122 results about "Head-end power" patented technology

A power distribution system for a rail vehicle includes a propulsion alternator, a first bus, a Head End Power (HEP) alternator, and a second bus. The propulsion alternator is joined to an engine of the rail vehicle. The first bus is joined with the propulsion alternator and is configured to electrically couple the propulsion alternator with a propulsion electric load that propels the rail vehicle. The HEP alternator is joined to the engine. The second bus is joined with the HEP alternator and is adapted to electrically couple the HEP alternator with a non-propulsion electric load of the rail vehicle. The propulsion alternator generates a first electric current to power the propulsion electric load and the HEP alternator separately generates second electric current to power the non-propulsion electric load. The HEP alternator and the second bus are electrically separate from the propulsion alternator and the first bus.

The invention relates to a method for estimating state of a distribution network for supporting large-scale current measurement, and belongs to the automatic dispatching field of power systems. The method comprises the following steps of: squaring a branch head end power and a branch current amplitude to obtain an evaluated variable, and establishing a new state estimation model of an exponentialtarget function according to a power grid model of an actual power grid and real-time measurement data; and estimating the branch head end power and the branch current amplitude by adopting a Lagrangian multiplier method so as to calculate active power and passive power of equipment such as a circuit, a transformer, a generator, a load and the like. The method can directly establish measurement equations for branch current amplitude measurement, branch power measurement, node voltage measurement and injection power measurement, does not need measurement conversion, does not introduce measurement conversion errors, is convenient to implement, and has high calculation efficiency.

The invention discloses a train power supply leakage current detecting system and method. The train power supply leakage current detecting system comprises a leakage current sensor, a monitoring board and an insulation detecting module, wherein the leakage current sensor is arranged on a DC (Direct Current) 600V power supply connector of a locomotive; the monitoring board is inserted to an AP (Access Point) slot position of a 6A system and is used for controlling the train power supply leakage current detecting system; the insulation detecting module is used for detecting the insulating strength of a DC 600V power supply output circuit. The train power supply leakage current detecting method comprises the steps: monitoring board control: controlling the working state of the train power supply leakage current detecting system; insulating detection: detecting the insulating strength of the DC 600V power supply output circuit; real-time monitoring: monitoring leakage current in real time, wherein the leakage current is generated by the locomotive; and detected data transmission and storage. By using the train power supply leakage current detecting system and method, grounding current generated in an electric system of the locomotive can be directly measured, the accuracy, safety and reliability of leakage current detection are improved, and the reliability and safety of train power supply are improved.

An embodiment of the invention discloses a power supply circuit for a train, the train and a power supply control method. The circuit comprises a storage battery, a super-capacitor, a power supply switching circuit, an inverter and a train motor, wherein the power supply switching circuit is used for triggering the super-capacitor to supply power to the inverter when a train pantograph does not obtain the high-voltage current and enters an emergency traction state, triggering the super-capacitor to stop power supply when the super-capacitor supplies the power for a certain period of time and the train is in a stable operation phase, and triggering the storage battery to supply power to the inverter; the inverter is used for inverting the received supplied current into the alternating current to drive the train motor after receiving the current supplied by the storage batter or the super-capacitor. With the adoption of the power supply circuit for the train, the train and the power supply control method, conditions that train power demands cannot be guaranteed in a starting phase of emergency traction of the train are reduced, and the effect caused by large currents on life shortening of the storage battery is reduced.

The invention provides an integrated power source for providing power for a diesel locomotive auxiliary transmission system and a train. The integrated power source comprises a main generator and an AC-DC main rectifying circuit. The DC output component of the AC-DC main rectifying circuit provides power for a traction motor through a traction circuit switch and a traction inversion module. The DC output component of the AC-DC main rectifying circuit provides power for the diesel locomotive auxiliary transmission system and the train through a DC-DC chopping set-down module, a DC-AC inversion module, an isolation transformer and an AC-DC auxiliary rectifying module in sequence. Neither extra auxiliary generator nor diesel generating set for power supply is needed, the weight of a shaft is reduced, and space is saved. The number of current transformer components is reduced, cost is reduced, and system reliability is improved. Feedback power of resistance braking can be utilized, and the total power of a locomotive can be freely distributed to the traction power, the auxiliary power and the train power supply power. When the traction power does not need to be output, input of the traction inverter can be cut off, and reliability and safety are improved.

