CN107554308B - Railway engineering machinery hybrid power source switching system - Google Patents
Railway engineering machinery hybrid power source switching system Download PDFInfo
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- CN107554308B CN107554308B CN201710854091.9A CN201710854091A CN107554308B CN 107554308 B CN107554308 B CN 107554308B CN 201710854091 A CN201710854091 A CN 201710854091A CN 107554308 B CN107554308 B CN 107554308B
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Abstract
The invention discloses a railway engineering machinery hybrid power source switching system, which comprises: the hybrid power source and the converter that links to each other with the hybrid power source, the hybrid power source includes contact net power module and internal combustion power module, and the electric energy that comes from contact net power module or internal combustion power module converts the electric energy that the traction motor needs into after converter transform and processing. When the electric connection with the contact net switches on and the contact net continuously supplies power, the traction motor is supplied with power through the contact net power supply module. When the electric connection with the contact net is disconnected or the contact net can not continuously supply power, the traction motor is supplied with power through the internal combustion power supply module. When the two power supply modules need to be switched, the contact network power supply module and the internal combustion power supply module simultaneously supply power to the traction motor in the switching process, and the replaced power supply module provides power after the switching is finished. The invention can solve the technical problem of ensuring continuous operation and no impact of an operation mechanism when two power sources are switched.
Description
Technical Field
The invention relates to the technical field of railway engineering machinery, in particular to a hybrid power source switching system applied to railway engineering machinery.
Background
At present, the railway engineering machinery in China basically uses an internal combustion engine as power, a transmission mode is hydraulic transmission, and long-term practice proves that the internal combustion hydraulic (hydraulic) transmission mode is stable and reliable in operation and can meet the traction requirement of the railway engineering machinery. However, with the increasingly strict environmental protection standard, the improvement of energy conservation and emission reduction requirements, the high-power and high-speed requirements and the development of clean power sources, the method shows the limitations of complex maintenance, serious environmental pollution and noise pollution, low efficiency, limited driving capability and the like. With the increase of the railway electrification rate year by year, the conditions of wide application of electric power transmission in railway operation vehicles and the like provide ideas for railway engineering machinery to use an electric power driving mode. However, since the railway engineering machinery mainly operates at a low speed, if only electric drive is adopted, the railway engineering machinery cannot be used when a vehicle enters a phase separation area, a non-electrified railway or a contact network is powered off. Therefore, the current railway engineering machinery hydraulic (hydraulic) transmission mode has the following defects:
(1) the maintenance workload is large: the existing railway engineering machinery has a large number of hydraulic devices, and the hydraulic devices have the problem of hydraulic oil leakage after aging, so that the overhauling environment is poor, the strength is high, and a large amount of manpower and material resources are consumed;
(2) the environmental pollution is serious: the existing railway engineering machinery adopts an internal combustion engine as power, and the internal combustion engine has the defects of high emission of toxic and harmful gases, serious harm to the health of operators and environmental pollution;
(3) the application range is limited: the internal combustion engine cannot be continuously constructed in a long tunnel, and the power of the internal combustion engine is seriously reduced in a plateau area.
Meanwhile, the unstable power output condition is very easy to occur in the conventional power conversion process. Such as: the existing locomotive vehicle has no power output when passing through a split-phase area in a contact network mode, and has no electric power when passing through the split-phase area, and the engineering machinery has low speed and can not work in the split-phase area, even the vehicle can not pass through the split-phase area. Secondly, the conventional power supply switching method adopts a circuit breaker or a contactor to switch between dual power supply outputs, needs to disconnect a load first and then switch power supply, and has long switching time. Thirdly, the conventional power supply conversion needs to ensure that the output power supply voltages of the two power sources are consistent, and the power supply adaptability is poor.
Disclosure of Invention
In view of the above, the present invention provides a hybrid power source switching system for a railway engineering machine, so as to solve the technical problem of ensuring continuous operation and no impact of an operating mechanism when two power sources are switched.
In order to achieve the above object, the present invention specifically provides a technical implementation scheme of a hybrid power source switching system for a railway engineering machine, where the hybrid power source switching system for a railway engineering machine includes: the hybrid power source supplies power to the traction motor through the converter. The hybrid power source further comprises a contact network power supply module and an internal combustion power supply module, and electric energy from the contact network power supply module or the internal combustion power supply module is converted into electric energy required by the traction motor after being converted and processed by the converter. When the railway engineering machinery is electrically connected with a contact net and the contact net continuously supplies power, the traction motor is powered through the contact net power supply module. When the electric connection between the railway engineering machinery and the contact network is disconnected or the contact network cannot continuously supply power, the internal combustion power supply module supplies power to the traction motor. When the two power supply modules need to be switched, the contact network power supply module and the internal combustion power supply module simultaneously supply power to the traction motor in the switching process, and the replaced power supply module supplies power after the switching is finished.
