CN211166464U - Rail vehicle - Google Patents
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- CN211166464U CN211166464U CN201922478957.8U CN201922478957U CN211166464U CN 211166464 U CN211166464 U CN 211166464U CN 201922478957 U CN201922478957 U CN 201922478957U CN 211166464 U CN211166464 U CN 211166464U
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Abstract
The utility model provides a rail vehicle, when the rail vehicle runs under the alternating current network, the electric energy of the alternating current network is obtained through the alternating current power supply circuit in the first traction power supply circuit and the second traction power supply circuit to drive the rail vehicle to run; similarly, when the rail vehicle runs under the direct current power grid, the rail vehicle is driven to run by acquiring the electric energy of the direct current power grid through the direct current power supply loop in the first traction power supply loop and the second traction power supply loop; therefore, the rail vehicle which can run under the alternating current power grid and the direct current power grid is obtained, and the transportation requirements of a central urban area and peripheral suburb counties are met.
Description
Technical Field
The utility model relates to a computer technology field particularly, relates to a rail vehicle.
Background
At present, rail vehicles (such as subway vehicles and urban railway vehicles) running in cities usually run in an alternating current single power supply mode at a low running speed. And the travel requirement of the periphery of the central urban area within dozens of kilometers can be only solved. For the connecting lines of a central urban area and a peripheral suburban area, no railway vehicle which can run under an alternating current network and a direct current network is suitable.
SUMMERY OF THE UTILITY MODEL
In order to solve the above problem, an object of the embodiments of the present invention is to provide a rail vehicle.
In a first aspect, an embodiment of the present invention provides a rail vehicle, can operate under alternating current power grid and direct current power grid, rail vehicle, include: the system comprises a first trailer, a second trailer, at least two trains of motor cars, an alternating current-direct current shared pantograph, a first direct current pantograph, a second direct current pantograph, a first traction power supply loop and a second traction power supply loop;
the alternating current and direct current common pantograph is respectively arranged on the first trailer and the second trailer; the first direct current pantograph and the second direct current pantograph are respectively arranged on different motor cars in the at least two rows of motor cars;
an alternating current-direct current common pantograph arranged on the first trailer is respectively connected with the first direct current pantograph and the first traction power supply loop; an alternating current-direct current common pantograph arranged on the second trailer is respectively connected with a second traction power supply loop and the second direct current pantograph;
the first traction power supply loop and the second traction power supply loop can form an alternating current power supply loop and a direct current power supply loop;
when the rail vehicle runs under an alternating current power grid, an alternating current-direct current common pantograph arranged on the first trailer or the second trailer is connected to the alternating current power grid and is respectively connected with alternating current power supply circuits in the first traction power supply circuit and the second traction power supply circuit, so that the first traction power supply circuit and the second traction power supply circuit drive the rail vehicle to run under the electric energy provided by the alternating current power grid;
when the rail vehicle runs under the direct-current power grid, the alternating-current/direct-current common pantograph, the first direct-current pantograph and the second direct-current pantograph are all connected to the direct-current power grid and are respectively connected with direct-current power supply loops in the first traction power supply loop and the second traction power supply loop, so that the rail vehicle is driven to run under the electric energy provided by the direct-current power grid in the first traction power supply loop and the second traction power supply loop.
In the embodiment of the present invention, in the solution provided by the above first aspect, the first trailer and the second trailer of the rail vehicle are respectively provided with an ac/dc common pantograph, and the different motor cars are respectively provided with a first dc pantograph and a second dc pantograph, and the ac/dc common pantograph installed on the first trailer is respectively connected to the first dc pantograph and the first traction power supply circuit; an alternating current-direct current common pantograph arranged on the second trailer is respectively connected with a second traction power supply loop and the second direct current pantograph; the first traction power supply loop and the second traction power supply loop can form an alternating current power supply loop and a direct current power supply loop; when the rail vehicle runs under an alternating current power grid, electric energy of the alternating current power grid is obtained through an alternating current power supply loop in the first traction power supply loop and the second traction power supply loop to drive the rail vehicle to run; similarly, when the rail vehicle runs under the direct current power grid, the rail vehicle is driven to run by acquiring the electric energy of the direct current power grid through the direct current power supply loop in the first traction power supply loop and the second traction power supply loop; therefore, the rail vehicle which can run under the alternating current power grid and the direct current power grid is obtained, and the transportation requirements of a central urban area and peripheral suburb counties are met.
