CN104691343A - Braking system of electric locomotive based on high-power inverter - Google Patents

Braking system of electric locomotive based on high-power inverter Download PDF

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Publication number
CN104691343A
CN104691343A CN201510103900.3A CN201510103900A CN104691343A CN 104691343 A CN104691343 A CN 104691343A CN 201510103900 A CN201510103900 A CN 201510103900A CN 104691343 A CN104691343 A CN 104691343A
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brake
current
braking
energy
eddy current
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CN104691343B (en
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赵斌
孙鑫
赵智聪
晁双双
姜育鑫
熊源
赵贺
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Hebei United University
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Hebei United University
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    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10Technologies relating to charging of electric vehicles
    • Y02T90/16Information or communication technologies improving the operation of electric vehicles

Abstract

The invention relates to the technical field of the braking of electric locomotives, particularly to a braking system of an electric locomotive based on a high-power inverter. Through a vehicle control unit, an inversion feedback system of regenerated energy is united with an eddy braking system together. The inversion feedback system of regenerated energy is adopted, when the electric locomotive brakes, a regeneration braking system preferentially supplies energy needed by eddy braking, and returns surplus energy to an electric grid. The braking system solves the problems that when only the inversion feedback system of regenerated energy is adopted, the utilizing rate of the energy returned to a traction network is low, and the voltage of the electric grid is increased, so that the power supply equipment of power substations is influenced; when only the eddy braking system is adopted, because the kinetic energy of a moving object is converted into heat energy and dissipates during eddy braking, a braking device warms, and demagnetization occurs on a permanent magnet, so that the braking fails. Through the adoption of the braking system disclosed by the invention, loading of the electric grid and loading of elements can be relieved, and besides, the utilizing rate of energy is increased, and the safety performance of the braking of the electric locomotive can be improved.

Description

Based on the brake system of electric locomotive of high-power inverter
Technical field
The present invention relates to brake system of electric locomotive, specifically based on the brake system of electric locomotive of high-power inverter.
Background technology
City railway train have quantity between station many, apart from short, running velocity is high, start and brake the features such as frequent, during braking, train can large losses kinetic energy.The employing braking that current urban track traffic adopts generally is divided into rheostatic brake, regenerative brake and air brake, and be main brake mode with rheostatic brake and regenerative brake in operational process, air brake is auxiliary.All rheostatic brake and regeneration braking effect when speed is higher, and speed lower to regenerative brake inoperative time, then use air brake.The mode that conventional train adopts rheostatic brake and air brake to combine, is made with two shortcomings like this: 1. partial brake energy cannot be absorbed by Adjacent vehicles, is consumed by rheostatic brake consumption and air brake, waste electric energy; 2. produce a large amount of heat energy, increase tunnel temperature, improve ring control equipment power consumption.Although adopt regenerative brake back electrical energy most of braking energy can be fed back to Traction networks for other trains, this brake mode also has its fatal weakness, and that is exactly that its degree of utilization is very low.When a train carries out regenerative braking, and do not have other vehicle operating in same power supply section, the energy be transmitted back on electrical network can not be absorbed by other train and utilize, like this will lifting line voltage, unfavorable to the power equipment supply of substation.
Chinese invention patent 103151806A, discloses a kind of tractive power supply system, and the alternating current in AC network is converted to direct current (DC) by PWM unsteady flow module, and by the iontophoresis DC Traction Network after conversion; Energy-storage module during electric energy surplus, receives direct current (DC) and stores at the beginning of system starts or in DC Traction Network from DC Traction Network; And the current needs in DC Traction Network is when being greater than the rated range of PWM, the electric energy stored is imported DC Traction Network with galvanic form.
Chinese invention patent CN101544238A, discloses a kind of current vortex magnetic resistance braking device for high speed train, and comprise current vortex retarder, axletree cooling mechanism, current vortex retarder is fixed between car body and axletree; Axletree cooling mechanism is fixedly connected on car body, comprises ventilation inlet and air outlet, and ventilation inlet is towards vehicle operating direction, and air outlet is towards axletree.