Preferably, the contact network power supply module comprises a contact network, a pantograph, a grounding switch, a current transformer, a main circuit breaker and a transformer. Alternating current from the contact net sequentially flows into the input end of the converter after passing through the pantograph, the current transformer, the main circuit breaker and the transformer, and the grounding switch is connected in parallel with two ends of the main circuit breaker.
Preferably, the internal combustion power supply module comprises an internal combustion engine, a generator connected with the internal combustion engine, and an excitation control device connected with the generator.
Preferably, the converter comprises an AC/DC module, an intermediate DC link and a DC/AC module, which are connected in sequence. When a power supply of a contact net is selected, alternating current is taken from the contact net through the pantograph, and after the alternating current is subjected to voltage reduction through the transformer, the alternating current of a single traction winding enters the AC/DC module. The AC/DC module boosts and rectifies alternating current output by the traction winding and then inputs the rectified alternating current to the intermediate direct current link, the intermediate direct current link supplies power to the DC/AC module, and then the DC/AC module supplies power to the traction motor.
Preferably, the converter further comprises a rectification module, an input end of the rectification module is connected with an output end of the generator, and an output end of the rectification module is connected in parallel with the intermediate direct-current link.
Preferably, when the railway engineering machine is electrically connected with the overhead contact system and the overhead contact system continuously supplies power, the overhead contact system power supply module supplies power to the converter. When the railway engineering machinery is electrically disconnected from the overhead contact system or the overhead contact system cannot continuously supply power, the internal combustion engine drives the generator to output three-phase alternating current, and the three-phase alternating current is converted by the rectification module and then outputs direct current to the intermediate direct current link. The intermediate direct current link supplies power to the DC/AC module, and the DC/AC module supplies power to the traction motor.
Preferably, the hybrid power source switching system further comprises a control module connected with the hybrid power source and the converter. When the two power supply modules are switched, the error between the direct current voltage output by the rectifying module and the intermediate direct current voltage of the intermediate direct current link is controlled not to exceed the range of +/-15%, so that the uninterrupted switching between the power supply modules is realized.
Preferably, the control module controls the main circuit breaker and the converter, and the excitation control device controls the excitation current of the generator to realize uninterrupted switching between the power supply modules.
Preferably, when the hybrid power source switching system is switched from a contact network to an internal combustion generator set, the internal combustion engine is started, the internal combustion generator set works, and the change-over switch is arranged at an internal combustion generator set position; the control module feeds back the current intermediate direct-current voltage to the excitation control device, and the excitation control device adjusts the output voltage of the generator, so that the error between the output voltage of the rectifying module and the intermediate direct-current voltage of the intermediate direct-current link is not more than the range of +/-15%. The control module gradually reduces the output voltage of the AC/DC module, detects the output current value of the transformer at the same time, and stops outputting when the output current value is smaller than a set value. The control module detects the current on the side of a contact network and the output current of the rectifier module, and when the current on the side of the contact network is lower than the set threshold lower limit of the rated current of the contact network and the output current of the rectifier module is higher than the set threshold upper limit of the rated output current of the rectifier module, the control module automatically disconnects the main circuit breaker. And the pantograph is lowered, and the power source switching is completed.
Preferably, when the hybrid power source switching system is switched from power supply of the internal combustion generator set to power supply of a contact network, the pantograph rises, the main circuit breaker is closed after the fact that the network voltage is normal is confirmed, and the change-over switch is arranged at a power grid position. And when the control module detects that the change-over switch is positioned at the power grid position, the AC/DC module is started, so that the intermediate direct-current voltage of the intermediate direct-current link is increased to a set value. The excitation control device controls the internal combustion generator set to gradually reduce output voltage, detects current on the side of a contact network and output current of the rectifier module, and blocks excitation of the internal combustion generator set when the output current of the rectifier module is lower than a set threshold lower limit of rated output current of the rectifier module and the current on the side of the contact network is higher than a set threshold upper limit of the rated current of the contact network. And stopping the operation of the internal combustion generator set, and finishing the power source switching.
