment of the present invention, the output of the transformer is further connected to operating equipment via a contactor KM10 and a circuit breaker Q8.

[0011] According to another embodiment of the present invention, the output of the transformer is further connected to the one-terminal power supply socket and the two-terminal power supply socket through the contactor KM4 and the circuit breaker Q1, and is connected to the three-terminal power supply socket and the four-terminal power supply socket through the contactor KM5 and the circuit breaker Q2.

[0012] According to another embodiment of the present invention, the output of the transformer is further connected to the driver air conditioner 1 through the contactor KM6 and the circuit breaker Q3, and is connected to the driver air conditioner 2 through the contactor KM6 and the circuit breaker Q4.

[0013] According to another embodiment of the present invention, the output of the transformer is further connected to the air compressor through contactor KM6 and circuit breaker Q5, connected to brake resistor fan 1 through circuit breaker Q6, and connected to brake resistor fan 2 through circuit breaker Q7. Beneficial effects

[0014] The beneficial effects of the present invention are:

[0015] 1. It has realized the use of diesel generator sets for power supply in areas without catenary and the use of catenary power supply in areas with catenary, thus eliminating false alarms of the fire alarm system caused by diesel engine smoke in subway tunnels;

[0016] 2. The industrial diesel generator set uses an AC1150V high voltage platform equivalent to the contact network voltage, eliminating the intermediate step-up or step-down link, simplifying the main circuit of the two power source power supply systems, and improving system reliability and efficiency;

[0017] 3. Use the vehicle excitation module to excite the industrial diesel generator set and propose centralized control of the vehicle control system;

[0018] 4. The integration of the main transmission system and auxiliary system as well as the integrated output of multiple power supply systems are realized, ensuring the power supply of four different power supply systems on the vehicle and realizing the multifunctionality of the equipment;

[0019] 5. The power supply system is designed with high-power power sockets, which can not only supply power to the operating equipment of the vehicle, but also provide power for other operating vehicles, thus realizing the multifunctionality of the equipment.

[0020] 6. The vehicle control system automatically determines the input voltage and realizes seamless switching of power supply from the catenary or the diesel generator set.

[0021] 7. The diode in the contact network power supply circuit is connected in series to prevent the reverse electromotive force during braking or the reverse input of the voltage of the generator set to the contactor. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The present invention will be further described below with reference to the accompanying drawings and examples.

[0023] FIG1 is a schematic structural diagram of a power supply principle block diagram of the present invention;

[0024] FIG2 is a schematic structural diagram of the electrical power supply principle of the present invention. Modes for Carrying Out the Invention

[0025] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. All other embodiments derived by persons of ordinary skill in the art without creative effort based on the embodiments of the present invention are within the scope of protection of the present invention.

[0026] The overall structure utilizes an industrial diesel generator set with an AC1150V high-voltage platform and a DC1500V pantograph as the power source for the traction drive system, resulting in a simple and reliable system structure. The core of the integrated multi-source auxiliary power output system is to convert power from the main traction system to output auxiliary power using four different power supply systems, achieving both main-auxiliary integration and multi-power output integration. This system meets the power needs of various auxiliary and operating equipment on the vehicle, while also providing power to other operating vehicles through the vehicle's high-power power sockets.

[0027] As shown in Figures 1 and 2, the figure includes a converter cabinet, and auxiliary equipment, operating equipment, living equipment, high-voltage box, diesel generator set, brake resistor 1, brake resistor 2, high-voltage box, traction motor 1, traction motor 2, traction motor 3, traction motor 4 and other equipment connected to the converter cabinet. The converter cabinet includes inverter 1, inverter 2, rectifier, auxiliary inverter, transformer and AD / DC. Inverter 1 is connected to inverter 2, inverter 2 is connected to rectifier and auxiliary inverter, rectifier is connected to auxiliary inverter, auxiliary inverter is connected to transformer, transformer is connected to AD / DC, and brake resistor 1 is connected to brake Resistor 2, brake resistor 1, and brake resistor 2 are connected to Inverter 1, Inverter 2, the high-voltage box, the rectifier, and the auxiliary inverter within the converter cabinet. The high-voltage box is connected to Inverter 1, Inverter 2, the rectifier, and the auxiliary inverter within the converter cabinet. Traction motors 1 and 2 are connected to Inverter 1 within the converter cabinet, and traction motors 3 and 4 are connected to Inverter 2 within the converter cabinet. Other equipment is connected to the AD / DC within the converter cabinet. The diesel generator set is connected to the rectifier within the converter cabinet. The high-voltage box is connected to the pantograph. Auxiliary equipment, operating equipment, and household appliances are connected to the transformer within the converter cabinet. A pantograph, compatible with the 1500V subway voltage level, draws power from the catenary. A stable and smooth 1500V DC voltage is provided to the intermediate DC link via the transfer switch, pre-charge circuit, diode, and smoothing reactor within the high-voltage box, powering the converter module within the converter cabinet. The voltage is then converted by the traction inverter module into power with adjustable voltage and frequency to power the traction motors. Another approach uses a diesel generator set with a voltage level equivalent to the catenary. This output, 1150V three-phase AC power, is then converted to 1500V DC power by a conditioning module in the converter cabinet and supplied to the intermediate DC link. This power is then supplied to the traction inverter module, which then converts it into power with adjustable voltage and frequency to power the traction motor. Simultaneously, the intermediate DC link supplies power to auxiliary equipment on the auxiliary converter module boxcar, achieving integrated primary and auxiliary power supply.

