CN111391677A - Emergency traction system - Google Patents
Emergency traction system Download PDFInfo
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- CN111391677A CN111391677A CN201910000677.8A CN201910000677A CN111391677A CN 111391677 A CN111391677 A CN 111391677A CN 201910000677 A CN201910000677 A CN 201910000677A CN 111391677 A CN111391677 A CN 111391677A
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- vehicle
- switch module
- current filter
- traction
- control unit
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
The invention provides an emergency traction system, comprising: the control unit, the pantograph, the battery, first switch module, the second switch module, direct current filter reactor, direct current filter capacitor, inverter circuit and at least one traction motor, and the control unit is connected with first switch module, the second switch module, the one end of first switch module is connected with the pantograph, the other end is connected with the one end of direct current filter reactor, the one end of second switch module is connected with the battery, the other end is connected with the one end of direct current filter reactor, the other end of direct current filter reactor is connected with the one end of direct current filter capacitor, direct current filter capacitor is parallelly connected with the inverter circuit, the inverter circuit is connected with at least one traction motor, not only realized the emergent traction to the vehicle, and improved emergent traction system's reliability.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to an emergency traction system.
Background
At present, urban rail transit traction mainly adopts a contact net for power supply or a third rail for power supply, and if in the actual operation process, when a power grid power supply device fails or a vehicle high-voltage loop device fails, a train stops running and stays on an operation line, so that serious operation accidents are caused. Meanwhile, when the train vehicle returns to the garage, the vehicle needs to be pulled into the garage by self, and high-voltage power supply needs to be designed into the interior of the workshop, so that certain potential safety hazards are brought to internal operating personnel.
In the prior art, in order to solve the problem of vehicle traction when no power grid is used for power supply or a vehicle high-voltage loop device fails, a storage battery emergency traction function is usually added in a traction system, and the traction motor cannot work normally due to too low output voltage of the storage battery, so that the storage battery is connected with a boost chopper circuit in parallel to supply power to the traction system, and the boost chopper circuit is used for boosting the voltage output by the storage battery so as to supply power to the traction system.
However, in the prior art, the voltage output by the storage battery is increased through the boost chopper circuit, and then power is supplied to the traction system, so that the fault point of the system is increased, and the reliability of the traction system is reduced.
Disclosure of Invention
The invention provides an emergency traction system, which not only realizes emergency traction of a vehicle, but also improves the reliability of the emergency traction system.
The embodiment of the invention provides an emergency traction system, which comprises:
the system comprises a control unit, a pantograph, a storage battery, a first switch module, a second switch module, a direct-current filter reactor, a direct-current filter capacitor, an inverter loop and at least one traction motor;
the control unit is connected with the first switch module and the second switch module, one end of the first switch module is connected with the pantograph, the other end of the first switch module is connected with one end of the direct current filter reactor, one end of the second switch module is connected with the storage battery, the other end of the second switch module is connected with one end of the direct current filter reactor, the other end of the direct current filter reactor is connected with one end of a direct current filter capacitor, the direct current filter capacitor is connected with an inverter loop in parallel, and the inverter loop is connected with at least one traction motor;
the control unit is used for disconnecting the first switch module, closing the second switch module and controlling the speed of the vehicle within a preset range when the pantograph cannot supply power to the vehicle, so that the storage battery supplies power to the vehicle through the direct-current filter reactor, the direct-current filter capacitor, the inverter loop and at least one traction motor.
Optionally, the first switch module includes: a first contactor, a resistor and a second contactor;
one end of the first contactor is connected with the pantograph, the first contactor is connected with the resistor in series, the resistor is connected with one end of the direct-current filter reactor, and the second contactor is connected with the first contactor and the resistor in parallel.
Optionally, the control unit is specifically configured to:
when the pantograph cannot supply power to the vehicle and the control unit meets the following preset conditions, the first switch module is switched off, the second switch module is switched on, and the speed of the vehicle is controlled within a preset range;
wherein the preset condition comprises at least one of the following conditions: the method comprises the steps that a vehicle acquires an emergency traction instruction for supplying power to the vehicle through a storage battery, the vehicle is in a static state at present, a first contactor, a second contactor and a second switch module are in a disconnected state, the voltage of a direct current filter capacitor is smaller than a preset voltage, and the emergency traction system does not have a traction cutting condition at present.
Optionally, the control unit is specifically configured to:
determining the current load of the vehicle;
determining the traction force and the resistance of the vehicle according to the current load of the vehicle;
determining a preset range when the traction force of the vehicle is larger than the resistance force;
the speed of the vehicle is controlled within a preset range.
