CN111775972B - High-reliability locomotive electric transmission system and control method thereof - Google Patents
High-reliability locomotive electric transmission system and control method thereof Download PDFInfo
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- CN111775972B CN111775972B CN202010569975.1A CN202010569975A CN111775972B CN 111775972 B CN111775972 B CN 111775972B CN 202010569975 A CN202010569975 A CN 202010569975A CN 111775972 B CN111775972 B CN 111775972B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C3/00—Electric locomotives or railcars
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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
- B60L9/00—Electric propulsion with power supply external to the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C3/00—Electric locomotives or railcars
- B61C3/02—Electric locomotives or railcars with electric accumulators
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
- H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
- H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
- H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
- H02J9/061—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems for DC powered loads
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
- H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
- H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
- H02J9/068—Electronic means for switching from one power supply to another power supply, e.g. to avoid parallel connection
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
- H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
- H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
- H02J9/08—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems requiring starting of a prime-mover
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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
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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Abstract
The invention relates to a locomotive electric transmission system, in particular to a high-reliability locomotive electric transmission system and a control method thereof. The problem of the relatively poor power supply redundancy ability of the traction system of the existing locomotive electric transmission system is solved, and the problem that the direct current side of a train power supply system contains secondary pulsation is solved. The high-reliability locomotive electric transmission system comprises a transformer, a traction system, a train power supply system, a diesel generator power supply system and a storage battery. According to the invention, through the modes of multilayer redundant main circuit topology design, multilayer redundant control switching and the like, the reliability and flexibility of a traction system and a train power supply system are greatly improved, and the riding comfort and convenience of passengers are improved; the invention has the capability of providing long-time and short-time power supply for the traction system, greatly reduces the urgent probability of the locomotive and improves the flexibility and the safety of the locomotive.
Description
Technical Field
The invention relates to a locomotive electric transmission system, in particular to a high-reliability locomotive electric transmission system and a control method thereof.
Background
The locomotive electric transmission system comprises a traction system, an auxiliary system and a train power supply system. In plateau and remote areas of China, when the power supply of the bow net is interrupted due to various reasons, the traction system still needs to operate for a long time and can enable a locomotive to have power to drive away from a tunnel and a bridge under extreme conditions; the train power supply system needs to have uninterrupted power supply capacity, and particularly in a tunnel, an oxygen generator, a heating system and the like need to work normally so as to avoid the conditions of oxygen deficiency and frostbite of passengers.
The traction system of the traditional locomotive and the four-quadrant rectification power supply scheme have high-power traction capacity under normal pantograph network power supply, and when the pantograph network power supply is interrupted, the locomotive power completely disappears, and the traction system does not have redundancy capacity, has poor flexibility and is not suitable for remote areas such as mountains, plateaus and the like. Although the train power supply system with the four-quadrant rectification can provide stable direct current, the requirement on the parameter design of a circuit is high, the direct current side of the four-quadrant rectification contains secondary pulsation, the load current is easy to vibrate when the load is suddenly switched on and cut off, and resonance is easy to generate when the load is serious, so that the normal operation of train power supply is influenced. Especially, in a winter operation mode, the heating resistor is a resistive element, and large current impact is generated during sudden switching, so that the isolation contactor is subjected to working conditions such as false tripping.
Disclosure of Invention
The invention solves the problems of poor power supply redundancy capability of a traction system of the conventional locomotive electric transmission system and secondary pulsation on a direct current side of a train power supply system, and provides a high-reliability locomotive electric transmission system and a control method thereof. The invention can switch power supply among a traction system, a train power supply system and a redundant system, provides a topological structure of train power supply main circuits of AC-DC, DC-DC and DC-AC with high power supply quality, and fully ensures the reliability of the whole train traction and train power supply system.
The invention is realized by adopting the following technical scheme: the high-reliability locomotive electric transmission system comprises a transformer, a traction system, a train power supply system, a diesel generator power supply system and a storage battery;
the primary side of the transformer is connected with the bow net and is provided with a plurality of secondary sides; the traction system and the train power supply system respectively take power from the secondary side of the transformer;
the train power supply system comprises a power supply circuit 1, wherein the power supply circuit 1 comprises a four-quadrant converter 1, the input of the four-quadrant converter 1 is used for taking power from the secondary side of a transformer, the positive electrode of the direct current output of the four-quadrant converter 1 is connected with an IGBT3 in series, the negative electrode of a freewheeling diode in anti-parallel connection of the IGBT3 and the negative electrode of the four-quadrant converter 1 are used as the positive and negative output ends of the power supply circuit 1 to supply power to a train load 1 (comprising auxiliary inversion, illumination, an air conditioner, an oxygen generator, electric heating equipment and the like); the positive and negative ends of the storage battery are connected to the positive and negative output ends of the power supply circuit 1 through a contactor KM 2;
the diesel generator power supply system comprises a diesel engine and a generator, the storage battery provides electric energy for the soft start of the diesel generator power supply system through a contactor KM3, and the output of the generator is connected to the positive and negative output ends of the power supply circuit 1 through a contactor KM4 after being rectified.