Chinese invention patent CN101468609A, disclose a kind of superconduction eddy-current brake device of track multiple unit, comprise the brake controller and eddy current braking device that are provided with excitation source, the electromagnet core post of eddy current braking device adopts superconducting electromagnet core limb, superconducting magnetic iron coil is connected with excitation source, superconducting electromagnet core limb is arranged on wagon bogies, has air gap between the base plane of superconducting electromagnet core limb and the upper surface of railway track.
Although CN101544238A and CN101468609A all have employed High-Speed Eddy Braking, according to conservation of energy theorem, the kinetic transformation of mobile is that heat energy has dissipated by eddy current brake process, and this can cause brake equipment temperature rise.If often enable emergency braking or braking continuously for a long time, the periodic temperature rise produced therefrom, can form build-up effect, permanent magnet can be made to demagnetize, cause and brake unsuccessfully time serious.
At present, not yet have the report regenerative brake locomotive braking system of combining with eddy current brake, those skilled in the art are necessary to develop the brake system that a kind of regenerative brake is combined with eddy current brake, thus realize the energy-conservation braking of locomotive.
Summary of the invention
Object of the present invention is exactly the deficiency in order to overcome existing brake system of electric locomotive, provide the brake system of electric locomotive based on high-power inverter, with solve only regenerated energy inversion feedback system time feed back to that Traction networks capacity usage ratio is low, lifting line voltage, to the disadvantageous problem of the power equipment supply of substation and only eddy current brake systems time eddy current brake process be that heat energy dissipates by the kinetic transformation of mobile, brake equipment is caused to heat up, permanent magnet is demagnetized, causes the problem that braking is failed.
The present invention, for solving the problems of the technologies described above, adopts following technical proposals:
Based on a brake system of electric locomotive for high-power inverter, comprise regenerated energy inversion feedback system, the principle for motor conversion consumes mechanical energy, DC inverter during car brakeing is become alternating current, is fed back to AC network and realizes grid-connected being used.
Eddy current brake systems, for by electromagnetic induction, makes the kinetic transformation of train be eddy current in electromagnetic induction body, and dissipates towards periphery in the form of heat, to reach the object of braking.
By vehicle [Microsoft user 1], control the distribution of car load eddy current brake system dynamic and the distribution of permutation car regenerative brake and cooperation therebetween.
Double-unit traction controller in TCN transmission, for the train level network of fixing marshaling and the vehicle grade network of on-fixed marshaling.
Adopt the present invention of technique scheme compared with prior art, its special feature is: by arranging control unit for vehicle, by regenerated energy inversion feedback system and eddy current brake systems united, adopt regenerated energy inversion feedback system, setting voltage and eddy current brake systems required voltage match.When locomotive brake, regeneration brake system preferentially provides eddy current brake institute energy requirement, and excess energy feedback grid, alleviates network load and element load is increased operation rate simultaneously.
Preferred version of the present invention is as follows:
Regenerated energy inversion feedback system comprises power circuit and control circuit, and described power circuit is made up of PWM type inverter, LC filter, isolating transformer and rectifier transformer; LC filter is arranged on the interchange outgoing side of PWM type inverter; An isolating transformer is set between LC filter and rectifier transformer;
Described control circuit is followed successively by current measurement device, digital PID calculate method, SPWM producer, high frequency switching device IGBT from right to left.
The no-load voltage ratio of isolating transformer is 900V/1180V.
Also comprise electrical structure module, this module comprises:
Bus I, for train traction system dc supply line of substation.
Bus II, for intra-locomotive electrical current circuit.
Bus III, for substation's train switching arrangement ac power supply line.
DC/AC inverter, is placed between bus I and bus III, for reclaiming electric locomotive kinetic energy.
