CN110239359B - Circuit and method for eliminating direct current magnetic bias of traction transformer of double-current system electric locomotive during switching of power supply systems - Google Patents

Circuit and method for eliminating direct current magnetic bias of traction transformer of double-current system electric locomotive during switching of power supply systems Download PDF

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CN110239359B
CN110239359B CN201910633367.XA CN201910633367A CN110239359B CN 110239359 B CN110239359 B CN 110239359B CN 201910633367 A CN201910633367 A CN 201910633367A CN 110239359 B CN110239359 B CN 110239359B
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electric locomotive
power supply
current
traction
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CN110239359A (en
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王颖杰
刘海媛
秦超
李山
陈帅
赵江杭
刘飞龙
杨照
粟昶博
郭文中
袁知动
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China University of Mining and Technology CUMT
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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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/12—Arrangements for reducing harmonics from ac input or output
    • H02M1/126—Arrangements for reducing harmonics from ac input or output using passive filters
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • 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
    • Y02T10/72—Electric energy management in electromobility

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  • Transportation (AREA)
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Abstract

The invention provides a direct current magnetic biasing in a traction transformer of a double-current system electric locomotive during power supply system switchingThe elimination circuit and the elimination method comprise a traction transformer, a four-quadrant converter, a traction inverter and a single-tuning induction filtering device; the single-tuning induction filtering device comprises an inductor L, a power tube VT, a diode VD, a capacitor C, PI controller and a switch S 5 The negative pole of the diode VD is connected with the capacitor C in series and then connected with the power tube VT in parallel, the source electrode of the power tube VT is connected with one end of the inductor L and the positive pole of the diode VD, the other end of the inductor L is connected with the second winding, and the switch S 5 And the PI controller is connected with the grid of the power tube VT in parallel. Compared with a demagnetization method that alternating current is continuously alternated in forward and reverse directions according to a certain period and gradually attenuates to zero, the method can achieve the purpose of eliminating the residual magnetism of the traction transformer iron core as long as the parameters of the system are properly matched by converting the structure of the single-tuned induction filtering device.

