阅读说明：本技术 基于受电弓及动力电池的双电源供电控制方法及系统 (Dual-power-supply power supply control method and system based on pantograph and power battery ) 是由 刘铭 梁建英 李艳昆 王雷 李忠 于 2021-08-27 设计创作，主要内容包括：本发明提供了基于受电弓及动力电池的双电源供电控制方法及系统,包括：确定列车处于有网区向无网区的过渡区域时,控制双向DC/DC电路完成充电模式转换成放电模式之后电车进入无网区,列车供电由第一充电弓供电转换为动力电池供电；确定电车处于无网区向有网区的过渡区域时,控制第一充电弓完成升弓后列车再进入有网区,列车供电由动力电池供电转换为第一充电弓供电；上述无网区与有网区之间过渡区域的供电是在列车不断电、不停车的前提下自动切换。自动实现列车接触网供电和动力电池供电的无缝转换,转换过程列车不停车、不断电,提升了列车平均旅行速度。(The invention provides a dual-power-supply control method and a dual-power-supply control system based on a pantograph and a power battery, which comprise the following steps: when the train is determined to be in a transition area from a network area to a non-network area, the bidirectional DC/DC circuit is controlled to complete the conversion from a charging mode to a discharging mode, then the electric train enters the non-network area, and the power supply of the train is converted from the power supply of the first charging arch to the power supply of the power battery; when the electric car is determined to be in a transition area from a non-network area to a network area, controlling a first charging bow to finish bow lifting, and then enabling the train to enter the network area, wherein the power supply of the train is converted into the power supply of the first charging bow from the power battery; the power supply of the transition area between the non-network area and the network area is automatically switched on the premise that the train is not powered off or stopped. The seamless switching between the power supply of a contact net of the train and the power supply of a power battery is automatically realized, the train is not stopped and is not powered off in the switching process, and the average travel speed of the train is increased.)

1. A dual-power-supply control method based on a pantograph and a power battery is characterized by comprising the following steps:

when the train is determined to be in a transition area from a network area to a non-network area, the bidirectional DC/DC circuit is controlled to finish the conversion from a charging mode to a discharging mode, then the electric car enters the non-network area, and the power supply of the train is converted from the power supply of the first charging bow to the power supply of the power battery;

when the electric car is determined to be in a transition area from a non-network area to a network area, controlling a first charging bow to finish bow lifting, then, entering the network area again, and converting power supply of the train into power supply of the first charging bow by a power battery;

the power supply of the transition area between the non-network area and the network area is automatically switched on the premise that the train is not powered off or stopped.

2. The dual power supply control method based on the pantograph and the power battery as claimed in claim 1, further comprising charging the power battery, wherein the power battery charging mode comprises: charging the power battery by utilizing a second charging arch at the charging pile;

under the charging working condition of the charging pile, the bidirectional DC/DC circuit switch is closed, the charging pile charges the power battery through the second pantograph, and meanwhile, the bidirectional DC/DC circuit provides train traction power consumption and auxiliary load power consumption.

3. The dual-power-supply power supply control method based on the pantograph and the power battery as claimed in claim 1, wherein after passing through a transition area from a non-network area to a network area, when a train is in a network area and supplies power to a contact network, the first charging pantograph is controlled to be connected with the contact network;

after the voltage of a contact network is monitored, the bidirectional DC/DC circuit automatically adjusts the output voltage of the high-voltage bus side to be slightly lower than the voltage of the contact network, the train automatically controls a switch in a high-voltage electric box to be closed, and the whole train is supplied with power by the contact network;

the power battery charging mode further comprises: when the train is in a network area, the bidirectional DC/DC circuit is automatically converted into a charging mode, and the residual energy of the contact network is charged to the power battery through the bidirectional DC/DC circuit.