AC/DC rectifier, for completing the work of alternating current-direct current change, making bus II voltage raise and reaching predeterminated voltage.
DC/DC conv, for leading to regenerative brake power circuit, it is in running order for cable order.
DC/AC eddy current brake current transformer, provides eddy current brake power for controlled vortex flow brake system.
DC/AC feedback device, for the voltage of stable bus II.
Dead resistance, when increasing to over anticipated value for bus I voltage, starts dead resistance and consumes electric energy.
Urgent dead resistance, when increasing to over anticipated value for bus II voltage, starts urgent dead resistance to consume electric energy.
Also comprise AC-DC-AC traction system, this system comprises:
Contact wire, for the circuit of powering to electric locomotive.
Positive feeder, for increasing the circuit of the current-carrying capacity of contact wire.
Protective wire, during for contact wire or positive feeder insulator generation flashover ground, can form metallic short circuit with protective wire, be convenient to trip protection; Also for interference protection, thunder-lightning.
Intermediate dc loop, for providing exciting current to eddy current brake systems.
Main converter, is converted into direct current (DC) for pantograph transmission electricity to main converter.
Main inverter, powers for traction electric machine, is realized to supply line's feedback electric energy by circuit conversion when being in damped condition
Phase asynchronous traction electric machine, is connected with main inverter, for providing car load propulsive effort AC/DC rectifier, for completing the work of alternating current-direct current change, intermediate dc loop voltage being raised and reaches predeterminated voltage.
DC/DC eddy current brake current transformer, provides eddy current brake power for controlled vortex flow brake system.
DC/DC current transformer, for intermediate dc circuit feedback electric energy.
Dead resistance, when increasing to over anticipated value for contact wire loop voltage, starts dead resistance and consumes electric energy.
Urgent dead resistance, when increasing to over anticipated value for intermediate dc loop voltage, starts urgent dead resistance to consume electric energy.
Also comprise auxiliary circuit, stop power supply for electrical grid failure, locomotive and the disconnection of externally fed circuit, starting auxiliary circuit provides exciting current for regenerative brake, after regenerative brake brings into operation, DC loop voltage raises, and is that common exciting current is carried in eddy current brake by eddy current brake current transformer.
DC loop is bus II DC loop or intermediate dc loop.
Eddy current brake current transformer is DC/AC eddy current brake current transformer or DC/DC eddy current brake current transformer.
Accompanying drawing explanation
Fig. 1 is regenerating braking energy inversion feedback system functional block diagram of the present invention.
Fig. 2 is electrical structure modular design figure of the present invention.
Fig. 3 is AC-DC-AC traction system figure of the present invention.
Fig. 4 is that German IEC3 brake mode selects figure.
In figure: 1-three-phase voltage type PWM inverter; 2-LC filter; 3-isolating transformer; 4-rectifier transformer; 5-current signal processing element; 6-digital PID calculate method; 7-SPWM signal generator; 8-high frequency switching device IGBT; 9-AC/DC rectifier; 10-DC/DC conv; 11-DC/DC eddy current brake current transformer; 12-DC/AC inverter; 13-DC/DC rectifier; 14-dead resistance; 15-urgent dead resistance; 16-intermediate dc loop; 17-main inverter; 18-main converter; 19-phase asynchronous traction electric machine; 20-DC/DC eddy current brake current transformer; 21-DC/DC current transformer.
code interpreter:
PWM represents pulse width modulation.
SPWM represents sinusoidal pulse width modulation sinusoidal pulse width modulation.
LC filter, also referred to as passive filter, is traditional harmonic compensation device, why is called passive, as the term suggests this device does not need to provide power supply, device forms by filter capacitor, reactor and resistor are appropriately combined.
Current transformer comprises rectifier (AC-DC AC/DC), inverter (direct current becomes interchange DC/AC), DC transformer (DC/DC).
IGBT represents insulated gate bipolar transistor.
