Traction power supply system for railway vehicle, and railway vehicle

Abstract

A traction power supply system for a railway vehicle, comprising a marshalling unit consisting of a group of four, a head vehicle being provided with a single-weight four-quadrant traction converter, a traction transformer, and two traction motors (15), and intermediate vehicles each using a completely redundant dual four-quadrant traction and auxiliary charging integrated converter, and, in addition, each being provided with a storage battery (17) and four traction motors (15). Further provided is a railway vehicle, comprising the traction power supply system for a railway vehicle. According to such a configuration, the whole-train weight of the marshalling unit is evenly distributed, the axle load difference is small, and the design is more reasonable. In addition, all vehicles are power cars, and the power redundancy is high. Further, pantographs, high-voltage boxes, traction transformers, intermediate vehicle traction converters, etc., that are used are completely universal, and the adaptability of flexible marshalling of vehicles is high.

Description

Rail vehicle traction power supply system and rail vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to Chinese patent application number 2024101539662, filed with the Patent Office of China on February 2, 2024, entitled “A Rail Vehicle Traction Power Supply System and Rail Vehicle,” the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present application relates to the technical field of rail vehicles, and in particular to a rail vehicle traction power supply system and a rail vehicle. Background Art

[0004] The proper layout and placement of various rail vehicle equipment, such as traction transformers, converters, and motors, is crucial to the stability, reliability, and safety of rail vehicle operation. Improper equipment placement can lead to variations in vehicle load and center of gravity, causing vibration during high-speed operation, complicating wiring of electrical equipment, and cumbersome plumbing installation. Therefore, research is needed to develop a scientifically sound layout and placement plan for rail vehicle internal equipment to ensure safe and stable operation.

[0005] Currently, the traction equipment of rail vehicles is heavy. To achieve balanced axle loads, it is not possible to distribute the traction transformer, main traction converter, and traction motor within the same car. Rail vehicles typically place the traction transformer and traction converter on the motor vehicle and trailer respectively. For example, four cars are typically organized into a marshaling unit, consisting of two motor vehicles and two unpowered trailer cars. Two adjacent motor vehicles are separated by a trailer car. Three consecutive cars in the marshaling unit share a power supply system, while the remaining unpowered trailer car (T) does not. This arrangement results in poor system power redundancy and the inability to share high-voltage components, traction transformers, and traction converters, hindering flexible vehicle marshaling. Furthermore, since the traction transformer is generally much lighter than the combined weight of the traction converter and traction motor, rail vehicles still experience unbalanced axle loads.

[0006] Summary of the Invention

[0007] In view of this, the purpose of the present application is to provide a rail vehicle traction power supply system and a rail vehicle.

[0008] In the first aspect, an embodiment of the present application provides a rail vehicle traction power supply system, including a first pantograph, a second pantograph, a first high-voltage box, a second high-voltage box, a first traction transformer, a second traction transformer, a first main traction inverter, a second main traction inverter, a first traction auxiliary inverter, a second traction auxiliary inverter and a traction motor, the first traction transformer, the first traction auxiliary inverter and the two traction motors are located in the first car; the first pantograph, the first high-voltage box, the first main traction inverter and the four traction motors are located in the second car; the second pantograph, the second high-voltage box, the second main traction inverter and the four traction motors are located in the third car; the second traction transformer, the second traction auxiliary inverter and the two traction motors are located in the fourth car; the first car, the second car, the third car and the fourth car are adjacent in sequence.

[0009] In some embodiments, the first high-voltage box includes a first high-voltage first input terminal, a first high-voltage first output terminal, and a first high-voltage second connection terminal; the first high-voltage first input terminal is connected to the first pantograph, the first high-voltage first output terminal is connected to the input terminal of the first traction transformer, the output terminal of the first traction transformer is respectively connected to the input terminal of the first main traction converter and the input terminal of the first traction auxiliary converter, the output terminal of the first main traction converter is connected to the four traction motors, and the output terminal of the first traction auxiliary converter is connected to the two traction motors; the second high-voltage box includes a second high-voltage first input terminal, a second high-voltage first output terminal, and a second high-voltage second connection terminal; the second high-voltage first input terminal is connected to the second pantograph, the second high-voltage first output terminal is connected to the input terminal of the second traction transformer, the output terminal of the second traction transformer is respectively connected to the input terminal of the second main traction converter and the input terminal of the second traction auxiliary converter, the output terminal of the second main traction converter is connected to the four traction motors, and the output terminal of the second traction auxiliary converter is connected to the two traction motors; the first high-voltage second connection terminal is connected to the second high-voltage second connection terminal through an isolating switch.

[0010] In some embodiments, the first traction transformer includes a first transformer first input terminal, a first transformer first output terminal, a first transformer second output terminal, a first transformer third output terminal, a first transformer fourth output terminal, a first transformer fifth output terminal, and a first transformer sixth output terminal; the first main traction converter includes a first main transformer first input terminal, a first main transformer second input terminal, a first main transformer third input terminal, a first main transformer fourth input terminal, a first main transformer first output terminal, a first main transformer second output terminal, a first main transformer third output terminal, and a first main transformer fourth output terminal; the first traction auxiliary converter includes a first auxiliary converter first input terminal, a first auxiliary converter second input terminal, a first auxiliary converter first output terminal, and a first auxiliary converter second output terminal; the first The first input terminal of a transformer is connected to the first high-voltage first output terminal, the first output terminal of the first transformer is connected to the first input terminal of the first main transformer, the second output terminal of the first transformer is connected to the second input terminal of the first main transformer, the third output terminal of the first transformer is connected to the third input terminal of the first main transformer, and the fourth output terminal of the first transformer is connected to the fourth input terminal of the first main transformer; the fifth output terminal of the first transformer is connected to the first input terminal of the first auxiliary transformer, and the sixth output terminal of the first transformer is connected to the second input terminal of the first auxiliary transformer; the first output terminal of the first main transformer, the second output terminal of the first main transformer, the third output terminal of the first main transformer, the fourth output terminal of the first main transformer, the first output terminal of the first auxiliary transformer, and the second output terminal of the first auxiliary transformer are each connected to a traction motor.