In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only 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 shows a schematic structural diagram of an ac power supply circuit in a first traction power supply circuit of a rail vehicle according to an embodiment of the present invention;
fig. 2 shows a schematic structural diagram of a dc power supply loop in a first traction power supply loop in a rail vehicle provided by an embodiment of the present invention.
Detailed Description
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and to simplify the description, but do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically limited otherwise.
In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.
At present, rail vehicles (such as subway vehicles and urban railway vehicles) running in cities usually run in an alternating current single power supply mode at a low running speed. And the travel requirement of the periphery of the central urban area within dozens of kilometers can be only solved. For the connecting lines of a central urban area and a peripheral suburban area, no railway vehicle which can run under an alternating current network and a direct current network is suitable.
In view of the above, the present embodiment provides a railway vehicle, wherein an ac/dc common pantograph is respectively mounted on the first trailer and the second trailer of the railway vehicle, and a first dc pantograph and a second dc pantograph are respectively mounted on different railcars, and the ac/dc common pantograph mounted on the first trailer is respectively connected to the first dc pantograph and the first traction power supply circuit; an alternating current-direct current common pantograph arranged on the second trailer is respectively connected with a second traction power supply loop and the second direct current pantograph; the first traction power supply loop and the second traction power supply loop can form an alternating current power supply loop and a direct current power supply loop; when the rail vehicle runs under an alternating current power grid, electric energy of the alternating current power grid is obtained through an alternating current power supply loop in the first traction power supply loop and the second traction power supply loop to drive the rail vehicle to run; similarly, when the rail vehicle runs under the direct current power grid, the rail vehicle is driven to run by acquiring the electric energy of the direct current power grid through the direct current power supply loop in the first traction power supply loop and the second traction power supply loop; therefore, the rail vehicle which can run under the alternating current power grid and the direct current power grid is obtained, and the transportation requirements of a central urban area and peripheral suburb counties are met.
In suburban open sections (namely, running on viaducts or the ground), an alternating current 25 kV power grid is adopted to supply power to the rail vehicles, and at the moment, the rail vehicles have the high-speed running capacity of 160 km/h; the underground section of the urban area (namely, the underground tunnel runs) adopts a direct current 1500V power grid to supply power to the rail vehicle, and at the moment, the rail vehicle has the highest speed running capability of 120 km/h in the urban area. The function of automatically converting the system without stopping the vehicle can be realized.
The marshalling mode of the rail vehicle adopts 6M (6 motor cars) 2T (2 trailer) -8 fixed marshalling.
The rail vehicle includes: a first trailer, a second trailer, and at least two trains of railcars.
The first trailer is a section of unpowered carriage with a pantograph of the railway vehicle, and the orientation of one end of the first trailer is the same as the running direction of the railway vehicle; the second trailer is a section of unpowered carriage with a pantograph of the railway vehicle, and one end of the second trailer faces to the direction opposite to the running direction of the railway vehicle.
In one embodiment, the first trailer and the second trailer are respectively provided with one ac/dc common pantograph, and the first dc pantograph and the second dc pantograph are respectively provided on two motor cars, so that four pantographs should be provided on one train of the rail vehicle.
The first traction power supply circuit and the second traction power supply circuit are respectively installed on 4 trains of a half unit set of the rail vehicle and respectively supply power to the 4 trains of the half unit set of the rail vehicle.
In order to make the aforementioned objects, features and advantages of the present application more comprehensible, the present application is described in further detail with reference to the accompanying drawings and the detailed description.
Example 1
The present embodiment proposes a rail vehicle, capable of operating on an ac power grid and a dc power grid, the rail vehicle comprising: the system comprises a first trailer, a second trailer, at least two trains of motor cars, an alternating current-direct current common pantograph, a first direct current pantograph, a second direct current pantograph, a first traction power supply loop and a second traction power supply loop.
The alternating current and direct current common pantograph is respectively arranged on the first trailer and the second trailer; the first direct current pantograph and the second direct current pantograph are respectively installed on different motor cars in the at least two rows of motor cars.
An alternating current-direct current common pantograph arranged on the first trailer is respectively connected with the first direct current pantograph and the first traction power supply loop; and an alternating current-direct current common pantograph arranged on the second trailer is respectively connected with a second traction power supply loop and the second direct current pantograph.
The first traction power supply loop and the second traction power supply loop can form an alternating current power supply loop and a direct current power supply loop.