Description

Circuit and method for eliminating direct current magnetic bias of traction transformer of double-current system electric locomotive during switching of power supply systems
Technical Field
The invention relates to a traction transformer of a double-current system electric locomotive in an alternating current-direct current-alternating current power supply system, in particular to a technology for eliminating direct current magnetic bias in the traction transformer when the electric locomotive is switched from a direct current power supply system to an alternating current power supply system.
Background
With the rapid development of high-speed railway traffic construction in China, electric traction is widely applied to the traffic fields of high-speed railways, inter-city railways and the like by virtue of the characteristics of high efficiency, convenience and cleanness. At present, the power supply systems of rail transit in China are basically divided into two types: one is an alternating current power supply system of 25kV and 50Hz for high-speed railways and intercity railways, and the other is a direct current power supply system of 1.5kV (750V) for metro and light rails of urban rail transit. In order to solve the problem of intercommunication and interconnection of rail transit, reduce a large number of repeated construction projects and reduce the investment cost of an electric locomotive traction and urban rail traction integrated substation, a multi-system traction power supply system is developed. However, in the dc supply system, the traction winding of the multi-winding traction transformer acts as a smoothing reactor, and the dc bias phenomenon of the transformer is generated by the dc current flowing through the multi-winding traction transformer up to several hundred amperes. If the electric locomotive is not processed, when the electric locomotive is switched from a direct current power supply system to an alternating current power supply system, the traction transformer can generate a large magnetizing inrush current due to the existence of residual magnetism, and the operation safety of the electric locomotive is seriously threatened.
The dc magnetic bias phenomenon of the transformer refers to: the direct current flows into the winding of the power transformer, so that the iron core of the transformer is biased, and the working point of the transformer is changed. The harm brought by the direct current magnetic bias to the power transformer is as follows: (1) The noise becomes larger, the noise of the transformer substation is mainly brought by the transformer, and the noise of the transformer can be increased to several times or even dozens of times of the original noise during direct-current magnetic biasing. (2) Vibration aggravation, the iron core vibration that the vibration of transformer body mainly was silicon steel sheet magnetostriction and arouses, and magnetic flux skew makes exciting current appear the distortion, leads to the magnetostriction aggravation, and the problem that transformer vibration aggravated is more serious than the noise grow, and strong vibration can make the relevant spare part of transformer drop, causes serious threat to the safe operation of transformer. (3) The loss increases, and the loss of transformer has magnetic core loss and winding loss, and under direct current's effect, exciting current can increase, makes the winding loss of transformer increase, and the magnetic leakage of transformer also can increase simultaneously, and the time magnetic core loss increases. (4) And voltage waveform distortion, when the iron core works in a deep saturation region, exciting current is distorted, leakage magnetic flux is increased, main magnetic flux presents a sharp-top waveform, the voltage waveform is distorted, the misoperation of a relay protection device can be caused, a capacitor bank and a Static Var Compensator (SVC) are overloaded, the local overheating and mechanical vibration of a generator are caused, and the overload of an alternating current filter at the tail end of the high-voltage direct-current transmission converter station is caused. When a plurality of transformers in the system are subjected to direct current magnetic biasing simultaneously, the total reactive power requirement of the system is greatly increased, and the system voltage may fluctuate seriously, so that the stable operation of the system is threatened.
As shown in fig. 1, when the electric locomotive operates in an alternating-current working condition, the electric locomotive obtains alternating-current voltage from an alternating-current contact net through an alternating-current pantograph, high-voltage alternating current is reduced into voltage grade meeting the requirement through a vehicle-mounted transformer and is input into a single-phase four-quadrant converter, direct-current voltage is output, and then the direct-current voltage is inverted into three-phase alternating current through a traction inverter and is supplied to a traction motor; when the electric locomotive runs under the direct-current working condition, the electric locomotive obtains direct-current voltage from a direct-current contact net through a direct-current pantograph, the direct-current voltage is directly provided for an inversion unit through a secondary winding of a transformer, namely the secondary winding of the transformer is used as a smoothing reactor under the direct-current working condition, the multifunctional multiplexing of the transformer is realized, and the utilization rate of electric locomotive equipment is improved. The neutral section is a transition stage of the electric locomotive switching under the double-current system, and leaves a time margin for eliminating residual magnetism in the transformer when the electric locomotive is switched from the direct-current working condition to the alternating-current working condition.
Because the direct current magnetic bias phenomenon in the traction transformer of the electric locomotive is not caused by direct current flowing into a neutral point of the transformer, the commonly used direct current magnetic bias treatment method comprises the following steps: the neutral point series resistor, the neutral point series capacitor, the neutral point series resistor-capacitor and the like cannot be used in the multi-system electric locomotive, and currently, demagnetization methods used in the multi-system electric locomotive mainly include a direct current demagnetization method and an alternating current demagnetization method, but both require equipment for generating current or voltage with gradually attenuated amplitude, and are not beneficial to saving resource allocation of a vehicle-mounted traction power supply system of the electric locomotive. How to fully utilize the original equipment and elements in the traction transmission system to realize the demagnetization effect has important engineering and theoretical values.
Disclosure of Invention
In order to solve the problems of complex structure and inconvenient operation of a demagnetizing device in the prior art, the invention provides a technology for eliminating the direct-current magnetic bias of a traction transformer when the power supply systems of a double-current system electric locomotive are switched.
The purpose of the invention is realized by adopting the following technical scheme:
the traction power supply system of the dual-current system electric locomotive mainly comprises a traction transformer, a four-quadrant converter and a traction inverter, and as shown in fig. 1, a traction transmission system is an important structure of the dual-current system electric locomotive. In order to improve the utilization rate of the space of the electric locomotive, the novel double-flow electric locomotive traction transmission system integrates two sets of transmission systems of the traditional double-flow electric locomotive into one set of system, only one controller is needed, the main difference is that the traction winding of an idle vehicle-mounted traction transformer is used as a direct-current smoothing reactor under the direct-current working condition, but the serious iron core remanence can be caused to the traction transformer due to the consequences, and the demagnetization technology introduced by the invention is as follows:
when the circuit breaker S is as shown in FIG. 2 1 、S 4 Breaking, S 2 、S 3 When the electric locomotive is closed, the secondary winding side of the traction transformer can be connected with one or more single-tuned induction filtering devices in series under the alternating-current working condition, and the specific subharmonic current generated at the valve side can be effectively introduced into the filtering devices by utilizing the principle of induction filtering, so that the harmonic current is prevented from entering the network side to pollute the power grid quality, and the power quality of the network side is improved.
The single-tuned filter means is formed by an inductive and capacitive element, as shown in fig. 2, a switch S 5 When the switch tube VT is closed and has no trigger pulse signal, a single-tuning induction filter device is formed by setting LC parametersThe meter may filter out certain subharmonic currents generated on the valve side.
Breaker S 1 、S 4 Closure, S 2 、S 3 When the electric locomotive is disconnected, the electric locomotive runs under a direct-current working condition, the direct-current pantograph directly supplies power to the inverter through the obtained direct-current voltage by the secondary winding of the traction transformer, wherein the secondary winding of the traction transformer acts as a smoothing reactor on the direct-current side, but a large direct current enters the winding of the transformer, so that the iron core generates serious direct-current magnetic bias.
The structure of the single-tuned filter device is converted and is topologically changed into a boost chopper circuit, as shown in figure 2, and a switch S 5 And when the switching tube VT is disconnected, the switching tube VT obtains a trigger pulse signal, namely, a boost chopper circuit is formed.
By utilizing the coupling relation among the transformer windings, when the direct-current voltage passes through the secondary winding of the traction transformer, voltage fluctuation can be generated under the action of the inverter switch, induced electromotive force can be generated in the second winding 3 of the traction transformer, and the magnitude of the induced electromotive force depends on the ripple magnitude of the voltage on the side of the inverter.
The induced electromotive force in the second winding 3 can raise the electric potential at two ends to a certain value under the action of the boost chopper circuit, so as to realize the energy storage of the capacitor, and the control method adopted by the boost chopper circuit is voltage single closed-loop control.
When the electric locomotive is switched from a direct current power supply system to an alternating current power supply system, a certain distance exists in the middle of the electric locomotive and belongs to an uncharged area, and the electric locomotive needs to pass by means of idling.
When the electric locomotive is in an idle running and passes through an uncharged area, a certain time is required, and the time provides sufficient time margin for eliminating the residual magnetism of the traction transformer when the electric locomotive is switched from a direct current system to an alternating current system.
When the idling passes through an uncharged area, the first winding 2 of the traction transformer cannot be directly short-circuited, otherwise, because the internal resistance of the winding is very small, a very large impact current is generated, a small resistor R is usually required to be connected in series to form an RLC second-order oscillation attenuation circuit, and the value of R needs to meet the requirement
Figure BDA0002129382290000031
As shown in fig. 2, switch S 6 And when the circuit on the second winding 3 side is closed, the circuit is restored to a single-tuned induction filtering device, and a second-order damped oscillation loop is formed by utilizing the coupling effect between transformer windings.
Because the capacitor C in the single-tuned induction filter device stores energy, the energy is released, and an oscillation-damped alternating current is generated in the first winding 2 through the electromagnetic coupling effect between the transformers.
The generated oscillation-damped alternating current can enable small magnetic pole molecules which are orderly arranged in the traction transformer iron core to return to a disordered state again, so that the aim of eliminating the residual magnetism of the traction transformer iron core is fulfilled.
Compared with the prior art, the invention has the following beneficial effects: compared with a demagnetization method that alternating current is continuously alternated in forward and reverse directions according to a certain period and gradually attenuates to zero by virtue of the structure of the single-tuned induction filter device, the method has the advantages that only LC parameters need to be designed, specific subharmonics generated by a converter can be eliminated by the single-tuned induction filter device when a locomotive runs in an alternating current power supply mode, and the purpose of eliminating residual magnetism of a traction transformer iron core can be realized by a boost circuit which can raise the voltage at two ends of a capacitor C to a given value when the locomotive runs in a direct current power supply mode. The demagnetization circuit of the invention fully reuses equipment in a single-tuned induction filtering device in the system, does not need to additionally increase a demagnetization device, reduces the volume and weight occupied by the demagnetization device in extremely limited space of the electric locomotive, lightens the weight and cost of the locomotive to a certain extent, and improves the utilization rate and the economical efficiency of the device.
Drawings
FIG. 1 is a schematic diagram of a traction transmission power supply system of a dual-flow electric locomotive in the prior art;
fig. 2 is a schematic diagram of a demagnetization system of a traction transformer of a dual-current system electric locomotive, wherein 1, 2 and 3 respectively represent a primary winding, a secondary first winding and a second winding of the traction transformer.
Detailed Description
The present invention is further illustrated by the following examples.
When the double-current system electric locomotive is switched from a direct-current power supply system to an alternating-current power supply system, a secondary winding of the traction transformer serves as a direct-current side smoothing reactor, and direct current flows into the secondary winding to generate direct-current magnetic biasing. The invention aims to eliminate residual magnetism in a traction transformer and improve the safety and stability of an electric locomotive. The purpose, technical scheme and advantages of the invention are further explained in detail in the following with reference to the attached drawings:
fig. 1 is a schematic diagram of a traction transmission system of a dual-current system electric locomotive running in an ac system traction network and a dc system traction network, respectively, wherein the electric locomotive is not electrified in a neutral section area, and the locomotive needs to pass by means of coasting.
Only when the electric locomotive is switched from a direct-current power supply system to an alternating-current power supply system, iron core residual magnetism can appear in a winding of the traction transformer, and the residual magnetism needs to be eliminated within the time that the electric locomotive idles and passes through a neutral section; when the electric locomotive is switched from an alternating current power supply system to a direct current power supply system, the residual magnetism of the iron core does not occur in the winding of the traction transformer, and the residual magnetism treatment is not needed.