By implementing the technical scheme of the railway engineering machinery hybrid power source switching system provided by the invention, the following beneficial effects are achieved:
(1) the railway engineering machinery hybrid power source switching system adopts a contact network and internal combustion electric transmission structure, and many important parts in the electric transmission system are maintenance-free structures, so that fault points can be greatly reduced, and the maintenance workload can be reduced;
(2) the railway engineering machinery hybrid power source switching system adopts an internal combustion power and electric power hybrid power source, and an electric transmission structure can meet the requirements of high power and high speed on the premise of ensuring stable and reliable operation, thereby effectively improving the operation efficiency;
(3) the railway engineering machinery hybrid power source switching system adopts an internal combustion and electric power hybrid power source and an electric transmission structure, can greatly reduce the exhaust emission generated in the operation process, and furthest ensures the life health and safety of drivers and constructors;
(4) the railway engineering machinery hybrid power source switching system adopts an internal combustion and electric power hybrid power source and an electric transmission structure, so that the application range of the working vehicle is greatly expanded, and the working vehicle can be suitable for long tunnel construction and construction in mountainous areas, plateaus and other areas;
(5) the railway engineering machinery hybrid power source switching system adopts an internal combustion and power hybrid power source non-impact switching mode, and can ensure continuous operation and no impact of an operating mechanism; the converter is adopted to switch the power supply into a soft switching mode, the switching time is short, the power-off time of the output power supply is short, the work of an external load is basically not influenced, and the switching time is greatly shortened compared with that of a conventional power supply; meanwhile, the requirement for the voltage of an external input power supply is not required to be guaranteed to be consistent by adopting the switching of the inverter power supply, and the adaptability of the power supply is improved.
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 invention, and that for a person skilled in the art, other embodiments can be obtained from these drawings without inventive effort.
FIG. 1 is a schematic view of a hybrid power source of the present invention installed on a railway construction machine;
FIG. 2 is a circuit topology diagram of an embodiment of the hybrid power source switching system of a railroad engineering machine according to the present invention;
FIG. 3 is a block diagram of a control structure of an embodiment of the hybrid power source switching system of the railway construction machine according to the invention;
FIG. 4 is a schematic control flow diagram of one embodiment of the hybrid power source switching system of the railway construction machine according to the present invention;
fig. 5 is a flowchart of a procedure for switching a power supply mode of the hybrid power source switching system of the railway engineering machine from a power supply mode of a contact network to a power supply mode of an internal combustion generator set according to an embodiment of the present invention;
fig. 6 is a flowchart of a procedure for switching a power supply mode of an internal combustion generator set to a power supply mode of a catenary in the hybrid power source switching system of the railway engineering machinery according to an embodiment of the present invention;
in the figure: the system comprises 1-railway engineering machinery, 10-hybrid power source, 11-internal combustion generator set, 12-internal combustion engine, 13-generator, 14-excitation control device, 15-contact network, 16-pantograph, 17-grounding switch, TA 1-current transformer, HVB 1-main circuit breaker, 20-converter, 21-rectifier module, 22-AC/DC module, 23-DC/AC module, 24-intermediate direct current link, 25-grounding carbon brush, TM-transformer, 30-traction motor, 40-control module, 100-contact network power supply module and 200-internal combustion power supply module.
Detailed Description
For reference and clarity, the terms, abbreviations or abbreviations used hereinafter are as follows:
AC/DC: abbreviation for ac/dc conversion;
DC/AC: abbreviation for dc/ac conversion;
DC/DC: abbreviation for dc/dc conversion;
in order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. It is to be understood that the described embodiments are merely a few embodiments of the invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1 to fig. 6, a hybrid power source switching system of a railway construction machine according to an embodiment of the present invention is shown, and the present invention will be further described with reference to the drawings and the embodiment.
Example 1
As shown in fig. 1, an embodiment of a hybrid power source switching system for a railway construction machine includes: the hybrid power system comprises a hybrid power source 10 and an inverter 20 connected with the hybrid power source 10, wherein the hybrid power source 10 supplies power to a traction motor 30 through the inverter 20. The hybrid power source 10 further includes a catenary power supply module 100 and an internal combustion power supply module 200, and electric energy from the catenary power supply module 100 or the internal combustion power supply module 200 is converted and processed by the converter 20 and then converted into electric energy required by the traction motor 30. The hybrid power source switching system for the railway engineering machinery described in this embodiment adopts an electric power/internal combustion hybrid main circuit, and the main circuit includes two modes of a contact network power supply mode and an internal combustion generator set power supply mode, and takes power from a contact network 15 or an internal combustion generator set 11, and supplies power to a traction motor (a three-phase alternating current asynchronous motor) 30 after a series of conversion. One of the power sources is generally used for supplying power to the electric equipment of the whole vehicle, and the power supply principle is as follows: the electric power/internal combustion hybrid power supply mode preferentially uses the contact network for power supply, namely, when the electric connection of the railway engineering machine 1 and the contact network 15 is conducted (namely, the contact network 15 is electrified) and the contact network 15 continuously supplies power (whether the contact network 15 can continuously supply power is informed by a worker of a line power supply system in advance, or when the contact network 15 continuously supplies power to reach a set condition, which can be distance or time and the like), the power is supplied to the whole vehicle through the contact network 15. When the electric connection between the railway engineering machinery 1 and the contact network 15 is disconnected (namely, the power supply of the contact network 15 cannot be used, such as a non-electrified line, the power failure of the contact network 15 and a phase separation section road section), or the contact network 15 cannot continuously supply power, the power supply mode of the internal combustion generator set 11 is adopted. The specific switching mode is as follows: when the electrical connection with the contact system 15 is conducted and the contact system 15 continuously supplies power, the contact system power supply module 100 is used to supply power to the traction motor 30. When the electrical connection between the railway engineering machine 1 and the overhead line system 15 is disconnected, or the overhead line system 15 cannot continuously supply power, the internal combustion power supply module 200 is used for supplying power to the traction motor 30. When the two power supply modules need to be switched, the catenary power supply module 100 and the internal combustion power supply module 200 simultaneously supply power to the traction motor 30 in the switching process, and the replaced power supply module supplies power after the switching is finished.
