CN111098714A - Traction power transformation unit and traction power supply system - Google Patents
Traction power transformation unit and traction power supply system Download PDFInfo
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- CN111098714A CN111098714A CN201811249224.0A CN201811249224A CN111098714A CN 111098714 A CN111098714 A CN 111098714A CN 201811249224 A CN201811249224 A CN 201811249224A CN 111098714 A CN111098714 A CN 111098714A
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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
- B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
- B60L13/03—Electric propulsion by linear motors
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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
- B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
- B60L13/10—Combination of electric propulsion and magnetic suspension or levitation
-
- 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
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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
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Control Of Linear Motors (AREA)
Abstract
The invention provides a traction power transformation unit, which is connected with a power supply unit through a direct current bus, converts electric energy output to the direct current bus by the power supply unit and supplies the converted electric energy to a traction motor winding section, a first inverter and a second inverter are connected to the direct current bus through a first input switch and a second input switch respectively, the first inverter and the second inverter are connected to a first power supply end and a second power supply end of the traction motor winding section through a first output switch and a second output switch respectively, and the current supplied to the first power supply end and the current supplied to the second power supply end can have a phase difference so as to generate alternating current in the traction motor winding section. The invention also provides a traction power supply system adopting the traction power transformation unit. By changing the power supply topological structure of the long stator linear motor, the design requirement on the converter and the performance index of a traction control system are reduced, so that more application scenes of the long stator linear synchronous motor are expanded.
Description
Technical Field
The invention relates to the field of rail transit, in particular to a traction power supply system of a magnetic-levitation train.
Background
The linear motor is a transmission device which directly converts electric energy into linear motion function and does not need an intermediate conversion mechanism. The long stator linear motor has the advantages of high thrust density, high efficiency, simple structure and the like, and is more and more widely concerned in the field of linear acceleration.
In the field of rail transit, a stator core and a winding of a long stator linear motor for providing a propelling force to a train are divided into a plurality of stator segments along a rail. Accordingly, the traction area between the two traction substations is divided into power supply zones corresponding to the stator segments, so that the traction control system drives a smaller motor at a time to reduce line losses. Specifically, the traction control system switches on or off a vacuum contactor in a specific stator switch cabinet according to the running speed, the operation interval and other conditions of the magnetic suspension vehicle, and is used for enabling a stator winding of the long stator linear motor to be provided with a power supply with variable amplitude and frequency, wherein the power supply generates a traveling wave magnetic field in the long stator winding and interacts with an excitation magnetic field generated by an electromagnet, so that the traction train runs and provides power necessary for running of the vehicle.
A conventional long stator linear motor feed circuit is shown in fig. 1 and 2: two traction substations in one traction subarea are connected in parallel for supplying power, energy is rectified and inverted by the traction substations and is output to two alternating current buses by an output transformer, and the long stator linear motor is supplied in a segmented mode by controlling the closing of a stator switch station.
The conventional feeding mode has at least two problems:
1) the line loss is large, and as the length of the feed cable is increased, the feed energy loss is increased, and the feed efficiency is reduced;
2) the feeding mode concentrates energy in a traction substation, supplies power to the stator section through a series of modes of rectification, inversion, boosting and the like and through the feeding bus, has relatively high performance requirements on main equipment such as a current transformation system, a control system, a stator switch and the like, and provides high requirements on system indexes such as switching time of the power supply section, real-time performance of traction synchronous control, synchronization of parallel output of the current transformer and the like. For suburbs and intercity lines with lower operation speed, the economic benefit and the social benefit are lower.
3) The control characteristic that only one train can run in one traction subarea seriously influences the transportation efficiency.
Disclosure of Invention
The main purposes of the invention are: by changing the power supply topological structure of the long stator linear motor, the design requirement of the converter and the performance index of a traction control system are reduced, so that more application scenes of the long stator linear synchronous motor are expanded.