[0011] In some embodiments, the second traction transformer includes a second transformer first input terminal, a second transformer first output terminal, a second transformer second output terminal, a second transformer third output terminal, a second transformer fourth output terminal, a second transformer fifth output terminal, and a second transformer sixth output terminal; the second main traction converter includes a second main transformer first input terminal, a second main transformer second input terminal, a second main transformer third input terminal, a second main transformer fourth input terminal, a second main transformer first output terminal, a second main transformer second output terminal, a second main transformer third output terminal, and a second main transformer fourth output terminal; the second traction auxiliary converter includes a second auxiliary converter first input terminal, a second auxiliary converter second input terminal, a second auxiliary converter first output terminal, and a second auxiliary converter second output terminal; the second The first input terminal of the second transformer is connected to the first output terminal of the second high voltage, the first output terminal of the second transformer is connected to the first input terminal of the second main transformer, the second output terminal of the second transformer is connected to the second input terminal of the second main transformer, the third output terminal of the second transformer is connected to the third input terminal of the second main transformer, and the fourth output terminal of the second transformer is connected to the fourth input terminal of the second main transformer; the fifth output terminal of the second transformer is connected to the first input terminal of the second auxiliary transformer, and the sixth output terminal of the second transformer is connected to the second input terminal of the second auxiliary transformer; the first output terminal of the second main transformer, the second output terminal of the second main transformer, the third output terminal of the second main transformer, the fourth output terminal of the second main transformer, the first output terminal of the second auxiliary transformer, and the second output terminal of the second auxiliary transformer are each connected to a traction motor.

[0012] In some embodiments, it also includes a vehicle-end distribution box for supplying power to the AC 380V load in the car where it is located; the first car, the second car, the third car and the fourth car all include a vehicle-end distribution box, the first traction auxiliary inverter also includes the third output end of the first auxiliary transformer, and the second traction auxiliary inverter also includes the third output end of the second auxiliary transformer; the third output end of the first auxiliary transformer is connected to the input end of the vehicle-end distribution box of the first car; the vehicle-end distribution box of the first car, the vehicle-end distribution box of the second car, the vehicle-end distribution box of the third car, and the vehicle-end distribution box of the fourth car are connected in sequence; the third output end of the second auxiliary transformer is connected to the input end of the vehicle-end distribution box of the fourth car.

[0013] In some embodiments, batteries are provided in both the second and third carriages; the first main traction inverter includes the fifth output terminal of the first main transformer, and the second main traction inverter includes the fifth output terminal of the second main transformer; the fifth output terminal of the first main transformer is connected to the battery in the second carriage; and the fifth output terminal of the second main transformer is connected to the battery in the third carriage.

[0014] In some embodiments, the first main traction converter and the second main traction converter are both dual four-quadrant converters; the first traction auxiliary converter and the second traction auxiliary converter are both single four-quadrant converters.

[0015] In some embodiments, the first high-voltage box and the second high-voltage box both include a first input end, a first output end, and a second connection end; and further include a current transformer, a voltage transformer, a first vacuum circuit breaker, a first grounding switch, a second vacuum circuit breaker, and a second grounding switch. The first input end is connected to the input end of the current transformer, the output end of the current transformer is connected to the input end of the first vacuum circuit breaker, the output end of the first vacuum circuit breaker is connected to the first connection end and the input end of the second vacuum circuit breaker, the output end of the second vacuum circuit breaker is connected to the first output end and one end of the second grounding switch, and the other end of the second grounding switch is grounded; the output end of the current transformer is connected to one end of the primary coil of the voltage transformer, and the other end of the primary coil is grounded; the first grounding switch is a bipolar grounding switch, the input end and the output end of the first vacuum circuit breaker are respectively connected to one end of the two poles of the first grounding switch, and the other ends of the two poles of the first grounding switch are both grounded.

[0016] In some embodiments, a first lightning arrester is further provided between the output end of the current transformer and the ground; and a second lightning arrester is provided between the first output end and the ground.

[0017] In a second aspect, an embodiment of the present application further provides a rail vehicle, comprising a rail vehicle traction power supply system as described in any of the above embodiments.

[0018] The beneficial effects that this application can achieve.

[0019] The present application provides a rail vehicle traction power supply system and rail vehicle, comprising a 4-carriage unit, wherein the lead car is provided with a single four-quadrant traction inverter, a traction transformer and two traction motors; the middle car adopts a fully redundant dual four-quadrant traction, auxiliary and charging integrated inverter, and is also provided with a battery and four traction motors; the train unit has a uniform weight distribution, a small axle weight difference, and a more reasonable design; at the same time, all vehicles are motor vehicles with high power redundancy; in addition, the pantographs, high-voltage boxes, traction transformers, middle car traction inverters, etc. used are completely universal, and the vehicle has strong adaptability to flexible formation.