The invention provides a maglev train power system which comprises a levitating power deice, a control power supply provided with a direct current output end and an alternating current output end, and a battery pack. The battery pack is used for starting the control power supply and supplying power to the control power supply when a train ground power supply system fails in power supply. An input end of the levitating power device is connected to the train ground power supply system. An output end of the levitating power device is connected to a train-power first direct-current trunk network. Both the battery pack and the train-power first direct-current trunk network are connected with an input end of the control power supply. A first contactor is connected between the battery pack and the input end of the control power supply. The control power supply is used as a power supply for control systems and emergency systems in medium- and low-speed maglev trains. Two prior independent power systems are combined by optimization, the original power system is simplified, train weight is lowered, noise is lowered, and reliability of train electrical systems is improved.

The invention discloses a powered device and system for urban track traffic. The device comprises a power supply, a power supply track connected with the power supply and a transponder. The power supply track comprises multiple power supply sub-tracks insulated from one another. The transponder is electrically connected with all the power supply sub-tracks and used for receiving control signals sent by a train to control connection between the power supply sub-tracks below the train and the power supply so as to supply power to the train. In the powered device and system for urban track traffic, when the train passes, the power supply sub-tracks below the train are controlled to be connected; due to the fact that all the power supply sub-tracks are insulated from one another, it can be guaranteed that no electrified part exists on the periphery of the train, and the safety of the powered device and system is guaranteed.

A head end power (HEP) system for a locomotive is disclosed. The HEP system may include a first HEP inverter module operatively connected between a direct current (DC) link and a transformer, and a second HEP inverter module operatively connected between the DC link and the transformer in parallel with the first HEP inverter module. The first HEP inverter module and the second HEP inverter module may be configured to convert power from the DC link into an alternating current (AC). The transformer may be configured to transfer power from the first HEP inverter module and the second HEP inverter module to a HEP bus.

The invention provides an assisting and train power supply circuit and a railway vehicle. The assisting and train power supply circuit comprises a main transformer, a traction rectifier unit connectedwith the main transformer, and a traction supporting capacitor connected with the traction rectifier unit; the output end of the traction supporting capacitor is sequentially connected with a double-chopping step-down unit, a supporting capacitor, a double-high-frequency inverter unit, a transformer isolation unit and a rectifier unit; and the output end of the rectifier unit is connected with anassisting supporting capacitor and a train power supply supporting capacitor which are mutually connected in series, the train power supply supporting capacitor is connected with a train load, and the assisting supporting capacitor is connected with an assisting load through an assisting inverter unit and a filter unit. According to the assisting and train power supply circuit, the effect of simultaneously supplying power to the train load and the assisting load is achieved, the isolating effect of a circuit is achieved through the transformer isolation unit, miniaturization and weight reduction of a whole circuit system are facilitated, meanwhile, a triangular / star three-phase isolation transformer is not adopted, thus the space is saved, and the weight is reduced.

The invention provides a diesel locomotive AC auxiliary system having a train power supplying function. The auxiliary system comprises a train main generator, a main conversion system and traction motors. The train main generator supplies power for the traction motors through the main conversion system. The auxiliary system also comprises a train power supply cabinet and an auxiliary conversion cabinet. Electric energy output by the main conversion system is sent to a conversion module in the auxiliary conversion cabinet after the electric energy passes through transformers and inverters in the train power supply cabinet, and the conversion module supplies power for loads of the auxiliary system. The auxiliary system can distribute traction electric energy and train power supply energy in a real-time manner. According to the invention, the train power supply can serve as the load for traction motor feedback braking, and the electric energy fed back to an intermediate DC link by the traction motors can provide electric power input for train power supplying. The auxiliary system is advantaged by high power supplying stability.