When the rail vehicle runs under an alternating current power grid, an alternating current-direct current common pantograph arranged on the first trailer or the second trailer is connected to the alternating current power grid and is respectively connected with alternating current power supply circuits in the first traction power supply circuit and the second traction power supply circuit, so that the first traction power supply circuit and the second traction power supply circuit drive the rail vehicle to run under the electric energy provided by the alternating current power grid.
When the rail vehicle runs under the direct-current power grid, the alternating-current/direct-current common pantograph, the first direct-current pantograph and the second direct-current pantograph are all connected to the direct-current power grid and are respectively connected with direct-current power supply loops in the first traction power supply loop and the second traction power supply loop, so that the rail vehicle is driven to run under the electric energy provided by the direct-current power grid in the first traction power supply loop and the second traction power supply loop.
Referring to fig. 1, a schematic structural diagram of an ac power supply circuit in the first traction power supply circuit and a schematic structural diagram of a dc power supply circuit in the first traction power supply circuit shown in fig. 2; the first traction power supply loop comprises: the system comprises a first transfer switch 100, a second transfer switch 102, a first high-speed circuit breaker 104, a first filter reactor 106, a second high-speed circuit breaker 108, a second filter reactor 110, a third high-speed circuit breaker 112, a third filter reactor 116, a system detection device 118, a vacuum circuit breaker 120, an isolating switch 122, a first converter 124, a second converter 126, a third converter 128, a transformer 130 and a traction motor 134.
The fixed contact of the first transfer switch 100 is connected to the first dc pantograph 200, the moving contact of the first transfer switch is connected to the fixed contact of the second transfer switch, the moving contact of the second transfer switch is connected to the ac/dc common pantograph 202 mounted on the first trailer, the ac/dc common pantograph 202 mounted on the first trailer is further connected to the fixed contact of the vacuum circuit breaker 120 and the standard detection device, and the moving contact of the vacuum circuit breaker is connected to the fixed contacts of the transformer and the isolation switch.
The transformer 130 is connected to the first converter 124, the second converter 126 and the third converter 128 respectively; the first converter is further connected with the first filter reactor and the traction motor 134, and the first filter reactor is connected with the first high-speed circuit breaker; the second converter is also connected with the second filter reactor and the traction motor, and the second filter reactor is connected with the second high-speed circuit breaker; the third converter is further connected with the third filter reactor and the traction motor, and the third filter reactor is connected with the third high-speed circuit breaker.
Here, the first converter 124, the second converter 126 and the third converter 128 are also grounded, respectively.
The first high-speed circuit breaker, the second high-speed circuit breaker and the third high-speed circuit breaker are further respectively connected with a moving contact of the first change-over switch and a fixed contact of the second change-over switch.
Wherein, the moving contact of the isolating switch 122 in the first traction power supply loop is connected with the moving contact of the isolating switch in the second traction power supply loop.
The standard detection device is used for detecting a power supply mode of a power grid contacted by the alternating current-direct current shared pantograph, and the power supply mode of the power grid comprises the following steps: an ac supply mode and a dc supply mode.
The structure of the second traction power supply loop is similar to that of the first traction power supply loop, and the description is omitted here.
Since the rail vehicle is intended to be operated on both a direct current network and an alternating current network, in order to be able to switch the power supply mode of the operating rail vehicle between two power supply modes, namely an alternating current power supply mode and a direct current power supply mode, a section of a neutral network, which is referred to as a neutral zone, can be arranged between the networks of the two power supply modes, which is isolated from the network of the direct current power supply mode.
When the rail vehicle passes through a dead zone and the alternating current-direct current common pantograph installed on the first trailer is connected to a power grid, the system detection device detects that the power supply mode of the power grid contacted with the alternating current-direct current common pantograph installed on the first trailer is an alternating current power supply mode through electric energy received by the alternating current-direct current common pantograph installed on the first trailer, the rail vehicle is determined to run under the alternating current power grid, and the vacuum circuit breaker and the isolating switch are closed by the rail vehicle to form the alternating current power supply loop.