[0020] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0022] FIG1 shows a schematic diagram of the layout design of various components of a rail vehicle traction power supply system according to the present application;

[0023] FIG2 shows a schematic diagram of the power supply principle of a rail vehicle traction power supply system according to the present application;

[0024] FIG3 shows a schematic diagram of the circuit principle of a high-voltage box of a rail vehicle traction power supply system of the present application.

[0025] Among them: 1-first car, 2-second car, 3-third car, 4-fourth car, 5-first pantograph, 6-second pantograph, 7-first high-voltage box, 8-second high-voltage box, 9-first traction transformer, 10-second traction transformer, 11-first main traction converter, 12-second main traction converter, 13-first traction auxiliary converter, 14-second traction auxiliary converter, 15-traction motor, 16-air compressor, 17-battery, 18-car end distribution box, 19-AC380V load of this car, 20-high-voltage disconnector, 21-first high-voltage first input terminal, 22-first high-voltage first output terminal, 23-first high-voltage second connection terminal, 24-second high-voltage first input terminal, 25-second high-voltage first output terminal, 26-second high-voltage second connection terminal, 27-first transformer first input terminal, 28-first transformer first output terminal, 2 9-first transformer second output terminal, 30-first transformer third output terminal, 31-first transformer fourth output terminal, 32-first transformer fifth output terminal, 33-first transformer sixth output terminal, 34-first main transformer first input terminal, 35-first main transformer second input terminal, 36-first main transformer third input terminal, 37-first main transformer fourth input terminal, 38-first main transformer first output terminal, 39-first main transformer second output terminal, 40-first main transformer third output terminal, 41-first main transformer fourth output terminal, 42-first main transformer fifth output terminal, 43-first auxiliary transformer first input terminal, 44-first auxiliary transformer second input terminal, 45-first auxiliary transformer third input terminal, 46-first auxiliary transformer fourth input terminal, 47-first auxiliary transformer fifth output terminal, 48-first auxiliary transformer first input terminal, 49-first auxiliary transformer second input terminal, 50-first main transformer third output terminal, 51-first main transformer fourth output terminal, 52-first main transformer fifth output terminal, 53-first auxiliary transformer first input terminal, 54-first auxiliary transformer second input terminal, 55-first auxiliary transformer second input terminal, 56-first auxiliary transformer second input terminal, 57-first auxiliary transformer fourth input terminal, 58-first main transformer first output terminal, 59-first auxiliary transformer second input terminal, 60-first main transformer third output terminal, 61-first main transformer fourth output terminal, 62-first main transformer fifth output terminal, 63-first auxiliary transformer first input terminal, 64-first auxiliary transformer second input terminal, 65-first auxiliary transformer second input terminal, 66-first auxiliary transformer second input terminal, 67-first auxiliary transformer second input terminal, 68-first auxiliary transformer first input terminal, 69-first auxiliary transformer second input terminal, 70-first auxiliary transformer second input terminal, 71-first main transformer fourth output terminal, 72-first main transformer fifth output terminal, 73-first auxiliary transformer first input terminal, 74-first auxiliary transformer second input terminal, 75-first auxiliary transformer second input terminal, 5-first auxiliary transformer first output terminal, 46-first auxiliary transformer second output terminal, 47-first auxiliary transformer third output terminal, 48-second transformer first input terminal, 49-second transformer first output terminal, 50-second transformer second output terminal, 51-second transformer third output terminal, 52-second transformer fourth output terminal, 53-second transformer fifth output terminal, 54-second transformer sixth output terminal, 55-second main transformer first input terminal, 56-second main transformer second input terminal, 57-second main transformer third input terminal, 58-second main transformer fourth input terminal, 59-second main transformer first output terminal, 60-second main transformer second output terminal, 61-second main transformer second output terminal, 62-second main transformer second output terminal, 63-second main transformer third input terminal, 64-second main transformer fourth input terminal, 65-second main transformer first output terminal, 66-second main transformer second output terminal, 67-second main transformer third input terminal, 68-second main transformer fourth input terminal, 69-second main transformer first output terminal, 70-second main transformer second output terminal, 71-second main transformer second output terminal, 72-second main transformer second output terminal, 73-second main transformer third input terminal, 74-second main transformer fourth input terminal, 75-second main transformer first output terminal, 76-second main transformer second output terminal, 77-second main transformer third input terminal, 78-second main transformer fourth input terminal, 79-second main transformer first output terminal, 80-second main transformer second output terminal, 81-second main transformer second output terminal, 82 1-third output terminal of the second main transformer, 62-fourth output terminal of the second main transformer, 63-fifth output terminal of the second main transformer, 64-first input terminal of the second auxiliary transformer, 65-second input terminal of the second auxiliary transformer, 66-first output terminal of the second auxiliary transformer, 67-second output terminal of the second auxiliary transformer, 68-third output terminal of the second auxiliary transformer, 69-first input terminal, 70-first output terminal, 71-second connecting terminal, 72-current transformer, 73-voltage transformer, 74-first vacuum circuit breaker, 75-first grounding switch, 76-second vacuum circuit breaker, 77-second grounding switch, 78-first lightning arrester, 79-second lightning arrester. DETAILED DESCRIPTION

[0026] The term "comprising" in the specification, claims, and drawings of this application is synonymous with "including," "containing," or "characterized by," and is inclusive or open-ended and does not exclude additional unrecited elements or method steps. "Comprising" is a technical term used in claim language to mean that the recited elements are present, but other elements may be added and still form a structure or method within the scope of the claim.

