CN111907343A - Novel locomotive multifunctional power supply device and fireless loopback power supply control method thereof - Google Patents

Abstract

The invention discloses a novel locomotive multifunctional power supply device suitable for a high-power alternating-current electric locomotive and a fireless loopback power supply control method thereof. The power supply device comprises a bidirectional DC power supply module (1), a lithium titanate battery pack (2), a bidirectional DC power supply module (3), a super capacitor module (4), a bidirectional DC power supply module (5) and an inverter power supply module (6). The power supply device can operate in two directions and can provide alternating current and direct current power supplies with various voltages for the alternating current electric locomotive. When the power supply device runs from left to right, the power supply device can provide excitation power for the traction motor of the alternating current electric locomotive to generate power and return, and can also provide power for the alternating current electric locomotive when the alternating current electric locomotive runs without a contact network circuit; when the power supply device runs from right to left, the power supply device can provide domestic electric power required by crew members for fireless return of the alternating-current electric locomotive. The power supply device can improve the moving operation efficiency of the alternating current electric locomotive in a line without a contact network, and can also improve the living conditions of drivers and passengers when the locomotive is not in fire and is returned.

Description

A novel locomotive multifunctional power supply device and its fire-free loopback power supply control method

technical field

The invention belongs to the technical field of railway locomotives, and relates to a vehicle-mounted locomotive power supply device for supplying power when an AC electric locomotive runs slowly over a short distance without a catenary line, and providing power for the life of drivers and passengers when the locomotive has no fire return.

Background technique

The daily maintenance and maintenance of the locomotive may require working on the roof. In order to ensure the personal safety of the top-climbing operators, high-voltage catenary is not allowed to be erected in the preparation yard and maintenance warehouse. AC electric locomotives are difficult to travel or move for short distances in the maintenance yards and maintenance warehouses themselves.

In order to solve the problem of short-distance travel or movement of AC electric locomotives without catenary, locomotive manufacturers and railway industry technicians have proposed a variety of technical solutions, and manufactured various special locomotive power supply equipment for actual production operations. These tractor power supply technical solutions still have shortcomings such as potential safety hazards, waste of manpower, and long working hours.

The HXN3 and HXN5 AC drive diesel locomotives are provided with a vehicle-mounted power supply device for driving in the garage. When the diesel engine is not started, the diesel locomotive is powered by the driving power supply device in the garage to supply power to the traction motor of the locomotive, and the traction locomotive runs slowly in the garage. Diesel locomotives, a clean, safe and efficient technical solution for moving vehicles in the warehouse, have been well received by the production staff of all locomotive depots.

Referring to HXN3 and HXN5 AC drive diesel locomotives, research and development of power supply devices suitable for short-distance driving and movement in AC electric locomotive garages to ensure safe, efficient and fast completion of vehicle moving operations in the garage will have good development prospects.

In order to improve the living conditions of the drivers and passengers who escort the locomotives, it is necessary to research and develop a fire-free return power supply device for the locomotives.

After the railway operating locomotive runs to the specified mileage, it needs to be overhauled at the locomotive factory, and it needs to be sent back without fire. According to the regulations, it must be attached to the freight train and run to the destination. During the period, the pantograph is not allowed to be raised to obtain electricity. In winter in northern my country, the internal temperature of the driver's cab is generally between -10 ℃ to -20 ℃, and even reaches -40 ℃; in the summer of southern my country, under the exposure of the sun, the internal temperature of the driver's cab is generally +45 ℃ to + between 55°C. Under such ambient temperature conditions, the maintenance locomotive cannot provide domestic electricity during the transportation of the locomotive over a long period of time. The living conditions of the drivers and passengers escorting the locomotives are very difficult, and they are prone to frostbite or heat stroke, and even endanger the personal life of the drivers and passengers. Safety.

In order to improve the living comfort of the drivers and passengers who escort the locomotives during the locomotive fire-free return, and ensure that the drivers and passengers use electricity for lighting, communication equipment, water heating, cooking, heating or air conditioning, it is necessary to install the locomotive fire-free return power supply device on the locomotive. , providing DC 110V, AC single-phase 220V and three-phase 380V power.

The AC electric locomotive implements a standardized design, the mechanical space for installing the equipment is limited, and the load bearing on each drive shaft of the locomotive has clear technical requirements.

In order to improve the short-distance running or movement of AC electric locomotives without catenary, in order to solve the problem of life power supply for the drivers and passengers when the locomotive has no fire back, power supply products can be developed separately. However, due to the limited installation space between the locomotive machinery and the weight limit of each transmission bearing of the locomotive, it is difficult to install the two power supply products on the locomotive at the same time.