The first aspect of the present invention provides a traction power transformation unit, which is connected to a power supply unit via a dc bus, and converts electric energy output from the power supply unit to the dc bus and supplies the converted electric energy to a traction motor winding section, the traction power transformation unit including: a first input switch, a first inverter and a first output switch; and a second input switch, a second inverter and a second output switch; and the first inverter and the second inverter are connected to the direct current bus via a first input switch and a second input switch, respectively, the first inverter and the second inverter are connected to a first power supply terminal and a second power supply terminal of the traction motor winding section via a first output switch and a second output switch, respectively, and the current supplied from the first power supply terminal and the current supplied from the second power supply terminal can have a phase difference so that an alternating current is generated in the traction motor winding section.
Preferably, the first input switch is connected to the first inverter via a first harmonic abatement device; and/or the second input switch is connected to the second inverter via a second harmonic abatement device.
The invention provides a traction power supply system of a magnetic-levitation train, which is used for supplying power to a traction motor of the magnetic-levitation train, wherein the traction motor is provided with N traction motor winding sections, and N is a positive integer; the magnetic-levitation train traction power supply system comprises: the power supply unit is used for outputting electric energy to the direct current bus; each traction power transformation unit is connected with the power supply unit through a direct current bus, and converts the electric energy output to the direct current bus by the power supply unit and supplies the converted electric energy to the corresponding traction motor winding section; the traction power transformation unit comprises: a first input switch, a first inverter and a first output switch; and a second input switch, a second inverter, a second output switch; and the first inverter and the second inverter are connected to the direct current bus via a first input switch and a second input switch, respectively, and the first inverter and the second inverter are connected to a first power supply terminal and a second power supply terminal of the traction motor winding section via a first output switch and a second output switch, respectively, and a current supplied from the first power supply terminal and a current supplied from the second power supply terminal can have a phase difference so that an alternating current is generated in the traction motor winding section.
Preferably, the first input switch is connected to the first inverter via a first harmonic abatement device; and/or the second input switch is connected to the second inverter via a second harmonic abatement device.
The novel feed mode of the long stator linear motor has the following advantages:
1) the direct current bus is adopted for power supply, a rectification link is omitted, and the traction power supply system is simpler in structure;
2) correspondingly, because a rectification link is eliminated, the design requirement of the converter is reduced, and the small converter can be adopted for scattered power supply. Therefore, when the capacity of the converter is not improved, the operation scene is more abundant. Meanwhile, the small-sized converter can be rapidly produced in batches in the engineering implementation stage.
3) The operation subareas can be completely divided according to the stator segments, so that the tracking interval of the train is greatly reduced, and the transport capacity is absolutely improved.
Drawings
The foregoing summary, as well as the following detailed description of the invention, will be better understood when read in conjunction with the appended drawings. It is to be noted that the appended drawings are intended as examples of the claimed invention. In the drawings, like reference characters designate the same or similar elements.
Fig. 1 shows a traction power transformation cabinet used in the prior art, which is used to convert electric energy output by a power supply unit and supply the converted electric energy to a traction motor winding section.
Fig. 2 shows a schematic diagram of a power supply topology of a long stator linear motor in the prior art.
Fig. 3 shows a schematic diagram of a traction power unit according to a first aspect of the invention.
Fig. 4 shows a schematic diagram of a traction power supply system of a second aspect of the invention.
Detailed Description
The detailed features and advantages of the present invention are described in detail in the detailed description which follows, and will be sufficient for anyone skilled in the art to understand the technical content of the present invention and to implement the present invention, and the related objects and advantages of the present invention will be easily understood by those skilled in the art from the description, claims and drawings disclosed in the present specification.
According to the invention, by changing the power supply topological structure of the long stator linear motor, the design requirement of the converter and the performance index of the traction control system are reduced, so that more application scenes of the long stator linear synchronous motor are expanded. Meanwhile, on the premise of ensuring safety and reliability, the minimum train tracking is realized.
Fig. 1 and 2 show schematic diagrams of the power supply topology of a long stator linear motor in the prior art. The traction substation A and the traction substation B respectively comprise two converter modules TCM, and each converter module at least comprises an input transformer, a rectifier, an inverter and an output transformer. The output transformer outputs alternating voltage to an alternating current bus, and then stator switch stations corresponding to each stator section are controlled to realize the sectional power supply of the long stator linear motor.