[0027] It should be noted that similar reference numerals and letters represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. In addition, the terms "first", "second", "third", etc. are only used to distinguish the description and are not to be understood as indicating or implying relative importance. The term "about" in this application is meant to include slight variations (up to + / - 10%) from the stated value.

[0028] Currently, the traction equipment on rail vehicles is quite heavy. To achieve balanced axle loads, it is not possible to distribute the traction transformer, traction converter, traction motor, and gearbox all within the same car. The proper layout and placement of various equipment on rail vehicles is crucial to the stability, reliability, and safety of rail vehicle operation. Improper layout and placement can lead to variations in vehicle load and center of gravity, causing vibration during high-speed operation, complicating wiring of electrical equipment, and piping of sanitary facilities. Therefore, research is needed to develop a scientific and rational layout and placement scheme for rail vehicle internal equipment to ensure safe and stable operation.

[0029] In an embodiment of the present application, a rail vehicle traction power supply system is provided, including a first pantograph, a second pantograph, a first high-voltage box, a second high-voltage box, a first traction transformer, a second traction transformer, a first main traction converter, a second main traction converter, a first traction auxiliary converter, a second traction auxiliary converter and a traction motor, wherein the first traction transformer, the first traction auxiliary converter and the two traction motors are located in a first carriage; the first pantograph, the first high-voltage box, the first main traction converter and the four traction motors are located in a second carriage; the second pantograph, the second high-voltage box, the second main traction converter and the four traction motors are located in a third carriage; the second traction transformer, the second traction auxiliary converter and the two traction motors are located in a fourth carriage; the first carriage, the second carriage, the third carriage and the fourth carriage are adjacent in sequence.

[0030] In a rail vehicle traction power supply system in an embodiment of the present application, the layout of the traction transformer, traction converter, auxiliary converter, battery and traction motor is designed. At the same time, all trains are EMUs, the lead car is a semi-EMU, and the middle car is a full-EMU. The power redundancy is high, which solves the problems of uneven weight distribution of rail vehicles and poor redundancy of traction systems in the prior art, achieves weight balance, and improves the redundancy of the traction system and the flexibility of the formation.

[0031] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0032] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0033] Example 1

[0034] Currently, the traction equipment of rail vehicles is relatively heavy. For example, the traction transformer generally weighs between 1000kg and 5000kg, the main traction converter weighs about 1900kg, the auxiliary converter weighs about 800kg, each battery weighs about 100kg, and each traction motor weighs about 650kg. The unreasonable arrangement and placement of various traction equipment on rail trains will cause differences in the vehicle's load-bearing capacity and center of gravity position, leading to vibration during high-speed operation of the train, making it difficult to connect electrical equipment and to install piping for sanitary equipment.

[0035] The present application provides a vehicle traction power supply system, which designs the layout of the traction transformer, traction converter, auxiliary converter, battery and traction motor to solve the problems of uneven weight distribution of rail vehicles and poor redundancy of the traction system in the existing technology, achieves weight balance in the layout, and improves the redundancy of the traction system and the flexibility of the formation.

[0036] Figure 1 shows a schematic diagram of the layout structure of a vehicle traction power supply system, which includes a first car 1, a second car 2, a third car 3, and a fourth car 4, each adjacent to each other. Each car is connected by a coupler, and the four cars form a train. A rail vehicle traction power supply system in this application includes a first pantograph 5, a second pantograph 6, a first high-voltage box 7, a second high-voltage box 8, a first traction transformer 9, a second traction transformer 10, a first main traction converter 11, a second main traction converter 12, a first auxiliary traction converter 13, a second auxiliary traction converter 14, and a plurality of traction motors 15 distributed across each car. As shown in Figure 1, the first car 1 and the fourth car 4 are semi-powered cars, each including two traction motors. The second car 2 and the third car 3 are fully powered cars, each including four traction motors. The first traction transformer 9, the first auxiliary traction converter 13, and the two traction motors 15 are located in the first car 1. The first pantograph 5, first high-voltage box 7, first main traction converter 11, and four traction motors 15 are located in the second car. The second pantograph 6, second high-voltage box 8, second main traction converter 12, and four traction motors 15 are located in the third car. The second traction transformer 10, second auxiliary traction converter 14, and two traction motors 15 are located in the fourth car.

[0037] The present application discloses a rail vehicle traction power supply system that utilizes a frame-controlled mode. The two lead cars, the first car 1 and the fourth car, are equipped with traction auxiliary converters and traction transformers. Specifically, the first car 1 is equipped with a first traction transformer 9 and a first traction auxiliary converter 13, while the fourth car 4 is equipped with a second traction transformer 10 and a second traction auxiliary converter 14. The traction auxiliary converters are single traction converters. As shown in Figure 1 , the lead cars, namely the first car 1 and the fourth car, are each equipped with an air compressor 16 and two traction motors 15. The two middle cars, namely the second car 2 and the third car 3, are equipped with main traction converters. For example, the second car 2 is equipped with a first main traction converter 11, and the third car 3 is equipped with a second main traction converter 12. The main traction converters utilize fully redundant dual four-quadrant traction-auxiliary-charge integrated converters. As shown in Figure 1 , the middle cars, namely the second car 2 and the third car 3, are each equipped with a battery 17, an air compressor 16, and four traction motors 15. The layout of the traction power supply system in this application makes the weight of the whole vehicle evenly distributed, the axle weight difference is small, and the design is more reasonable.