Optionally, the control unit is specifically configured to:
determining a plurality of loads of the vehicle;
determining, for each load of the vehicle, a traction and a resistance of the vehicle at the load;
determining a preset range when the traction force of the vehicle is larger than the resistance force based on the plurality of loads;
the speed of the vehicle is controlled within a preset range.
Optionally, the control unit is specifically configured to:
starting timing after the first switch module is disconnected;
and when the timing time reaches the first preset time, closing the second switch module.
Optionally, the control unit is further configured to:
when the pantograph can supply power to the vehicle, the second switch module is disconnected, and the first switch module is closed, so that the pantograph charges the vehicle through the direct-current filter reactor, the direct-current filter capacitor, the inverter loop and the at least one traction motor.
Optionally, the control unit is specifically configured to:
starting timing when the second switch module is determined to be disconnected;
and when the timing duration reaches a second preset duration, the second switch module is disconnected.
Optionally, the method further includes: a brake chopper unit;
one end of the braking chopping unit is connected with the other end of the direct-current filter reactor, the other end of the braking chopping unit is grounded, and the braking chopping unit is connected with the control unit;
and the control unit is also used for controlling the braking chopper unit before the second switch module is closed so as to realize the discharge of the direct-current filter capacitor.
Optionally, the emergency traction system provided in the embodiment of the present invention further includes: a diode;
and the anode of the diode is connected with the second switch module, and the cathode of the diode is connected with one end of the direct-current filter reactor.
The invention provides an emergency traction system which comprises a control unit, a pantograph, a storage battery, a first switch module, a second switch module, a direct-current filter reactor, a direct-current filter capacitor, an inverter loop and at least one traction motor, wherein the control unit is connected with the first switch module and the second switch module; the control unit is used for disconnecting the first switch module, closing the second switch module and controlling the speed of the vehicle within a preset range when the pantograph cannot supply power to the vehicle, so that the storage battery supplies power to the vehicle through the direct-current filter reactor, the direct-current filter capacitor, the inverter loop and at least one traction motor. The emergency traction system not only realizes the emergency traction of the vehicle, but also improves the reliability of the emergency traction system.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a schematic structural diagram of an emergency traction system according to an embodiment of the present invention;
FIG. 2 is a battery traction characteristic provided by an embodiment of the present invention;
fig. 3 is a schematic structural diagram of an emergency traction system according to a second embodiment of the present invention;
fig. 4 is a schematic structural diagram of an emergency traction system provided in the third embodiment of the present invention;
fig. 5 is a schematic diagram of a second switch module closing logic provided in the embodiment of the present invention.
Description of reference numerals:
1: control unit
2: pantograph
3: storage battery
4: first switch module
41: first contactor
42. 132: resistance (RC)
43: second contactor
5: second switch module
6: direct current filter reactor
7: direct current filter capacitor
8: inverter circuit
9: traction motor
10: high-speed circuit breaker
11: manual isolating switch
12. 133: diode with a high-voltage source
13: brake chopper unit
131: brake chopper power tube
14: flip-flop
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The terms "first," "second," "third," "fourth," and the like in the description and in the claims, as well as in the drawings, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are, for example, capable of operation in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
At present, urban rail transit traction mainly adopts a contact net for power supply or a third rail for power supply, and if in the actual operation process, when a power grid power supply device fails or a vehicle high-voltage loop device fails, a train stops running and stays on an operation line, so that serious operation accidents are caused. Meanwhile, when the train vehicle returns to the garage, the vehicle needs to be pulled into the garage by self, and high-voltage power supply needs to be designed into the interior of the workshop, so that certain potential safety hazards are brought to internal operating personnel. In order to solve the problem of vehicle traction when no power grid is used for supplying power or the high-voltage loop equipment of the vehicle fails, the storage battery is connected in parallel with the boost chopper circuit to supply power to the traction system, and the boost chopper circuit is used for increasing the voltage output by the storage battery so as to supply power to the traction system, but the fault point of the system is increased, so that the reliability of the traction system is reduced. In order to realize emergency traction of a vehicle and improve the reliability of a traction system, the invention provides an emergency traction system.
First, a brief introduction is made to an application scenario of the embodiment of the present invention:
in the actual operation process of the train, power is usually supplied through a contact network or a third rail, when a power grid power supply device fails or a vehicle high-voltage loop device fails, or a section where no high-voltage device is arranged in a workshop to supply power to a vehicle is in the process of returning the vehicle to a garage, the vehicle needs to adopt an emergency traction system to supply power to the vehicle so as to reduce the influence caused by the power grid failure or the vehicle high-voltage loop device failure, or the potential safety hazard in the workshop can be reduced by using the emergency traction system to supply power to the vehicle in the process of returning the vehicle to the garage.