As shown in fig. 2, the catenary power supply module 100 further includes a catenary 15, a pantograph 16, a grounding switch 17, a current transformer TA1, a main breaker HVB1, and a transformer TM. Alternating current from the contact network 15 flows into the input end of the converter 20 after passing through the pantograph 16, the current transformer TA1, the main breaker HVB1 and the transformer TM in sequence, and the grounding switch 17 is connected in parallel with two ends of the main breaker HVB 1. The internal combustion power supply module 200 further includes an internal combustion engine 12, a generator 13 connected to the internal combustion engine 12, and a field control device 14 connected to the generator 13. The internal combustion engine 12 drives the generator 13 to output electric power to the converter 20, and the excitation control device 14 performs excitation control on the generator 13. The internal combustion engine 12 may be a diesel engine, and the internal combustion engine 11 may be a diesel generator.
The converter 20 further comprises an AC/DC module 22, an intermediate DC link 24 and a DC/AC module 23 connected in series. The AC/DC module 22 employs a four-quadrant rectifier. When a power supply of a contact net is selected, alternating current is taken from the contact net 15 through the pantograph 16, and after the alternating current is reduced in voltage through the transformer TM, the alternating current of a single traction winding enters the AC/DC module 22. The AC/DC module 22 boosts and rectifies the AC output from the traction winding (transformer TM secondary winding) and inputs the rectified AC to the intermediate DC link 24, the intermediate DC link 24 supplies power to the DC/AC module 23, and the DC/AC module 23 supplies power to the traction motor 30.
The converter 20 further comprises a rectifier module 21, an input end of the rectifier module 21 is connected to an output end of the generator 13, that is, to the internal combustion power supply module 200, and an output end of the rectifier module 21 is connected in parallel to the intermediate dc link 24. When the railway engineering machine 1 is electrically connected to the overhead line system 15 and the overhead line system 15 continuously supplies power, the overhead line system power supply module 100 supplies power to the converter 20. When the electrical connection between the railway engineering machine 1 and the overhead contact system 15 is disconnected or the overhead contact system 15 cannot continuously supply power, the internal combustion engine 12 drives the generator 13 to output three-phase alternating current, and the three-phase alternating current is converted by the rectifier module 21 and then outputs direct current to the intermediate direct current link 24. The intermediate DC link 24 supplies power to the DC/AC module 23, and the DC/AC module 23 supplies power to the traction motor 30.
As shown in fig. 3, the hybrid power source switching system further includes a control module 40 connected to the hybrid power source 10 and the inverter 20. When the two power supply modules are switched, the error between the direct-current voltage output by the rectifying module 21 and the intermediate direct-current voltage VH1 of the intermediate direct-current link 24 is controlled not to exceed a set error range (such as +/-15%) so as to realize the uninterrupted switching between the power supply modules. The uninterrupted switching between the power supply modules is achieved by controlling the main breaker HVB1 and the converter 20 through the control module 40 and controlling the field current of the generator 13 through the field control device 14.
When the hybrid power source switching system is switched to the power supply of the internal combustion generator set from the power supply of the contact network, the internal combustion engine 12 is started, the internal combustion generator set 11 works, and the change-over switch of the power source is arranged at the internal combustion generator set position. The control module 40 feeds back the intermediate direct-current voltage to the excitation control device 14, and the excitation control device 14 adjustsThe output voltage of the generator 13 is such that the error between the dc voltage output by the rectifier module 21 and the intermediate dc voltage VH1 of the intermediate dc link 24 does not exceed a set error range (in this embodiment, it may be specifically set that the output voltage of the rectifier module 21 is similar to the intermediate dc voltage VH1 of the intermediate dc link 24, for example, the dc voltage output by the rectifier module 21 is controlled to fluctuate within ± 15% of the error range of the intermediate dc voltage VH1 of the intermediate dc link 24). The control module 40 steps down the output voltage of the AC/DC module 22 while detecting an output current value LH1 of the transformer TM. When the output current value LH1 is smaller than the set value (generally set to be less than 15% of the rated output current of the transformer TM, set to be approximately 0 in the present embodiment), the AC/DC module 22 stops outputting. The control module 40 detects the net side current ITA1And an output current LH2 of the rectifier module 21, when the current on the contact net side is lower than a set threshold lower limit proportion (e.g. 15%, set to be approximately 0 in the present embodiment) of the rated current of the contact net, and the output current LH2 of the rectifier module 21 is higher than a set threshold upper limit proportion (e.g. 85%, set to be approximately the rated current in the present embodiment) of the rated output current of the rectifier module, the control module 40 automatically disconnects the main breaker HVB1 pantograph 16 to lower the pantograph, and the power source switching is completed.