WB represents linear eddy-current brake.
Detailed description of the invention
The present invention is further elaborated for the embodiment provided below in conjunction with Fig. 1 to Fig. 3, but embodiment does not form any restriction to the present invention.
A kind of brake system of electric locomotive, wherein regenerated energy inversion feedback system, the principle for motor conversion consumes mechanical energy, DC inverter during car brakeing is become alternating current, is fed back to AC network and realizes grid-connected being used.
Eddy current brake systems, for by electromagnetic induction, makes the kinetic transformation of train be eddy current in electromagnetic induction body, and dissipates towards periphery in the form of heat, to reach the object of braking.
Wherein control unit for vehicle, distributes for the distribution of the eddy current brake system dynamic of permutation car and permutation car regenerative brake and cooperation therebetween.
Double-unit traction controller in TCN transmission, for the train level network of fixing marshaling and the vehicle grade network of on-fixed marshaling.
See Fig. 1, regenerated energy inversion feedback system is made up of power circuit and control circuit, and power circuit is made up of PWM type inverter 1, LC filter 2, isolating transformer 3 and rectifier transformer 4; LC filter 2 is arranged on the interchange outgoing side of PWM type inverter 1; An isolating transformer 3 is set between LC filter 2 and rectifier transformer 4; The no-load voltage ratio of this isolating transformer 3 is 900V/1180V.
In order to prevent a certain brachium pontis of PWM type inverter be short-circuited fault time, DC current directly will enter AC system, and isolating transformer 3 can ensure that DC current can not enter AC system.
Control circuit is followed successively by current measurement device 5, digital PID calculate method 6, SPWM producer 7, six high frequency switching device IGBT8 formation inverter bridge from right to left, and DC power conversion is become alternating current.
The alternating current exported due to PWM type inverter 1 contains a large amount of harmonic waves, filter circuit is set and carries out filtering, LC filter 2 is arranged on the interchange outgoing side of PWM type inverter 1, control circuit adopts SPWM to control, voltage regulator controllers adopts digital proportional integral PI to control, the amplitude of regulation output voltage in real time, to meet actual needs.Three-phase current feedback is returned the current measurement device 5 of the three plase alternating current after inversion by control circuit, compare with given reference current signal, the error signal of gained regulates through digital PID calculate method 6, signal after adjustment sends into SPWM producer, is used for the modulated sinusoid amplitude of control SPWM producer.The PWM ripple that SPWM producer produces controls again conducting and the shutoff of inverter circuit power device IGBT8, thus realizes voltage regulation function.
The brake system of electric locomotive of the present embodiment has electrical structure module further, see Fig. 2, in this module:
Bus I, for train traction system dc supply line of substation.
Bus II, for intra-locomotive electrical current circuit.
Bus III, for substation's train switching arrangement ac power supply line.
DC/AC inverter 12, is placed between bus I and bus III, for reclaiming electric locomotive kinetic energy.
AC/DC rectifier 9, for completing the work of alternating current-direct current change, making bus II voltage raise and reaching predeterminated voltage.
DC/DC conv 10, for providing suitable current for regenerative brake.
DC/AC eddy current brake current transformer 11, provides eddy current brake power for controlled vortex flow brake system.
DC/AC feedback device 13, for the voltage of stable bus II.
Dead resistance 14, when increasing to over anticipated value for bus I voltage, starts dead resistance 14 and consumes electric energy.
Urgent dead resistance 15, when increasing to over anticipated value for bus II voltage, starts urgent dead resistance 15 to consume electric energy.
The electrical structure module of the present embodiment has auxiliary circuit further, stop power supply for electrical grid failure, locomotive and the disconnection of externally fed circuit, start auxiliary circuit and provide exciting current for regenerative brake, after regenerative brake brings into operation, the voltage of bus II raises, by DC/AC eddy current brake current transformer 11 for common exciting current is carried in eddy current brake.Regenerative brake and eddy current brake are now maximum brake power.Excess energy is consumed by urgent additional dead resistance 15.This ensure that overall braking safety.