When the traction system works, when the pantograph net is normally powered, the traction system is normally powered by the pantograph net through the transformer; the contactor KM2 is closed, the contactor KM3 and the contactor KM4 are disconnected, the IGBT3 driving pulse in the power supply circuit 1 is in a low-level signal and is in a disconnected state, and only the freewheeling diode connected in anti-parallel is used for follow current, so that the power supply is carried out on the train load 1, and meanwhile, the storage battery is charged; the charged storage battery is equivalent to an Uninterruptible Power Supply (UPS) of the train load 1; in the phase of locomotive passing neutral section, the bow net is in a power-off state, and the storage battery supplies power to the train load 1; after passing through the neutral section, switching to the normal power supply working condition, and avoiding the influence caused by frequent starting of the train load 1 when passing through the neutral section;
when four-quadrant converter 1 damaged under the bow net power supply, need adopt diesel generator power supply system to carry out long term power supply for train load 1: the KM2/KM4 is disconnected, the KM3 is closed, energy is provided for a diesel generator power supply system to realize self-starting, the KM3 is disconnected after starting is completed, the KM2/KM4 is closed, the diesel generator power supply system supplies power to a train load 1, and the storage battery recovers the UPS function of the storage battery;
under the non-bow net power supply, the contactor KM3 and the contactor KM4 are closed, a diesel generator power supply system is started, and the IGBT3 drives pulses to be high-level signals and is in a conducting state; while the diesel generator power supply system supplies power to the train load 1, the power is supplied to the traction system through the IGBT3, the inversion of the four-quadrant converter 1 and the coupling of the transformer, and the power is charged to the storage battery;
under the non-bow net power supply, when the diesel generator power supply system has a problem, the storage battery replaces the diesel generator power supply system to supply power for the traction system in a short emergency. The vehicle is pulled away from the bridge or the tunnel by itself.
Further, the power supply circuit 1 further includes a chopper 1 for DC/DC boost composed of an inductor L1 and an IGBT1, the chopper 1 being connected between the IGBT3 and the four-quadrant converter 1. The chopper 1 can improve the power supply quality of the power supply circuit 1.
Still further, still include the power supply circuit 2 the same with power supply circuit 1 structure, namely the power supply circuit 2 includes the four-quadrant converter 2 connected sequentially, chopper 2 and IGBT4 formed by inductance L2 and IGBT2, the input of the four-quadrant converter 2 gets electricity from the transformer secondary, the positive and negative carry-out terminal of the power supply circuit 2 supplies power for the train load 2; a contactor KM1 is connected between the positive and negative output ends of the power supply circuit 1 and the power supply circuit 2. The power supply redundancy of the train power supply system can be increased by arranging the power supply circuit 2. When the four-quadrant converter 1 or the four-quadrant converter 2 is damaged, the KM1 can be closed to start the parallel working condition, so that the power supply circuit 1 or the power supply circuit 2 supplies power to the two groups of train loads, and the normal operation of the two groups of loads is ensured; meanwhile, the storage battery can be normally charged, the storage battery feed is prevented, and the UPS function of the storage battery is ensured to be reliable. Under the condition of bow net power supply, the IGBT1 in the chopper 1 or the IGBT2 in the chopper 2 is damaged, and the KM1 can be closed to start a parallel working condition. Similarly, under the power supply of the diesel generator power supply system or the power supply of a storage battery, the KM1 is closed to start the parallel operation condition according to the damage condition of the four-quadrant converter 1 or the four-quadrant converter 2 and the damage condition of the IGBT1 in the chopper 1 or the IGBT2 in the chopper 2.
Furthermore, a contactor KM5 is connected between the positive and negative output ends of the power supply circuit 1 and the train load 1; a contactor KM6 is connected between the positive and negative output ends of the power supply circuit 2 and the train load 2 so as to facilitate the switching of the train load.
According to the invention, through the modes of multilayer redundant main circuit topology design, multilayer redundant control switching and the like, the reliability and flexibility of a traction system and a train power supply system are greatly improved, and the riding comfort and convenience of passengers are improved; the invention has the capability of providing long-time and short-time power supply for the traction system, greatly reduces the urgent probability of the locomotive and improves the flexibility and the safety of the locomotive.
Drawings
Fig. 1 is a main circuit topology structure diagram of the locomotive electric transmission system of the invention.