The invention discloses a test device for a train power supply system of an electric locomotive. The distribution boxes of the device are connected with the locomotive through locomotive power supply sockets and leads; the distribution boxes are connected with each other through leads and wiring terminals; the distribution boxes and load control cabinets are connected through leads and wiring terminals; the load control cabinets are arranged in the box type transformer; a resistance band is arranged in a load resistance cabinet; a centralized control experiment control box for detecting signal and fault of a centralized control device of an analogue locomotive is arranged between a locomotive centralized control socket and a locomotive portable lamp plug; a control circuit arranged in each distribution box and load control cabinet selects experiment load resistance according to an operation button of each distribution box and load control cabinet; and a main loop arranged in each distribution box and load control cabinet conducts test and state display in each distribution box and load control cabinet according to the experiment load resistance selected by the control circuit. According to the invention, the requirements of ground load experiment of a train power supply cabinet are met, and the test efficiency is improved; and moreover, the operation is simple and reliable, the manufacturing cost is relatively low, and the demands of existing experiment site are met.

The invention discloses a train brake recovery system, a control center for train dispatching and a method. The system comprises a traction net, a plurality of trains and a control center, wherein the plurality of trains are connected onto the traction net; each train comprises an electric brake, a battery, a power distributor, a two-way DC / DC converter and a first controller; the power distributor is connected with the electric brake; a node is formed between the power distributor and the electric brake; one end of the two-way DC / DC converter is connected with the battery; the other end of the two-way DC / DC converter is connected with the node; the first controller is used for controlling the power distributor and the two-way DC / DC converter to feed back the braking electric energy to the traction net during the train braking; the control center is used for obtaining the state of the traction net; when the traction net fails, the batteries of the plurality of trains are controlled to perform discharging so as to supply electricity to the trains; meanwhile, the plurality of trains are subjected to emergency dispatching. Therefore, when the traction net fails, passengers in the trains operating on the traction net can be safely brought out to the station through emergency dispatching; the safety of users is ensured.

The invention discloses a device for converting balanced three-phase electric power into single-phase electric power, which comprises a plurality of electrified railway traction power supply devices which are composed of an electronic device and / or a motor transformer. The devices have the advantages of high efficiency, energy saving, low cost, easiness in manufacturing and so on, the capacity of power processed by the electronic device accounts for about 46% to 67%, the balanced three-phase electric power can be converted into the single-phase electric power, and better three-phase balance and high power factor can be obtained by negative sequence compensation and reactive power compensation, therefore, the commutation zone in the electrified railway can be canceled, so as to save the investment in railway construction, stabilize the train power supply, and improve the safety of train operation.

Various systems and method for generating electrical power in a rail vehicle are provided. In one embodiment, a vehicle system includes an electrical power generation unit operatively coupled with a drive shaft of an engine. The electrical power generation unit includes a fraction alternator and a head-end-power (HEP) alternator. The traction alternator is excited by power electronics positioned external to the traction alternator. The HEP alternator is self-excited by an exciter winding positioned in the HEP alternator.

The invention discloses a city rail traffic traction system. The city rail traffic traction system comprises a control unit, an energy storing unit, a traction current converting unit and a traction motor, wherein the traction current converting unit is connected between two direct current buses of an external power supply unit; the energy storing unit is connected with the direct current buses of the external power supply unit and the traction current converting unit; the energy storing unit is used for storing electric energy provided by the external power supply unit; the traction current converting unit is connected with the control unit and the traction motor; the control unit is used for controlling the traction current converting unit to perform charging and energy storing and / or discharging and energy releasing on the energy storing unit, so that direct current electric energy stored in the energy storing unit is converted to alternate current electric energy which is outputted to the traction motor to drive a train to operate. According to the city rail traffic traction system provided by the invention, when the train approaches a station and parks, the energy storing unit is charged; during the running of the train, electric energy stored in the energy storing unit is used for the train, and an uninterrupted contact line is not needed to be adopted for supplying electricity to the train, so that the project cost is reduced, and potential safety hazards caused by the uninterrupted contact line are also reduced.