[0038] In this application, the AC25kV high-voltage alternating current of the power grid is input into the high-voltage box through the pantograph and cable in the traction power supply system of the rail vehicle. The high-voltage box, i.e., the high-voltage electrical box, is the front-stage component of the circuit of the train vehicle electrical traction system, and realizes the circuit on-off and protection functions of the traction system. The traction transformer is connected to the high-voltage box. The traction transformer reduces the AC25kV high-voltage alternating current into AC1500V alternating current. The AC power supply is transformed by the traction transformer and then output to the main traction converter and the traction auxiliary converter for power supply. The main traction converter and the traction auxiliary converter convert the AC1500V alternating current into direct current through the internal AC-DC module, and then convert it into three-phase alternating current with controllable voltage and frequency through the internal inverter module, and transmit it to the AC traction motor (i.e., three-phase asynchronous motor), which pulls the entire train through the rotation of the motor.

[0039] The traction converter is one of the key components of a train. It generally includes a pulse rectifier power unit, an inverter power unit, a filter unit, and a cooling unit. It first rectifies the single-phase AC power from the traction transformer into DC power, and then inverts the DC power into three-phase AC power with variable frequency. It realizes the starting, braking, and speed control of the AC traction motor through voltage and frequency regulation. When the train is in traction mode, the traction converter converts the single-phase AC power on the secondary winding of the traction transformer into the variable voltage and frequency three-phase power required to drive the traction motor; during braking mode, the traction motor is in power generation mode, and the traction converter feeds the electric energy generated by the motor back to the power grid. The converters in this application are all conventional existing equipment. The traction auxiliary converter mainly converts the AC1500V AC power on the secondary side of the traction transformer into three-phase AC power with adjustable voltage and frequency and 400VAC, 50Hz power supply to power the traction motor and train auxiliary systems. The auxiliary traction converter uses a single traction converter, consisting of two four-quadrant modules, an intermediate DC circuit, a brake chopper, two traction inverter modules, and one auxiliary module. The auxiliary module provides power, such as three-phase AC380V, for the trainset's auxiliary systems. The main traction converter uses a fully redundant dual four-quadrant traction-auxiliary-charging integrated converter, consisting of two dual four-quadrant rectifier modules, two dual main inverter modules, one auxiliary module, and one charging module. The charging module provides DC110V for charging the batteries.

[0040] As shown in Figure 2, the first high-voltage box 7 includes a first high-voltage first input terminal 21, a first high-voltage first output terminal 22, and a first high-voltage second connection terminal 23. The first high-voltage first input terminal 21 is connected to the first pantograph 5 via a cable. The first high-voltage first output terminal 22 is connected to the input terminal of the first traction transformer 9. The output terminal of the first traction transformer 9 is respectively connected to the input terminal of the first main traction converter 11 and the input terminal of the first auxiliary traction converter 13. The output terminal of the first main traction converter 11 is connected to the four traction motors 15, and the output terminal of the first auxiliary traction converter 13 is connected to the two traction motors 15. The second high-voltage box 8 includes a second high-voltage first input terminal 24, a second high-voltage first output terminal 25, and a second high-voltage second connection terminal 26. The second high-voltage first input terminal 24 is connected to the second pantograph 6 via a cable. The second high-voltage first output terminal 25 is connected to the input terminal of the second traction transformer 10. The output terminal of the second traction transformer 10 is respectively connected to the input terminal of the second main traction converter 12 and the input terminal of the second auxiliary traction converter 14. The output terminal of the second main traction converter 12 is connected to the four traction motors 15, and the output terminal of the second auxiliary traction converter 14 is connected to the two traction motors 15. The first high-voltage second connection terminal 23 is connected to the second high-voltage second connection terminal 26 via the high-voltage disconnect switch 20.

[0041] The first traction transformer 9 includes a first transformer first input terminal 27, a first transformer first output terminal 28, a first transformer second output terminal 29, a first transformer third output terminal 30, a first transformer fourth output terminal 31, a first transformer fifth output terminal 32, and a first transformer sixth output terminal 33. The first main traction converter 11 includes a first main transformer first input terminal 34, a first main transformer second input terminal 35, a first main transformer third input terminal 36, a first main transformer fourth input terminal 37, a first main transformer first output terminal 38, a first main transformer second output terminal 39, a first main transformer third output terminal 40, and a first main transformer fourth output terminal 41. The first auxiliary traction converter 13 includes a first auxiliary transformer first input terminal 43, a first auxiliary transformer second input terminal 44, a first auxiliary transformer first output terminal 45, and a first auxiliary transformer second output terminal 46. The first transformer first input terminal 27 is connected to the first high-voltage first output terminal 22, the first transformer first output terminal 28 is connected to the first main transformer first input terminal 34, the first transformer second output terminal 29 is connected to the first main transformer second input terminal 35, the first transformer third output terminal 30 is connected to the first main transformer third input terminal 36, and the first transformer fourth output terminal 31 is connected to the first main transformer fourth input terminal 37. The first transformer fifth output terminal 32 is connected to the first auxiliary transformer first input terminal 43, and the first transformer sixth output terminal 33 is connected to the first auxiliary transformer second input terminal 44. The first main transformer first output terminal 38, the first main transformer second output terminal 39, the first main transformer third output terminal 40, the first main transformer fourth output terminal 41, the first auxiliary transformer first output terminal 45, and the first auxiliary transformer second output terminal 46 are each connected to a traction motor 15.