Detailed Description
1. Fig. 1 is a main circuit topology structure of a locomotive electric transmission system, which comprises a transformer, a traction system, a train power supply system, a diesel generator power supply system and a storage battery. The transformer is provided with four secondary sides T1, T2, T3 and T4, the T1 and the T2 are used for taking electricity by a traction system, and the T3 and the T4 are used for taking electricity by the power supply circuit 1 and the power supply circuit 2; the traction system mainly provides energy for a traction motor and provides driving force for a locomotive, and comprises a pre-charging contactor K1/K2, a pre-charging resistor R1/R2, a main contactor K3/K4, a traction converter system and the traction motor; the train power supply system provides electric energy for auxiliary equipment, storage batteries, lighting, an air conditioner, an oxygen generator, electric heating and the like, and comprises a pre-charging contactor K5/K6, a pre-charging resistor R5/R6, a main contactor K7/K8, a four-quadrant converter 1/2, a chopper 1/2, a supporting capacitor C1/C2, a supporting capacitor C3/C4 and an IGBT3/IGBT4, wherein the chopper 1 is composed of an inductor L1 and an IGBT1, and the chopper 2 is composed of an inductor L2 and an IGBT 2. The diesel generator power supply system mainly comprises a diesel generator and a three-phase rectification system; the storage battery is used for storing electric energy and supplying the electric energy to the load in an over-phase separation stage; on the other hand, the soft start of the diesel generator is provided with electric energy.
2. The train power supply system adopts a main circuit topology mode of a four-quadrant converter and a boost chopper, wherein secondary sides of a transformer directly take power, the four-quadrant converter 1 and the four-quadrant converter 2 carry out AC-DC or DC-AC electric energy conversion, and the DC output voltage level is DC 500V; the boost chopper 1 and the boost chopper 2 realize DC-DC electric energy conversion, high-quality direct current with the voltage level of DC600V is provided for the rear-stage train load 1 and the train load 2, and at the moment, the driving pulse of the IGBT3 and the IGBT4 is low-level signals, so that the IGBT3 and the IGBT4 are ensured to be in a disconnected state. After the four-quadrant converter 1 and the four-quadrant converter 2 are started, the completion signals are respectively transmitted to the chopper 1 and the chopper 2, and after the chopper 1 and the chopper 2 receive the completion signals, the chopper is started to increase the voltage to 600V according to a specific slope.
3. The traction system and the train power supply system are both provided with two sets of standby redundant power supply equipment, namely a diesel generator power supply system and a storage battery, wherein the diesel generator power supply system can provide long-term power supply for the traction system and the train power supply system, and the storage battery can provide short-term power supply for the traction system and the train power supply system. And in the normal bow net working condition, a DC600V high-quality voltage source is provided for a rear-stage load after conversion of the four-quadrant converter and the chopper, the storage battery is connected at the front stage of the train power supply load and charges the storage battery, and the storage battery after charging is equivalent to an Uninterruptible Power Supply (UPS) of the train power supply load. In the phase-splitting passing stage of the locomotive, the bow net is in a power-off state, and the power is supplied to the rear-stage load by adopting the working condition of the storage battery power supply; after the excessive phase separation is finished, the normal power supply working condition is switched, so that the influence of the excessive phase on the rear-stage load and the impact of the frequent starting of the load on the front-stage control and devices are avoided.
4. Normal bow net power supply, if the four-quadrant converter 1 or the four-quadrant converter 2 is damaged, the parallel working condition can be started, the power supply circuit 1 or the power supply circuit 2 can supply power for two groups of loads, and the normal operation of the two groups of loads is ensured; meanwhile, the storage battery can be normally charged, the storage battery feed is prevented, and the UPS function of the storage battery is ensured to be reliable.
5. The method comprises the steps that power is supplied through a normal bow net, when a train conductor performs marshalling operation, the long marshalling operation working condition is started, the parallel working condition is started after a load 2 is cut off, a power supply circuit 1 and a power supply circuit 2 of a train A supply power for two loads 1 of two trains, and a power supply circuit 1 and a power supply circuit 2 of a train B supply power for the loads 2 of the two trains; or after the load 1 is cut off, starting the parallel working condition, supplying power to the two loads 2 of the two trains by the power supply circuit 1 and the power supply circuit 2 of the train B, and supplying power to the loads 1 of the two trains by the power supply circuit 1 and the power supply circuit 2 of the train A.
6. Under the condition of bow net power supply, if the IGBT1 in the chopper 1 or the IGBT2 in the chopper 2 is damaged, two conversion working conditions exist at the moment, one is a four-quadrant converter boosting working condition, namely, a direct current bus voltage command value of the four-quadrant converter 1 or the four-quadrant converter 2 is set to be 600V; the other one is that the parallel working condition is started by closing the contactor KM1, and the boosting working condition of the four-quadrant converter is higher in priority than the parallel working condition.