When the power supply of the internal combustion generator set is switched to the power supply of a contact network in the hybrid power source switching system, the pantograph is lifted by 16 liters, the main circuit breaker HVB1 is closed after the network voltage is confirmed to be normal, and a change-over switch of the power source is arranged at the power network position. When the control module 40 detects that the transfer switch is at the network potential, the AC/DC module 22 is activated to increase the intermediate DC voltage VH1 of the intermediate DC link 24 to a set value (the set value may be set according to a specific application, and the set value may fluctuate within ± 15% of the rated voltage of the intermediate DC link). The excitation control device 14 controls the internal combustion generator set 11 to gradually reduce the output voltage and detects the current I on the contact network sideTA1And an output current LH2 of the rectifier module 21, when the output current LH2 of the rectifier module 21 is lower than a set threshold lower limit ratio (e.g. 15%, set to be approximately 0 in the present embodiment) of the rated output current of the rectifier module and the net-contacted side current ITA1Setting higher than rated current of contact netAt the threshold upper limit ratio (e.g., 85%, which is set to approximate the rated current in the present embodiment), the internal combustion generator set 11 is blocked from being excited. And stopping the operation of the internal combustion generator set 11, and finishing the power source switching.
Example 2
As shown in fig. 4, in a control method of a hybrid power source switching system of a railway engineering machine according to embodiment 1, a hybrid power source 10 includes a catenary power supply module 100 and an internal combustion power supply module 200, and electric energy from the catenary power supply module 100 or the internal combustion power supply module 200 is converted and processed by a converter 20 and then converted into electric energy required by a traction motor 30. The control method comprises the following steps:
A) when the railway engineering machine 1 is electrically connected with the overhead line system 15 and the overhead line system 15 continuously supplies power, the power supply module 100 of the overhead line system supplies power to the traction motor 30;
B) when the electrical connection between the railway engineering machine 1 and the contact network 15 is disconnected or the contact network 15 cannot continuously supply power, the internal combustion power supply module 200 supplies power to the traction motor 30;
C) when the two power supply modules need to be switched, the catenary power supply module 100 and the internal combustion power supply module 200 simultaneously supply power to the traction motor 30 in the switching process;
D) and after the switching is finished, the replaced power supply module quits the power supply.
Step a) further comprises:
when the railway engineering machine 1 is electrically connected with the overhead line system 15 and the overhead line system 15 continuously supplies power, the overhead line system power supply module 100 supplies power to the converter 20;
step B) further comprises:
when the electrical connection between the railway engineering machine 1 and the overhead contact system 15 is disconnected or the overhead contact system 15 cannot continuously supply power, the internal combustion engine 12 drives the generator 13 to output three-phase alternating current, and the three-phase alternating current is converted by the rectifier module 21 and then outputs direct current to the intermediate direct current link 24. The intermediate DC link 24 supplies power to the DC/AC module 23, and the DC/AC module 23 supplies power to the traction motor 30.
In step C), when switching between the two power supply modules is performed, the error between the dc voltage output by the rectifier module 21 and the intermediate dc voltage VH1 of the intermediate dc link 24 is controlled not to exceed the set error range (for example, as a preferred embodiment of the present invention, the error between the dc voltage output by the rectifier module 21 and the intermediate dc voltage VH1 of the intermediate dc link 24 is controlled not to exceed ± 15%, that is, the dc voltage output by the rectifier module 21 is controlled to fluctuate within ± 15% of the error range of the intermediate dc voltage VH1 of the intermediate dc link 24; as a better embodiment, the error between the dc voltage output by the rectifying module 21 and the intermediate dc voltage VH1 of the intermediate dc link 24 is controlled not to exceed ± 7%, and at this time, the optimal balance point is reached between the switching time and the load impact, so that not only the switching time is short, the power-off time of the output power supply is short, but also the external load operation is not affected basically, the switching time is shortened greatly compared with the conventional power supply, and the continuous operation and no impact of the operating mechanism can be ensured to the maximum extent) to realize the uninterrupted switching between the power supply modules. Meanwhile, uninterrupted switching between power supply modules can be achieved by controlling the main breaker HVB1 and the converter 20, and controlling the field current of the generator 13 through the field control device 14.