SUMMARY OF THE INVENTION

The present invention provides a novel multifunctional power supply device for locomotives, which can well solve the above technical problems existing in the application of AC electric locomotives (single locomotives).

The purpose of the present invention is to design a new type of multi-function power supply device for locomotives. The internal circuit runs in both directions from left to right or from right to left, which can not only supply power for AC electric locomotives without a catenary for short-distance and slow running, but also provide power for AC electric locomotives. Electric locomotives return power without fire. The power supplies of the two functions share one system, which can save the size and weight of the equipment and efficiently utilize the installation space of the existing AC electric locomotive machinery.

Optimize the circuit design of the DC power supply module for bidirectional operation as much as possible, select a circuit topology with high power density and a topology that is conducive to circuit space layout, so that the DC power supply module is small in size and light in weight.

A high-energy-density lithium titanate battery pack and a high-power-density supercapacitor module are used, which are combined with a bidirectional DC power supply module (3) and a bidirectional DC power supply module (5) to form a composite energy storage power supply. The composite energy storage power supply is an energy storage power supply with both high energy density and high power density, and can work in both directions, greatly reducing the volume and weight of the power supply device.

The present invention provides a novel multifunctional power supply device for locomotives, which is realized through the following technical solutions:

A new type of multi-functional power supply device for locomotives, comprising a bidirectional DC power supply module (1), a lithium titanate battery pack (2), a bidirectional DC power supply module (3), a supercapacitor module (4), and a bidirectional DC power supply module (5) connected in sequence ) and the inverter power module (6).

A new type of multifunctional power supply device for locomotives, wherein the bidirectional DC power supply module (1), the bidirectional DC power supply module (3), the bidirectional DC power supply module (5) and the inverter power supply module (6), the main circuit adopts a circuit topology that can operate in both directions , the main circuit can run from left to right or from right to left.

In the new type of multi-function power supply device for locomotives, the bidirectional DC power supply module (3) and the bidirectional DC power supply module (5) adopt the BOOST+BUCK circuit topology for the main circuit and implement multiple sets of BOOST+BUCK circuit reconnection.

In the new type of multifunctional power supply device for locomotives, the two-way DC power supply module (3) and the two-way DC power supply module (5) are provided with KM1, KM2 contactors and KA3, KA4 relays on the left and right ends of the main circuit.

A new type of multifunctional power supply device for locomotives, lithium titanate battery pack (2), bidirectional DC power supply module (3), super capacitor module (4) and bidirectional DC power supply module (5) are connected in sequence to form a new type of composite energy storage power supply .

The novel locomotive multifunctional power supply device further includes a system control module (7); the system control module (7) is connected with the bidirectional DC power supply module (1), the lithium titanate battery pack (2), and the bidirectional DC power supply module (3). ), the super capacitor module (4), the bidirectional DC power module (5) and the control circuits of the inverter power module (6) are respectively connected.

The novel locomotive multifunctional power supply device further comprises an inverter power supply module (8), wherein the main circuit input end of the inverter power supply module (8) is connected between the bidirectional DC power supply module (5) and the inverter power supply module (6). .

The new multi-function power supply device for locomotives, when multiple groups of BOOST+BUCK circuits are reconnected, is triggered by a phase-shifted PWM signal to drive the first IGBT, the second IGBT and the Nth IGBT respectively. The N groups of PWM signals differ by an electrical angle of 360°/N.

The novel locomotive multifunctional power supply device further comprises a first switch (13), a second switch (14), a third switch (15), a fourth switch (16), a fifth switch (17) and a braking resistor (18) , the first switch (13) is connected to the lithium titanate battery pack (2), the second switch (14) is connected to the super capacitor module (4), and the third switch (15) is connected to the locomotive battery pack (9) Connection, the fifth switch (17) is connected to the braking resistor (18), the fourth switch (16) is connected to the V4 AC port, the braking resistor (18) is connected to the fifth switch (17) ) is connected to the AC output port of the inverter power module (6).

