CN108081969A - A kind of tramcar mixed power supply system - Google Patents
A kind of tramcar mixed power supply system Download PDFInfo
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- CN108081969A CN108081969A CN201711236124.XA CN201711236124A CN108081969A CN 108081969 A CN108081969 A CN 108081969A CN 201711236124 A CN201711236124 A CN 201711236124A CN 108081969 A CN108081969 A CN 108081969A
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- super capacitor
- tramcar
- power supply
- bus
- accumulator
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- 239000003990 capacitor Substances 0.000 claims abstract description 73
- 238000007600 charging Methods 0.000 claims abstract description 40
- 230000002457 bidirectional effect Effects 0.000 claims abstract description 36
- 238000004891 communication Methods 0.000 claims description 11
- 238000009434 installation Methods 0.000 abstract description 7
- 238000005265 energy consumption Methods 0.000 abstract description 3
- 230000008929 regeneration Effects 0.000 abstract description 2
- 238000011069 regeneration method Methods 0.000 abstract description 2
- 238000004146 energy storage Methods 0.000 description 12
- 238000010586 diagram Methods 0.000 description 10
- 230000001172 regenerating effect Effects 0.000 description 5
- 238000000034 method Methods 0.000 description 3
- 238000007599 discharging Methods 0.000 description 2
- 230000002035 prolonged effect Effects 0.000 description 2
- WHXSMMKQMYFTQS-UHFFFAOYSA-N Lithium Chemical compound [Li] WHXSMMKQMYFTQS-UHFFFAOYSA-N 0.000 description 1
- RTAQQCXQSZGOHL-UHFFFAOYSA-N Titanium Chemical compound [Ti] RTAQQCXQSZGOHL-UHFFFAOYSA-N 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000009194 climbing Effects 0.000 description 1
- 238000010277 constant-current charging Methods 0.000 description 1
- 230000010485 coping Effects 0.000 description 1
- 125000004122 cyclic group Chemical group 0.000 description 1
- 229910052744 lithium Inorganic materials 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 239000013589 supplement Substances 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/30—Constructional details of charging stations
- B60L53/32—Constructional details of charging stations by charging in short intervals along the itinerary, e.g. during short stops
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/12—Electric charging stations
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a kind of tramcar mixed power supply systems, including dc bus, electrical equipment on tramcar is electrically connected with dc bus, dc bus can also when electric car stops with ground charging mechatronics, dc bus is electrically connected with super capacitor, and dc bus is electrically connected by bidirectional charger with accumulator；Wherein super capacitor：Individually to DC bus powered during for being in the voltage value of traction working condition and super capacitor in tramcar not less than the first setting value；With accumulator simultaneously to DC bus powered during for being in the voltage value of traction working condition and super capacitor in tramcar less than the first setting value.The present invention carries out hybrid power supply using super capacitor and accumulator, by the use of super capacitor as active force, by the use of accumulator as auxiliary power, cruising ability is strong, and functional reliability is high, it is limited from installation space, stopping, the charging time is short, and electric car conevying efficiency is high, and electric car life-cycle service life is long, regeneration energy consumption utilization rate is high, and operating cost is low.
Description
Technical Field
The invention belongs to the field of rail transit, and particularly relates to a tramcar hybrid power supply system.
Background
The existing energy storage type tramcar power supply systems have two types, the first type is a power supply system which independently utilizes a super capacitor as an energy storage element, and the second type is a power supply system which independently utilizes a storage battery as an energy storage element.
As shown in fig. 1, the tramcar power supply system that solely uses super capacitors as energy storage elements includes at least one set of super capacitors 4, wherein the super capacitors 4 are electrically connected to the high voltage dc bus 1, the electric devices 2 (traction system 201, auxiliary system 202, dc frequency conversion air conditioner 203) on the tramcar are electrically connected to the high voltage dc bus 1, and the high voltage dc bus 1 can also be electrically connected to the ground charger 3 when the tramcar stops. The super capacitor 4 connected in parallel supplies power to a DC500V-DC900V high-voltage direct current bus 1 of the tramcar, and all electric equipment 2 of the tramcar obtain high-voltage direct current of DC500V-DC900V from the high-voltage direct current bus 1. Fig. 2 is a specific circuit diagram of a tramcar power supply system which solely utilizes super capacitors for power supply.
Because the super capacitor is charged quickly, the power supply system powered by the single super capacitor can meet the requirement that the stop charging time is not more than 30 s. However, the single super capacitor has less energy storage, and meanwhile, the installation space of the car roof is limited, so that the number of the super capacitors is limited, the available energy of the super capacitors of the whole train is about 9-14 KWh, the endurance mileage of the super capacitors is short, the endurance mileage of the car on a straight road is about 2-3 km, the endurance mileage of the car is greatly reduced when waiting for complex road conditions such as traffic lights, long climbing ramps and the like, and the working reliability is low.