Fig. 3 shows a schematic diagram of a traction power converter unit TX according to a first aspect of the present invention, where the traction power converter unit TX is connected to a power supply unit PS via a dc bus DL, and converts electric energy output from the power supply unit PS to the dc bus DL and supplies the converted electric energy to a traction motor winding section LS. The stator core and the winding of the long stator linear motor for providing a propulsion force to a train are divided into a plurality of stator segments along a track, and the length of the stator segment of each long stator linear motor is about 200m-1200m according to the stator characteristics. Each stator segment has a winding that is a traction motor winding segment LS. The power supply unit PS is, for example, a trackside substation used in the conventional magnetic levitation power supply, and the trackside substation outputs a dc voltage through a transformer, and is generally used in the prior art to supply power to a communication base station, a power rail, and the like along a line. The power rail system is one of power supply equipment for supplying electric energy to a vehicle-mounted power grid of the magnetic-levitation train.
The traction power transformation unit TX includes: a first input switch SI1, a first inverter I1, and a first output switch SO 1; and a second input switch SI2, a second inverter I2, and a second output switch SO 2; and the first inverter I1 and the second inverter I2 are connected to the direct current bus DL via a first input switch SI1 and a second input switch SI2, respectively, the first inverter I1 and the second inverter I2 are connected to a first power supply terminal E1 and a second power supply terminal E2 of the traction motor winding section LS via a first output switch SO1 and a second output switch SO2, respectively, and the current supplied to the first power supply terminal E1 and the current supplied to the second power supply terminal E2 can have a phase difference SO that an alternating current is generated in the traction motor winding section LS.
Preferably, the first input switch SI1 is connected to the first inverter I1 via a first harmonic abatement device L1; and/or the second input switch SI2 is connected to the second inverter I2 via a second harmonic abatement device L2. The first harmonic suppression device L1 and the second harmonic suppression device L2 may be harmonic suppression devices widely used in the art, such as various filters, reactors, and the like.
Compared with the traction substation in the prior art, the traction power supply unit of the long-stator linear motor cancels the rectification process, but leads out a direct current bus from the trackside substation serving as the power supply unit, and the current passes through two input switches, a harmonic wave treatment device, an inverter and an output switch to two sides of a winding of a stator section of the traction motor. In other words, two ends of the winding of each stator segment are respectively connected with different inverters, and by controlling the phase difference of alternating currents output by the two different inverters, alternating currents can be generated in the winding of the stator segment and a traveling wave magnetic field is formed, so that the thrust control of the motor is realized.
Fig. 4 shows a schematic diagram of a traction power supply system embodying the second aspect of the present invention for supplying power to a traction motor of a magnetic-levitation train having N traction motor winding segments LS1, LS2 … … LSn, where N is a positive integer.
The magnetic-levitation train traction power supply system comprises: and the power supply unit PS is used for outputting electric energy to the direct current bus DL. The power supply unit PS is, for example, a trackside substation used in the conventional magnetic levitation power supply, and the trackside substation outputs a dc voltage through a transformer, and is generally used in the prior art to supply power to a communication base station, a power rail, and the like along a line. The power rail system is one of power supply equipment for supplying electric energy to a vehicle-mounted power grid of the magnetic-levitation train.
The magnetic-levitation train traction power supply system further comprises N traction power transformation units LC1 and LC2 … … LCn, wherein each traction power transformation unit is connected with the power supply unit PS through the direct-current bus DL, and converts the electric energy output by the power supply unit PS to the direct-current bus DL and supplies the converted electric energy to the corresponding traction motor winding section; for example, the first traction substation unit LC1 supplies power to the traction motor winding segment LS1, while the second traction substation unit LC2 supplies power to the traction motor winding segment LS2, and so on. In other words, in the traction power supply system according to the second aspect of the present invention, a traction power conversion unit is individually set for each stator segment. The N traction transformation units LC1 and LC2 … … LCn integrally replace the functions of a traction transformation substation and a stator switch cabinet in the prior art. Correspondingly, for the running control system of the magnetic suspension train adopting the traction power supply system of the second aspect of the invention, the running subareas can be completely divided according to the stator segments, thereby greatly reducing the tracking interval of the train and being beneficial to improving the transportation capacity.