A fire-free loopback power supply control method for a novel locomotive multi-function power supply device, when the AC locomotive is in a fire-free condition, the power supply control method includes the following steps: detecting the power P generated by the traction motor, and the maximum charging power of the battery pack (9) is P1, the maximum charging power of the lithium titanate battery pack (2) is P2, the maximum charging power of the super capacitor module (4) is P3, and the output power of the AC terminal of V4 is P4, when P>P1+P2+P3+P4 , close the first switch (13), the second switch (14), the third switch (15), the fourth switch (16) and the fifth switch (17) at the same time, the excess power is consumed by the braking resistor (18), preventing The power supply device is burnt; when P2+P3+P4<P<P1+P2+P3+P4, simultaneously close the first switch (13), the second switch (14) and the fourth switch (16), and open the third switch (15) and the fifth switch (17), give priority to the lithium titanate battery (2), the supercapacitor module (4) and the V4 AC terminal to improve the battery life of the power supply device; when P4<P<P2+P3+ At P4, the discharged quantity Q1 of the lithium titanate battery pack (2) and the discharged quantity Q2 of the supercapacitor module (4) are detected, and when Q1>Q2, the first switch (13) and the fourth switch (16) are closed. ), disconnect the second switch (14), the third switch (15) and the fifth switch (17), first charge the lithium titanate battery pack (2), and detect and detect the lithium titanate battery pack (2) in real time. The discharged quantity Q1 and the discharged quantity Q2 of the supercapacitor module (4), until Q1 is equal to Q2, close the second switch (14), at the same time for the lithium titanate battery pack (2) and the supercapacitor module (4) Charging; when Q1<Q2, close the second switch (14) and the fourth switch (16), open the first switch (13), the third switch (15) and the fifth switch (17), the first is the super capacitor The module (4) is charged, and the discharged quantity Q1 of the lithium titanate battery pack (2) and the discharged quantity Q2 of the supercapacitor module (4) are detected in real time, and the second switch (13) is closed until Q1 is equal to Q2. ) to charge the lithium titanate battery pack (2) and the supercapacitor module (4) at the same time; when P<P4, close the first switch (16), and open the first switch (13) and the second switch (14). ), the third switch (15) and the fifth switch (17), which give priority to supplying electricity for domestic use.

The beneficial effects that the present invention can produce:

The internal circuit operates in both directions from left to right or from right to left, which can provide AC and DC power sources for AC electric locomotives to meet various needs of the locomotive in practical use. It can not only supply power for AC electric locomotives without catenary for short-distance and slow running, but also provide living electricity for drivers and passengers during the process of AC electric locomotives without fire. 1 set of power supply unit, with multi-purpose use, saving installation space and weight.

BOOST+BUCK circuit, with simple circuit and few components, is suitable for the design of high power density DC power supply with bidirectional operation. The bidirectional DC power module (3) and the bidirectional DC power module (5) adopt BOOST+BUCK circuits, which can reduce the design space size and weight of the two DC power modules, and facilitate the miniaturization and lightweight design of the entire invention.

Furthermore, the bidirectional DC power supply module (3) and the bidirectional DC power supply module (5) adopt the reconnection method of multiple sets of BOOST+BUCK circuits. The volume and weight of the entire power supply are further reduced. On this basis, the use of phase-shift PWM wave triggering technology can also significantly improve the technical performance of the power supply voltage.

For the bidirectional DC power supply module (3) and the bidirectional DC power supply module (5), the left and right ends of the main circuit are provided with KM1, KM2 contactors and KA3, KA4 relays. Under the control of the control circuit, KM1, KM2 contactors and KA3, KA4 relays can form a variety of switch state combinations to meet the requirements of the left or right pre-charging function of the power module in bidirectional operation, and reduce the overvoltage and overcurrent of the main circuit operation. Appear.

The lithium titanate battery pack (2), the bidirectional DC power supply module (3), the supercapacitor module (4) and the bidirectional DC power supply module (5) are connected in sequence to form a new type of composite energy storage power supply. The composite energy storage power supply is an energy storage power supply with both high energy density and high power density, and can work in both directions, greatly reducing the volume and weight of the energy storage battery pack inside the power supply device.

This new type of composite energy storage power supply can output super-large electric power and medium and small electric power with high voltage value from the right end of the circuit, and can also output super electric power and medium and small electric power with low voltage value from the left end of the circuit. This power output mode is consistent with the load characteristics of the locomotive running at a slow speed for a short distance on a catenary-free line. The supercapacitor module provides the short-term super electric power required for the AC electric locomotive to start running, and the lithium titanate battery pack provides the continuous medium and small electric power required for the continuous running of the AC electric locomotive after starting.

Through the orderly power supply control when the locomotive has no fire return, the reliability of the power supply is improved, the life of the energy storage device is prolonged, the occurrence of overload is effectively prevented, and the safety of electricity consumption is ensured.