Referring to fig. 1, a schematic structure of an ac power supply circuit in the first traction power supply circuit is shown. In the alternating current power supply loop, the isolating switch 122 in the first traction power supply loop and the isolating switch in the second traction power supply loop are both closed, so that the electric quantity obtained by connecting the alternating current and direct current shared pantograph 202 installed on the first trailer into an alternating current power grid can be sent to the converter of the first traction power supply loop through the transformer 130 of the first traction power supply loop, and meanwhile, the electric quantity obtained by connecting the alternating current and direct current shared pantograph installed on the first trailer into the alternating current power grid can be sent to the converter of the second traction power supply loop through the transformer of the second traction power supply loop; the converter of the first traction power supply loop and the converter of the second traction power supply loop respectively drive a traction motor to drive the rail vehicle to operate by using the received electric energy.
Wherein when the rail vehicle passes through a dead zone, all switches in the first traction power supply circuit and the second traction power supply circuit are open; and the other pantographs except the AC/DC common pantograph connected with the power grid in the pantographs installed on the railway vehicle are in a falling state.
When the ac/dc common pantograph connected to the power grid is the ac/dc common pantograph installed on the first trailer, the other pantograph except the ac/dc common pantograph connected to the power grid includes: two direct current pantographs arranged on the motor train and an alternating current and direct current shared pantograph arranged on the second trailer.
When the ac/dc common pantograph connected to the power grid is the ac/dc common pantograph installed on the second trailer, the other pantograph except the ac/dc common pantograph connected to the power grid includes: two direct current pantographs arranged on the motor train and an alternating current and direct current shared pantograph arranged on the first trailer.
The converters of the first traction power supply loop refer to the first converter 124, the second converter 126 and the third converter 128.
Since the second traction power supply loop has a structure similar to that of the first traction power supply loop, the converter of the second traction power supply loop should also have three converters which have the same structure, the same function and the same connection relationship as the first converter 124, the second converter 126 and the third converter 128.
All switches in the first traction supply loop include: a first transfer switch 100, a second transfer switch 102, a first high speed breaker 104, a second high speed breaker 108, a third high speed breaker 112, a vacuum interrupter 120, and a disconnector 122.
All switches in the second traction power supply circuit are the same as all switches in the first traction power supply circuit, and are not described herein again.
When the rail vehicle passes through a dead zone and the AC/DC common pantograph installed on the first trailer is connected to a power grid, the system detection device detects that the power supply mode of the power grid contacted with the AC/DC common pantograph installed on the first trailer is a DC power supply mode through the electric energy received by the AC/DC common pantograph installed on the first trailer, and determines that the rail vehicle runs under the DC power grid, the rail vehicle controls all other pantographs except the AC/DC common pantograph installed on the first trailer to lift up, and closes the first transfer switch, the second transfer switch, the first high-speed circuit breaker, the second high-speed circuit breaker and the third high-speed circuit breaker to form a DC power supply loop;
referring to fig. 2, in the first traction power supply circuit, a schematic structure of the dc power supply circuit is shown; in the direct current power supply loop, an alternating current-direct current common pantograph 202 mounted on the first trailer is connected with a first direct current pantograph 200 in parallel to form a first pantograph parallel structure; the first pantograph parallel structure inputs electric quantity provided by a direct current power grid into the converter of the first traction power supply loop respectively, and the converter of the first traction power supply loop drives the traction motor to drive the rail vehicle to operate through the received electric energy.
The alternating current-direct current common pantograph arranged on the second trailer is connected with the second direct current pantograph in parallel to form a second pantograph parallel structure; the second pantograph parallel structure inputs electric quantity provided by a direct current power grid into the converter of the second traction power supply loop respectively, and the converter of the second traction power supply loop drives the traction motor to drive the rail vehicle to operate through the received electric energy.
Wherein when the rail vehicle passes through a dead zone, all switches in the first traction power supply circuit and the second traction power supply circuit are open; and the other pantographs except the AC/DC common pantograph connected with the power grid in the pantographs installed on the railway vehicle are in a falling state.
The specific implementation manner of accessing the rail vehicle to the power grid after passing through the dead zone and the ac/dc common pantograph installed on the second trailer is similar to the process of controlling the traction power supply circuit when the rail vehicle passes through the dead zone and the ac/dc common pantograph installed on the first trailer is accessed to the power grid, and is not described herein again.
In order to protect the pantograph installed on the rail vehicle from lightning, the rail vehicle provided by the embodiment further includes: and an arrester 136.
The lightning arrester 136 is connected to the first dc pantograph 200, the second dc pantograph, the ac/dc common pantograph 202 mounted on the first trailer, and the ac/dc common pantograph mounted on the second trailer, respectively.
Optionally, the lightning arrester 136 may also be connected to a transformer in the first traction power supply loop and a transformer in the second traction power supply loop.