A long marshaled train medium-voltage alternating current extension power supply system comprises a power supply circuit, a central processing unit, an executing mechanism and a displayer. The centralprocessing unit collects and monitors the state of a train and issues a control command, vehicle state information and driver guidance operation information through software operation. An alternatingcurrent extension power supply command output by the central processing unit is sent to a programmable device DO through a bus, and the DO uses the command as a triggering condition to control an internal contact to act. Under a fault working condition, when a front or rear half-train medium-voltage power supply fault happens, an alternating current extension power supply mode is adopted, a powersupply source of the normal half train is extended to the faulty half train, the basic running requirement of the whole train can be met, the train is kept continuously running, and a control methodis reliable and stable.

The invention discloses a three-component realization apparatus of a train power supply device of a train DC600V and a realization method thereof. The realization apparatus comprises a first path main circuit, a second path main circuit, and a backup main circuit; and input terminals, output terminals and filter reactors of the first path main circuit and the second path main circuit are respectively connected with isolating switches. On the normal condition, the fixed two path main circuits supply power to a train and the third path main circuit is used for backup; when there is a fault at the first path main circuit or the second path main circuit, input / output switchover and reactor switchover are carried out through isolating switches; the whole inputs and outputs of the path with the fault are completely isolated and the backup main circuit is put into service. According to the invention, an updating demand on a train DC600V power supply device of a passenger electric locomotive in China can be met; and the demand that it can be ensured that there is always two path DC600V power supply outputs can also be met.

A head end power system carried on a locomotive for a passenger train set that captures and stores excess electrical energy generated during dynamic braking of the locomotive. This excess electrical energy is converted to head end power for use on attached passenger railcars. Because passenger trains activate dynamic braking frequently, sufficient dynamic braking energy can be captured to supply a substantially continuous demand for head end power. In the event that the amount of captured energy is insufficient to meet demand, the head end power system may supplement the captured energy with energy generated by the primary power source on the locomotive.

The invention discloses a train power supply control method and system for electric locomotives and train power supply equipment. The method includes the steps of judging whether the train power supply equipment meets determined conditions or not; if yes, executing an analysis step; analyzing a current operating mode of the train power supply equipment; calling a corresponding voltage regulator to control power supply according to the operating mode. The determined conditions include normality of train power signals, normality of train power supply application signals, shutoff of an electric locomotive power supply key, and operational normality of an electric locomotive auxiliary converter. The different voltage regulators are called according to the mode of the train power supply equipment; accordingly, the train power supply equipment can respond quickly to impact during sudden input of a load when the equipment starts, the train power supply equipment can output voltage stably during the operating process, and the requirements of field applications are met to the maximum extent.

The invention provides an electric railway energy storage power supply device and a control method thereof, and relates to the field of electric railway traction power supply. A traction inlet wire is connected with a traction bus; the traction bus is connected with a traction network through a feeder line so as to supply power to a train; the primary side of a coupling transformer is connected with the traction bus and the ground, and the secondary side thereof is connected with the AC port of an AC-DC converter; the DC port of the AC-DC converter is connected with an energy storage device; a measurement and control unit is connected with the measuring ends of a voltage transformer and a current transformer and the control end of the AC-DC converter. The control method comprises the steps of selecting a reference value which is greater than or equal to an average load value by regarding load peak clipping as a target; enabling the maximum power of the energy storage device to be equal to the maximum value of a former peak, and enabling the capacity of the energy storage device to be equal to the area of the former peak with the biggest area; when the traction load power is less than the reference value, enabling the AC-DC converter to be in a rectification working condition and charging the energy storage device; and when the traction load power is greater than the reference value, enabling the AC-DC converter to be in an inversion working condition and discharging the energy storage device, and feeding the inverted AC power into the traction bus. The electric railway energy storage power supply device and the control method thereof are used for peak-clipping power supply and negative sequence management.