4. The dual-power-supply control method based on the pantograph and the power battery as claimed in claim 1, wherein after passing through a transition region from a non-grid region to a grid region, when a train is in a grid region braking condition, kinetic energy of the train is converted into electric energy through a traction motor and a traction converter, and a bidirectional DC/DC circuit automatically regulates and controls voltage on a high-voltage bus side to be slightly lower than the voltage of a contact network.

5. The dual-power-supply power supply control method based on the pantograph and the power battery as claimed in claim 4, wherein under the braking condition, the braking energy is charged to the power battery through the bidirectional DC/DC circuit preferentially, and after the energy beyond the charging capability of the power battery or the power battery is fully charged, the bidirectional DC/DC circuit is automatically clamped and absorbed by a contact net.

6. The dual-power-supply power supply control method based on the pantograph and the power battery as claimed in claim 1, wherein after passing through a transition region from a grid area to a non-grid area, under the working condition of power supply of the battery in the non-grid area, the power battery provides power for train traction and power for auxiliary loads through a bidirectional DC/DC circuit;

under the braking working condition of the non-network area, the kinetic energy of the train is converted into electric energy through the traction motor and the traction converter, and the braking energy is used for charging the power battery through the bidirectional DC/DC circuit.

7. The dual power supply control method based on the pantograph and the power battery as claimed in claim 1, wherein in a transition area from a grid area to a non-grid area, after the bidirectional DC/DC circuit completes the conversion from the charging mode to the discharging mode:

the bidirectional DC/DC circuit simultaneously reduces the output voltage of the high-voltage bus side to be slightly lower than the voltage of a contact network, the contact network cannot charge the power battery, the power is supplied to the train by the contact network, and the power battery is in a non-charging and non-discharging state;

when the train enters the non-network area, the side of the first pantograph has no network voltage, the first pantograph is automatically controlled to bow, the switch in the high-voltage electric box is automatically disconnected, and the train is automatically switched to be powered by the power battery.

8. The pantograph and power cell based dual power supply control method as claimed in any one of claims 3, 4, 5 and 7, wherein the edge area of the contact net is set to an upward-raised oblique angle.

9. The dual power supply control method based on the pantograph and the power battery as claimed in claim 1, wherein when the train is determined to be in a transition area from a grid area to a non-grid area, the train is automatically triggered to decelerate or limit the speed of the train, so as to ensure that the train enters the non-grid area after the bidirectional DC/DC circuit state conversion is completed.

10. Dual power supply control system based on pantograph and power battery, characterized by includes:

the electronic beacon and a beacon reader and a controller which are arranged on the train;

the electronic beacons are respectively arranged in a network area transition area, a non-network area transition area and a charging pile transition area;

when the controller determines that the train is in a transition area from a network area to a non-network area based on the information of the beacon reader, the controller controls the bidirectional DC/DC circuit to complete the conversion from the charging mode to the discharging mode, then the electric car enters the non-network area, and the power supply of the train is converted from the power supply of the first charging bow to the power supply of the power battery;

when the controller determines that the electric car is in a transition area from a non-network area to a network area based on the information of the beacon reader, the controller controls the first charging bow to finish bow lifting and then controls the train to enter the network area, and the power supply of the train is converted into the power supply of the first charging bow by the power battery;

the power supply of the transition area between the non-network area and the network area is automatically switched on the premise that the train is not powered off or stopped.

11. A train, characterized in that the power is supplied by the method for controlling the power supply of the double power supplies based on the pantograph and the power battery as claimed in any one of claims 1 to 9, or by the system for controlling the power supply of the double power supplies based on the pantograph and the power battery as claimed in claim 10.

Technical Field

The invention belongs to the technical field of power supply control of technical trains, and particularly relates to a dual-power-supply power supply control method and system based on a pantograph and a power battery.

Background

The statements in this section merely provide background information related to the present disclosure and may not necessarily constitute prior art.

When the line has the working conditions of a network area and a non-network area, the general vehicle solution is a compatible pantograph and power battery power supply mode, namely, the pantograph supplies power when the network area runs, and the power battery supplies power when the network area does not run, but when the line runs back and forth between the lines, how to ensure the electric quantity of the power battery meets the energy consumption of the line in the non-network area all the time is a difficult problem to solve.