Description of drawings

FIG. 1 is a circuit schematic diagram of a novel locomotive multifunctional power supply device implemented in the present invention.

FIG. 2 is another circuit schematic diagram of the novel locomotive multifunctional power supply device implemented in the present invention.

FIG. 3 is another circuit schematic diagram of the novel locomotive multifunctional power supply device implemented in the present invention.

FIG. 4 is a wiring diagram of the direct power supply circuit for the traction motor of the locomotive according to the present invention. The DC terminal V1 of the present invention is connected to the locomotive battery pack, and the AC terminal V3 of the present invention is connected to the locomotive traction motor.

Fig. 5 is a wiring diagram of the power supply circuit for the "AC-DC-AC" type electric locomotive garage according to the present invention. The DC terminal V1 of the present invention is connected to the locomotive battery pack, and the AC terminal V3 of the present invention is connected to the locomotive garage circuit.

Fig. 6 is the wiring diagram of the power supply circuit for the direct "AC-DC" type electric locomotive garage according to the present invention. The DC terminal V1 of the present invention is connected to the locomotive battery pack (9), and the DC terminal V2 of the present invention is connected to the locomotive garage circuit.

FIG. 7 is a wiring diagram of the power supply circuit for the fire-free loopback of the executive locomotive according to the present invention. The DC terminal V1 of the present invention is connected to the locomotive battery pack (9), the AC terminal V3 of the present invention is connected to the locomotive traction motor (10), and the domestic power supply output terminal V4 of the present invention is connected to the locomotive auxiliary circuit.

Fig. 8 is an internal main circuit diagram of the bidirectional DC power supply module (3) and the bidirectional DC power supply module (5) in the present invention.

Legend description: 1—Bidirectional DC power module (1), 2—Lithium titanate battery pack (2), 3—Bidirectional DC power supply module (3), 4—Super capacitor module (4), 5—Bidirectional DC power supply module (5), 6—inverter power supply module (6), 7—system control module (7), 8—inverter power supply module (8), 9—locomotive battery pack (9), 10—locomotive traction motor (10) , 11—“AC-DC-AC” type electric locomotive main and auxiliary inverter circuit (11), 12—“AC-DC” type electric locomotive main inverter circuit (12), 13—first switch (13), 14 - second switch (14), 15 - third switch (15), 16 - fourth switch (16), 17 - fifth switch (17), 18 - braking resistor (18).

Detailed ways

In order to make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be described clearly and completely below with reference to the accompanying drawings of the embodiments of the present invention.

The bidirectional DC power supply module (1), the bidirectional DC power supply module (3), the bidirectional DC power supply module (5) and the inverter power supply module (6) adopt a circuit topology capable of bidirectional operation. The bidirectional DC power supply module (1) may adopt a bidirectional operation circuit topology of electrical isolation type or non-isolation type at the left and right ends.

As shown in Figure 8 of the specification, the bidirectional DC power supply module (3) and the bidirectional DC power supply module (5), the main circuit adopts the BOOST+BUCK circuit topology and implements the reconnection of multiple groups of BOOST+BUCK circuits, and the left and right ends of the main circuit are set There are KM1, KM2 contactors and KA3, KA4 relays. The control circuit adopts an all-digital control circuit based on DSP digital control chip.

The BOOST circuit is a boost circuit topology. When the bidirectional DC power module runs from left to right, it operates as a BOOST circuit, and the voltage rises when the low-voltage direct current from the left end is transmitted to the right end. Close the KA3 relay, and through the R2 charging resistor, pre-charge the capacitance on the internal circuit and even the capacitance of the load circuit behind. The phase-shifting PWM signal sent by the control circuit drives the IGBT of the lower bridge arm to turn on and run through the IGBT drive circuit. The energy storage inductor L stores energy when the IGBT of the lower bridge arm is turned on, and after the IGBT of the lower bridge arm is turned off, it discharges the high voltage to the following circuit through the parallel diode of the IGBT of the upper bridge arm.

The BUCK circuit is a buck circuit topology. When the bidirectional DC power supply module runs from right to left, it operates as a buck circuit, and the voltage decreases when the high-voltage direct current at the right end is transmitted to the left end. Close the KA4 relay and pre-charge the capacitor on the internal circuit via the R3 charging resistor. The PWM signal is triggered by the phase shift sent by the control circuit, and the IGBT of the upper bridge arm is driven to turn on and run through the IGBT drive circuit.