[0042] The second traction transformer 10 includes a second transformer first input terminal 48, a second transformer first output terminal 49, a second transformer second output terminal 50, a second transformer third output terminal 51, a second transformer fourth output terminal 52, a second transformer fifth output terminal 53, and a second transformer sixth output terminal 54. The second main traction converter 12 includes a second main transformer first input terminal 55, a second main transformer second input terminal 56, a second main transformer third input terminal 57, a second main transformer fourth input terminal 58, a second main transformer first output terminal 59, a second main transformer second output terminal 60, a second main transformer third output terminal 61, and a second main transformer fourth output terminal 62. The second traction auxiliary converter 14 includes a second auxiliary transformer first input terminal 64, a second auxiliary transformer second input terminal 65, a second auxiliary transformer first output terminal 66, and a second auxiliary transformer second output terminal 67. The second transformer first input terminal 48 is connected to the second high-voltage first output terminal 25, the second transformer first output terminal 49 is connected to the second main transformer first input terminal 55, the second transformer second output terminal 50 is connected to the second main transformer second input terminal 56, the second transformer third output terminal 51 is connected to the second main transformer third input terminal 57, and the second transformer fourth output terminal 52 is connected to the second main transformer fourth input terminal 58. The second transformer fifth output terminal 53 is connected to the second auxiliary transformer first input terminal 64, and the second transformer sixth output terminal 54 is connected to the second auxiliary transformer second input terminal 65. The second main transformer first output terminal 59, the second main transformer second output terminal 60, the second main transformer third output terminal 61, the second main transformer fourth output terminal 62, the second auxiliary transformer first output terminal 66, and the second auxiliary transformer second output terminal 67 are each connected to a traction motor 15.

[0043] As shown in Figure 2, each car also includes a car-end distribution box 18 for supplying power to the AC 380V load 19 (e.g., an air compressor) in the car in which it is located. The first car 1, second car 2, third car 3, and fourth car 4 all include a car-end distribution box 18. The first auxiliary traction inverter 13 also includes a first auxiliary transformer third output terminal 47, and the second auxiliary traction inverter 14 also includes a second auxiliary transformer third output terminal 68. The first auxiliary transformer third output terminal 47 is connected to the input terminal of the car-end distribution box 18 of the first car 1. The car-end distribution boxes of the first car 1, the second car 2, the third car 3, and the fourth car 4 are connected in sequence. The second auxiliary transformer third output terminal 68 is connected to the input terminal of the car-end distribution box 18 of the fourth car 4.

[0044] As shown in Figure 2 , batteries 17 are installed in both the second and third carriages 2 and 3. The first main traction converter 11 includes a fifth output terminal 42. The second main traction converter 12 includes a fifth output terminal 63. The fifth output terminal 42 is connected to the battery 17 in the second carriage 2. The fifth output terminal 63 is connected to the battery 17 in the third carriage 3.

[0045] As shown in Figure 3, which is a schematic diagram of the high-voltage box principle, the first high-voltage box 7 and the second high-voltage box 8 each include a first input terminal 69, a first output terminal 70, and a second connection terminal 71. The first high-voltage box 7 and the second high-voltage box 8 also include a current transformer 72, a voltage transformer 73, a first vacuum circuit breaker 74, a first grounding switch 75, a second vacuum circuit breaker 76, and a second grounding switch 77. The first input terminal 69 is connected to the input terminal of the current transformer 72, the output terminal of the current transformer 72 is connected to the input terminal of the first vacuum circuit breaker 74, the output terminal of the first vacuum circuit breaker 74 is connected to the second connection terminal 71 and the input terminal of the second vacuum circuit breaker 76, the output terminal of the second vacuum circuit breaker 76 is connected to the first output terminal 70 and one end of the second grounding switch 77, and the other end of the second grounding switch 77 is grounded. In this application, grounding refers to connecting rails. Furthermore, the output terminal of the current transformer 72 is connected to one end of the primary coil of the voltage transformer 73, and the other end of the primary coil is grounded. The first grounding switch 75 is a bipolar grounding switch. The input and output of the first vacuum circuit breaker 74 are connected to one end of each pole of the first grounding switch 75, respectively. The other ends of each pole of the first grounding switch are both grounded. The second grounding switch 77 is a single-pole grounding switch. A first lightning arrester 78 is also provided between the output end of the current transformer 72 and ground. A second lightning arrester 79 is provided between the first output end 70 and ground.

[0046] In this embodiment, a rail vehicle traction power supply system can utilize a pantograph to connect to the network during train operation. For example, when the first pantograph 5 is raised to connect to the network and the second pantograph 6 is not raised, the high-voltage disconnector 20 is closed, the first vacuum circuit breaker 74 and the first vacuum circuit breaker 76 in the first high-voltage tank 7 are closed, and the first grounding switch 75 and the second grounding switch 77 are not closed, indicating no ground connection. AC25kV high voltage AC enters the first high-voltage tank in sequence through the first pantograph 5, the cable, and the first high-voltage first input terminal 21. It is then delivered to the first traction transformer 9 through the first high-voltage first output terminal 22, and then to the second high-voltage second connection terminal 26 of the second high-voltage tank 8 through the first high-voltage second connection terminal 23 and the high-voltage disconnector 20. The first vacuum circuit breaker 74 in the second high-voltage tank 8 is opened, and the second vacuum circuit breaker 76 is closed. The AC25kV high voltage is then output to the second traction transformer 10 in sequence through the second high-voltage second connection terminal 26, the second vacuum circuit breaker 76, and the second high-voltage first output terminal 25. Similarly, the first pantograph 5 may not be raised, and the second pantograph 6 may be raised to access the network.