As shown in fig. 5, in step C), when the hybrid power source switching system is switched from the power supply of the overhead line system to the power supply of the internal combustion generator set, the method includes the following steps:
s101) starting the internal combustion engine 12, and operating the internal combustion generator set 11;
s102) placing a change-over switch of a power source at an internal combustion generator set position;
s103) feeding back the current intermediate dc voltage to the excitation control device 14, and the excitation control device 14 adjusts the output voltage of the generator 13 so that the error between the dc voltage output by the rectifier module 21 and the intermediate dc voltage VH1 of the intermediate dc link 24 does not exceed the set error range (in this embodiment, it may be specifically set as: the output voltage of the rectifier module 21 is similar to the intermediate dc voltage VH1 of the intermediate dc link 24, for example, the dc voltage output by the rectifier module 21 is controlled to fluctuate within ± 15% of the error range of the intermediate dc voltage VH1 of the intermediate dc link 24);
s104) gradually reducing the output voltage of the AC/DC module 22 while detecting an output current value LH1 of the transformer TM, and when the output current value LH1 is smaller than a set value (generally set to be less than 15% of the rated output current of the transformer TM, set to be approximately 0 in the present embodiment), the AC/DC module 22 stops outputting;
s105) detecting the current I on the contact network sideTA1And the output current LH2 of the rectifier module 21 when the grid side current I is contactedTA1When the current is lower than a set threshold lower limit proportion (such as 15 percent, which is set to be approximate to 0 in the embodiment) of the rated current of the contact network, and the output current LH2 of the rectifier module 21 is higher than a set threshold upper limit proportion (such as 85 percent, which is set to be approximate to the rated current in the embodiment) of the rated output current of the rectifier module, the main breaker HVB1 is automatically opened;
s106) lowering the pantograph 16, and finishing power source switching.
Example 3
In the control method of the switching system of the hybrid power source of the railway engineering machine according to embodiment 1, the hybrid power source 10 includes a catenary power supply module 100 and an internal combustion power supply module 200, and electric energy from the catenary power supply module 100 or the internal combustion power supply module 200 is converted and processed by a converter 20 and then converted into electric energy required by a traction motor 30. The control method comprises the following steps:
A) when the railway engineering machine 1 is electrically connected with the overhead line system 15 and the overhead line system 15 continuously supplies power, the power supply module 100 of the overhead line system supplies power to the traction motor 30;
B) when the electrical connection between the railway engineering machine 1 and the contact network 15 is disconnected or the contact network 15 cannot continuously supply power, the internal combustion power supply module 200 supplies power to the traction motor 30;
C) when the two power supply modules need to be switched, the catenary power supply module 100 and the internal combustion power supply module 200 simultaneously supply power to the traction motor 30 in the switching process;
D) and after the switching is finished, the replaced power supply module quits the power supply.
Step a) further comprises:
when the railway engineering machine 1 is electrically connected with the overhead line system 15 and the overhead line system 15 continuously supplies power, the overhead line system power supply module 100 supplies power to the converter 20;
step B) further comprises:
when the electrical connection between the railway engineering machine 1 and the overhead contact system 15 is disconnected or the overhead contact system 15 cannot continuously supply power, the internal combustion engine 12 drives the generator 13 to output three-phase alternating current, and the three-phase alternating current is converted by the rectifier module 21 and then outputs direct current to the intermediate direct current link 24. The intermediate DC link 24 supplies power to the DC/AC module 23, and the DC/AC module 23 supplies power to the traction motor 30.
As shown in fig. 6, in step C), when the hybrid power source switching system is switched from the internal combustion generator set to the catenary, the method includes the following steps:
s201) the pantograph is lifted by 16 liters, and whether the network voltage is normal is judged;
s202) closing a main breaker HVB1 after the grid voltage is confirmed to be normal, otherwise, continuing to execute the pantograph lifting operation;
s203) placing a change-over switch of the power source at a power grid position;
s204) when the transfer switch is detected to be in the network potential, starting the AC/DC module 22, so that the intermediate DC voltage VH1 of the intermediate DC link 24 is raised to a set value (the set value may be set according to a specific application, and the set value may fluctuate within ± 15% of the rated voltage of the intermediate DC link);
s205) the excitation control device 14 controls the internal combustion generator set 11 to gradually reduce the output voltage and detects the current I on the contact network sideTA1And an output current LH2 of the rectifier module 21, when the output current LH2 of the rectifier module 21 is lower than a set threshold lower limit ratio (e.g. 15%, set to be approximately 0 in the present embodiment) of the rated output current of the rectifier module and the net-contacted side current ITA1When the ratio is higher than the set threshold upper limit proportion (for example, 85% and is set to be approximate to the rated current in the embodiment) of the rated current of the contact network, the internal combustion generator set 11 is blocked;
s206) stopping the operation of the internal combustion generator set 11, and finishing the power source switching.