When multiple groups of BOOST+BUCK circuits are reconnected, they are triggered by a phase-shifted PWM signal to drive the 1st IGBT, the 2nd IGBT and the Nth IGBT respectively. The N groups of PWM signals differ by an electrical angle of 360°/N. Triggered by the phase-shifted PWM signal, it is equivalent to actually turning on the IGBT N times within one IGBT turn-on period, that is, the switching frequency of the similar IGBT is increased to N times, which is convenient for the size and weight of the energy storage inductor and input and output capacitors to be reduced. Conducive to high density, miniaturization and lightweight design.

The inverter power supply module (6), the main circuit adopts a three-phase full-bridge inverter circuit, and the control circuit adopts an all-digital control circuit based on a DSP digital control chip. The inverter power supply module (6) runs from left to right, and can invert direct current into three-phase variable frequency alternating current to provide excitation to the traction motor of the locomotive connected on the right side. When the traction motor of the locomotive is in the braking power generation condition, the voltage of the AC power generated by the traction motor of the locomotive is higher than the voltage of the excitation power supply, and the traction motor of the locomotive supplies power to the inverter power module (6) connected on the left side. The three-phase full-bridge inverter circuit of the inverter power module (6) is converted into a three-phase full-bridge rectifier circuit, and outputs high-voltage DC power from right to left.

The lithium titanate battery pack is composed of single lithium titanate batteries in series. The battery pack is equipped with a simple charge management system to monitor the terminal voltage of each single cell and the temperature of the entire battery pack. When the terminal voltage of a single battery is higher than the preset value or the temperature of the battery pack exceeds the preset value, the charging management system sends an alarm signal to the system control module (7).

The supercapacitor module is composed of a single supercapacitor in series. The capacitor module is equipped with a simple charging management system to monitor the terminal voltage of each single capacitor and the temperature of the entire capacitor module. When the terminal voltage of a single super capacitor is higher than the preset value or the temperature of the capacitor module exceeds the preset value, the charging management system sends an alarm signal to the system control module (7).

Charging and storage:

As shown in Figure 2 of the description, the bidirectional DC power supply module (1), the lithium titanate battery pack (2), the bidirectional DC power supply module (3), the super capacitor module (4), the bidirectional DC power supply module (5) and the inverse The main circuit of the power transformer module (6) is connected in sequence, and the control circuit is connected with the system control module (7). The V1 port can be connected with the locomotive battery pack (9) or the locomotive 110V control circuit. Under the control of the system control module (7), the bidirectional DC power supply module (1) and the bidirectional DC power supply module (3) run from left to right, and the bidirectional DC power supply module (5) and the inverter power supply module (6) stop. The locomotive battery pack (9) or the locomotive 110V control circuit charges the lithium titanate battery pack (2) and the supercapacitor module (4).

The voltage range of the locomotive battery pack (9) or the locomotive 110V control circuit is DC 77V-143V, the voltage of the lithium titanate battery pack (2) may be 50V, 100V or 150V, and the voltage range of the super capacitor module (4) is 180V -360V. During the charging process of the composite energy storage power supply, the bidirectional DC power supply module (1) may work in a DC buck or boost conversion mode, and the bidirectional DC power supply module (3) may work in a DC boost conversion mode.

When the voltage value of the lithium titanate battery pack (2) and the supercapacitor module (4) rises to a preset charging voltage threshold, charging stops automatically. In order not to affect the normal use of the locomotive 110V control circuit, the charging current provided by the locomotive battery pack (9) or the locomotive 110V control circuit is controlled between 3-5A, and the output power is 300W-500W.

Directly supply power to the locomotive traction motor to drive the AC electric locomotive:

As shown in Figure 4 of the description, the V1 DC terminal of the locomotive multifunctional power supply device is connected to the locomotive battery pack (9), and the V3 AC terminal is connected to the locomotive traction motor. Under the control of the system control module (7), the bidirectional DC power supply module (1), the bidirectional DC power supply module (3), the bidirectional DC power supply module (5) and the inverter power supply module (6) operate from left to right. The DC power released by the supercapacitor module (4) and the lithium titanate battery pack (2) is boosted to 540-750V by the bidirectional DC power module (5), and converted into three-phase AC via the inverter power module (6). 380V electric energy is supplied to the locomotive traction motor.

The supercapacitor module (4) provides the 30kW-50kW super electric power required by the traction motor of the locomotive when the AC electric locomotive is started. The traction motor of the locomotive outputs a starting torque of 15-25kN in a short time to start the AC electric locomotive to run on the track. The lithium titanate battery pack continues to provide 3kW-7kW small and medium electric power to the locomotive traction motor. The locomotive traction motor pulls the AC electric locomotive to drive slowly and continuously on the track.