For subway, subway carrying capacity is large, braking is frequent, needs good braking force.Eddy current brake power is large, and deceleration and stopping performance is superior, but power consumption is comparatively large, is connected with its electrical structure in locomotive for solving its energy consumption issues introducing regeneration brake system.
When subway starts braking maneuver, exciting current is provided by bus II, regenerative brake is started working, regenerative brake AC network voltage raises, now complete by AC/DC rectifier 9 work that alternating current-direct current changes bus II voltage to be raised reach after predeterminated voltage DC/DC rectifier by bus II to bus I feedback power, DC/AC eddy current brake current transformer 11 job control eddy current brake systems provides eddy current brake power simultaneously, is now stablized the voltage of bus II by DC/DC feedback device 13.The electricity feeding back to bus I can be utilized by the subway train run simultaneously.
If bus voltage continues to rise reach the predeterminated voltage of DC/AC inverter 12, DC/AC inverter 12 is started working to bus III alternating current circuit feedback current.If bus I voltage increases to over expection, start additional dead resistance 14 and consume electric energy, dual protection can have been had to circuit.Regenerative brake power theory is no more than DC/AC feedback device 13 maximum power.In normal brake application process, regenerative brake will be in rated brake horse-power, and braking force not enough during high speed is provided by eddy current brake, then adopts electropneumatic brake in low regime.
AC-DC-AC traction system in the brake system of electric locomotive of the present embodiment, see Fig. 3, this system has:
Contact wire, for the circuit of powering to electric locomotive.
Positive feeder, for increasing the circuit of the current-carrying capacity of contact wire.
Protective wire, during for contact wire or positive feeder insulator generation flashover ground, can form metallic short circuit with protective wire, be convenient to trip protection; Also for interference protection, thunder-lightning.
Intermediate dc loop 16, for providing exciting current to eddy current brake systems.
Main converter 18, is converted into direct current (DC) for pantograph transmission electricity to main converter.
Main inverter 17, for powering for traction electric machine, is realized to supply line's feedback electric energy by circuit conversion when being in damped condition.
Phase asynchronous traction electric machine 19, is connected with main inverter 17, for providing car load propulsive effort.AC/DC rectifier 9, for completing the work of alternating current-direct current change, making intermediate dc loop 16 voltage raise and reaching predeterminated voltage.
DC/DC eddy current brake current transformer 20, provides eddy current brake power for controlled vortex flow brake system.
DC/DC current transformer 21, for providing exciting current to regenerative brake, is that it is in running order.
Dead resistance 14, when increasing to over anticipated value for contact wire loop voltage, starts dead resistance 14 and consumes electric energy.
Urgent dead resistance 15, when increasing to over anticipated value for intermediate dc loop 16 voltage, starts urgent dead resistance 15 to consume electric energy.
The AC-DC-AC traction system of the present embodiment has auxiliary circuit further, stop power supply for electrical grid failure, locomotive and the disconnection of externally fed circuit, start auxiliary circuit and provide exciting current for regenerative brake, after regenerative brake brings into operation, intermediate dc loop 16 voltage raises, by DC/DC eddy current brake current transformer 20 for common exciting current is carried in eddy current brake.Regenerative brake and eddy current brake are now maximum brake power.If the voltage of contact wire increases to over expection, start additional dead resistance 14 and consume electric energy; Braking force deficiency is then supplemented by electric control braking, this ensure that overall braking safety.
For high speed train, when train be in traction condition time by pantograph transmission electricity to main converter 18 be converted into direct current (DC) again by main inverter 17 by direct current be converted into exchange supply traction electric machine form AC-DC-AC electric system.