Fig. 1 is a schematic structural diagram of an emergency traction system according to an embodiment of the present invention, and as shown in fig. 1, the emergency traction system according to the embodiment of the present invention may include:
the control system comprises a control unit 1, a pantograph 2, a storage battery 3, a first switch module 4, a second switch module 5, a direct current filter reactor 6, a direct current filter capacitor 7, an inverter loop 8 and at least one traction motor 9, wherein the traction motor is taken as an example in fig. 1.
The control unit 1 is connected with a first switch module 4 and a second switch module 5, one end of the first switch module 4 is connected with the pantograph 2, the other end of the first switch module is connected with one end of a direct current filter reactor 6, one end of the second switch module 5 is connected with the storage battery 3, the other end of the second switch module is connected with one end of the direct current filter reactor 6, the other end of the direct current filter reactor 6 is connected with one end of a direct current filter capacitor 7, the direct current filter capacitor 7 is connected with an inverter loop 8 in parallel, and the inverter loop 8 is connected with at least one traction motor 9.
The control unit 1 is used for disconnecting the first switch module 4, closing the second switch module 5 and controlling the vehicle to run at a certain speed when the pantograph 2 cannot supply power to the vehicle, and the storage battery 3 supplies power to the inverter circuit 8 and at least one traction motor 9 through the direct current filter reactor 6 and the direct current filter capacitor 7 to drive the vehicle to run.
The pantograph is an electric device for acquiring electric energy from a contact network by an urban rail vehicle, and comprises a contact network pantograph and a tranawave (Tramwave) pantograph, wherein a contact network pantograph power supply module is usually arranged above the roof of the vehicle by adopting an overhead line, and the Tramwave pantograph power supply module is arranged in the middle of a track. At present, the vehicle is mainly powered by a pantograph.
The control unit 1 is connected with the first switch module 4 and the second switch module 5, and is used for controlling the on-off of the first switch module 4 and the second switch module 5 according to a preset set of logic, one end of the first switch module 4 is connected with the pantograph 2, and the other end of the first switch module 4 is connected with the direct current filter reactor 6 and is used for controlling the pantograph 2 to supply power to the traction motor 9. When the first switch module 4 is turned off, the pantograph 2 cannot supply power to the traction motor 9, and when the first switch is turned off, the pantograph 2 can supply power to the traction motor 9; similarly, one end of the second switch module 5 is connected with the storage battery 3, and the other end is connected with the dc filter reactor 6, so as to control the storage battery 3 to supply power for the traction motor 9, when the second switch module 5 is turned off, the storage battery 3 cannot supply power for the traction motor 9, when the second switch module 5 is turned on, the storage battery 3 can supply power for the traction motor 9, and the control unit 1 controls the on-off of the first switch module 4 and the second switch module 5, so as to realize the switching of the power supply mode of the pantograph 2 and the storage battery 3 for the traction motor 9.
When the vehicle normally runs, the control unit 1 controls the first switch module 4 to be closed, the second switch module 5 to be opened, the pantograph 2 is used for supplying power to a vehicle traction system through a power grid, when power supply equipment of the power grid fails or high-voltage loop equipment of the vehicle fails, the control unit 1 controls the first switch module 4 to be opened, the second switch module 5 is closed, and in order to prevent high-voltage side voltage from flowing back to the storage battery 3 and damaging the storage battery, the first switch module 4 and the second switch module 5 cannot be closed simultaneously.
When the first switch module 4 is closed or the second switch module 5 is closed, the power supply voltage is filtered by the switch module and then the direct current filter reactor 6, and then is transmitted to the direct current filter capacitor 7 and the inverter loop 8, wherein the inverter loop 8 is used for converting the direct current voltage into the alternating current voltage, and sends the obtained alternating current voltage to the traction motor 9 to supply power to the traction motor 9, wherein the alternating current voltage sent by the inverter loop 8 to the traction motor 9 can be adjusted to adjust the rotating speed of the traction motor 9, and further the running speed of the vehicle is controlled.
When the pantograph 2 is unable to supply power to the vehicle, the control unit 1 opens the first switching module 4, closes the second switching module 5, and controls the speed of the vehicle within a preset range, so that the storage battery 3 supplies power to the vehicle through the dc filter reactor 6, the dc filter capacitor 7, the inverter circuit 8, and at least one traction motor 9. The voltage of the storage battery is generally low, and the storage battery cannot drive the vehicle to run at a high speed, so that the speed of the vehicle needs to be controlled within a preset range, and the storage battery can normally supply power for driving the vehicle.