Power supply for the main and auxiliary inverters of the "AC-DC-AC" type AC electric locomotive, and indirectly supply power for the traction motor of the locomotive to drive the AC electric locomotive:

As shown in Figure 5 of the description, the inverter can be converted into three-phase AC 380V power through the inverter power module (6), and can also be supplied to the main and auxiliary inverters of the "AC-DC-AC" type AC electric locomotive. After the main and auxiliary inverters of the locomotive are converted, it is then supplied to the locomotive traction motor to drive the AC electric locomotive.

By adopting this circuit connection method, there is no need to modify the main circuit of the existing "AC-DC-AC" type AC electric locomotive, and the locomotive can be directly driven by operating the driver's controller handle in the cab.

It supplies power to the main inverter of the "AC-DC" AC electric locomotive, and indirectly supplies power to the traction motor of the locomotive, and the traction AC electric locomotive runs:

As shown in FIG. 6 of the description, the V2 port of the embodiment of the present invention is connected to the library circuit of the "AC-DC" type AC electric locomotive. The 540-750V electric energy is output through the bidirectional DC power module (5) to supply the main inverter of the "AC-DC" type AC electric locomotive. After the main inverter of the locomotive is converted, it is supplied to the traction motor of the locomotive to drive the AC electric locomotive.

By adopting this circuit connection method, there is no need to modify the main circuit of the existing "AC-DC" AC electric locomotive, and the locomotive can be directly driven by operating the driver's controller handle in the driver's cab.

The locomotive has no fire back power supply:

As shown in FIG. 7 in the description, in the embodiment of the present invention, the V1 DC terminal is connected to the locomotive battery pack (9), the V3 AC terminal is connected to the locomotive traction motor, and the main circuit input terminal of the inverter power module (8) is connected to the bidirectional DC power supply between the module (5) and the inverter power module (6). The first switch (13) is connected to the lithium titanate battery (2) for controlling the on-off of the lithium titanate battery pack (2), and the second switch (14) is connected to the supercapacitor module (4) for controlling The circuit of the super capacitor module (4) is on and off, the third switch (15) is connected to the locomotive battery pack (9), and is used to control the on-off of the circuit of the locomotive battery pack (9), and the fifth switch (17) is connected to the braking resistor ( 18) Connection, used to control the circuit on and off of the braking resistor (18), the fourth switch (16) is connected to the V4 AC port, used to control the circuit on and off of the V4 AC port.

Under the control of the system control module (7), the bidirectional DC power supply module (1), the bidirectional DC power supply module (3), the bidirectional DC power supply module (5) and the inverter power supply module (6) operate from left to right. The 540-750V electric energy is output through the bidirectional DC power supply module (5), and then converted into alternating current by the inverter power supply module (6) for excitation of the locomotive traction motor.

The locomotive traction motor (10) is a three-phase cage-type asynchronous motor. When the AC electric locomotive is in the no-fire return condition, the locomotive traction motor that has obtained excitation will operate as a generator, and the generated electric energy is sent back to the inverter power module (6). The inverter power supply module (6) will run in the rectification mode, rectify the AC power generated by the traction motor of the locomotive into DC power, and return the DC power to the V2 port to the right. On both sides of the V2 port, a large-capacity filter capacitor can be set at the right end of the main circuit of the bidirectional DC power module (5), and a large-capacity filter capacitor can be set at the left end of the main circuit of the inverter power module (6). Support capacitors and undertake the role of power decoupling. The DC power can be charged to the locomotive battery pack (9) through the step-down of the bidirectional DC power module (5), the step-down of the bidirectional DC power module (3), and the step-up (or step-down) of the bidirectional DC power module (1). The direct current power can also be converted into three-phase 380V or single-phase 220V power through the inverter power module (8), so as to provide living electricity for drivers and passengers.