When the power battery is charged through the vehicle-mounted pantograph, high-power bidirectional DC/DC is required to be configured for charge and discharge control, the faster the power battery is charged, the higher the train traction performance is, the higher the bidirectional DC/DC power is required to be configured, and the larger the size and weight of the bidirectional DC/DC are, which is in contradiction with the limited installation space and axle weight of a vehicle. Meanwhile, in order to meet return energy consumption of a non-grid area, a charging pile of a terminal station charges a power battery through an existing pantograph and a bidirectional DC/DC, is limited by the capabilities of the existing pantograph and the bidirectional DC/DC, is long in charging time, and is not beneficial to train operation arrangement.

In addition, when a network area runs, due to the power supply capacity of a contact network, the pantograph supplies power to charge the power battery under the condition that the train normally runs, the charging current is small, the configured bidirectional DC/DC capacity is wasted, and meanwhile, the bidirectional DC/DC is heavy, so that the daily operation energy consumption of the train is further increased.

Disclosure of Invention

The invention aims to solve the problems and provides a dual-power-supply control method and system based on a pantograph and a power battery.

According to some embodiments, the invention adopts the following technical scheme:

in a first aspect, a dual power supply control method based on a pantograph and a power battery is disclosed, which comprises the following steps:

when the train is determined to be in a transition area from a network area to a non-network area, the bidirectional DC/DC circuit is controlled to complete the conversion from a charging mode to a discharging mode, then the electric train enters the non-network area, and the power supply of the train is converted from the power supply of the first charging arch to the power supply of the power battery;

when the electric car is determined to be in a transition area from a non-network area to a network area, controlling a first charging bow to finish bow lifting, and then enabling the train to enter the network area, wherein the power supply of the train is converted into the power supply of the first charging bow from the power battery;

the power supply of the transition area between the non-network area and the network area is automatically switched on the premise that the train is not powered off or stopped.

Further technical scheme still includes to power battery charging, power battery charging mode includes: charging the power battery by utilizing a second charging arch at the charging pile;

under the charging working condition of the charging pile, the bidirectional DC/DC circuit switch is closed, the charging pile charges the power battery through the second pantograph, and meanwhile, the bidirectional DC/DC circuit provides train traction power consumption and auxiliary load power consumption.

According to the further technical scheme, after passing through a transition area from a non-network area to a network area, when the train is in a network area and is powered by a contact network, the first charging bow is controlled to be connected with the contact network;

after the voltage of a contact network is monitored, the bidirectional DC/DC circuit automatically adjusts the output voltage of the high-voltage bus side to be slightly lower than the voltage of the contact network, the train automatically controls a switch in a high-voltage electric box to be closed, and the whole train is supplied with power by the contact network.

Preferably, the power battery charging mode further includes: when the train is in a network area, the bidirectional DC/DC circuit is automatically converted into a charging mode, and the residual energy of the contact network is charged to the power battery through the bidirectional DC/DC circuit.

According to the further technical scheme, after passing through a transition region from a non-network region to a network region, when a train is in a network region braking working condition, kinetic energy of the train is converted into electric energy through a traction motor and a traction converter, and a bidirectional DC/DC circuit automatically regulates and controls the voltage on the side of a high-voltage bus to be slightly lower than the voltage of a contact network.

Preferably, under the braking condition, the braking energy is charged for the power battery through the bidirectional DC/DC circuit preferentially, and after the energy exceeding the charging capacity of the power battery or the power battery is fully charged, the bidirectional DC/DC circuit is automatically clamped and absorbed by a contact net.

After passing through a transition region from a network area to a non-network area, under the working condition of power supply of a battery in the non-network area, a power battery provides power for train traction and auxiliary load through a bidirectional DC/DC circuit;

under the braking working condition of the non-network area, the kinetic energy of the train is converted into electric energy through the traction motor and the traction converter, and the braking energy is used for charging the power battery through the bidirectional DC/DC circuit.