[0028] Power is supplied to the load via the intermediate DC link. When approaching an area without a power grid, the control system starts the diesel generator set in advance. When the diesel-electric system output voltage exceeds the catenary voltage, the grid circuit breaker opens, the generator set circuit breaker closes, and the entire system is powered by the diesel-electric system, ensuring continuous power supply to the load. When the grid voltage in the area with a power grid recovers, the diesel-electric system automatically reduces the voltage. When it falls below the catenary voltage, the diesel-electric system disconnects and automatically stops supplying power. The grid circuit breaker closes, and power is supplied by the catenary. The entire switching is automatic.

[0029] The high-voltage box includes a voltage sensor VH1, an isolating switch QS and a contactor QF. One end of the voltage sensor VH1 is connected to the pantograph, and the other end is connected to the shaft end grounding device. One end of the current sensor LH2 is connected to the shaft end grounding device and the other end is connected to the negative end of the intermediate DC busbar. One end of the isolating switch QS is connected to the pantograph, and the other end is connected to one end of the contactor QF. The other end of the contactor QF is connected to one end of the current sensor LH1 in the converter cabinet. The other end of the current sensor LH1 is connected to one end of the pre-charging contactor KM1 and the charging contactor KM2. The other end of the pre-charging contactor KM1 is connected to one end of the resistor R1. The other end of the resistor R1 is connected to the other end of the charging contactor KM2 and the anode of the diode V1. The cathode of the diode V1 is connected to one end of the inductor L1. The other end of the inductor L1 is connected to the positive end of the intermediate DC busbar, and is connected to one end of the current sensor LH3, one end of the inverter one, one end of the inverter two and the rectifier through the positive end of the intermediate DC busbar. Connecting a diode to the grid power supply circuit can prevent the current of the generator set from being transmitted to the contact network when the voltage of the generator set is high, thereby protecting the stability of the grid.

[0030] In the converter cabinet, voltage sensor VH5, voltage sensor VH6 and contactor KM8 are provided on the line of the diesel generator set connected to the rectifier. The two ends of the voltage sensor VH5 are connected to the U phase and V phase of the line connecting the diesel generator set to the contactor KM8, and the two ends of the voltage sensor VH6 are connected to the V phase and W phase of the line connecting the diesel generator set to the contactor KM8.

[0031] The diesel generator set features a 3AC1150V output. Compared to the AC690V generators used in other engineering vehicles, this eliminates the need for expensive step-up and step-down equipment in the DC link between the generator set and the intermediate DC link. Instead, a simple rectifier circuit is required, simplifying the circuitry, improving efficiency, and reducing development and operating costs. This marks the first use of an industrial AC1150V diesel generator set in the rail transit industry.

[0032] The converter cabinet also houses an excitation control module for adjusting the excitation current of the diesel generator set. This module is connected to contactor KM9. The excitation of the diesel generator set is controlled by an external excitation module installed on the vehicle. While excitation control for industrial diesel generator sets is typically controlled by the generator set itself, the converter cabinet's force excitation module is used for regulation and control to achieve seamless automatic switching between the catenary and the generator set, enhancing the centralized control of the vehicle's microcomputer.

[0033] The transformer's output is connected to operating equipment via contactor KM10 and circuit breaker Q8, to power outlets one and two via contactor KM4 and circuit breaker Q1, to power outlets three and four via contactor KM5 and circuit breaker Q2, to the driver's air conditioner 1 via contactor KM6 and circuit breaker Q3, to the driver's air conditioner 2 via contactor KM6 and circuit breaker Q4, to the air compressor via contactor KM6 and circuit breaker Q5, to the brake resistor fan 1 via circuit breaker Q6, and to the brake resistor fan 2 via circuit breaker Q7. The auxiliary system draws power from the intermediate DC link via the auxiliary inverter module in the converter cabinet. This power is then converted to different output voltages via an isolation transformer and rectifier. Four power supply formats are available: 3AC380V, AC220V, DC110V, and DC24V. These power the vehicle's auxiliary equipment, operating equipment, household appliances, and control electronics. The locomotive is equipped with a power traction system and an operating system, allowing it to operate independently or tow other engineering vehicles. Maintenance work can also be performed using the operating system while the locomotive is in operation. Two high-power power sockets are located at each end of the locomotive, providing 3AC 380V power to the front and rear engineering vehicles. The locomotive is also equipped with two brake resistors, which can be used for speed regulation and braking to dissipate energy when powered by the diesel engine.