When the AC electric locomotive is in the no-fire return condition, the power generation P of the traction motor is detected, the maximum charging power of the battery pack (9) is P1, the maximum charging power of the lithium titanate battery pack (2) is P2, and the super capacitor module (4) The maximum charging power is P3, and the output power of the AC terminal of V4 is P4. When P>P1+P2+P3+P4, the first switch (13), the second switch (14), and the third switch ( 15), the fourth switch (16) and the fifth switch (17), the excess power is consumed by the braking resistor (18) to prevent the power supply device from burning; when P2+P3+P4<P<P1+P2+P3+P4 , close the first switch (13), the second switch (14) and the fourth switch (16) at the same time, and open the third switch (15) and the fifth switch (17), preferably the lithium titanate battery pack (2) , supercapacitor module (4) and V4 AC terminal to supply power to improve the battery life of the power supply; when P4<P<P2+P3+P4, detect the discharged quantity Q1 of the lithium titanate battery pack (2) and the supercapacitor The discharged quantity Q2 of the module (4), when Q1>Q2, close the first switch (13) and the fourth switch (16), open the second switch (14), the third switch (15) and the fifth switch (15) Switch (17), first charge the lithium titanate battery pack (2), and detect in real time the discharged quantity Q1 of the lithium titanate battery (2) and the discharged quantity Q2 of the supercapacitor module (4), until Q1 is equal to When Q2, close the second switch (14) to charge the lithium titanate battery pack (2) and the super capacitor module (4) at the same time; when Q1<Q2, close the second switch (14) and the fourth switch (16 ), disconnect the first switch (13), the third switch (15) and the fifth switch (17), first charge the supercapacitor module (4), and detect the discharged lithium titanate battery (2) in real time Quantity Q1 and the discharged quantity Q2 of the supercapacitor module (4), until Q1 is equal to Q2, close the second switch (13), and simultaneously charge the lithium titanate battery pack (2) and the supercapacitor module (4); When P<P4, the first switch (16) is closed, the first switch (13), the second switch (14), the third switch (15) and the fifth switch (17) are opened, and the domestic electricity is preferentially supplied.

For example: when the AC electric locomotive is in the no-fire return condition, the power generated by the traction motor is P=25kW, the maximum charging power of the battery pack (9) is P1=2kW, and the maximum charging power of the lithium titanate battery pack (2) is P2 =4kW, the maximum charging power of the supercapacitor module (4) is P3=4kW, and the output power of the AC terminal of V4 is P4=10kW. At this time, P1+P2+P3+P4=20kW, and there is still 5kW that cannot be consumed. Feedback to the power supply device will inevitably lead to the overload operation of the internal components of the power supply device, resulting in the occurrence of accidents. By closing the fifth switch (17) and inputting the braking resistor (18), the excess power can be effectively absorbed and the safety of electricity consumption can be ensured; if The traction motor generates power P=15kW, and the V4 AC terminal is given priority to supply 10kW of power to ensure the comfort of the driver and passengers. The remaining 5kW is combined with the discharged capacity of the lithium titanate battery pack (2) and the supercapacitor module (4). Schedule a charge. For example: when the capacity of the lithium titanate battery (2) is 1.8 kWh, the discharged capacity is 0.8 kWh, the remaining capacity is 1 kWh, the capacity of the supercapacitor module (4) is 0.8 kWh, and the discharged capacity is When the remaining power is 0.3 kWh and the remaining power is 0.5 kWh, first close the first switch (13) to charge the lithium titanate battery pack (2) until the remaining power of the lithium titanate battery pack (2) is 1.5 kWh, that is, When the discharge capacity is 0.3 kWh, the second switch (14) is closed, and the lithium titanate battery pack (2) and the supercapacitor module (4) are charged at the same time. This can ensure that the energy storage devices are charged at the same time, and prevent some energy storage devices from not being fully charged, while other energy storage devices are overcharged, resulting in reduced battery life and charging efficiency.

The present invention is not limited to the disclosed embodiments and drawings, but is intended to cover various changes and modifications that fall within the spirit and scope of the present invention.

Claims (10)

1. The utility model provides a novel locomotive multifunctional power supply device which characterized in that: the lithium titanate battery pack comprises a bidirectional DC power module (1), a lithium titanate battery pack (2), a bidirectional DC power module (3), a super capacitor module (4), a bidirectional DC power module (5) and an inverter power module (6) which are connected in sequence.

2. The novel multifunctional power supply device for the locomotive according to claim 1, characterized in that: the bidirectional DC power supply module (1), the bidirectional DC power supply module (3), the bidirectional DC power supply module (5) and the inverter power supply module (6) are characterized in that a main circuit adopts a circuit topology capable of running in a bidirectional mode, and the main circuit can run from left to right or from right to left.

3. The novel multifunctional power supply device for the locomotive according to claim 1 or 2, characterized in that: the main circuit adopts a BOOST + BUCK circuit topology and realizes reconnection of a plurality of groups of BOOST + BUCK circuits.