The rail vehicle is provided with a Train Control and Management System (TCMS) to control the lifting and lowering of all pantographs installed in the rail vehicle, and to control the closing of all switches in the first traction power supply circuit and the second traction power supply circuit, and the specific control process is the prior art and is not described in detail herein.
From the foregoing, it can be seen that the rail vehicle can identify the voltage class and validity from the pantograph and control the switches to direct current to the respective high voltage and traction devices based on the identified voltage signal. Various acquisition sources are adopted, mutual checking is carried out, various errors possibly occurring in acquisition equipment and relay circuits need to be processed, and fault guiding is safe. And moreover, two sets of traction power supply loops are arranged at the same time, so that the alternating current, direct current high voltage and traction equipment need to be fused for reducing the weight of the equipment. The fusion comprises a power supply line topology scheme, the setting of intermediate link voltage of traction equipment, the multiplexing of direct current/alternating current traction equipment and the like.
In summary, in the railway vehicle proposed in this embodiment, the first trailer and the second trailer of the railway vehicle are respectively provided with an ac/dc common pantograph, and the different railcars are respectively provided with a first dc pantograph and a second dc pantograph, and the ac/dc common pantograph provided on the first trailer is respectively connected to the first dc pantograph and the first traction power supply circuit; an alternating current-direct current common pantograph arranged on the second trailer is respectively connected with a second traction power supply loop and the second direct current pantograph; the first traction power supply loop and the second traction power supply loop can form an alternating current power supply loop and a direct current power supply loop; when the rail vehicle runs under an alternating current power grid, electric energy of the alternating current power grid is obtained through an alternating current power supply loop in the first traction power supply loop and the second traction power supply loop to drive the rail vehicle to run; similarly, when the rail vehicle runs under the direct current power grid, the rail vehicle is driven to run by acquiring the electric energy of the direct current power grid through the direct current power supply loop in the first traction power supply loop and the second traction power supply loop; therefore, the rail vehicle which can run under the alternating current power grid and the direct current power grid is obtained, and the transportation requirements of a central urban area and peripheral suburb counties are met.
The above description is only for the specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto, and any person skilled in the art can easily think of the changes or substitutions within the technical scope of the present invention, and all should be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (4)
1. A rail vehicle capable of operating on an ac power grid and a dc power grid, the rail vehicle comprising: the system comprises a first trailer, a second trailer, at least two trains of motor cars, an alternating current-direct current shared pantograph, a first direct current pantograph, a second direct current pantograph, a first traction power supply loop and a second traction power supply loop;
the alternating current and direct current common pantograph is respectively arranged on the first trailer and the second trailer; the first direct current pantograph and the second direct current pantograph are respectively arranged on different motor cars in the at least two rows of motor cars;
an alternating current-direct current common pantograph arranged on the first trailer is respectively connected with the first direct current pantograph and the first traction power supply loop; an alternating current-direct current common pantograph arranged on the second trailer is respectively connected with a second traction power supply loop and the second direct current pantograph;
the first traction power supply loop and the second traction power supply loop can form an alternating current power supply loop and a direct current power supply loop;
when the rail vehicle runs under an alternating current power grid, an alternating current-direct current common pantograph arranged on the first trailer or the second trailer is connected to the alternating current power grid and is respectively connected with alternating current power supply circuits in the first traction power supply circuit and the second traction power supply circuit, so that the first traction power supply circuit and the second traction power supply circuit drive the rail vehicle to run under the electric energy provided by the alternating current power grid;
when the rail vehicle runs under the direct-current power grid, the alternating-current/direct-current common pantograph, the first direct-current pantograph and the second direct-current pantograph are all connected to the direct-current power grid and are respectively connected with direct-current power supply loops in the first traction power supply loop and the second traction power supply loop, so that the rail vehicle is driven to run under the electric energy provided by the direct-current power grid in the first traction power supply loop and the second traction power supply loop.