The relationship between traction and drag of a vehicle under different loads is different, and the relationship between traction and drag of a vehicle is described below by taking the battery voltage as 110V and the wheel diameter of the vehicle as 805 mm as an example. Fig. 2 is a traction characteristic curve of a battery according to an embodiment of the present invention, which shows a traction characteristic curve when the battery is 110 v and the vehicle has a wheel diameter of 805 mm, as shown in fig. 2, wherein the horizontal axis represents the vehicle running speed in kilometers per hour, the vertical axis represents the traction force and the resistance force in kilonewtons per formation, a curve a1 represents the relationship between the vehicle traction force and the vehicle running speed when the vehicle is unloaded, a curve a2 represents the relationship between the vehicle running resistance and the vehicle running speed when the vehicle is unloaded, and an intersection point a exists between the curve a1 and the curve a 2; b1 represents the relationship between vehicle traction and vehicle operating speed for a vehicle rated operator (6 persons per square meter), curve B2 represents the relationship between vehicle operating resistance and vehicle operating speed for a vehicle rated operator, curve B1 has an intersection B with curve B2; c1 represents the relationship between vehicle traction and vehicle operating speed when the vehicle is fully loaded, i.e. (9 persons per square meter), curve C2 represents the relationship between vehicle operating resistance and vehicle operating speed when the vehicle is fully loaded, and curve C1 has an intersection point C with curve C2; the tractive effort decreases with vehicle operating speed, the drag increases with vehicle operating speed, and there is a speed point where the tractive effort equals the drag, whether the vehicle is empty, full, or the vehicle is rated. If the running speed of the vehicle is kept to be larger than or equal to the resistance, the vehicle can run normally, and the vehicle can run at the same starting acceleration under different loads according to the curve shown in FIG. 2, so that the starting stability of the vehicle is improved.
In order to achieve that the control unit controls the speed of the vehicle within a preset range, in one possible embodiment the control unit is specifically configured to: determining the current load of the vehicle; determining the traction force and the resistance of the vehicle according to the current load of the vehicle; determining a preset range when the traction force of the vehicle is larger than the resistance force; the speed of the vehicle is controlled within a preset range.
The method comprises the steps of obtaining a storage battery traction characteristic curve of a vehicle under the current load by determining the current load of the vehicle, determining the relation between the traction force and the resistance of the vehicle and the running speed of the vehicle according to the storage battery traction characteristic curve of the vehicle under the current load, determining the speed range of the vehicle when the traction force of the vehicle is greater than the resistance under the current load according to the relation between the traction force and the resistance of the vehicle and the running speed of the vehicle, using the speed range as a preset range, and finally controlling the speed of the vehicle to be within the preset range. For example, as shown in fig. 2, if it is determined that the vehicle is currently unloaded, the traction force curve and the resistance curve of the vehicle are a1 and a2, respectively, and when the vehicle running speed is less than the running speed at point a, the traction force of the vehicle is greater than the resistance, the preset range of the vehicle speed is 0 to the vehicle running speed at point a.
In another possible embodiment, the control unit is specifically configured to: determining a plurality of loads of the vehicle; determining, for each load of the vehicle, a traction and a resistance of the vehicle at the load; determining a preset range when the traction force of the vehicle is larger than the resistance force based on the plurality of loads; the speed of the vehicle is controlled within a preset range.
The method comprises the steps of determining a plurality of loads of a vehicle, wherein the loads comprise load working conditions of no-load, rated driver, full-load and the like of the vehicle, then determining a storage battery traction characteristic curve under each load aiming at each load of no-load, rated driver, full-load and the like of the vehicle, determining the relation between traction force and resistance of the vehicle and the running speed of the vehicle under different loads according to the plurality of storage battery traction characteristic curves, determining a vehicle speed range when the traction force of the vehicle is larger than the resistance based on the plurality of loads, and controlling the speed of the vehicle to be within the preset range as the preset range. For example, as shown in fig. 2, a plurality of loads of the vehicle are determined, assuming that there are load conditions such as no-load, rated driver and full-load, and for each load case, the battery traction characteristic curve is determined, and a vehicle speed range in which the traction force is greater than the resistance force at a plurality of different loads of the vehicle is determined according to the relationship between the traction force curve a1 at no-load and the resistance force curve a2 at rated driver, the relationship between the traction force curve B1 at rated driver and the resistance force curve B2 at full-load, and the relationship between the traction force curve C1 and the resistance force curve C2 at full-load, in fig. 2, when the vehicle running speed is less than the vehicle running speed at point C, the traction force is greater than the resistance force at a plurality of loads of the vehicle, and therefore, the running speed of the vehicle is controlled between 0 and the vehicle running speed. In addition, it should be noted that the embodiment of the present invention does not limit the plurality of loads.