4. The novel multifunctional power supply device for the locomotive according to claim 1 or 2, characterized in that: the left end and the right end of the main circuit are provided with a KM1 contactor, a KM2 contactor, a KA3 relay and a KA4 relay.

5. The novel multifunctional power supply device for the locomotive according to claim 1 or 2, characterized in that: the lithium titanate battery pack (2), the bidirectional DC power module (3), the super capacitor module (4) and the bidirectional DC power module (5) are sequentially connected to form a novel composite energy storage power supply.

6. The novel multifunctional power supply device for the locomotive according to claim 1, characterized in that: also comprises a system control module (7); the system control module (7) is connected with control circuits of the bidirectional DC power module (1), the lithium titanate battery pack (2), the bidirectional DC power module (3), the super capacitor module (4), the bidirectional DC power module (5) and the inverter power module (6) respectively.

7. The novel multifunctional power supply device for the locomotive according to claim 1, characterized in that: the power supply system also comprises an inverter power supply module (8), wherein the main circuit input end of the inverter power supply module (8) is connected between the bidirectional DC power supply module (5) and the inverter power supply module (6).

8. The novel multifunctional power supply device for the locomotive according to claim 3, wherein: when multiple BOOST + BUCK circuits are connected in series, a phase-shifting PWM signal is adopted for triggering, and the 1 st path of IGBT, the 2 nd path of IGBT and the Nth path of IGBT are respectively driven; the N sets of PWM signals differ by an electrical angle of 360 DEG/N.

9. The novel multifunctional power supply device for the locomotive according to claim 7, wherein: the lithium titanate battery pack with the braking function further comprises a first switch (13), a second switch (14), a third switch (15), a fourth switch (16), a fifth switch (17) and a braking resistor (18), wherein the first switch (13) is connected with the lithium titanate battery pack (2), the second switch (14) is connected with the super capacitor module (4), the third switch (15) is connected with the locomotive battery pack (9), the fifth switch (17) is connected with the braking resistor (18), the fourth switch (16) is connected with a V4 alternating current port, and the braking resistor (18) is connected with an alternating current output port of the inverter power module (6) through the fifth switch (17).

10. A fireless return power supply control method for a novel multifunctional power supply device of a locomotive according to any one of claims 1 to 9, characterized in that: under the condition that the alternating current locomotive is in a non-fire working condition, the power supply control method comprises the following steps: detecting the generated power P of a traction motor, wherein the maximum charging power of a storage battery pack (9) is P1, the maximum charging power of a lithium titanate battery pack (2) is P2, the maximum charging power of a super capacitor module (4) is P3, the output power of a V4 alternating current end is P4, and when P > P1+ P2+ P3+ P4, a first switch (13), a second switch (14), a third switch (15), a fourth switch (16) and a fifth switch (17) are closed at the same time, redundant electric energy is consumed by a brake resistor (18), and a power supply device is prevented from being burnt; when P2+ P3+ P4 is less than P < P1+ P2+ P3+ P4, the first switch (13), the second switch (14) and the fourth switch (16) are closed at the same time, the third switch (15) and the fifth switch (17) are opened, power is preferentially supplied to the alternating current terminals of the lithium titanate battery pack (2), the super capacitor module (4) and the V4, and the cruising ability of the power supply device is improved; detecting the discharged amount Q1 of the lithium titanate battery pack (2) and the discharged amount Q2 of the super capacitor module (4) when P4 is more than P < P2+ P3+ P4, closing the first switch (13) and the fourth switch (16) when Q1 is more than Q2, opening the second switch (14), the third switch (15) and the fifth switch (17), charging the lithium titanate battery pack (2) first, detecting the discharged amount Q1 of the lithium titanate battery pack (2) and the discharged amount Q2 of the super capacitor module (4) in real time, and closing the second switch (14) when Q1 is equal to Q2 and simultaneously charging the lithium titanate battery pack (2) and the super capacitor module (4); when Q1 is less than Q2, the second switch (14) and the fourth switch (16) are closed, the first switch (13), the third switch (15) and the fifth switch (17) are opened, the super capacitor module (4) is charged, the discharged amount Q1 of the lithium titanate battery pack (2) and the discharged amount Q2 of the super capacitor module (4) are detected in real time, and when Q1 is equal to Q2, the second switch (13) is closed, and the lithium titanate battery pack (2) and the super capacitor module (4) are charged at the same time; when P < P4, the first switch (16) is closed, the first switch (13), the second switch (14), the third switch (15), and the fifth switch (17) are opened, and domestic electricity is preferentially supplied.

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