The further technical scheme is that in a transition area from a network area to a non-network area, after the bidirectional DC/DC circuit finishes converting a charging mode into a discharging mode:

the bidirectional DC/DC circuit simultaneously reduces the output voltage of the high-voltage bus side to be slightly lower than the voltage of a contact network, the contact network cannot charge the power battery, the train is still powered by the contact network, and the power battery is in a non-charging and non-discharging state;

when the train enters the non-network area, the side of the first pantograph has no network voltage, the first pantograph is automatically controlled to bow, the switch in the high-voltage electric box is automatically disconnected, and the train is automatically switched to be powered by the power battery.

Preferably, the edge region of the contact screen is provided as an elevated bevel.

According to the further technical scheme, when the train is determined to be in a transition area from a network area to a non-network area, the train is automatically triggered to decelerate or limit the speed of the train, and the train is ensured to enter the non-network area after the bidirectional DC/DC circuit state conversion is completed.

In a second aspect, a dual power supply control system based on a pantograph and a power battery is disclosed, comprising:

the electronic beacon and a beacon reader and a controller which are arranged on the train;

the electronic beacons are respectively arranged in a network area transition area, a non-network area transition area and a charging pile transition area;

when the controller determines that the train is in a transition area from a network area to a non-network area based on the information of the beacon reader, the controller controls the bidirectional DC/DC circuit to complete the conversion from the charging mode to the discharging mode, then the electric car enters the non-network area, and the power supply of the train is converted from the power supply of the first charging bow to the power supply of the power battery;

when the controller determines that the electric car is in a transition area from a non-network area to a network area based on the information of the beacon reader, the controller controls the first charging bow to finish bow lifting and then controls the train to enter the network area, and the power supply of the train is converted into the power supply of the first charging bow by the power battery;

the power supply of the transition area between the non-network area and the network area is automatically switched on the premise that the train is not powered off or stopped.

Compared with the prior art, the invention has the beneficial effects that:

the invention automatically realizes the seamless switching between the power supply of the contact network of the train and the power supply of the power battery, and the train does not stop or power off in the switching process, thereby improving the average travel speed of the train.

The invention fully utilizes the regenerated automatic energy and improves the energy utilization rate; make full use of has net district contact net residual capacity, for the power battery additional electric quantity, guaranteed no net district train duration, reduce and fill electric pile department charging time.

The second pantograph, namely the special pantograph, is used for reliably and quickly charging the power battery with high power, so that the charging time of the power battery is greatly shortened, and the operation and arrangement of a train are facilitated;

the invention is configured with low-power bidirectional DC/DC, thereby reducing the weight of the train, further reducing the daily operation energy consumption of the train, simultaneously saving the space and the weight, further improving the configuration of the power battery and improving the cruising ability of the train in a non-network area.

Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

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

The accompanying drawings, which are incorporated in and constitute a part of this specification, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate exemplary embodiments of the invention and together with the description serve to explain the invention and not to limit the invention.

FIG. 1 is a high voltage topology of the present invention;

FIG. 2 is a schematic diagram of the flow of energy for supplying power to a contact network in a network area according to the present invention;

FIG. 3 is a schematic diagram illustrating the flow of braking energy in a grid area according to the present invention;

FIG. 4 is a schematic diagram of the flow of energy supplied by a battery in a non-grid area according to the present invention;

FIG. 5 is a schematic view of the braking energy flow direction of the non-net area according to the present invention;

FIG. 6 is a schematic diagram illustrating the charging energy flow of the charging post according to the present invention;

FIG. 7 is a schematic diagram illustrating a transition from a meshed area to a non-meshed area according to the present invention;

fig. 8 is a schematic diagram of the transition from a non-network area to a network area according to the present invention.

The specific implementation mode is as follows:

the invention is further described with reference to the following figures and examples.