The invention discloses a train brake recovery system, a control center for train dispatching and a method. The system comprises a traction net, trains, energy storage electric stations and a control center, wherein the traction net comprises a plurality of sections; each train comprises an electric brake, a battery, a power distributor, a two-way DC / DC converter and a first controller; the power distributor is connected with the electric brake; a node is formed between the power distributor and the electric brake; one end of the two-way DC / DC converter is connected with the battery; the other end of the two-way DC / DC converter is connected with the node; the energy storage electric stations are connected with the traction net; at least one energy storage electric station is arranged in each section; the control center is used for obtaining the operation state of the plurality of trains operating on the traction net, judging whether a line fault occurs or not in the section, and controlling the at least one energy storage electric station corresponding to the section generating the line fault to perform discharging when the condition that the line fault occurs at the section is judged. Therefore, when any one section generates the line fault and cannot supply electricity to the trains, the energy storage electric stations of the section are used for emergency power supply; the normal operation of the train is ensured.

The invention relates to an electric locomotive power supply circuit. The electric locomotive power supply circuit consists of an inversion circuit, an isolation circuit and a rectifying output circuit, wherein the input end of the inversion circuit is connected to an intermediate direct-current loop of a locomotive traction circuit, when a locomotive passes by a phase splitting area, kinetic energy of the locomotive can be converted to electric energy by an inverter IV1, and the electric energy can be supplied to a locomotive power supply device through the intermediate direct-current loop of the locomotive traction circuit, so that uninterrupted power supply of the passenger locomotive can be realized; moreover, a traction transformer does not need to be independently provided with a power supply winding, so that the design of the traction transformer can be simplified, and the weight of the traction transformer can be effectively reduced.

The invention discloses a power supply control method for flexible-marshalling power-concentrated D-series high-speed trains. Marshalling modes of power-concentrated D-series high-speed trains comprise long marshalling units and short marshalling units. Each power train is provided with a train power supply device LGU1, a train power supply device LGU2 and a train power distribution cabinet. A contactor KM1 in each train power distribution cabinet controls on and off of the corresponding train power supply device LGU1, a contactor KM3 in each train power distribution cabinet controls on and off of the corresponding train power supply device LGU2, and a contactor KM2 in each train power distribution cabinet controls on and off of the corresponding train power supply device LGU1 and the correspondingly train power supply device LGU2 which is connected with the train power supply device LGU1 in parallel. Each train power distribution cabinet is provided with a marshalling mode switch. When the short marshalling units are selected, the contactors KM1 and KM3 are turned on, the contactors KM2 are turned off, and the train power supply devices LGU1 and LGU2 transmit electric energy to carriages. When the long marshalling units are selected, the contactors KM1 and KM2 are turned on, the contactors KM3 are turned off, and the train power supply devices LGU1 and LGU2 transmit electric energy to the carriages. By means of the power supply control method, the requirement of the carriages of the power-concentrated D-series high-speed trains for train power supply is met, and meanwhile, automatic switching of train power supply control under the flexible marshalling condition is guaranteed.

The invention discloses a train power supply system of locomotives. The train power supply system comprises a train transformer, a four-quadrant rectifying device and an inverter, wherein a secondary side column supply winding inducts alternating voltage; the four-quadrant rectifying device converts alternating voltage of the secondary side column supply winding of the train transformer into direct voltage for use of a train; and the inverter is used for inverting the direct voltage into alternating voltage for use of load on the train. The train power supply system has the advantages of being simple and compact in structure, low in cost, capable of reducing harmonic waves and improving the power factor and the like.