The emergency traction system comprises a control unit, a pantograph, a storage battery, a first switch module, a second switch module, a direct-current filter reactor, a direct-current filter capacitor, an inverter loop and at least one traction motor, wherein the control unit is connected with the first switch module and the second switch module; the control unit is used for disconnecting the first switch module, closing the second switch module and controlling the speed of the vehicle within a preset range when the pantograph cannot supply power to the vehicle, so that the storage battery supplies power to the vehicle through the direct-current filter reactor, the direct-current filter capacitor, the inverter loop and at least one traction motor. The emergency traction system not only realizes the emergency traction of the vehicle, but also improves the reliability of the emergency traction system.
Example two
In order to implement control of the first switch module to supply power to the pantograph, optionally, fig. 3 is a schematic structural diagram of an emergency traction system according to a second embodiment of the present invention, and as shown in fig. 3, the first switch module 4 of the emergency traction system according to the second embodiment of the present invention includes: a first contactor 41, a resistor 42, and a second contactor 43; one end of the first contactor 41 is connected to the pantograph 2, the first contactor 41 is connected in series to the resistor 42, the resistor 42 is connected to one end of the dc filter reactor 6, and the second contactor 43 is connected in parallel to the first contactor 41 and the resistor 42.
When the first contactor 41 is closed, the resistor 42 is connected to the circuit, the pantograph 2 charges the direct current filter capacitor 7 at the moment, and the current in the circuit is limited by connecting the resistor 42 with the first contactor 41, so that the current passing through the direct current filter capacitor 7 is not too large, and the direct current filter capacitor 7 is protected. When the charging of the dc filter capacitor 7 is completed, the first contactor 41 is opened, the second contactor 43 is closed, the pantograph 2 supplies power to the inverter circuit 8 through the second contactor 43, and the inverter circuit 8 converts the dc power into ac power to supply power to the at least one traction motor 9.
Optionally, when a fault occurs in the emergency traction system, in order to implement protection of the emergency traction system, the emergency traction system provided in the embodiment of the present invention may further include a high-speed circuit breaker 10 and a manual isolating switch 11, wherein one end of the manual isolating switch 11 is connected to one end of the high-speed circuit breaker 10, the other end of the manual isolating switch 11 is connected to the pantograph 2, the other end of the high-speed circuit breaker 10 is connected to the first switch module 4, the high-speed circuit breaker 10 is configured to enable the high-speed circuit breaker to be quickly disconnected when the fault occurs in the emergency traction system, and the manual isolating switch 11 is configured to manually disconnect the connection between the pantograph 2 and the dc filter reactor 6.
As shown in fig. 3, since the voltage of the battery 3 is low, in order to avoid that the current on the high-voltage side flows back to the battery 3, optionally, the emergency traction system provided in the embodiment of the present invention may further include: and a diode 12, wherein the anode of the diode 12 is connected with the second switch module 5, and the cathode of the diode 12 is connected with one end of the direct current filter reactor 6.
The anode of the diode 12 is connected with the second switch module 5, and the cathode of the diode 12 is connected with the direct current filter reactor 6, so that the current of the storage battery 3 can only flow to the direct current filter reactor 6 direction from the storage battery 3 through the second switch module, but cannot flow to the storage battery 3 from the direct current filter reactor 6 direction, and the storage battery is protected.
According to the emergency traction system provided by the embodiment of the invention, the control of the pantograph to supply power to the inverter loop is realized through the first contactor, the resistor and the second contactor, and the current is prevented from flowing to the storage battery from a high-voltage side through the arrangement of the diode, so that the protection of the storage battery is realized.
EXAMPLE III
In order to realize that the vehicle is powered by the storage battery when the pantograph cannot supply power to the vehicle or the vehicle high-voltage loop equipment fails, optionally, the control unit 1 in the emergency traction system provided by the embodiment of the invention is specifically configured to:
when the pantograph 2 cannot supply power to the vehicle and the control unit 1 meets the following preset conditions, the first switch module 4 is opened, the second switch module 5 is closed, and the speed of the vehicle is controlled within a preset range; wherein the preset condition comprises at least one of the following conditions: the vehicle acquires an emergency traction instruction for supplying power to the vehicle through the storage battery 3, the vehicle is currently in a static state, the first contactor, the second contactor and the second switch module 5 are all in a disconnected state, the voltage of the direct current filter capacitor 7 is smaller than a preset voltage, and the emergency traction system does not have a traction cutting condition currently.