[0034] The overall structure adopts a centralized arrangement of traction converter system equipment and auxiliary converter equipment, which are integrated into a cabinet for modular design to facilitate installation.

[0035] Working principle: As shown in Figure 2, the main circuit of the traction electric drive system adopts a two-level voltage type DC-AC inverter circuit.

[0036] When DC power is supplied to the grid, the disconnector QS and contactor DF in the high-voltage box close. 1500V DC power is fed from the catenary via the pantograph, and pre-charging contactors KM1 and KM3 close. The supporting capacitors in the three inverter modules are charged via the pre-charging resistor R1 until the voltage reaches approximately the grid point. Then, short-circuiting charging contactor KM2 closes, completing the pre-charging process. The DC power from the intermediate DC link is converted by traction inverter modules 1 and 2 into three-phase AC with adjustable frequency and voltage, which powers the asynchronous traction motors. It is also converted by the auxiliary inverter module and transformer T1, which then supplies the auxiliary loads. The negative terminal of the power supply is connected to the ground via the shaft-end grounding device on the vehicle.

[0037] When the diesel generator set is supplying power, contactor KM8 is closed, and the slowly rising 3AC1150V output of the generator is rectified into DC1500V by the rectifier. The DC power of the normally input intermediate DC link is converted into three-phase AC power with adjustable frequency and voltage by traction inverter modules 1 and 2 to supply power to the asynchronous traction motor. At the same time, it is converted by the auxiliary inverter module and transformer T1 and then shared with the auxiliary load.

[0038] The voltage sensor VH1 in the high-voltage box collects the network voltage of the contact network, and the voltage sensors VH5 and 6 collect the output voltage of the generator set. When the two modes need to be switched, the two voltages are compared. When the switching conditions are met, the two modes are automatically switched by controlling the on and off of the contactor.

[0039] The traction inverter consists of two inverter module units, and adopts a control method in which one inverter module drives two traction motors. The chopper unit is integrated with the inverter module unit.

[0040] When the vehicle brakes, the generated braking energy is transmitted to the braking resistor devices 1 and 2 through the chopper device in the inverter module to be consumed by heat.

[0041] The converter consists of a high-voltage electrical unit, a capacitor charging and discharging unit, a filtering unit, a chopping and overvoltage suppression unit, an IGBT inverter unit, a detection unit, etc. Among them, the current sensors LH1 and LH2 are current sensors when the pantograph is powered, and the difference is used for grounding detection. LH9 and LH10 are chopping current sensors.

[0042] The line reactor and the supporting capacitors in the inverter module form a filter circuit. These stabilize the voltage on the DC side of the main circuit and limit voltage fluctuations to within an acceptable range. They also absorb harmonic voltages at the DC input, suppressing the inverter's interference with the input power grid. In the event of an inverter short circuit, they limit the short-circuit current and ensure commutation of the inverter's switching elements.

[0043] Connecting a diode to the grid power supply circuit can prevent the current of the generator set from being transmitted to the contact network when the voltage of the generator set is high, thereby protecting the stability of the grid.

[0044] Because this system utilizes an AC1140V diesel generator set, compared to the AC690V generators used in other engineering vehicles, it eliminates the need for expensive step-up and step-down equipment between the generator set and the intermediate DC link. Instead, a simple rectifier circuit is all that's needed, simplifying the circuit, improving efficiency, and saving development and operating costs. This is also the first time an industrial AC1140V diesel generator set has been used in the rail transit industry.

[0045] The excitation control box module is used to adjust the main generator excitation current, thereby adjusting the main generator output voltage. The onboard control system controls the closing of the KM9 contactor as needed and issues adjustment instructions.

[0046] The above description is only a preferred specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any technician familiar with the technical field, within the technical scope disclosed by the present invention, who makes equivalent replacements or changes based on the technical solution and inventive concept of the present invention, should be covered by the scope of protection of the present invention.