7. Under the power supply of the pantograph, when the four-quadrant converter 1 and the four-quadrant converter 2 are completely damaged, a diesel generator power supply system is adopted for long-time power supply; the storage battery is disconnected from the load, the diesel generator power supply system is connected to provide energy for the storage battery to realize self-starting of the diesel engine, the storage battery is cut off and connected with the storage battery after the diesel generator power supply system is started, the storage battery is recovered to be connected with the load, the diesel generator power supply system supplies power for the load, and the storage battery recovers the UPS function of the storage battery.
8. Under the non-bow net power supply, when the diesel generator power supply system is normal, the power supply system not only can supply power for a train power supply load, but also can keep the IGBT3/IGBT4 in a conducting state, a path is provided for energy to flow reversely, and power supply for a traction system is realized through a four-quadrant inversion and transformer self-coupling mode. At the moment, no bow net voltage exists, the four quadrants work in an inversion state, a required net voltage signal comes from program construction, and the voltage is boosted by the transformer through self coupling under the inversion working condition, so that the secondary side of the transformer of the traction system is electrified, and electric energy is provided for the traction system. In order to ensure that the two four-quadrant construction power grid phases have no phase difference, two-path four-quadrant rectification control is completed in one control unit.
9. Under the non-bow net power supply, when diesel generator power supply system goes wrong, if the train is in a bridge or a tunnel at the moment, the emergency working condition can be started. The emergency working condition is that after the unnecessary equipment in the power supply load of the train is stopped, the storage battery replaces a diesel generator power supply system to provide energy for the traction motor, and short emergency traction is carried out to drag the train away from the bridge or the tunnel.
10. The switching can be carried out in an automatic mode and a manual mode, when the standby power supply and the working mode are in an automatic switching mode, the standby power supply and the working mode are automatically adjusted through priority and logic judgment, and after the switching is finished, the switched working condition is uploaded to a control console for display; when the switching device is in a manual switching mode, a driver selects working conditions through the driver console, after one working condition is selected, the related action execution is automatically carried out according to the working condition, the switching result is displayed on the driver console, and the related contactor does not need to be directly controlled and operated.
11. The working conditions are divided into a summer mode and a winter mode, after the train control unit is started, the summer mode or the winter mode is selected through voice prompt, and only after one mode is selected, program self-checking can be carried out. The main difference between the summer mode and the winter mode is that the input sequence of the load is different, and in the summer mode, the train is suddenly started after the power supply starting is finished and reaches the set output voltage, namely no-load starting is carried out; in winter mode, load is required to be put into firstly, then power supply is started to set voltage, and on-load starting, namely soft starting, can be carried out.
Further described below:
1. under the power supply of a bow net, after a train control unit is started, a summer mode or a winter mode is selected through voice prompt, and after the selection is completed, program self-checking is carried out. The traction control system is controlled to be completely the same in the summer mode and the winter mode, electricity is obtained through T1 and T2 on the secondary side of the transformer, and power is provided for respective traction motors after electric energy conversion is carried out through the traction converter, so that locomotive traction is realized. In a winter mode, a train power supply system is disconnected with KM1/KM2/KM3/KM4, a load contactor KM5/KM6 is closed, electricity is taken through T3 and T4 on the secondary side of a transformer, a pre-charging contactor K5/K6 is closed, a main contactor K7/K8 is closed after 1.5s, and when the voltage of a capacitor C1/C2 reaches 1.3 times of the voltage of the secondary side of the transformer, a four-quadrant converter 1 and a four-quadrant converter 2 are started; after C1/C2 reaches 500V, the chopper 1 and the chopper 2 are started, and when the voltage of C3/C4 reaches 600V, the KM2 is closed to supply power for the storage battery and the load; wherein R5/R6 are pre-charge resistors; in summer mode, KM1/KM2/KM3/KM4 is disconnected, a load contactor KM5/KM6 is disconnected, electricity is got through T3 and T4 on the secondary side of the transformer, a pre-charging contactor K5/K6 is closed, a main contactor K7/K8 is closed after 1.5s, and when the voltage of a capacitor C1/C2 reaches 1.3 times of the voltage of the secondary side of the transformer, the four-quadrant converter 1 and the four-quadrant converter 2 are started; starting the chopper 1 and the chopper 2 after the four-quadrant converter 1 and the four-quadrant converter 2 are started; after the chopper 1 and the chopper 2 were started, the contactors were sequentially closed at an interval of 0.5s, and KM2/KM5/KM6 was used.
2. Under the normal bow net power supply, the electric energy is converted through the four-quadrant converter 1, the four-quadrant converter 2, the chopper 1 and the chopper 2, the DC600V high-quality direct current is provided for the train load 1 and the train load 2, the driving pulse of the IGBT3/IGBT4 at the moment is a low-level signal, the disconnection state of the train is ensured, and only the anti-parallel diode is used for follow current. The KM2 is in a closed state and charges a storage battery; when the locomotive is in an excessive phase (the pantograph network loses power), the KM1 is closed, and the storage battery supplies power to the train load 1 and the train load 2, so that the normal operation of the two groups of loads is ensured; after the excessive phase separation is completed, KM1 is disconnected, the storage battery is in a charging state, and the UPS function is recovered.