[0047] At the same time, the design of the high-voltage disconnector 20 of the rail vehicle traction power supply system, as well as the first and second vacuum circuit breakers 74 and 79, and the first and second grounding switches 75 and 77 in the high-voltage box, in this application, improves the safety of the entire train traction power supply system. For example, if a high-voltage busbar grounding fault occurs, the high-voltage disconnector 20 automatically disconnects and determines the busbar grounding section. If it is on the currently raised pantograph side, the pantograph replacement operation is initiated. If it is on the non-raised pantograph side, the status of the first and second grounding switches 75 and 77 on the non-raised pantograph side is checked for further fault handling.

[0048] A rail vehicle traction power supply system and rail vehicle in this embodiment include a four-carriage marshaling unit, wherein the lead car is provided with a single four-quadrant traction converter, a traction transformer, and two traction motors; the middle car adopts a fully redundant dual four-quadrant traction, auxiliary, and charging integrated converter, and is also provided with batteries and four traction motors; the train unit has a uniform weight distribution, a small axle weight difference, and a more reasonable design; and all vehicles are motor vehicles, with high power redundancy.

[0049] Correspondingly, another embodiment of the present application further provides a rail vehicle, which has a rail vehicle traction power supply system in the aforementioned embodiment. The four-carriage rail vehicles in the present application are all motor vehicles, wherein the first car and the fourth car are semi-motor vehicles, and the second car and the third car are full motor vehicles. The traction system adopts a frame control mode. Taking a rail vehicle in which each car includes two bogies, four axles, and eight wheels as an example, under the frame control mode, the minimum power unit that can be controlled at a time is a bogie unit, including two axle units, that is, two traction motors. The frame control mode is that when a motor on a motor vehicle fails, the control system isolates and cuts off the bogie where the motor is located. Since the rail vehicle adopts the above-mentioned four-carriage rail vehicle, including 6 power bogies, the power redundancy is high. In addition, the four-car rail vehicle used in this application can adopt conventional vehicle wiring technology. The high-voltage components (pantograph, high-voltage box), traction transformer, and intermediate car main traction inverter can achieve complete commonality in 4, 6, and 8 car groups. The auxiliary inverter, battery and other major components are common, which can easily realize operation in different car grouping forms such as 4+4 and 4+6 reconnection, thereby improving the flexibility of the rail vehicle grouping.

[0050] The above is a detailed introduction to the embodiments of the present application. Specific examples are used herein to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method and core idea of ​​the present application. At the same time, for those skilled in the art, according to the idea of ​​the present application, there may be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present application.

Claims

1. A rail vehicle traction power supply system, comprising a first pantograph, a second pantograph, a first high-voltage box, a second high-voltage box, a first traction transformer, a second traction transformer, a first main traction converter, a second main traction converter, a first traction auxiliary converter, a second traction auxiliary converter, and a traction motor, characterized in that: The first traction transformer, the first traction auxiliary inverter and the two traction motors are located in the first car; the first pantograph, the first high-voltage box, the first main traction inverter and the four traction motors are located in the second car; the second pantograph, the second high-voltage box, the second main traction inverter and the four traction motors are located in the third car; the second traction transformer, the second traction auxiliary inverter and the two traction motors are located in the fourth car; the first car, the second car, the third car and the fourth car are adjacent in sequence.

2. A rail vehicle traction power supply system according to claim 1, characterized in that: The first high-voltage box includes a first high-voltage first input end, a first high-voltage first output end, and a first high-voltage second connection end; the first high-voltage first input end is connected to the first pantograph, the first high-voltage first output end is connected to the input end of the first traction transformer, the output end of the first traction transformer is respectively connected to the input end of the first main traction converter and the input end of the first traction auxiliary converter, the output end of the first main traction converter is connected to the four traction motors, and the output end of the first traction auxiliary converter is connected to the two traction motors; The second high-voltage box includes a second high-voltage first input terminal, a second high-voltage first output terminal, and a second high-voltage second connection terminal; the second high-voltage first input terminal is connected to the second pantograph, the second high-voltage first output terminal is connected to the input terminal of the second traction transformer, the output terminal of the second traction transformer is respectively connected to the input terminal of the second main traction converter and the input terminal of the second traction auxiliary converter, the output terminal of the second main traction converter is connected to the four traction motors, and the output terminal of the second traction auxiliary converter is connected to the two traction motors; The first high-voltage second connection terminal is connected to the second high-voltage second connection terminal through an isolating switch.