2. The rail vehicle of claim 1, wherein the first traction power supply circuit comprises: the system comprises a first change-over switch, a second change-over switch, a first high-speed circuit breaker, a first filter reactor, a second high-speed circuit breaker, a second filter reactor, a third high-speed circuit breaker, a third filter reactor, a system detection device, a vacuum circuit breaker, an isolating switch, a first converter, a second converter, a third converter, a transformer and a traction motor;
the fixed contact of the first transfer switch is connected with the first direct current pantograph, the moving contact of the first transfer switch is connected with the fixed contact of the second transfer switch, the moving contact of the second transfer switch is connected with the alternating current/direct current common pantograph arranged on the first trailer, the alternating current/direct current common pantograph arranged on the first trailer is also respectively connected with the fixed contact of the vacuum circuit breaker and the system detection device, and the moving contact of the vacuum circuit breaker is respectively connected with the fixed contacts of the transformer and the isolating switch;
the transformer is respectively connected with the first converter, the second converter and the third converter; the first converter is further connected with the first filter reactor and the traction motor, and the first filter reactor is connected with the first high-speed circuit breaker; the second converter is also connected with the second filter reactor and the traction motor, and the second filter reactor is connected with the second high-speed circuit breaker; the third converter is also connected with the third filter reactor and the traction motor, and the third filter reactor is connected with the third high-speed circuit breaker;
the first high-speed circuit breaker, the second high-speed circuit breaker and the third high-speed circuit breaker are also respectively connected with a moving contact of the first change-over switch and a fixed contact of the second change-over switch;
the moving contact of the isolating switch in the first traction power supply loop is connected with the moving contact of the isolating switch in the second traction power supply loop.
3. The rail vehicle according to claim 2, characterized in that the rail vehicle closes the vacuum circuit breaker and the disconnector, forming the ac supply circuit;
in the alternating current power supply loop, an isolating switch in the first traction power supply loop and an isolating switch in the second traction power supply loop are both closed, so that the electric quantity acquired by the fact that an alternating current and direct current shared pantograph arranged on the first trailer is connected into an alternating current power grid can be transmitted to a converter of the first traction power supply loop through a transformer of the first traction power supply loop, and meanwhile, the electric quantity acquired by the fact that the alternating current and direct current shared pantograph arranged on the first trailer is connected into the alternating current power grid can be transmitted to a converter of the second traction power supply loop through a transformer of the second traction power supply loop; the converter of the first traction power supply loop and the converter of the second traction power supply loop respectively drive a traction motor to drive the rail vehicle to operate by using the received electric energy;
wherein when the rail vehicle passes through a dead zone, all switches in the first traction power supply circuit and the second traction power supply circuit are open; and the other pantographs except the AC/DC common pantograph connected with the power grid in the pantographs installed on the railway vehicle are in a falling state.
4. The rail vehicle according to claim 2, wherein the rail vehicle controls all pantographs other than the ac-dc common pantograph mounted on the first trailer to rise and closes the first changeover switch, the second changeover switch, the first high-speed circuit breaker, the second high-speed circuit breaker, and the third high-speed circuit breaker, forming a dc power supply circuit;
in the direct-current power supply loop, an alternating-current and direct-current common pantograph arranged on the first trailer is connected with a first direct-current pantograph in parallel to form a first pantograph parallel structure; the first pantograph parallel structure respectively inputs electric quantity provided by a direct current power grid into a converter of the first traction power supply loop, and the converter of the first traction power supply loop drives a traction motor to drive the rail vehicle to operate through received electric energy;
the alternating current-direct current common pantograph arranged on the second trailer is connected with the second direct current pantograph in parallel to form a second pantograph parallel structure; the second pantograph parallel structure respectively inputs the electric quantity provided by the direct current power grid into the converter of the second traction power supply loop, and the converter of the second traction power supply loop drives the traction motor to drive the rail vehicle to operate through the received electric energy;
wherein when the rail vehicle passes through a dead zone, all switches in the first traction power supply circuit and the second traction power supply circuit are open; and the other pantographs except the AC/DC common pantograph connected with the power grid in the pantographs installed on the railway vehicle are in a falling state.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922478957.8U CN211166464U (en) | 2019-12-31 | 2019-12-31 | Rail vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922478957.8U CN211166464U (en) | 2019-12-31 | 2019-12-31 | Rail vehicle |
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| CN211166464U true CN211166464U (en) | 2020-08-04 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110979015A (en) * | 2019-12-31 | 2020-04-10 | 北京轨道交通技术装备集团有限公司 | Rail vehicle |
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2019
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110979015A (en) * | 2019-12-31 | 2020-04-10 | 北京轨道交通技术装备集团有限公司 | Rail vehicle |
| CN110979015B (en) * | 2019-12-31 | 2024-05-07 | 北京轨道交通技术装备集团有限公司 | Rail vehicle |
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