It is to be understood that the following detailed description is exemplary and is intended to provide further explanation of the invention as claimed. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the invention. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.

The first embodiment is as follows:

in the embodiment, a dual power supply control method based on a pantograph and a power battery is disclosed, and the power battery is rapidly charged by configuring a charging pantograph special for the power battery, so that the charging time of a terminal station is greatly shortened. The bidirectional low-power DC/DC circuit is configured, the power battery is charged through the existing pantograph in the network area, and the capability of the contact network is fully utilized. Seamless transition between a network area and a non-network area is realized through the special pantograph, the train is not powered off or stopped, meanwhile, the size and the weight of a low-power bidirectional DC/DC circuit are smaller, the power configuration of a power battery of the train can be increased, and the cruising ability of the non-network area of the train is further prolonged.

In this embodiment, the existing pantograph is the first charging pantograph, and the dedicated charging pantograph is the second charging pantograph.

In a specific example, a train high voltage topology is shown in fig. 1. The special pantograph is only charged in a pantograph lifting state in a charging pile, all the special pantograph is in a pantograph lowering state in other time, the existing pantograph is in a pantograph lowering state in the charging pile, and all the existing network areas are in pantograph lifting states. Switch 1 is arranged in the bidirectional DC/DC circuit, the charging pile is closed under the charging condition, and the charging pile is in an off state at other time. Because the bidirectional DC/DC circuit only needs to meet the traction performance of a non-network area and the small-power charging of a network area, the size and the weight of the bidirectional DC/DC circuit are obviously reduced compared with those of the existing high-power bidirectional DC/DC circuit.

In order to identify the switching of the area where the train is located, in this embodiment, electronic beacons are respectively arranged in the network area and the non-network area transition area, the non-network area and the charging pile transition area, a beacon reader is arranged on the train, when the electronic beacons are read, the train automatically triggers a bidirectional DC/DC circuit control signal, and the bidirectional DC/DC circuit automatically realizes the switching of the charging and discharging modes.

For example, when the non-network area is transited to the network area, an electronic beacon is arranged at a position close to the network area in the non-network area; when the network area is transited to the non-network area, an electronic beacon is arranged at a position close to the non-network area in the network area; when the non-network area is transited to the charging pile area, an electronic beacon is arranged in the non-network area close to the charging pile area; when charging the electric pile district and not having the net district transition, be close not having the net district position in charging the electric pile district and set up electronic beacon.

The power supply working condition of the contact network in the network area is shown in figure 2, the contact network in the network area provides power for train traction and auxiliary loads, and the residual energy is used for charging the power battery through the bidirectional DC/DC circuit.

Specifically, the contact net is the power supply line, and the power supply capacity of contact net is greater than train and pulls and supplementary power consumption demand, and the contact net still has certain power supply capacity after satisfying train again and pull and supplementary power consumption demand, and this part can utilize and charge for power battery.

The braking condition of the network-area is shown in figure 3, the kinetic energy of the train is converted into electric energy through a traction motor and a traction converter, the voltage of the high-voltage bus side is automatically regulated and controlled by a bidirectional DC/DC circuit to be slightly lower than the voltage of a contact network, and the braking energy is preferentially used for charging a power battery through the bidirectional DC/DC circuit. After the energy beyond the charging capacity of the power battery or the power battery is fully charged, the DC/DC circuit is automatically clamped and absorbed by a contact net.

The voltage slightly lower than the voltage of the overhead line system can be selected according to actual conditions, for example: the net pressure lower than the contact net can be 5V.

The grid-free area battery power supply working condition is shown in fig. 4, and the power battery provides power for train traction and auxiliary loads through the bidirectional DC/DC circuit.

The braking condition of the non-grid area is shown in figure 5, the kinetic energy of the train is converted into electric energy through the traction motor and the traction converter, and the braking energy is used for charging the power battery through the bidirectional DC/DC circuit.