When the electric locomotive is operating in AC supply mode, as shown in FIG. 2, i.e. the circuit breaker S 1 、S 4 Breaking, S 2 、S 3 And closing the system, wherein the working principle of the system is the same as that of the traditional AC-DC-AC electric locomotive, acquiring AC voltage from an AC contact net through an AC pantograph, then reducing the voltage into a voltage grade meeting the requirement by a traction transformer, inputting the voltage grade into a single-phase four-quadrant converter, stabilizing the voltage by middle DC, and then obtaining three-phase AC power through an inverter to supply the three-phase AC power to a traction motor.
In order to improve the quality of the network-side power and to prevent the valve-side harmonic currents from entering the ac traction network, the secondary side of the traction transformer is usually connected in series with one or more single-tuned inductive filter devices, which are formed by an inductive and capacitive element, as shown in fig. 2, switch S 5 When the switch tube VT is closed, the switch tube VT does not have a trigger pulse signal, i.e. a single tuning is formedThe induction filtering device can effectively eliminate specific subharmonic current generated by the valve side and prevent the specific subharmonic current from entering the network side.
The structure of the single-tuned filter device is simply converted and can be topologically arranged into a boost chopper circuit, as shown in figure 2, and a switch S 5 The disconnection, switch tube VT switch-on trigger pulse signal has constituted a boost chopper circuit promptly, utilizes the principle of boost circuit to carry out the energy storage to electric capacity C, and the electric capacity C both ends voltage who finally obtains is:
V C ＝V d /(1-D)
wherein D is the duty ratio of the switch tube VT switch-on pulse trigger signal, V d Is the input voltage of the boost circuit.
When the electric locomotive operates in the DC supply mode, as shown in FIG. 2, i.e. the circuit breaker S 1 、S 4 Closure, S 2 、S 3 When the transformer is disconnected, the electric locomotive obtains direct-current voltage from a direct-current contact net through the direct-current pantograph, the direct-current voltage is directly provided for the inversion unit through the secondary winding of the transformer, the secondary winding of the transformer serves as a smoothing reactor, and multifunctional multiplexing of the transformer is achieved.
By utilizing the electromagnetic coupling effect among the transformer windings, when the direct-current voltage passes through the secondary winding of the traction transformer, the voltage fluctuates under the influence of the change of the inverter switch, and then induced electromotive force is generated in the second winding 3 of the traction transformer, and the magnitude of the induced electromotive force mainly depends on the ripple magnitude of the voltage on the side of the inverter.
When the electric locomotive is switched from a direct-current power supply system to an alternating-current power supply system, the middle part of the electric locomotive passes through an uncharged area at a certain distance, and the electric locomotive needs to pass by an idle line, so that a sufficient time margin is provided for eliminating the residual magnetism of the traction transformer when the electric locomotive is switched from the direct-current power supply system to the alternating-current power supply system.
The operation principle and system configuration of the double-current system electric locomotive are introduced above, and the method for eliminating the residual magnetism of the traction transformer when the electric locomotive is switched from the direct-current system to the alternating-current system is described as follows:
when the electric locomotive runs in a direct current power supply system and needs to be switched to an alternating current power supply system, an inductor on the electric locomotive receives a trigger signal through an induction magnet device beside a rail when the electric locomotive is about to enter a neutral section, and a relay is controlled to enable a direct current breaker S 1 、S 4 Breaking, S 5 、S 6 When the pantograph is closed, the direct current pantograph falls, and the switching pulse signal of the boost circuit disappears.
Because the capacitor C in the single-tuned induction filter device obtains stable voltage when the electric locomotive runs in a direct current power supply system, when the electric locomotive enters a neutral section in an idle running mode, as shown in figure 2, the first winding 2 and the second winding 3 of the traction transformer form an oscillation degaussing circuit under the action of electromagnetic coupling, and the generated oscillation attenuated alternating current can enable small magnetic pole molecules which are orderly arranged in the iron core of the traction transformer to return to a disordered state again, so that the aim of eliminating the residual magnetism of the iron core of the traction transformer is fulfilled.
When the electric locomotive is coasting through the neutral section and is about to enter the AC power supply system, the inductor on the electric locomotive receives a trigger signal through the induction magnet device beside the rail when the electric locomotive is about to enter the AC traction network, and the relay is controlled to enable the AC circuit breaker S to operate 2 、S 3 Closure, S 6 When the AC pantograph is disconnected, the AC pantograph is lifted, the traction transformer does not contain residual magnetism, and the electric locomotive can normally run.
When the electric locomotive is in the AC power supply mode, the switch S 5 When the valve side harmonic current filter is closed, the switch of the boost circuit has no pulse signal, and a single-tuning induction filter device is formed, so that the specific subharmonic current generated by the valve side can be eliminated, and the valve side harmonic current is prevented from entering a network side, and the threat to the safe operation of a power supply system is caused.
When the electric locomotive needs to be switched from an alternating current power supply system to a direct current power supply system during operation, an inductor on the electric locomotive receives a trigger signal through an induction magnet device beside a rail when the electric locomotive is about to enter a neutral section, and the relay is controlled to act to enable an alternating current circuit breaker S 2 、S 3 When the AC pantograph is disconnected, the AC pantograph falls down and the electric locomotive idlesThrough the neutral section. Because the electric locomotive operates in an alternating current power supply system, the residual magnetism of an iron core cannot be generated in the traction transformer, and the residual magnetism treatment is not needed.
When the electric locomotive is coasting through the neutral section and is about to enter the direct current working condition, the inductor on the electric locomotive receives a trigger signal through the induction magnet device beside the rail when the electric locomotive is about to enter the direct current traction network, and the relay is controlled to enable the direct current breaker S 1 、S 4 Closed, switch S 5 When the direct current pantograph is disconnected, the direct current pantograph is lifted, the switch of the boost circuit is connected with the trigger pulse signal to store energy in the capacitor C, and preparation is made for eliminating residual magnetism of an iron core in the traction transformer when the electric locomotive is switched from a direct current power supply system to an alternating current power supply system next time, and the operation is repeated in a circulating mode.
The circuit breaker action process of the double-current system electric locomotive is switched from a direct-current power supply system to an alternating-current power supply system and from the alternating-current power supply system to the direct-current power supply system, and the method for eliminating the residual magnetism of the iron core of the traction transformer.