3. A rail vehicle traction power supply system according to claim 2, characterized in that: The first traction transformer includes a first transformer first input terminal, a first transformer first output terminal, a first transformer second output terminal, a first transformer third output terminal, a first transformer fourth output terminal, a first transformer fifth output terminal and a first transformer sixth output terminal; The first main traction converter includes a first main transformer first input terminal, a first main transformer second input terminal, a first main transformer third input terminal, a first main transformer fourth input terminal, a first main transformer first output terminal, a first main transformer second output terminal, a first main transformer third output terminal, and a first main transformer fourth output terminal; The first traction auxiliary converter includes a first auxiliary converter first input terminal, a first auxiliary converter second input terminal, a first auxiliary converter first output terminal, and a first auxiliary converter second output terminal; The first input terminal of the first transformer is connected to the first high-voltage first output terminal, the first output terminal of the first transformer is connected to the first input terminal of the first main transformer, the second output terminal of the first transformer is connected to the second input terminal of the first main transformer, the third output terminal of the first transformer is connected to the third input terminal of the first main transformer, and the fourth output terminal of the first transformer is connected to the fourth input terminal of the first main transformer; the fifth output terminal of the first transformer is connected to the first input terminal of the first auxiliary transformer, and the sixth output terminal of the first transformer is connected to the second input terminal of the first auxiliary transformer; The first output terminal of the first main transformer, the second output terminal of the first main transformer, the third output terminal of the first main transformer, the fourth output terminal of the first main transformer, the first output terminal of the first auxiliary transformer and the second output terminal of the first auxiliary transformer are each connected to a traction motor.

4. A rail vehicle traction power supply system according to claim 2, characterized in that: The second traction transformer includes a second transformer first input terminal, a second transformer first output terminal, a second transformer second output terminal, a second transformer third output terminal, a second transformer fourth output terminal, a second transformer fifth output terminal, and a second transformer sixth output terminal; The second main traction converter includes a first input terminal of the second main transformer, a second input terminal of the second main transformer, a third input terminal of the second main transformer, a fourth input terminal of the second main transformer, a first output terminal of the second main transformer, a second output terminal of the second main transformer, a third output terminal of the second main transformer, and a fourth output terminal of the second main transformer; The second traction auxiliary converter includes a second auxiliary converter first input terminal, a second auxiliary converter second input terminal, a second auxiliary converter first output terminal, and a second auxiliary converter second output terminal; The first input terminal of the second transformer is connected to the first output terminal of the second high voltage, the first output terminal of the second transformer is connected to the first input terminal of the second main transformer, the second output terminal of the second transformer is connected to the second input terminal of the second main transformer, the third output terminal of the second transformer is connected to the third input terminal of the second main transformer, and the fourth output terminal of the second transformer is connected to the fourth input terminal of the second main transformer; the fifth output terminal of the second transformer is connected to the first input terminal of the second auxiliary transformer, and the sixth output terminal of the second transformer is connected to the second input terminal of the second auxiliary transformer; The first output terminal of the second main transformer, the second output terminal of the second main transformer, the third output terminal of the second main transformer, the fourth output terminal of the second main transformer, the first output terminal of the second auxiliary transformer and the second output terminal of the second auxiliary transformer are each connected to a traction motor.

5. A rail vehicle traction power supply system according to any one of claims 1 to 4, characterized in that: It also includes a vehicle-end distribution box for supplying power to the AC 380V load in the car where it is located; the first car, the second car, the third car and the fourth car all include a vehicle-end distribution box, the first traction auxiliary inverter also includes the third output end of the first auxiliary transformer, and the second traction auxiliary inverter also includes the third output end of the second auxiliary transformer; the third output end of the first auxiliary transformer is connected to the input end of the vehicle-end distribution box of the first car; the vehicle-end distribution box of the first car, the vehicle-end distribution box of the second car, the vehicle-end distribution box of the third car, and the vehicle-end distribution box of the fourth car are connected in sequence; the third output end of the second auxiliary transformer is connected to the input end of the vehicle-end distribution box of the fourth car.

6. A rail vehicle traction power supply system according to claim 5, characterized in that: Batteries are provided in both the second and third carriages; the first main traction inverter includes the fifth output terminal of the first main transformer, and the second main traction inverter includes the fifth output terminal of the second main transformer; the fifth output terminal of the first main transformer is connected to the battery in the second carriage; the fifth output terminal of the second main transformer is connected to the battery in the third carriage.

7. A rail vehicle traction power supply system according to claim 1, characterized in that: The first main traction converter and the second main traction converter are both double four-quadrant converters; the first auxiliary traction converter and the second auxiliary traction converter are both single four-quadrant converters.

8. The rail vehicle traction power supply system according to claim 1, characterized in that: The first high-voltage box and the second high-voltage box each include a first input end, a first output end, and a second connection end; The device further includes a current transformer, a voltage transformer, a first vacuum circuit breaker, a first grounding switch, a second vacuum circuit breaker, and a second grounding switch, wherein the first input end is connected to the input end of the current transformer, the output end of the current transformer is connected to the input end of the first vacuum circuit breaker, the output end of the first vacuum circuit breaker is connected to the first connection end and the input end of the second vacuum circuit breaker, the output end of the second vacuum circuit breaker is connected to the first output end and one end of the second grounding switch, and the other end of the second grounding switch is grounded; The output end of the current transformer is connected to one end of the primary coil of the voltage transformer, and the other end of the primary coil is grounded; The first grounding switch is a double-pole grounding switch. The input and output ends of the first vacuum circuit breaker are respectively connected to one end of the two poles of the first grounding switch, and the other ends of the two poles of the first grounding switch are both grounded.

9. A rail vehicle traction power supply system according to claim 8, characterized in that: A first lightning arrester is further provided between the output end of the current transformer and the ground; and a second lightning arrester is provided between the first output end and the ground.

10. A rail vehicle, characterized in that: A rail vehicle traction power supply system comprising the one described in any one of claims 1-9.

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