3. Under the condition of pantograph network power supply, if the four-quadrant converter 1 or the four-quadrant converter 2 is damaged, the KM1 can be closed to start the parallel working condition, so that the power supply circuit 1 or the power supply circuit 2 supplies power to the train load 1 and the train load 2, and the normal operation of the two groups of loads is ensured; meanwhile, the storage battery can be normally charged, the storage battery feed is prevented, and the UPS function of the storage battery is ensured to be reliable.
4. When the train is in long marshalling operation, the long marshalling operation working condition is started, the load 2 of the train is cut off, the parallel working condition is started by closing the KM1, and the power supply circuit 1 and the power supply circuit 2 of the train supply power for the train load 1 of the two trains; the load 1 of the other train is cut off, the KM1 is closed to start the parallel working condition, and the power supply circuit 1 and the power supply circuit 2 of the other train supply power for the train load 2 of the two trains; or the train cuts off the load 1, closes the KM1 and starts the parallel working condition, and the power supply circuit 1 and the power supply circuit 2 of the train supply power for the train load 2 of the two trains; the other train cuts off the load 2, and the KM1 is closed to start the parallel working condition, and the power supply circuit 1 and the power supply circuit 2 of the other train supply power for the train load 1 of the two trains.
5. Under the condition of bow net power supply, if the IGBT1 in the chopper 1 or the IGBT2 in the chopper 2 is damaged, two switching working conditions exist at the moment, and the chopper is normal and keeps the original working condition; the chopper damage has two working conditions which can be selected, one is the boosting working condition of the four-quadrant converter in the power supply circuit with the chopper damage, namely the pulse feedback fault signal of the IGBT1 or the IGBT2 (after multiple resets, when the pulse feedback fault is still reported, the IGBT damage is confirmed) is taken as a trigger signal, the output voltage instruction value of the four-quadrant converter in the power supply circuit with the chopper damage is automatically accumulated to 600V in fixed step length, which is equivalent to that the chopper function is directly realized by four quadrants, and the cost is that the power supply quality is slightly reduced; the other is that a main contactor K7 or K8 of a power supply circuit damaged by the chopper is disconnected, KM1 is closed, and a parallel working condition is adopted; the priority of the two working conditions is the high priority of the four-quadrant boosting working condition and the parallel working condition; under the four-quadrant boosting working condition, when the four-quadrant converter is damaged, the four-quadrant converter enters the parallel working condition, and the power supply reliability is ensured.
6. When four-quadrant converter 1 and four-quadrant converter 2 all damaged under the bow net power supply, disconnection main contactor K7, K8 and precharge contactor K5, K6 need adopt diesel generator power supply system to carry out the long-term power supply for train load 1 and train load 2: the KM1/KM2/KM4 is disconnected, the KM3 is closed, energy is provided for a diesel generator power supply system to realize self-starting, the KM3 is disconnected after starting is completed, the KM1/KM2/KM4 is closed, the diesel generator power supply system supplies power for a train load 1 and a train load 2, and the storage battery recovers the UPS function and provides short-time power supply. When the KM3 is blocked, the contactor KM2/KM4 is closed, the storage battery is connected, and self-starting electric energy is provided for a diesel generator power supply system; if the KM4 is subjected to a card score, the contactor KM2/KM3 is closed to carry out power connection through a storage battery; if the KM2 is subjected to a stuck point, the contactor KM3/KM4 is closed to provide an electric energy path of a storage battery for a diesel generator power supply system.
7. Under the non-bow network power supply, when a diesel generator power supply system is normal, the KM1, the KM2, the KM4, the KM5 and the KM6 are closed, and when the power is supplied to a train load 1 and a train load 2, the power is supplied to a traction system: the high level of the IGBT3/IGBT4 is in a conducting state, a path is provided for energy to flow reversely, and the high level is connected to the direct current output ends of the four-quadrant converter 1 and the four-quadrant converter 2 through an inductor L1 and an inductor L2; at the moment, no pantograph voltage exists, the four-quadrant converter 1 and the four-quadrant converter 2 work in an inversion state, required network voltage signals come from program construction (the program constructs a simulated pantograph 50Hz signal by itself), transformer self-coupling boosting is carried out under the inversion working condition, the secondary side of a transformer of the traction system is electrified, pre-charging is carried out through control logic closing K1/K2, and then a main contactor K3/K4 is closed to provide electric energy for the traction system. In order to ensure that no phase difference exists between the phases of the power grid constructed by the four-quadrant converter 1 and the four-quadrant converter 2, inversion control of the four-quadrant converter 1 and the four-quadrant converter 2 is completed in one control unit, namely control is performed by using the same phase and phase angle.