Because the pure super capacitor powered tramcar has short endurance mileage, in order to ensure the normal operation of the vehicle, a ground charger 3 is required to be arranged at each station basically, and the super capacitor of the vehicle can be charged through the ground charger 3 after the vehicle stops.
As shown in fig. 3, the tramcar power supply system using the storage battery alone as the energy storage element includes at least one set of storage battery 6, wherein the storage battery 6 is electrically connected to the high-voltage direct current bus 1 through a bidirectional charger 5, the electric equipment 2 (traction system 201, auxiliary system 202, direct current variable frequency air conditioner 203) on the tramcar is electrically connected to the high-voltage direct current bus 1, and the high-voltage direct current bus 1 can also be electrically connected to a ground charger 3 when the tramcar stops. The parallel storage battery 6 supplies power to a DC500V-DC900V high-voltage direct current bus 1 of the tramcar, and all electric equipment 2 of the tramcar obtain high-voltage direct current of DC500V-DC900V from the high-voltage direct current bus 1.
The storage battery has strong energy storage capacity, so the endurance mileage is longer. However, since the power density of the battery is low, it is necessary to provide a plurality of sets of batteries to ensure the starting power of the vehicle, and there is a limitation in installation space. Meanwhile, the service life of the storage battery is influenced by large-current charging and discharging, and the single charging time of the storage battery is generally required to be not less than 6-10 min so as not to meet the requirement that the stop charging time is not more than 30s and influence the transportation efficiency of the electric car. In addition, the storage battery has a small number of times of cyclic charge and discharge, so that the service life of the tramcar is influenced when the storage battery is used as a main energy source.
Disclosure of Invention
The existing tramcar which singly uses the super capacitor for power supply has the disadvantages of less energy storage, poor cruising ability, poor capability of coping with complex road conditions and low working reliability; the tramcar that singly uses battery power supply need be equipped with many sets of batteries, receives the installation space restriction, and battery charge time is long simultaneously, and the circulation charge-discharge number of times is less, influences the conveying efficiency and the life cycle of tramcar. The invention aims to provide a hybrid power supply system for a tramcar, which utilizes a super capacitor and a storage battery to perform hybrid power supply, has strong cruising ability, high working reliability, short stop charging time, high tramcar transportation efficiency and long service life of the tramcar, and is not limited by installation space.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows:
a mixed power supply system of a tramcar comprises a direct current bus, wherein power utilization equipment on the tramcar is electrically connected with the direct current bus, and the direct current bus can also be electrically connected with a ground charger when the tramcar stops, and the mixed power supply system is structurally characterized in that the direct current bus is electrically connected with a super capacitor and is electrically connected with a storage battery through a bidirectional charger; wherein the super capacitor: the system is used for independently supplying power to the direct current bus when the tramcar is in a traction working condition and the voltage value of the super capacitor is not less than a first set value; the storage battery is used for supplying power to the direct current bus simultaneously when the tramcar is in a traction working condition and the voltage value of the super capacitor is smaller than a first set value.
By means of the structure, the hybrid power supply system utilizes the super capacitor and the storage battery for hybrid power supply. The super capacitor is used as a main power supply, the storage battery is used as a standby power supply, the advantages of high power density of the super capacitor and high energy density of the storage battery are fully utilized, the requirements of high power performance and high energy storage capacity of a train are met, and the limitation of an installation space is avoided. The super capacitor is preferentially used for supplying power under the traction working condition, the starting power of the vehicle can be ensured, the super capacitor and the storage battery are used for supplying power simultaneously under the condition that the voltage of the super capacitor is insufficient, the endurance mileage is improved, and the arrangement of a ground charger can be reduced according to the circuit. Meanwhile, the storage battery is used as a standby power supply, so that the charging and discharging times of the storage battery are reduced, and the service life of the storage battery is prolonged.
The storage battery is used for supplying power to the direct current bus independently when the tramcar is in a red light state or is not charged when the tramcar stops.
The storage battery is used as an auxiliary power supply, and the storage battery independently supplies power to the direct current bus when red lights of the tramcar and the like are lighted or the tramcar stops and is not charged, so that the phenomenon of insufficient starting power caused by using a super capacitor for power supply is avoided, and the response capability to complex road conditions (waiting for traffic lights for a long time or long uphill road conditions) is strong.