Claims

1. A power supply system for a rail transit engineering vehicle, characterized in that: The utility model comprises a converter cabinet, and auxiliary equipment, operating equipment, living equipment, a high-voltage box, a diesel generator set, a brake resistor 1, a brake resistor 2, a high-voltage box, a traction motor 1, a traction motor 2, a traction motor 3, a traction motor 4 and other equipment connected to the converter cabinet. The converter cabinet comprises an inverter 1, an inverter 2, a rectifier, an auxiliary inverter, a transformer and AD / DC. The inverter 1 is connected to the inverter 2, the inverter 2 is connected to the rectifier and the auxiliary inverter, the rectifier is connected to the auxiliary inverter, the auxiliary inverter is connected to the transformer, the transformer is connected to AD / DC, the brake resistor 1 is connected to the brake resistor 2, and the transformer is connected to the auxiliary inverter. Dynamic resistor 1 and brake resistor 2 are connected to inverter 1, inverter 2, high-voltage box, rectifier and auxiliary inverter in the converter cabinet. The high-voltage box is connected to inverter 1, inverter 2, rectifier and auxiliary inverter in the converter cabinet. The traction motor 1 and traction motor 2 are connected to inverter 1 in the converter cabinet. The traction motor 3 and traction motor 4 are connected to inverter 2 in the converter cabinet. Other equipment is connected to AD / DC in the converter cabinet. The diesel generator set is connected to the rectifier in the converter cabinet. The high-voltage box is connected to the pantograph. Auxiliary equipment, operating equipment and living equipment are connected to the transformer in the converter cabinet.

2. A rail transit engineering vehicle power supply system as claimed in claim 1, characterized in that: The high-voltage box includes a voltage sensor VH1, an isolating switch QS and a contactor QF. One end of the voltage sensor VH1 is connected to the pantograph, and the other end is connected to the shaft end grounding device. One end of the current sensor LH2 is connected to the shaft end grounding device and the other end is connected to the negative end of the intermediate DC busbar. One end of the isolating switch QS is connected to the pantograph, and the other end is connected to one end of the contactor QF. The other end of the contactor QF is connected to one end of the current sensor LH1 in the converter cabinet. The other end of the current sensor LH1 is connected to one end of the pre-charging contactor KM1 and the charging contactor KM2. The other end of the pre-charging contactor KM1 is connected to one end of the resistor R1. The other end of the resistor R1 is connected to the other end of the charging contactor KM2 and the anode of the diode V1. The cathode of the diode V1 is connected to one end of the inductor L1, and the other end of the inductor L1 is connected to the positive end of the intermediate DC busbar.

3. A rail transit engineering vehicle power supply system as claimed in claim 2, characterized in that: The inductor L1 is connected to one end of the current sensor LH3, one end of the inverter 1, one end of the inverter 2 or the rectifier via the positive end of the intermediate DC busbar.

4. A rail transit engineering vehicle power supply system as claimed in claim 1, characterized in that: In the converter cabinet, a voltage sensor VH5, a voltage sensor VH6 and a contactor KM8 are provided on the line of the diesel generator set connected to the rectifier, the two ends of the voltage sensor VH5 are connected to the U phase and the V phase of the line of the diesel generator set connected to the contactor KM8, and the two ends of the voltage sensor VH6 are connected to the V phase and the W phase of the line of the diesel generator set connected to the contactor KM8.

5. A rail transit engineering vehicle power supply system as claimed in claim 1, characterized in that: The diesel generator set is a generator set with a 3AC1150V output.

6. A rail transit engineering vehicle power supply system as claimed in claim 1, characterized in that: The converter cabinet is also provided with an excitation control module for adjusting the excitation current of the diesel generator set, and the excitation control module is connected to a contactor KM9.

7. A rail transit engineering vehicle power supply system as claimed in claim 1, characterized in that: The output of the transformer is connected to the operating equipment through contactor KM10 and circuit breaker Q8.

8. A rail transit engineering vehicle power supply system as claimed in claim 1, characterized in that: The output of the transformer is connected to the one-end power supply socket and the two-end power supply socket through the contactor KM4 and the circuit breaker Q1, and is connected to the three-end power supply socket and the four-end power supply socket through the contactor KM5 and the circuit breaker Q2.

9. A rail transit engineering vehicle power supply system as claimed in claim 1, characterized in that: The output of the transformer is connected to the driver air conditioner 1 through contactor KM6 and circuit breaker Q3, and is connected to the driver air conditioner 2 through contactor KM6 and circuit breaker Q4.

10. A rail transit engineering vehicle power supply system as claimed in claim 1, characterized in that: The output of the transformer is connected to the air compressor through contactor KM6 and circuit breaker Q5, connected to brake resistor fan 1 through circuit breaker Q6, and connected to brake resistor fan 2 through circuit breaker Q7.

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