8. When the non-bow net power supply is converted into bow net power supply, the traction system and the train power supply system are stopped, and the diesel generator power supply system is kept working normally; after the shutdown is completed, the IGBT3/IGBT4 is at a low level and is in a disconnected state, the contactor KM3/KM4 is disconnected, and the battery is used for supplying power to the train load 1 and the train load 2 when the contactor KM1/KM2 is closed; at the moment, the power supply circuit 1 and the power supply circuit 2 are normally started by adopting the pantograph network voltage phase, switching can be completed by disconnecting the KM1 after the start is completed, and the power supply system of the diesel generator is stopped; and if the starting fails, restarting again, and after two times of restarting failures, reclosing the KM1/KM2/KM4 and supplying power by adopting a diesel generator power supply system under a non-bow network.
9. Under the non-bow net power supply, when diesel generator power supply system goes wrong, if the train is in a bridge or a tunnel at the moment, the emergency working condition can be started. In the emergency working condition, after unnecessary equipment in a train power supply load is cut off, the storage battery replaces a diesel generator power supply system, and the traction system is set to provide energy in the step 7, so that the vehicle is dragged away from a bridge or a tunnel by self in a short emergency traction mode.
10. The switching can be realized in an automatic mode and a manual mode, and when the standby power supply is in an automatic switching mode, the standby power supply and the working mode are automatically adjusted through priority and logic judgment; when the contactor is in a manual switching mode, a driver selects working conditions through the driver console, and after one working condition is selected, the related action execution is automatically carried out according to the working condition without directly controlling and operating the related contactor.
Claims (10)
1. A high-reliability locomotive electric transmission system is characterized by comprising a transformer, a traction system, a train power supply system, a diesel generator power supply system and a storage battery;
the primary side of the transformer is connected with the bow net and is provided with a plurality of secondary sides; the traction system and the train power supply system respectively take power from the secondary side of the transformer;
the train power supply system comprises a power supply circuit 1, wherein the power supply circuit 1 comprises a four-quadrant converter 1, the input of the four-quadrant converter 1 is used for taking power from the secondary side of a transformer, the positive electrode of the direct current output of the four-quadrant converter 1 is connected with an IGBT3 in series, the negative electrode of a freewheeling diode in anti-parallel connection of the IGBT3 and the negative electrode of the four-quadrant converter 1 are used as the positive and negative output ends of the power supply circuit 1, and the power supply circuit 1 supplies power to a train load 1; the positive and negative ends of the storage battery are connected to the positive and negative output ends of the power supply circuit 1 through a contactor KM 2;
the diesel generator power supply system comprises a diesel engine and a generator, the storage battery provides electric energy for the soft start of the diesel generator power supply system through a contactor KM3, and the output of the generator is connected to the positive and negative output ends of the power supply circuit 1 through a contactor KM4 after being rectified.
2. The high reliability locomotive electric drive system according to claim 1, characterized in that the power supply circuit 1 further comprises a chopper 1 for DC-DC boost composed of an inductor L1 and an IGBT1, the chopper 1 being connected between the IGBT3 and the four-quadrant converter 1.
3. The high-reliability locomotive electric transmission system according to claim 2, characterized by further comprising a power supply circuit 2 having the same structure as the power supply circuit 1, wherein the power supply circuit 2 comprises a four-quadrant converter 2, a chopper 2 consisting of an inductor L2 and an IGBT2, and an IGBT4 which are connected in sequence, the input of the four-quadrant converter 2 is powered from the secondary side of the transformer, and the positive and negative output ends of the power supply circuit 2 are used for supplying power to the train load 2; a contactor KM1 is connected between the positive and negative output ends of the power supply circuit 1 and the power supply circuit 2.
4. The high reliability locomotive electric transmission system according to claim 3, characterized in that a contactor KM5 is connected between the positive and negative output terminals of the power supply circuit 1 and the train load 1; a contactor KM6 is connected between the positive and negative output ends of the power supply circuit 2 and the train load 2.