Charging conditions of the charging pile are shown in fig. 6, a bidirectional DC/DC circuit switch 1 is closed, the charging pile charges the power battery through a special pantograph, and meanwhile, power for train traction and power for auxiliary loads are provided through the bidirectional DC/DC circuit.

When the network area is transited to the non-network area, the train beacon reader reads the electronic beacon and automatically triggers the charge-discharge mode conversion of the bidirectional DC/DC circuit, the charge mode is converted into the discharge mode, and the bidirectional DC/DC circuit simultaneously reduces the output voltage of the high-voltage bus side to be slightly lower than the voltage of the contact network. Due to the control of the bidirectional DC/DC circuit, the power battery cannot be charged by the overhead line system, the output voltage of the high-voltage bus side of the bidirectional DC/DC circuit is lower than the voltage of the overhead line system, the train is still powered by the overhead line system, and the power battery is in an uncharged and unleashed state. After the train enters the non-network area, the existing pantograph side has no network voltage, the train automatically controls the existing pantograph to bow, the switch in the high-voltage electric box is automatically switched off, the train is automatically switched to be powered by the power battery, the automatic switching from the network area to the non-network area is realized, and the train does not cut off the power and does not stop the train, as shown in fig. 7.

In an embodiment, the state transition time for the bidirectional DC/DC circuit to complete the state transition from the charging mode to the discharging mode is about 3 seconds, and assuming that the train speed is up to 140km/h, the distance between the electronic beacon placing position and the end point of the catenary of the network area exceeds 117m, which can ensure that the train enters the non-network area after the state transition of the DC/DC circuit is completed.

In addition, when the electronic beacon is read, the train speed can be reduced or limited through automatic triggering, and the possibility that the output voltage of the high-voltage bus side of the bidirectional DC/DC circuit is lowered instantly to cause the undervoltage protection of the DC/DC circuit when the train leaves a grid area and is instantly switched from the power supply of a contact network to the power supply of a power battery is prevented.

When the non-network area transits to the network area, the train beacon reader reads the electronic beacon to automatically trigger the existing pantograph to raise the pantograph, the switch in the high-voltage electric box is in a disconnected state, and at the moment, the train is still powered by the power battery.

Specifically, the pantograph lifting time is about 20 seconds, and if the train speed is at most 140km/h, the distance between the electronic beacon placing position and the start point of a contact network in the network area exceeds 778m, so that the train can enter the network area after the pantograph lifting is finished. When a train enters a network area, an existing pantograph is connected with a network, the voltage of a contact network is monitored by the train, the output voltage of the high-voltage bus side is automatically adjusted by the bidirectional DC/DC circuit to be slightly lower than the voltage of the contact network, the train automatically controls the switch in the high-voltage electric box to be closed, the power supply of the whole train is supplied by the contact network, and then the bidirectional DC/DC circuit is automatically converted into a charging mode to supplement the power for a power battery. The automatic switching from the non-network area to the network area is realized, and the train is not powered off or stopped, as shown in figure 8.

When the non-network area enters the charging pile area, the electronic beacon is read through the train beacon reader, the pantograph special for the train is automatically triggered to ascend, the bidirectional DC/DC circuit switch 1 is automatically closed, and the train enters the charging pile area to be charged.

Specifically, the pantograph lifting time is about 20 seconds, and assuming that the train speed is 140km/h at most, the distance between the electronic beacon placing position and the starting point of a contact network of the charging pile exceeds 778m, so that the train can be ensured to enter the charging pile area after the pantograph lifting is finished.

The train automatically enters a charging working condition of the charging pile, because the train power battery system is in wireless communication interaction with the charging pile through the whole train TCMS, a contact network of the charging pile supplies power according to a settable charging strategy, and the power battery system can request to allow charging current and charging state conversion according to the state of the power battery system, for example, 4 groups of power batteries are configured in the train, a group of power batteries has a fault, the power batteries in the fault group are automatically cut off, and the charging current is required to be reduced to 3/4.