Claims (2)

1. The circuit for eliminating the direct current magnetic bias in the traction transformer when the power supply system of the double-current system electric locomotive is switched comprises the traction transformer, wherein a first winding on the secondary winding side of the traction transformer is connected with a four-quadrant converter and a traction inverter, and a second winding is connected with a single-tuned induction filter device in series; the single-tuned induction filtering device is characterized by comprising an inductor L, a power tube VT, a diode VD, a capacitor C, PI controller and a switch S 5 The negative pole of the diode VD is connected with the capacitor C in series and then is connected with the power tube VT in parallel, the source electrode of the power tube VT is connected with one end of the inductor L and the positive pole of the diode VD, the other end of the inductor L is connected with the second winding, and the switch S 5 The PI controller is connected with a grid of the power tube VT in parallel;
also comprises a resistor R and a switch S 6 The first winding, the resistor R and the switch S 6 Forming a series circuit;
switch S when electric locomotive operates in DC power supply system 5 The switch tube VT is switched off, and the trigger pulse signal is switched on; when the electric locomotive is switched from the DC power supply systemTo AC supply system, switch S 5 And switch S 6 When the switch tube VT is closed, the trigger pulse signal is switched off.
2. The method for eliminating the DC magnetic bias in the traction transformer based on the circuit for eliminating the DC magnetic bias in the traction transformer of claim 1 is characterized by comprising the following steps:
step 1: switch S when electric locomotive runs in DC power supply system 5 When the switch tube VT is switched off, the trigger pulse signal is switched on, namely a boost chopper circuit is formed, and the capacitor C is stored with energy by utilizing the principle of the boost chopper circuit;
step 2: when the electric locomotive is switched from the DC power supply system to the AC power supply system, the switch S 5 And switch S 6 When the power locomotive is closed, the switching tube VT disconnects the trigger pulse signal, a second-order damped oscillation degaussing loop is formed by utilizing the electromagnetic coupling effect between windings of the traction transformer and the capacitor C for storing energy in the time when the power locomotive passes through a neutral section in an idle running mode, damped oscillation current is generated in the traction windings of the transformer, and the residual magnetism of the iron core of the transformer is eliminated by utilizing the magnetic potential generated by the damped oscillation current.
CN201910633367.XA 2019-07-15 2019-07-15 Circuit and method for eliminating direct current magnetic bias of traction transformer of double-current system electric locomotive during switching of power supply systems Active CN110239359B (en)

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