5. The high reliability locomotive electric drive system of claim 4,
the transformer is provided with four secondary sides T1, T2, T3 and T4, the T1 and the T2 are used for taking electricity by a traction system, and the T3 and the T4 are used for taking electricity by the power supply circuit 1 and the power supply circuit 2;
the power supply circuit 1 of the train power supply system is also provided with a pre-charging circuit which is composed of a pre-charging contactor K5, a pre-charging resistor R5 and a main contactor K7 in front of a four-quadrant converter 1, a supporting capacitor C1 is arranged between the four-quadrant converter 1 and a chopper 1, and a supporting capacitor C3 is connected between the positive and negative output ends of the power supply circuit 1; the power supply circuit 2 is also provided with a pre-charging circuit which is composed of a pre-charging contactor K6, a pre-charging resistor R6 and a main contactor K8 in front of the four-quadrant converter 2, a supporting capacitor C2 is arranged between the four-quadrant converter 2 and the chopper 2, and a supporting capacitor C4 is connected between the positive output end and the negative output end of the power supply circuit 2;
the four-quadrant converter 1 and the four-quadrant converter 2 carry out AC-DC or DC-AC electric energy conversion, and the DC output voltage level is DC 500V; the chopper 1 and the chopper 2 realize DC-DC electric energy conversion, and provide DC600V direct current with voltage level for the train load 1 and the train load 2 at the later stage.
6. The method of claim 1 wherein the traction system is normally powered by the pantograph via the transformer when the pantograph is normally powered; the contactor KM2 is closed, the contactor KM3 and the contactor KM4 are disconnected, the IGBT3 driving pulse in the power supply circuit 1 is in a low-level signal and is in a disconnected state, and only the freewheeling diode connected in anti-parallel is used for follow current, so that the power supply is carried out on the train load 1, and meanwhile, the storage battery is charged; the charged storage battery is equivalent to an uninterrupted power supply of the train load 1; in the phase of locomotive passing neutral section, the bow net is in a power-off state, and the storage battery supplies power to the train load 1; after passing through the neutral section, switching to the normal power supply working condition, and avoiding the influence caused by frequent starting of the train load 1 when passing through the neutral section;
when four-quadrant converter 1 damaged under the bow net power supply, need adopt diesel generator power supply system to carry out long term power supply for train load 1: the KM2 and the KM4 are disconnected, the KM3 is closed, energy is provided for a diesel generator power supply system to realize self-starting, the KM3 is disconnected after starting is completed, the KM2 and the KM4 are closed, the diesel generator power supply system supplies power to a train load 1, and the storage battery recovers the UPS function of the storage battery;
under the non-bow net power supply, the contactor KM3 and the contactor KM4 are closed, a diesel generator power supply system is started, and the IGBT3 drives pulses to be high-level signals and is in a conducting state; while the diesel generator power supply system supplies power to the train load 1, the power is supplied to the traction system through the IGBT3, the inversion of the four-quadrant converter 1 and the coupling of the transformer, and the power is charged to the storage battery;
under the non-bow net power supply, when the diesel generator power supply system has a problem, the storage battery replaces the diesel generator power supply system to supply power for the traction system in a short emergency.
7. The method of controlling a high reliability locomotive electric drive system of claim 5, characterized by the steps of:
1) under the power supply of a normal bow net, electric energy conversion is carried out through a four-quadrant converter 1, a four-quadrant converter 2, a chopper 1 and a chopper 2, DC600V direct current is provided for a train load 1 and a train load 2, driving pulses of an IGBT3 and an IGBT4 are low-level signals at the moment, the disconnection state of the train is ensured, and follow current is carried out only by using anti-parallel diodes of the train; the KM2 is in a closed state and charges a storage battery; when the locomotive is in an over-phase state, the KM1 is closed, and the storage battery supplies power to the train load 1 and the train load 2, so that the normal operation of the two groups of loads is ensured; after the excessive phase separation is completed, KM1 is disconnected, the storage battery is in a charging state, and the UPS function is recovered;
2) under the condition of pantograph network power supply, if the four-quadrant converter 1 or the four-quadrant converter 2 is damaged, the KM1 can be closed to start the parallel working condition, so that the power supply circuit 1 or the power supply circuit 2 supplies power to the train load 1 and the train load 2, and the normal operation of the two groups of loads is ensured; meanwhile, the storage battery is normally charged;
3) under the condition of bow net power supply, if the IGBT1 in the chopper 1 or the IGBT2 in the chopper 2 is damaged, two switching working conditions exist at the moment, and the chopper is normal and keeps the original working condition; the method comprises the following steps that two working conditions can be selected when the chopper is damaged, wherein one working condition is a four-quadrant converter boosting working condition in a power supply circuit with the damaged chopper, namely a fault signal fed back by pulses of an IGBT1 or an IGBT2 is used as a trigger signal, and an output voltage instruction value of the four-quadrant converter in the power supply circuit with the damaged chopper is automatically accumulated to 600V in a fixed step length; the other is that a main contactor K7 or K8 of a power supply circuit damaged by the chopper is disconnected, KM1 is closed, and a parallel working condition is adopted; the priority of the two working conditions is the high priority of the four-quadrant boosting working condition and the parallel working condition; under the four-quadrant boosting working condition, when the four-quadrant converter 1 or the four-quadrant converter 2 is damaged, the parallel working condition is entered, and the reliable power supply is ensured;