A power distribution system for a rail vehicle includes a propulsion alternator, a first bus, a Head End Power (HEP) alternator, and a second bus. The propulsion alternator is joined to an engine of the rail vehicle. The first bus is joined with the propulsion alternator and is configured to electrically couple the propulsion alternator with a propulsion electric load that propels the rail vehicle. The HEP alternator is joined to the engine. The second bus is joined with the HEP alternator and is adapted to electrically couple the HEP alternator with a non-propulsion electric load of the rail vehicle. The propulsion alternator generates a first electric current to power the propulsion electric load and the HEP alternator separately generates second electric current to power the non-propulsion electric load. The HEP alternator and the second bus are electrically separate from the propulsion alternator and the first bus.

The invention relates to an urban rail vehicle auxiliary power supply system, an air conditioning unit and an urban rail vehicle. The auxiliary power supply box comprises: an auxiliary high-voltage box; an auxiliary power supply box, wherein a DC600V power supply device is arranged in the auxiliary power supply box, and comprises a boost circuit of which the input end is connected with the outputend of the auxiliary high-voltage box, and two groups of phase-shift full-bridge circuits of which the input ends are connected with the output end of the boost circuit, the input sides are connectedin series and the output sides are connected in parallel; an auxiliary inversion unit, wherein the input end of the auxiliary inversion unit is connected with the output ends of the phase-shift full-bridge circuits; and a charger unit, wherein the input end of the charger unit is connected with the output ends of the phase-shift full-bridge circuits. A DC600V output voltage system is added, powersupplies with output of DC600V, AC380V and DC110V can be provided for a train, and the air conditioning unit adopts direct input of DC600V, so an intermediate rectification link is omitted, meanwhile,a nonlinear load-air conditioning load is omitted for AC380V power supply of the train, the working efficiency is improved, the weight is light, and energy is saved.

The embodiment of the invention provides a grid-connected power supply control system for urban rail vehicles and urban rail vehicles. The control system comprises a first relay and a medium-voltage bus contactor. The first relay is connected with the medium-voltage bus contactor and a processor, and is used for receiving a first control command sent by the processor, and controlling the opening or closing of the medium voltage bus contactor according to the first control command. In the grid-connected power supply control system, the opening or closing of the medium voltage bus contact is controlled by the first relay according to the received first control command, and is not controlled by the high-low level output by the network system, and therefore, the train power supply system is kept in the grid-connected power supply mode until the first relay receives the command to disconnect the control, even if the input and output module of the network system fails, thereby greatly improving the utilization rate of the grid-connected power supply mode.

A low-speed DC extended power supply system for long-marshalling trains includes a power supply circuit, a central control unit, an actuator, and a display, wherein the central control unit collects and monitors train status, and releases control commands, vehicle status information and guide driver operation information through software operation; the DC extended power supply command outputted bythe central control unit is sent to the programmable device DO through a bus, and the DO uses the command as a trigger condition to control the action of internal contacts. When a fault condition occurs, the low-voltage power supply of the front and rear trains is faulty, and the DC extended power supply mode is adopted to extend the power supply of normal half train to the fault half train, which can meet the basic operation requirements of the whole train, and keep the train running. The control method is reliable and stable.

The invention discloses an external power supply topological structure applicable to an urban rail transit noncontact power supply system. The external power supply topological structure mainly comprises a direct-current distribution network composed of traction substation SS, feed-forward cable A1 and feedback A2, switchgear boxes SDB and electromagnetic transmitting coils; the direct-current distribution network is connected to an input port of each switchgear box SDB on a power supply arm; an output port of each switchgear box SDB is connected to the corresponding electromagnetic transmitting coil; vehicular pickup coils mating with the electromagnetic transmitting coils are arranged at the bottom of a train. The external power supply topological structure has the advantages that a train based on the wireless power transmission principle can be powered and dependence of traditional urban rail transit on contact systems and pantographs can be decreased.