The plurality of traction power transformation units are all traction power transformation units according to the first aspect of the present invention, and taking the first traction power transformation unit LS1 as an example, the traction power transformation unit includes: a first input switch SI1, a first inverter I1, and a first output switch SO 1; and a second input switch SI2, a second inverter I2, a second output switch SO 2; and the first inverter I1 and the second inverter I2 are connected to the direct current bus DL via a first input switch SI1 and a second input switch SI2, respectively, and the first inverter I1 and the second inverter I2 are connected to a first power supply E1 and a second power supply E2 of the traction motor winding section LS via a first output switch SO1 and a second output switch SO2, respectively, and the current supplied to the first power supply E1 and the current supplied to the second power supply E2 can have a phase difference, SO that an alternating current is generated in the traction motor winding section LS.
Preferably, the first input switch SI1 is connected to the first inverter I1 via a first harmonic abatement device L1; and/or the second input switch SI2 is connected to the second inverter I2 via a second harmonic abatement device L2. The first harmonic suppression device L1 and the second harmonic suppression device L2 may be harmonic suppression devices widely used in the art, such as filters, reactors, and the like.
In the traction power supply system of the second aspect of the present invention, the traction power transformation units, which are connected by the dc bus and integrated with the input switch, the harmonic suppression device, the low power inverter, and the output switch, are dispersedly disposed beside the track, and the potential difference output by the inverter is controlled by the traction power transformation units to form a current loop on the stator segment to drive the linear motor.
Compared with the power transformation unit in the traction substation in the prior art, the traction power transformation unit which cancels the rectification step in the prior art is simpler in structure, and adopts the miniaturized traction power transformation unit to dispersedly supply power in comparison with the prior art, and the miniaturized traction power transformation unit can be rapidly produced in batches in the engineering implementation stage.
The terms and expressions which have been employed herein are used as terms of description and not of limitation. The use of such terms and expressions is not intended to exclude any equivalents of the features shown and described (or portions thereof), and it is recognized that various modifications may be made within the scope of the claims. Other modifications, variations, and alternatives are also possible. Accordingly, the claims should be looked to in order to cover all such equivalents.
Also, it should be noted that although the present invention has been described with reference to the current specific embodiments, it should be understood by those skilled in the art that the above embodiments are merely illustrative of the present invention, and various equivalent changes or substitutions may be made without departing from the spirit of the present invention, and therefore, it is intended that all changes and modifications to the above embodiments be included within the scope of the claims of the present application.
Claims (4)
1. A traction power transformation unit which is connected to a power supply unit via a DC bus, converts electric energy output from the power supply unit to the DC bus, and supplies the converted electric energy to a traction motor winding section, the traction power transformation unit comprising:
a first input switch, a first inverter and a first output switch; and
a second input switch, a second inverter and a second output switch; and is
The first inverter and the second inverter are connected to the direct current bus via the first input switch and the second input switch, respectively, the first inverter and the second inverter are connected to a first power supply terminal and a second power supply terminal of the traction motor winding section via the first output switch and the second output switch, respectively, and a current supplied from the first power supply terminal and a current supplied from the second power supply terminal can have a phase difference so that an alternating current is generated in the traction motor winding section.
2. The traction power conversion unit of claim 1, wherein:
the first input switch is connected to the first inverter via a first harmonic suppression device; and/or
The second input switch is connected to the second inverter via a second harmonic suppression device.
3. A traction power supply system of a magnetic-levitation train is used for supplying power to a traction motor of the magnetic-levitation train, wherein the traction motor is provided with N traction motor winding sections, and N is a positive integer; the magnetic-levitation train traction power supply system comprises:
the power supply unit is used for outputting electric energy to the direct current bus;
each traction power transformation unit is connected with the power supply unit through the direct current bus, and converts the electric energy output to the direct current bus by the power supply unit and supplies the converted electric energy to a corresponding traction motor winding section; the traction power transformation unit includes:
a first input switch, a first inverter and a first output switch; and
the second input switch, the second inverter and the second output switch; and is
The first inverter and the second inverter are connected to the direct current bus via the first input switch and the second input switch, respectively, the first inverter and the second inverter are connected to a first power supply terminal and a second power supply terminal of the traction motor winding section via the first output switch and the second output switch, respectively, and a current supplied from the first power supply terminal and a current supplied from the second power supply terminal can have a phase difference so that an alternating current is generated in the traction motor winding section.