4) when four-quadrant converter 1 and four-quadrant converter 2 all damaged under the bow net power supply, disconnection main contactor K7, K8 and precharge contactor K5, K6 need adopt diesel generator power supply system to carry out the long-term power supply for train load 1 and train load 2: the KM1, the KM2 and the KM4 are disconnected, the KM3 is closed, energy is provided for a diesel generator power supply system to realize self-starting, the KM3 is disconnected after starting, the KM1, the KM2 and the KM4 are closed, the diesel generator power supply system supplies power for a train load 1 and a train load 2, and the storage battery recovers the UPS function;
5) under the non-bow network power supply, when a diesel generator power supply system is normal, the KM1, the KM2, the KM4, the KM5 and the KM6 are closed, and when the power is supplied to a train load 1 and a train load 2, the power is supplied to a traction system: the high level of the IGBT3 and the IGBT4 is in a conducting state, a path is provided for energy to flow reversely, and the high level is connected to the direct current output ends of the four-quadrant converter 1 and the four-quadrant converter 2 through an inductor L1 and an inductor L2; at the moment, no bow net voltage exists, the four-quadrant converter 1 and the four-quadrant converter 2 work in an inversion state, required net voltage signals are constructed by a program, and the voltage is boosted by a transformer in an auto-coupling mode under the inversion working condition, so that the secondary side of the transformer of the traction system is electrified, and electric energy is provided for the traction system; in order to ensure that the four-quadrant converter 1 and the four-quadrant converter 2 construct a power grid phase without phase difference, inversion control of the four-quadrant converter 1 and the four-quadrant converter 2 is completed in one control unit, namely control is performed by using the same phase and phase angle;
6) under the power supply of the non-bow net, when the diesel generator power supply system has a problem, the storage battery replaces the diesel generator power supply system to provide energy for the traction system.
8. The method of claim 7, wherein the summer mode or the winter mode is selected when the pantograph is powered; the traction system control is completely the same in the summer mode and the winter mode; in a winter mode, a train power supply system disconnects KM1 and KM2, KM3 and KM4, closes load contactors KM5 and KM6, gets power through T3 and T4 on a secondary side of a transformer, closes pre-charging contactors K5 and K6, closes main contactors K7 and K8 after 1.5s, and starts a four-quadrant converter 1 and a four-quadrant converter 2 when the voltages of capacitors C1 and C2 reach 1.3 times of the voltage of the secondary side of the transformer; after C1 and C2 reach 500V, starting the chopper 1 and the chopper 2, and when the voltage of C3 and C4 reaches 600V, closing the KM2 to supply power for the storage battery and the load; in summer mode, KM1, KM2, KM3 and KM4 are disconnected, load contactors KM5 and KM6 are disconnected, electricity is taken through T3 and T4 on the secondary side of the transformer, pre-charging contactors K5 and K6 are closed, main contactors K7 and K8 are closed after 1.5s, and when the voltages of capacitors C1 and C2 reach 1.3 times of the voltage of the secondary side of the transformer, the four-quadrant converter 1 and the four-quadrant converter 2 are started; starting the chopper 1 and the chopper 2 after the four-quadrant converter 1 and the four-quadrant converter 2 are started; after the start of the chopper 1 and the chopper 2 was completed, the contactors KM2 and KM5 and KM6 were sequentially closed at an interval of 0.5 s.
9. The control method of the high-reliability locomotive electric transmission system according to claim 8, characterized in that when a train is in marshalling operation, a long marshalling operation condition is started, the train cuts off a load 2, and a parallel condition is started by closing KM1, so that a train load 1 of two trains is supplied with power by a power supply circuit 1 and a power supply circuit 2 of the train; the load 1 of the other train is cut off, the KM1 is closed to start the parallel working condition, and the power supply circuit 1 and the power supply circuit 2 of the other train supply power for the train load 2 of the two trains; or the train cuts off the load 1, closes the KM1 and starts the parallel working condition, and the power supply circuit 1 and the power supply circuit 2 of the train supply power for the train load 2 of the two trains; the other train cuts off the load 2, and the KM1 is closed to start the parallel working condition, and the power supply circuit 1 and the power supply circuit 2 of the other train supply power for the train load 1 of the two trains.
10. The control method of the high-reliability locomotive electric transmission system according to claim 7, characterized in that in the step 4), when the KM3 is blocked, the contactors KM2 and KM4 are closed, and the storage battery is connected to provide self-starting electric energy for the diesel generator power supply system; if the KM4 is subjected to a card score, the contactors KM2 and KM3 are closed to carry out power connection through a storage battery; if the KM2 is subjected to a stuck point, the contactors KM3 and KM4 are closed to provide a power path of a storage battery for a diesel generator power supply system.
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| CN114274788B (en) * | 2021-12-30 | 2024-01-23 | 中车永济电机有限公司 | Traction system main circuit simplified design method applied to electric locomotive |
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