When pantograph 2 can't supply power to the vehicle, need pass through control unit 1 disconnection first switch module 4, closed second switch module 5 to make battery 3 supply power to the vehicle, for guaranteeing that battery 3 can normally work, need control vehicle speed within predetermineeing the scope, and satisfy and predetermine the condition, predetermine the condition and include at least one of following: for example: when the vehicle acquires an emergency traction instruction, the emergency traction instruction is used for indicating that the power is supplied to the vehicle through the storage battery 3, and the control unit 1 opens the first switch module 4 and closes the second switch module 5; for another example, when the vehicle is currently in a stationary state and an emergency traction instruction is acquired, the control unit 1 opens the first switch module 4 and closes the second switch module 5; for another example, when the vehicle is currently in a stationary state, and the emergency traction system does not currently have a traction cutting condition, and the pantograph 2 cannot supply power to the vehicle, the control unit 1 opens the first switch module 4 and closes the second switch module 5; and so on. In a possible implementation manner, when the pantograph 2 cannot supply power to the vehicle, and the vehicle acquires an emergency traction instruction, the vehicle is currently in a stationary state, the first contactor, the second contactor, and the second switch module 5 are all in an off state, the voltage of the dc filter capacitor 7 is smaller than a preset voltage, and there is no traction cutting condition currently in the emergency traction system, the control unit 1 opens the first switch module 4 and closes the second switch module 5.
As described in detail below for the preset conditions, the vehicle obtains the emergency traction instruction, and the emergency traction instruction can be input by the driver according to the actual operation condition of the vehicle, and optionally, the emergency traction instruction is a voice instruction or a text instruction. In addition, the emergency traction command may also be an emergency traction command automatically generated by the system, for example: when the control unit 1 determines that the first contactor, the second contactor and the second switch module 5 are all in the off state, an emergency traction instruction is automatically generated.
In order to ensure that the first switch module 4 and the second switch module 5 are both in an off state, in a possible embodiment, a high-speed circuit breaker is present in the emergency traction system, and when the high-speed circuit breaker, the first contactor, the second contactor and the second switch module 5 are all in an off state, the control unit 1 opens the first switch module 4 and closes the second switch module 5.
The emergency traction system does not have the traction cutting condition at present, and means that the vehicle traction system can still supply power for the traction motor 9.
In order to ensure the normal operation of the storage battery 3, the voltage of the dc filter capacitor 7 is also required to be smaller than a preset voltage, and optionally, the preset voltage is 77 v.
In order to ensure that the voltage of the dc filter capacitor is smaller than the preset voltage, optionally, fig. 4 is a schematic structural diagram of an emergency traction system provided in a third embodiment of the present invention, and as shown in fig. 4, the emergency traction system provided in the embodiment of the present invention further includes: the chopper unit 13 is braked.
One end of the braking chopping unit 13 is connected with the other end of the direct current filter reactor 6, the other end of the braking chopping unit 13 is grounded, and the braking chopping unit 13 is connected with the control unit 1; the control unit 1 is further configured to control the braking chopper unit 13 to discharge the dc filter capacitor 7 before the second switch module 5 is closed.
The braking chopping unit 13 is used for discharging the direct current filter capacitor 7, in a possible embodiment, the braking chopping unit 13 includes a braking chopping power tube 131 and a resistor 132, the resistor 132 is connected in series with the braking chopping power tube 131, the direct current filter capacitor 7 is connected in parallel with the braking chopping unit 13, the voltage in the direct current filter capacitor 7 flows to the resistor 132 through the braking chopping power tube 131 and is dissipated on the resistor 132 in the form of heat energy, and finally the discharging of the direct current filter capacitor 7 is realized, in order to realize the protection of the braking chopping unit 13, the braking chopping unit may further include a diode 133, a high induced electromotive force is generated when the circuit is disconnected, the diode 133 does not possibly damage the braking chopping power tube or other elements, and the resistor 132 and the diode 133 form a loop to protect other elements.
In order to implement that the voltage in the dc filter capacitor is consumed by the braking chopper unit, optionally, the control unit 1 provided in the embodiment of the present invention is specifically configured to:
after the first switch module 4 is turned off, timing is started; and when the timing time reaches the first preset time, closing the second switch module 5.