When train is in damped condition, exciting current is provided to regeneration brake system by intermediate dc loop 16, regenerative brake is started working, regenerative brake AC network voltage raises, now by AC/DC rectifier 9 complete work that alternating current-direct current changes intermediate dc loop 16 voltage is raised reach predeterminated voltage after DC/DC current transformer 21 provide exciting current that RB is worked to intermediate dc loop 16.
DC/DC eddy current brake current transformer 20 job control eddy current brake systems provides eddy current brake power simultaneously, is now stablized the voltage in intermediate dc loop 16 by IGBT main inverter 17 device.And the electricity feeding back to contact wire in braking procedure is utilized by the train run simultaneously.
For the brake system of German ICE3 train, carry out actual analysis.ICE3 is the motor train unit of 8 joint car marshallings, has car (2 joint voltage transformer cars and the middle car of 2 joints) in the middle of 4 joint motor-cars (2 joint end cars and 2 save current transformer cars) and 4 joints.Every 4 joint cars are configured to 1 traction unit, and 2 traction units are mirror-image structure.The brake equipment of an ICE3 traction unit has:
A. the dynamic brake in motor-car.
B. the eddy current brake in non-powered car.
C. the air brake in each car.
the principal particulars value of table 1:ICE 3 linear eddy-current brake
Parameter/unit Maximum braking force Snap catch
200 km/h, braking force/kN during 7 mm air gap 145 170
Maximum exciting current/the A of each magnet 78 95
Maximum exciting power/the kW of each magnet 29 43
The often maximum exciting power/kW of row motor train unit 464 688
Magnet maximum permissible temperature/DEG C 110 - 180 200
table 2: brake mode selected parameter
Speed interval km/h Energy Brake mode
0-50 Electropneumatic brake
50-90 Electrical network is downloaded and regenerative brake supply Eddy current brake and regenerative brake
90-250 Regenerative brake supply eddy current brake Eddy current brake and regenerative brake
By calculating, origin analyzes data and obtains Fig. 4, thus obtain brake mode in table 2 select figure, eddy current brake toggle speed is 50km/h.Regeneration system generating is greater than in 50km/h-90 km/h eddy current brake power consumption; 90 more than km/h eddy current brake power consumptions are less than regenerative brake generating.
The foregoing is only the better feasible embodiment of the present invention, not thereby limit to interest field of the present invention, the equivalent structure change that all utilizations specification sheets of the present invention and accompanying drawing content are done, be all contained within interest field of the present invention.

Claims (8)

1. the brake system of electric locomotive based on high-power inverter, it is characterized in that: comprise regenerated energy inversion feedback system, principle for motor conversion consumes mechanical energy, DC inverter during car brakeing is become alternating current, is fed back to AC network and realizes grid-connected being used;
Eddy current brake systems, for by electromagnetic induction, makes the kinetic transformation of train be eddy current in electromagnetic induction body, and dissipates towards periphery in the form of heat, to reach the object of braking;
By control unit for vehicle, control the distribution of the eddy current brake system dynamic of permutation car and the distribution of permutation car regenerative brake and cooperation therebetween;
Double-unit traction controller in TCN transmission, for the train level network of fixing marshaling and the vehicle grade network of on-fixed marshaling.
2. the brake system of electric locomotive based on high-power inverter according to claim 1, it is characterized in that: regenerated energy inversion feedback system comprises power circuit and control circuit, described power circuit is made up of PWM type inverter, LC filter, isolating transformer and rectifier transformer; LC filter is arranged on the interchange outgoing side of PWM type inverter; An isolating transformer is set between LC filter and rectifier transformer;
Described control circuit is followed successively by current measurement device, digital PID calculate method, SPWM producer, high frequency switching device IGBT from right to left.
3. the brake system of electric locomotive based on high-power inverter according to claim 2, is characterized in that: the no-load voltage ratio of isolating transformer is 900V/1180V.