When the communication between the TCMS of the train and the charging pile is failed, the train is charged according to the constant current I1, the constant voltage U is converted for charging after the voltage of the power battery system reaches U, and the constant voltage U is converted for charging in a floating mode into the constant voltage U current limiting I2 after X seconds.

When the charging pile area enters a non-network area, the charging pile contact network is automatically powered off after charging is completed, the electronic beacon is read by the train beacon reader, the pantograph special for the train automatically falls, the bidirectional DC/DC circuit switch 1 is automatically switched off, and the train enters the working condition of the non-network area.

In a preferred example, information interaction between the train and the charging pile can be achieved through a wireless network, and certainly, a wired mode can be adopted in actual implementation, or a wired network is used as a standby mode, so that the information interaction between the train and the charging pile cannot be achieved when the wireless network cannot be used normally is avoided.

In one embodiment, the edge area of the contact net can be set to be an upward-raised oblique angle, and the pantograph is gradually pressed after sliding in, so that the contact net and the pantograph are reliably connected after transition to the net area.

In a specific implementation example, accurate action triggering can be realized by setting different codes of the electronic beacon, for example, for the electronic beacon in a transition area between a network area and a non-network area, transition from the network area to the non-network area or transition from the non-network area to the network area can be recognized through different codes, and after receiving the codes, the train controller realizes automatic direction recognition, thereby facilitating control of a power supply strategy.

By the control mode, seamless switching between power supply of a train contact network and power supply of a power battery is automatically realized, the train is not stopped and powered off in the switching process, and the average travel speed of the train is increased; the regenerated automatic energy is fully utilized, and the energy utilization rate is improved; the surplus capacity of a contact network in a network area is fully utilized to supplement electric quantity for a power battery, the cruising capacity of a train in a non-network area is ensured, and the charging time of a charging pile is reduced; the special pantograph is used for charging the power battery reliably and quickly in a high-power mode, so that the charging time of the power battery is greatly shortened, and the operation and arrangement of a train are facilitated; the low-power bidirectional DC/DC circuit is configured, so that the weight of the train is reduced, the daily operation energy consumption of the train is further reduced, meanwhile, the saved space and weight can further improve the configuration of a power battery, and the cruising ability of the train in a non-grid area is improved.

Example two:

based on the method of the first embodiment, the dual power supply control system based on the pantograph and the power battery comprises: a controller;

when the controller determines that the train is in a transition area from a network area to a non-network area based on the information of the beacon reader, the controller controls the bidirectional DC/DC circuit to complete the conversion from the charging mode to the discharging mode, then the electric car enters the non-network area, and the power supply of the train is converted from the power supply of the first charging bow to the power supply of the power battery;

when the controller determines that the electric car is in a transition area from a non-network area to a network area based on the information of the beacon reader, the controller controls the first charging bow to finish bow lifting and then controls the train to enter the network area, and the power supply of the train is converted into the power supply of the first charging bow by the power battery;

the power supply of the transition area between the non-network area and the network area is automatically switched on the premise of no power failure and no power failure of the train;

the electronic beacons are respectively arranged in a network area transition area, a non-network area transition area, a charging pile transition area.

Similarly, the beacon reader triggers the controller to act after acquiring the transition signal, the controller enables the train to transition from the non-network area to the charging pile area and from the charging pile area to the non-network area, seamless switching between power supply of a train contact network and power supply of a power battery is automatically achieved, the train is not stopped and is not powered off in the switching process, and the specific transition process refers to the specific description in the first implementation example. And will not be described in detail herein.

Example three:

the embodiment discloses a train, which is powered by a dual-power-supply control method based on a pantograph and a power battery in the first embodiment, or is powered by a dual-power-supply control system based on a pantograph and a power battery in the second embodiment.

Although the embodiments of the present invention have been described with reference to the accompanying drawings, it is not intended to limit the scope of the present invention, and it should be understood by those skilled in the art that various modifications and variations can be made without inventive efforts by those skilled in the art based on the technical solution of the present invention.