By controlling the braking chopper unit to discharge the dc filter capacitor 7 after the first switch module 4 is turned off, and starting timing after the first switch module 4 is turned off, when the timing time reaches a first preset time, the voltage in the dc filter capacitor 7 is less than 77 v, and the second switch module 5 is turned on.
Exemplarily, fig. 5 is a schematic diagram of a closing logic of the second switch module 5 according to an embodiment of the present invention, as shown in fig. 5, when an emergency traction command indicating that the storage battery 3 supplies power to the vehicle is received, an emergency traction system no-traction command, a first contactor is opened, a second contactor is opened, a high-speed circuit breaker is opened, the second switch module 5 is opened and no traction is cut off, the dc filter capacitor 7 is discharged through the brake chopper unit, when an emergency traction command indicating that the storage battery 3 supplies power to the vehicle is received, an emergency traction system no-traction command, a first contactor is opened, a second contactor is opened, a high-speed circuit breaker is opened, the second switch module 5 is opened, no traction is cut off and a voltage of the dc filter capacitor 7 is less than a preset voltage, an S-side input of the trigger 14 is 1, the trigger 14 is used to trigger the second switch module 5 to be closed or opened, the second switching module 5 is closed when the output of the flip-flop 14 is 1, and is open when the output of the flip-flop 14 is 0, specifically, Q is 1 when S is 1, Q is 0 when R is 1, Q is not changed when S is 0 and R is 0, and the priority of R is greater than S, that is, Q is 0 when R is 1 and S is 1.
The delay conduction 1 means conduction when an emergency traction instruction is received, optionally, the delay conduction 1 may be two seconds, meanwhile, the delay conduction 2 means conduction when an emergency traction instruction is received, optionally, the delay conduction is 100 milliseconds, and the delay conduction 1 is shorter than the time of the delay conduction 2. In one possible embodiment, after the emergency traction command is received and the 2 is turned on in a 100 millisecond delay, the braking chopper unit is turned on for 0.5 second by turning on the braking chopper unit within 1 second, and the direct current filter capacitor 7 is discharged.
In the embodiment of the invention, when the pantograph cannot supply power to the vehicle and the control unit meets the preset condition, the first switch module is switched off, the second switch module is switched on, and the speed of the vehicle is controlled within the preset range, so that the power supply of the vehicle by the storage battery is realized, and the control unit firstly switches off the first switch module and then switches on the second switch module, so that the voltage of the high-voltage side cannot damage the storage battery.
Example four
On the basis of the above embodiment, the control unit 1 may not only use the storage battery 3 to supply power to the vehicle when the pantograph 2 cannot supply power to the vehicle, but optionally, the control unit 1 is further configured to open the second switch module 5 and close the first switch module 4 when the pantograph 2 can supply power to the vehicle, so that the pantograph 2 supplies power to the vehicle through the dc filter reactor 6, the dc filter capacitor 7, the inverter circuit 8 and the at least one traction motor 9.
When the pantograph 2 can supply power to the vehicle, the control unit 1 opens the connection between the storage battery 3 and the dc filter reactor 6 by opening the second switch module 5, so that the storage battery 3 cannot supply power to the vehicle, and then closes the first switch module 4, so that the pantograph 2 supplies power to the vehicle through the dc filter reactor 6, the dc filter capacitor 7, the inverter loop 8 and at least one traction motor 9.
In the process of opening the second switch module 5 and closing the first switch module 4, optionally, the control unit 1 is specifically configured to: when the second switch module 5 is determined to be switched off, timing is started; and when the timing duration reaches a second preset duration, the second switch module 5 is disconnected.
When determining to disconnect the second switch module 5, the control unit 1 may send a disconnection instruction to the second switch module 5, then start timing, and when the timing duration reaches a second preset duration, optionally, the second preset duration may be 1 second, and then disconnect the second switch module 5. In the scheme, timing is started when the second switch module 5 is determined to be disconnected, and the second switch module 5 is disconnected when the timing duration reaches the second preset duration, so that when the first switch module 4 is closed, the storage battery 3 does not supply power to the vehicle any more, and the safety of the storage battery 3 is ensured. Specifically, as shown in fig. 5, when the emergency traction command indicates to turn off the second switch module 5, R is 1, Q is 0, and the second switch module 5 is turned off.