4. the brake system of electric locomotive based on high-power inverter according to claim 1, it is characterized in that: also comprise electrical structure module, this module comprises:
Bus I, for train traction system dc supply line of substation;
Bus II, for intra-locomotive electrical current circuit;
Bus III, for substation's train switching arrangement ac power supply line;
DC/AC inverter, is placed between bus I and bus III, for reclaiming electric locomotive kinetic energy;
AC/DC rectifier, for completing the work of alternating current-direct current change, making bus II voltage raise and reaching predeterminated voltage;
DC/DC conv, for giving the energising of regenerative brake power circuit, makes it in running order;
DC/AC eddy current brake current transformer, provides eddy current brake power for controlled vortex flow brake system;
DC/AC feedback device, for the voltage of stable bus II;
Dead resistance, when increasing to over anticipated value for bus I voltage, starts dead resistance and consumes electric energy;
Urgent dead resistance, when increasing to over anticipated value for bus II voltage, starts urgent dead resistance to consume electric energy.
5. the brake system of electric locomotive based on high-power inverter according to claim 1, it is characterized in that: also comprise AC-DC-AC traction system, this system comprises:
Contact wire, for the circuit of powering to electric locomotive;
Positive feeder, for increasing the circuit of the current-carrying capacity of contact wire;
Protective wire, during for contact wire or positive feeder insulator generation flashover ground, can form metallic short circuit with protective wire, be convenient to trip protection; Also for interference protection, thunder-lightning;
Intermediate dc loop, for providing exciting current to eddy current brake systems;
Main converter, is converted into direct current (DC) for pantograph transmission electricity to main converter;
Main inverter, powers for traction electric machine, is realized to supply line's feedback electric energy by circuit conversion when being in damped condition;
Phase asynchronous traction electric machine, is connected with main inverter, for driving electric locomotive;
AC/DC rectifier, for completing the work of alternating current-direct current change, making intermediate dc loop voltage raise and reaching predeterminated voltage;
DC/DC eddy current brake current transformer, provides eddy current brake power for controlled vortex flow brake system;
DC/DC current transformer, for intermediate dc circuit feedback electric energy;
Dead resistance, when increasing to over anticipated value for contact wire loop voltage, starts dead resistance and consumes electric energy;
Urgent dead resistance, when increasing to over anticipated value for intermediate dc loop voltage, starts urgent dead resistance to consume electric energy.
6. the brake system of electric locomotive based on high-power inverter according to claim 4 or 5, it is characterized in that: also comprise auxiliary circuit, stop power supply for electrical grid failure, locomotive and the disconnection of externally fed circuit, start auxiliary circuit and provide exciting current for regenerative brake, after regenerative brake brings into operation, DC loop voltage raises, and is that common exciting current is carried in eddy current brake by eddy current brake current transformer.
7. the brake system of electric locomotive based on high-power inverter according to claim 6, is characterized in that: DC loop is bus II DC loop or intermediate dc loop.
8. the brake system of electric locomotive based on high-power inverter according to claim 6, is characterized in that: eddy current brake current transformer is DC/AC eddy current brake current transformer or DC/DC eddy current brake current transformer.
CN201510103900.3A 2015-03-10 2015-03-10 Braking system of electric locomotive based on high-power inverter Expired - Fee Related CN104691343B (en)

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Cited By (4)

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Publication number Priority date Publication date Assignee Title
CN105083029A (en) * 2015-09-06 2015-11-25 哈尔滨工业大学 Alternating-current excitation rail eddy-current brake and braking method thereof
CN106347140A (en) * 2016-09-26 2017-01-25 株洲中车时代电气股份有限公司 Self-adaptive hybrid braking control method of locomotive
CN108136913A (en) * 2015-09-11 2018-06-08 克诺尔轨道车辆系统有限公司 For manipulating the method and apparatus of the energy source of the main and auxiliary air supply for particularly rail vehicle
CN109823187A (en) * 2017-11-23 2019-05-31 株洲中车时代电气股份有限公司 A kind of electric braking energy feedback system

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