Furthermore, the super capacitor is used for independently absorbing the regenerated energy on the direct current bus when the tramcar is in a braking working condition and the voltage value of the super capacitor is not more than a second set value; the super capacitor is used for absorbing the regenerative energy on the direct current bus together with the storage battery when the tramcar is in the braking working condition and the voltage value of the super capacitor is larger than a second set value.
When the regenerative braking energy is recovered, the super capacitor is charged preferentially to ensure the starting power of the electric car. Under the condition that super capacitor is full of basically, start the two-way charger and charge to the battery, the setting of battery has improved whole charge volume, can absorb the regenerative braking energy that can't be absorbed by super capacitor, improves vehicle regenerative energy consumption utilization ratio and duration, promotes the reply ability of trolley-bus to complicated road conditions (traffic congestion, wait red light etc.) greatly, and operational reliability is high, and the running cost is low.
Further, the ground charger is used for simultaneously charging the super capacitor and the storage battery when the tramcar stops charging.
Preferably, the stop charging time of the super capacitor and the storage battery at the intermediate station is not more than 30 s.
Super capacitor charges soon, and the battery energy storage is many, owing to utilize super capacitor and battery hybrid power supply mode, only carries out the short time when the intermediate station stops to charge and can satisfy the operation requirement, can satisfy the requirement that the charge time of stopping to be not more than 30s, and trolley-bus transportation efficiency is high.
Preferably, the battery is fully charged at the terminal.
The terminal station utilizes the turn-back time to fully charge the storage battery, so that the endurance mileage and the working reliability can be ensured, and the transportation efficiency of the electric vehicle is not influenced.
The system comprises a bidirectional charger, a storage battery and a battery management system, wherein the bidirectional charger is connected with the storage battery through a CAN bus, and the bidirectional charger charges the storage battery according to a charging current value sent by the battery management system.
The battery management system can monitor parameters such as current, voltage and temperature of the storage battery, and sends a maximum allowable charging current value to the bidirectional charger according to the state of the storage battery, and the bidirectional charger controls output current according to the charging current value sent by the storage battery, so that the service life of the storage battery can be prolonged.
Preferably, the bidirectional charger is used for controlling the storage battery to perform constant-current charging when the storage battery is charged and the voltage value of the storage battery is smaller than a third set value, and the bidirectional charger is used for controlling the storage battery to stop charging when the voltage value of the storage battery is not smaller than the third set value.
Further, when the CAN communication fails, the bidirectional charger is used for controlling the storage battery to be charged at a constant current when the storage battery is charged and the voltage value of the storage battery is smaller than a third set value, and the bidirectional charger is used for controlling the storage battery to stop charging when the voltage value of the storage battery is not smaller than the third set value.
When no battery management system or CAN communication fault exists, the bidirectional charger charges the storage battery according to a set method to protect the storage battery.
Preferably, the electric equipment comprises a traction system, an auxiliary system and a direct current variable frequency air conditioner.
Compared with the prior art, the hybrid power supply system utilizes the super capacitor and the storage battery for hybrid power supply, utilizes the super capacitor as the main power, utilizes the storage battery as the auxiliary power, and has the advantages of strong cruising ability, high working reliability, no limitation of installation space, short stop charging time, high transportation efficiency of the electric car, long service life and long service life of the electric car, high regeneration energy consumption utilization rate and low operation cost.
Drawings
Fig. 1 is a structural diagram of a power supply system of a tramcar which separately uses a super capacitor as an energy storage element in the prior art.
Fig. 2 is a specific circuit diagram of a tramcar power supply system which solely utilizes super capacitors for power supply.
Fig. 3 is a structural diagram of a tramcar power supply system in the prior art, which solely uses a storage battery as an energy storage element.
Fig. 4 is a structural diagram of a tramcar hybrid power supply system according to the present invention.
Fig. 5 is a specific circuit structure diagram according to an embodiment of the invention.
Fig. 6 is a schematic power supply diagram of the tramcar in the traction condition.
Fig. 7 is a schematic diagram of the power supply of the present invention when the tram is not charged at a red light or when the tram is stopped.
Fig. 8 is a schematic diagram of the power supply of the invention when the tramcar is in a braking condition.
Fig. 9 is a schematic diagram of the power supply of the invention when the tramcar stops for charging.
Fig. 10 is a charging curve of the secondary battery when the CAN communication is normal.
Fig. 11 shows a charging process of the storage battery in the case of a CAN communication failure.
The system comprises a direct current bus 1, an electric device 2, a traction system 201, an auxiliary system 202, a direct current variable frequency air conditioner 203, a ground charger 3, a super capacitor 4, a bidirectional charger 5, a storage battery 6 and a battery management system 7.