4. The traction power supply system according to claim 3, wherein:
the first input switch is connected to the first inverter via a first harmonic suppression device; and/or
The second input switch is connected to the second inverter via a second harmonic suppression device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811249224.0A CN111098714A (en) | 2018-10-25 | 2018-10-25 | Traction power transformation unit and traction power supply system |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811249224.0A CN111098714A (en) | 2018-10-25 | 2018-10-25 | Traction power transformation unit and traction power supply system |
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| CN111098714A true CN111098714A (en) | 2020-05-05 |
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| CN201811249224.0A Pending CN111098714A (en) | 2018-10-25 | 2018-10-25 | Traction power transformation unit and traction power supply system |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113479069A (en) * | 2021-07-28 | 2021-10-08 | 中铁第四勘察设计院集团有限公司 | Bilateral series power supply system and method for high-speed magnetic levitation traffic |
| CN114074558A (en) * | 2020-07-30 | 2022-02-22 | 株洲中车时代电气股份有限公司 | Distributed magnetic suspension traction control system |
| CN114104048A (en) * | 2020-08-25 | 2022-03-01 | 中车株洲电力机车研究所有限公司 | High-speed magnetic levitation ground control system, method and device and centralized control equipment |
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| DE2806601A1 (en) * | 1978-02-16 | 1979-08-23 | Weh Herbert | Sync. linear motor with stationary windings - incorporates DC transmission and local inverters of modular form |
| CN105904987A (en) * | 2016-04-28 | 2016-08-31 | 中车大连电力牵引研发中心有限公司 | City rail traffic traction system |
| CN107925339A (en) * | 2015-06-16 | 2018-04-17 | 创新传动技术股份公司 | Linear motor driven system |
| US20190193757A1 (en) * | 2016-08-30 | 2019-06-27 | Crrc Zhuzhou Locomotive Co., Ltd | Diesel multiple unit, and electricity supply system and traction control method therefor |
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2018
- 2018-10-25 CN CN201811249224.0A patent/CN111098714A/en active Pending
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2806601A1 (en) * | 1978-02-16 | 1979-08-23 | Weh Herbert | Sync. linear motor with stationary windings - incorporates DC transmission and local inverters of modular form |
| CN107925339A (en) * | 2015-06-16 | 2018-04-17 | 创新传动技术股份公司 | Linear motor driven system |
| CN105904987A (en) * | 2016-04-28 | 2016-08-31 | 中车大连电力牵引研发中心有限公司 | City rail traffic traction system |
| US20190193757A1 (en) * | 2016-08-30 | 2019-06-27 | Crrc Zhuzhou Locomotive Co., Ltd | Diesel multiple unit, and electricity supply system and traction control method therefor |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114074558A (en) * | 2020-07-30 | 2022-02-22 | 株洲中车时代电气股份有限公司 | Distributed magnetic suspension traction control system |
| CN114074558B (en) * | 2020-07-30 | 2024-03-01 | 株洲中车时代电气股份有限公司 | Distributed magnetic levitation traction control system |
| CN114104048A (en) * | 2020-08-25 | 2022-03-01 | 中车株洲电力机车研究所有限公司 | High-speed magnetic levitation ground control system, method and device and centralized control equipment |
| CN114104048B (en) * | 2020-08-25 | 2023-09-08 | 中车株洲电力机车研究所有限公司 | High-speed magnetic levitation ground control system, method and device and centralized control equipment |
| CN113479069A (en) * | 2021-07-28 | 2021-10-08 | 中铁第四勘察设计院集团有限公司 | Bilateral series power supply system and method for high-speed magnetic levitation traffic |
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