By implementing the technical scheme of the railway engineering machinery hybrid power source switching system described in the specific embodiment of the invention, the following technical effects can be produced:
(1) the railway engineering machinery hybrid power source switching system described in the specific embodiment of the invention adopts a contact network and internal combustion electric transmission structure, and many important parts in the electric transmission system are maintenance-free structures, so that fault points can be greatly reduced, and the maintenance workload can be reduced;
(2) the railway engineering machinery hybrid power source switching system described in the specific embodiment of the invention adopts an internal combustion and electric power hybrid power source, and an electric transmission structure can meet the requirements of high power and high speed on the premise of ensuring stable and reliable operation, thereby effectively improving the operation efficiency;
(3) the railway engineering machinery hybrid power source switching system described in the specific embodiment of the invention adopts an internal combustion and electric power hybrid power source and an electric transmission structure, can greatly reduce the exhaust emission generated in the operation process, and furthest ensures the life health and safety of drivers and constructors;
(4) the railway engineering machinery hybrid power source switching system described in the specific embodiment of the invention adopts an internal combustion and electric power hybrid power source and an electric transmission structure, so that the application range of the working vehicle is greatly expanded, and the working vehicle can be suitable for long tunnel construction and construction in mountainous areas, plateaus and other areas;
(5) the railway engineering machinery hybrid power source switching system described in the specific embodiment of the invention adopts an internal combustion and electric power hybrid power source non-impact switching mode, so that continuous operation and no impact of an operation mechanism can be ensured; the converter is adopted to switch the power supply into soft switching, the switching time is short, the power-off time of the output power supply is short, the work of an external load is basically not influenced, and the switching time is greatly shortened compared with that of a conventional power supply; meanwhile, the requirement for the voltage of an external input power supply is not required to be guaranteed to be consistent by adopting the switching of the inverter power supply, and the adaptability of the power supply is improved.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
The foregoing is merely a preferred embodiment of the invention and is not intended to limit the invention in any manner. Although the present invention has been described with reference to the preferred embodiments, it is not intended to be limited thereto. Those skilled in the art can make many possible variations and modifications to the disclosed embodiments, or equivalent modifications, without departing from the spirit and scope of the invention, using the methods and techniques disclosed above. Therefore, any simple modification, equivalent replacement, equivalent change and modification made to the above embodiments according to the technical essence of the present invention are still within the protection scope of the technical solution of the present invention.
Claims (4)
1. A hybrid power source switching system for railway construction machinery, comprising: the system comprises a hybrid power source (10) and a converter (20) connected with the hybrid power source (10), wherein the hybrid power source (10) supplies power to a traction motor (30) through the converter (20); the hybrid power source (10) further comprises a contact network power supply module (100) and an internal combustion power supply module (200), and electric energy from the contact network power supply module (100) or the internal combustion power supply module (200) is converted and processed by the converter (20) and then converted into electric energy required by the traction motor (30); when the railway engineering machinery (1) is electrically connected with a contact network (15) and the contact network (15) continuously supplies power, the traction motor (30) is supplied with power through the contact network power supply module (100); when the railway engineering machinery (1) is disconnected from the contact network (15) or the contact network (15) cannot supply power continuously, the internal combustion power supply module (200) is used for supplying power to the traction motor (30); when the two power supply modules need to be switched, the contact network power supply module (100) and the internal combustion power supply module (200) simultaneously supply power to the traction motor (30) in the switching process, and the replaced power supply module withdraws power supply after the switching is finished; the contact network power supply module (100) comprises a contact network (15), a pantograph (16), a grounding switch (17), a current transformer (TA1), a main breaker (HVB1) and a Transformer (TM); the alternating current from the contact net (15) passes through the pantograph in sequence(16) The current transformer (TA1), the main circuit breaker (HVB1) and the Transformer (TM) flow into the input end of the converter (20), and the grounding switch (17) is connected in parallel with two ends of the main circuit breaker (HVB 1); the converter (20) comprises an AC/DC module (22), an intermediate direct current link (24) and a DC/AC module (23) which are connected in sequence; when a power supply of a contact net power source is selected, alternating current is obtained from the contact net (15) through the pantograph (16), and after the alternating current is subjected to voltage reduction through the Transformer (TM), the alternating current of a single traction winding enters the AC/DC module (22); the AC/DC module (22) boosts and rectifies alternating current output by the traction winding and then inputs the rectified alternating current into the intermediate direct current link (24), the intermediate