Detailed Description
As shown in fig. 4 and 5, the tramcar hybrid power supply system includes a DC bus 1, an electric device 2 on the tramcar is electrically connected to the DC bus 1, the DC bus 1 can also be electrically connected to a ground charger 3 when the tramcar stops, the DC bus 1 is electrically connected to 2 sets of super capacitors 4, and the DC bus 1 is electrically connected to 1 battery 6 (lithium titanate battery) through 1 set of bidirectional charger 5 (bidirectional DC/DC charger); wherein the super capacitor 4: the system is used for independently supplying power to the direct current bus 1 when the tramcar is in a traction working condition and the voltage value of the super capacitor 4 is not less than a first set value; the direct current bus 1 is used for supplying power to the storage battery 6 simultaneously when the tramcar is in a traction working condition and the voltage value of the super capacitor 4 is smaller than a first set value. In this embodiment, the first set value is DC 650V. The direct current bus 1 is a DC 500V-900V high-voltage power supply bus.
The storage battery 6 is used for supplying power to the direct current bus 1 independently when the tramcar is in a red light state or is not charged when the tramcar stops.
The super capacitor 4 is used for independently absorbing the regenerative energy on the direct current bus 1 when the tramcar is in a braking working condition and the voltage value of the super capacitor 4 is not more than a second set value; the super capacitor 4 is used for absorbing the regenerated energy on the direct current bus 1 together with the storage battery 6 when the tramcar is in a braking working condition and the voltage value of the super capacitor 4 is greater than a second set value (the second set value is determined according to the condition of a user line).
The ground charger 3 is used for simultaneously charging the super capacitor 4 and the storage battery 6 when the tramcar stops charging.
The stop charging time of the super capacitor 4 and the storage battery 6 at the intermediate station is not more than 30 s.
The battery 6 is fully charged at the terminal.
The tramcar hybrid power supply system further comprises a battery management system 7 electrically connected with the storage battery 6, the battery management system 7 is connected with the bidirectional charger 5 through a CAN bus, and the bidirectional charger 5 charges the storage battery 6 according to a charging current value sent by the battery management system 7.
When the CAN communication fails, the bidirectional charger 5 is used for controlling the storage battery 6 to charge at a constant current when the storage battery 6 is charged and the voltage value of the storage battery 6 is smaller than a third set value, and the bidirectional charger 5 is used for controlling the storage battery 6 to stop charging when the voltage value of the storage battery 6 is not smaller than the third set value. In this embodiment, the third setting value is DC 560V.
The electric equipment 2 comprises a traction system 201, an auxiliary system 202 and a direct current variable frequency air conditioner 203.
Specifically, the power supply by using the power supply system of the invention specifically comprises the following processes:
1. traction regime
As shown in fig. 6, in the traction condition, the hybrid power supply system preferentially supplies power through the super capacitor 4, and when the voltage value of the super capacitor 4 is lower than a first set value (for example, DC560V, which may be specifically determined according to the subscriber line condition), the bidirectional charger 5 is turned on, and the storage battery 6 starts to be put into use to supplement energy for the vehicle.
2. Working condition of waiting red light or no charging when stopping
As shown in fig. 7, when the vehicle waits for a traffic light at an intersection or the vehicle stops and is not charged, the bidirectional charger 5 is turned on to control the storage battery 6 to supply power to the vehicle auxiliary system 202.
3. Braking mode
As shown in fig. 8, when the vehicle is in the braking condition, the regenerated energy is preferentially fed back to the super capacitor 4, and when the voltage of the super capacitor 4 is higher than the second set value (determined according to the user line condition), the bidirectional charger 5 is turned on, and the regenerated energy is simultaneously fed back to the power storage battery 6.
4. Charging condition at stop
As shown in fig. 9, when the station is stopped for charging, the bidirectional charger 5 is turned on, and the ground charger 3 charges the super capacitor 4 and the storage battery 6 at the same time. At the line intermediate station, the battery 6 is charged for no more than 30 seconds, and the battery 6 is fully charged with the turnaround time only at the terminal station.
The direction indicated by the arrows in fig. 6 to 9 is the current flow direction.
In the invention, a redundancy control mode of CAN communication and hard wire connection is adopted between the bidirectional charger 5 and the storage battery 6:
(1) normal CAN communication
When the CAN communication is normal, the battery management system 7 sends the maximum allowable charging current value to the bidirectional charger 5 in real time according to the charging curve in fig. 10, and the bidirectional charger 5 controls the output current according to the received charging current value, and simultaneously, the charging time requirement should be satisfied.