In the embodiment of the invention, the second switch module is opened, and the first switch module is closed, so that the conversion from the storage battery to the pantograph to the vehicle is realized.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (10)
1. An emergency traction system, comprising: the system comprises a control unit, a pantograph, a storage battery, a first switch module, a second switch module, a direct-current filter reactor, a direct-current filter capacitor, an inverter loop and at least one traction motor;
the control unit is connected with the first switch module and the second switch module, one end of the first switch module is connected with the pantograph, the other end of the first switch module is connected with one end of the direct current filter reactor, one end of the second switch module is connected with the storage battery, the other end of the second switch module is connected with one end of the direct current filter reactor, the other end of the direct current filter reactor is connected with one end of the direct current filter capacitor, the direct current filter capacitor is connected with the inverter loop in parallel, and the inverter loop is connected with the at least one traction motor;
the control unit is used for disconnecting the first switch module, closing the second switch module and controlling the speed of the vehicle to be within a preset range when the pantograph cannot supply power to the vehicle, so that the storage battery supplies power to the vehicle through the direct current filter reactor, the direct current filter capacitor, the inverter loop and the at least one traction motor.
2. The system of claim 1, wherein the first switching module comprises: a first contactor, a resistor and a second contactor;
one end of the first contactor is connected with the pantograph, the first contactor is connected with the resistor in series, the resistor is connected with one end of the direct current filter reactor, and the second contactor is connected with the first contactor and the resistor in parallel.
3. The system according to claim 2, wherein the control unit is specifically configured to:
when the pantograph cannot supply power to a vehicle and the control unit meets the following preset conditions, the first switch module is switched off, the second switch module is switched on, and the speed of the vehicle is controlled within a preset range;
wherein the preset condition comprises at least one of the following: the vehicle acquires an emergency traction instruction for supplying power to the vehicle through a storage battery, the vehicle is currently in a static state, the first contactor, the second contactor and the second switch module are all in a disconnected state, the voltage of the direct current filter capacitor is smaller than a preset voltage, and the emergency traction system does not have a traction cutting condition currently.
4. The system according to claim 1 or 2, wherein the control unit is specifically configured to:
determining the current load of the vehicle;
determining the traction force and the resistance force of the vehicle according to the current load of the vehicle;
determining the preset range when the traction force of the vehicle is determined to be larger than the resistance force;
controlling the speed of the vehicle within the preset range.
5. The system according to claim 1 or 2, wherein the control unit is specifically configured to:
determining a plurality of loads of the vehicle;
determining, for each load of the vehicle, a tractive effort and a drag of the vehicle at the load;
determining the preset range when the tractive effort of the vehicle is greater than the resistance based on the plurality of loads;
controlling the speed of the vehicle within the preset range.
6. The system according to claim 1 or 2, wherein the control unit is specifically configured to:
starting timing after the first switch module is disconnected;
and when the timing time reaches a first preset time, closing the second switch module.
7. The system of claim 1 or 2, wherein the control unit is further configured to:
when the pantograph can supply power to the vehicle, the second switch module is opened, and the first switch module is closed, so that the pantograph charges the vehicle through the direct current filter reactor, the direct current filter capacitor, the inverter circuit and the at least one traction motor.
8. The system according to claim 7, wherein the control unit is specifically configured to:
starting timing when the second switch module is determined to be disconnected;
and when the timing duration reaches a second preset duration, the second switch module is disconnected.
9. The system of claim 8, further comprising: a brake chopper unit;
one end of the braking chopping unit is connected with the other end of the direct-current filter reactor, the other end of the braking chopping unit is grounded, and the braking chopping unit is connected with the control unit;
the control unit is further configured to control the braking chopper unit to discharge the dc filter capacitor before the second switch module is turned on.
10. The system of claim 1 or 2, further comprising: a diode;
and the anode of the diode is connected with the second switch module, and the cathode of the diode is connected with one end of the direct current filter reactor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910000677.8A CN111391677A (en) | 2019-01-02 | 2019-01-02 | Emergency traction system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910000677.8A CN111391677A (en) | 2019-01-02 | 2019-01-02 | Emergency traction system |
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| CN111391677A true CN111391677A (en) | 2020-07-10 |
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| CN201910000677.8A Pending CN111391677A (en) | 2019-01-02 | 2019-01-02 | Emergency traction system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113525269A (en) * | 2021-07-12 | 2021-10-22 | 中国国家铁路集团有限公司 | Eddy current braking power supply system |
-
2019
- 2019-01-02 CN CN201910000677.8A patent/CN111391677A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113525269A (en) * | 2021-07-12 | 2021-10-22 | 中国国家铁路集团有限公司 | Eddy current braking power supply system |
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