direct current link (24) supplies power to the DC/AC module (23), and then the DC/AC module (23) supplies power to the traction motor (30); the converter (20) further comprises a rectifying module (21), the input end of the rectifying module (21) is connected with the output end of the generator (13), and the output end of the rectifying module (21) is connected with the intermediate direct-current link (24) in parallel; the hybrid power source switching system also comprises a control module (40) connected with the hybrid power source (10) and the converter (20); when switching between two power supply modules is carried out, the error between the direct-current voltage output by the rectifying module (21) and the intermediate direct-current voltage (VH1) of the intermediate direct-current link (24) is controlled not to exceed the range of +/-15% so as to realize uninterrupted switching between the power supply modules; the internal combustion power supply module (200) comprises an internal combustion engine (12), a generator (13) connected with the internal combustion engine (12), and an excitation control device (14) connected with the generator (13); when the hybrid power source switching system is switched from a contact network power supply to an internal combustion generator set power supply, the internal combustion engine (12) is started, the internal combustion generator set (11) works, and a change-over switch of a power source is arranged at an internal combustion generator set position; the control module (40) feeds the current intermediate direct-current voltage back to the excitation control device (14), and the excitation control device (14) adjusts the output voltage of the generator (13) so that the error between the output voltage of the rectifying module (21) and the intermediate direct-current voltage (VH1) of the intermediate direct-current link (24) is not more than the range of +/-15%; the control module (40) steps down the output voltage of the AC/DC module (22),simultaneously detecting an output current value (LH1) of the Transformer (TM), and stopping the output of the AC/DC module (22) when the output current value (LH1) is smaller than a set value; the control module (40) detects the contact network side current (I)TA1) And an output current (LH2) of said rectifier module (21) when said contact network side current (I) is presentTA1) -when it is lower than a set threshold lower limit of the catenary rated current and the output current (LH2) of the rectifier module (21) is higher than a set threshold upper limit of the rectifier module rated output current, the control module (40) automatically opens the main circuit breaker (HVB 1); and the pantograph (16) descends, and the power source switching is completed.
2. The railway working machine hybrid power source switching system as claimed in claim 1, wherein: when the railway engineering machinery (1) is electrically connected with the contact network (15) and the contact network (15) continuously supplies power, the contact network power supply module (100) supplies power to the converter (20); when the railway engineering machinery (1) is electrically disconnected from the overhead contact system (11) or the overhead contact system (11) cannot continuously supply power, the internal combustion engine (12) drives the generator (13) to output three-phase alternating current, and the three-phase alternating current is converted by the rectification module (21) and then outputs direct current to the intermediate direct current link (24); the intermediate direct current link (24) supplies power to the DC/AC module (23), and the DC/AC module (23) supplies power to the traction motor (30).
3. The hybrid power source switching system for a railroad work machine according to claim 1 or 2, characterized in that: the main breaker (HVB1) and the converter (20) are controlled by the control module (40), and the excitation current of the generator (13) is controlled by the excitation control device (14) to realize the uninterrupted switching between the power supply modules.
4. The railway working machine hybrid power source switching system as claimed in claim 3, wherein: when the power supply of the hybrid power source switching system is switched from the power supply of the internal combustion generator set to the power supply of a contact net, the pantograph (16) rises and the voltage of the contact net is confirmed to be normalClosing the main circuit breaker (HVB1) placing a diverter switch for the power source in a grid position; when the control module (40) detects that the change-over switch is at the power grid position, starting the AC/DC module (22) to enable the intermediate direct-current voltage (VH1) of the intermediate direct-current link (24) to rise to a set value; the excitation control device (14) controls the internal combustion generator set (11) to gradually reduce the output voltage and detects the current (I) on the contact network sideTA1) And an output current (LH2) of the rectifier module (21), when the output current (LH2) of the rectifier module (21) is lower than a set threshold lower limit of a rated output current of the rectifier module, and the current (I) on the contact network sideTA1) When the current is higher than the set threshold upper limit of the rated current of the contact network, the internal combustion generator set (11) is blocked to be excited; and stopping the internal combustion generator set (11) to run, and finishing power source switching.
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| CN109327073A (en) * | 2018-10-17 | 2019-02-12 | 中车株洲电力机车有限公司 | A kind of double dynamical power supply system |
| CN113400955B (en) * | 2021-08-04 | 2022-09-30 | 株洲时代电子技术有限公司 | Electrical control method for hybrid power rail car |
| CN113937846B (en) * | 2021-09-17 | 2024-03-12 | 三一汽车起重机械有限公司 | External power grid access system of working machine and working machine |
| CN113859272A (en) * | 2021-11-04 | 2021-12-31 | 中车大连机车车辆有限公司 | Transformer module device for fuel tank of electric-oil dual-source locomotive |
| CN114228753B (en) * | 2021-11-30 | 2023-03-14 | 中车大连机车车辆有限公司 | Locomotive contact net and diesel engine power source conversion method |
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