After the storage battery 6 is fully charged (the SOC is 100% or the charging current is 0), the bidirectional charger 5 stops charging the storage battery 6, the battery management system 7 keeps running under the condition that the control power of the whole vehicle is normal under 24V, and the battery state is monitored.
(2) CAN communication failure
When the CAN communication fails, the bidirectional charger 5 presses the charging flow shown in FIG. 11 to charge the storage battery 6.
While the present invention has been described with reference to the embodiments shown in the drawings, the present invention is not limited to the embodiments, which are illustrative and not restrictive, and it will be apparent to those skilled in the art that various changes and modifications can be made therein without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (10)
1. A mixed power supply system of a tramcar comprises a direct current bus (1), wherein electric equipment (2) on the tramcar is electrically connected with the direct current bus (1), and the direct current bus (1) can also be electrically connected with a ground charger (3) when the tramcar stops, and is characterized in that the direct current bus (1) is electrically connected with a super capacitor (4), and the direct current bus (1) is electrically connected with a storage battery (6) through a bidirectional charger (5); wherein,
supercapacitor (4): the system is used for independently supplying power to the direct current bus (1) when the tramcar is in a traction condition and the voltage value of the super capacitor (4) is not less than a first set value; the device is used for supplying power to the direct current bus (1) simultaneously with the storage battery (6) when the tramcar is in a traction condition and the voltage value of the super capacitor (4) is smaller than a first set value.
2. The tram hybrid power supply system according to claim 1, characterized in that the accumulator (6) is used to supply power to the dc bus (1) alone when the tram is on a red light or when the tram is not charging when it is parked.
3. The tram hybrid power supply system according to claim 1, characterized in that the super capacitor (4) is used to absorb the regenerated energy on the dc bus (1) alone when the tram is in the braking condition and the voltage value of the super capacitor (4) is not greater than the second set value; the super capacitor (4) is used for absorbing the regenerated energy on the direct current bus (1) together with the storage battery (6) when the tramcar is in a braking working condition and the voltage value of the super capacitor (4) is larger than a second set value.
4. Tram hybrid power supply system according to claim 1, characterized in that the ground charger (3) is used to charge the super capacitor (4) and the accumulator (6) simultaneously when the tram is parked for charging.
5. Tram hybrid power supply system according to claim 4, characterized in that the super capacitor (4) and the accumulator (6) are charged for a period of time not more than 30s when standing at the intermediate station.
6. Tram hybrid power supply system according to claim 4, characterized in that the accumulator (6) is fully charged at the terminal.
7. The tram hybrid power supply system according to any one of claims 1 to 6, further comprising a battery management system (7) electrically connected to the accumulator (6), wherein the battery management system (7) is connected to the bidirectional charger (5) through a CAN bus, and the bidirectional charger (5) charges the accumulator (6) according to a charging current value sent by the battery management system (7).
8. The tram hybrid power supply system according to any one of claims 1 to 6, characterized in that the bidirectional charger (5) is configured to control the battery (6) to charge with a constant current when the battery (6) is charged and the voltage value of the battery (6) is less than a third set value, and the bidirectional charger (5) is configured to control the battery (6) to stop charging when the voltage value of the battery (6) is not less than the third set value.
9. The tram hybrid power supply system according to claim 7, characterized in that, in case of CAN communication failure, the bidirectional charger (5) is used for controlling the accumulator (6) to charge with constant current when the accumulator (6) is charged and the voltage value of the accumulator (6) is less than a third set value, and the bidirectional charger (5) is used for controlling the accumulator (6) to stop charging when the voltage value of the accumulator (6) is not less than the third set value.
10. Tram hybrid power supply system according to any of the claims 1 to 6, characterized in that the consumers (2) comprise a traction system (201), an auxiliary system (202) and a DC inverter air conditioner (203).
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| Application Number | Priority Date | Filing Date | Title |
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| CN201711236124.XA CN108081969A (en) | 2017-11-30 | 2017-11-30 | A kind of tramcar mixed power supply system |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711236124.XA CN108081969A (en) | 2017-11-30 | 2017-11-30 | A kind of tramcar mixed power supply system |
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| CN108081969A true CN108081969A (en) | 2018-05-29 |
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| CN201711236124.XA Pending CN108081969A (en) | 2017-11-30 | 2017-11-30 | A kind of tramcar mixed power supply system |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109334471A (en) * | 2018-09-18 | 2019-02-15 | 宁波中车新能源科技有限公司 | A kind of mixed power supply system of tramcar |
| CN112104065A (en) * | 2020-09-16 | 2020-12-18 | 中车青岛四方车辆研究所有限公司 | Control method of bidirectional charger for emergency traction of motor train unit |
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