CN111923742A - Direct-drive permanent magnet traction electric transmission system - Google Patents
Direct-drive permanent magnet traction electric transmission system Download PDFInfo
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- CN111923742A CN111923742A CN202010701654.2A CN202010701654A CN111923742A CN 111923742 A CN111923742 A CN 111923742A CN 202010701654 A CN202010701654 A CN 202010701654A CN 111923742 A CN111923742 A CN 111923742A
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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
- B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
- B60L9/24—Electric propulsion with power supply external to the vehicle using ac induction motors fed from ac supply lines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C3/00—Electric locomotives or railcars
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
- H02P6/04—Arrangements for controlling or regulating the speed or torque of more than one motor
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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
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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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
- B60L2210/00—Converter types
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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
- B60L2210/00—Converter types
- B60L2210/20—AC to AC converters
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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
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/10—Electrical machine types
- B60L2220/20—DC electrical machines
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application provides a direct-drive permanent magnet traction electric transmission system. The system comprises a converter unit, a control unit and a control unit, wherein the converter unit is used for converting the bow net electric energy into electric energy supplied by a motor through alternating current-direct current-alternating current conversion; the direct-drive permanent magnet synchronous motor is used for converting the electric energy for supplying power to the motor into kinetic energy; and the isolation unit is arranged between the converter unit and the direct-drive permanent magnet synchronous motor and is used for isolating the converter unit and the direct-drive permanent magnet synchronous motor under a first preset working condition. The direct-drive permanent magnet synchronous motor is used for converting electric energy into kinetic energy, a converter unit is added for converting the electric energy into the kinetic energy, an isolation unit is added for protecting a circuit, the direct-drive permanent magnet synchronous motor provides traction force for an electric locomotive through the kinetic energy generated by the direct-drive permanent magnet synchronous motor, and due to the adoption of a direct-drive mode, a gear box in the locomotive is eliminated, mechanical loss is reduced, and the traction efficiency of a vehicle is improved.
Description
Technical Field
The application relates to the field of railway vehicles, in particular to a direct-drive permanent magnet traction electric transmission system.
Background
The transportation plays an important role in national economy, wherein rail transit is the first choice for daily long-distance travel of people, and the railway industry is driven to develop towards high speed and comfort along with the great speed increase of national railways.
Electric traction is generally applied to a vehicle traction technology at present, and an electric transmission system of an existing electric locomotive mostly adopts a transmission structure of an asynchronous motor and a gearbox.
However, in the prior art, the gear box generates mechanical loss during working, and the overall efficiency of the electric locomotive is still in a space for improving.
Disclosure of Invention
The application provides a directly drive permanent magnetism traction electric transmission system to solve the problem that the gear box that exists among the prior art produced mechanical loss at the during operation, promote whole car efficiency simultaneously.
In a first aspect, the present application provides a direct drive permanent magnet traction electric drive system, comprising:
the converter unit is used for converting the pantograph net electric energy into electric energy supplied by the motor through alternating current-direct current-alternating current conversion;
the direct-drive permanent magnet synchronous motor is used for converting the electric energy for supplying power to the motor into kinetic energy;
and the isolation unit is arranged between the converter unit and the direct-drive permanent magnet synchronous motor and is used for isolating the converter unit and the direct-drive permanent magnet synchronous motor under a first preset working condition.
The direct-drive permanent magnet synchronous motor is high in efficiency and free of a gear box, and the traction efficiency of a vehicle is improved.
Optionally, the converter unit includes a traction device, and the traction device converts the pantograph net electric energy into the electric energy for supplying power to the motor by using the ac-dc-ac conversion.
Each group of converter units corresponds to one group of traction devices, the number of the converter units and the number of the traction devices in each direct-drive permanent magnet traction electric transmission system can be determined according to specific conditions, the direct-drive permanent magnet traction electric transmission system is not particularly limited in the application, and each group of traction devices can realize alternating current-direct current-alternating current conversion and provide proper electric energy for the direct-drive permanent magnet synchronous motor.
Optionally, the system further comprises a transformer unit;
the input end of the converter unit is connected with a traction winding of the transformer unit, and the transformer unit transforms the pantograph net electric energy to the input end of the converter unit through the traction winding.
Here, the transformer unit is configured to convert the voltage of the pantograph electric energy before the pantograph electric energy is directly input to the converter unit, so that the converter unit processes the input pantograph electric energy.
Optionally, each set of traction devices comprises:
the rectifier module is used for converting the bow net electric energy into direct current and outputting the direct current;
the voltage stabilizing module is used for performing voltage stabilizing treatment on the direct current output by the rectifying module and outputting the direct current after voltage stabilizing treatment;
and the inverter is used for converting the direct current output by the voltage stabilizing module into alternating current for output.
In the embodiment of the application, each group of traction devices realizes AC-DC-AC conversion through the rectifier module and the inverter to obtain electric energy suitable for being input into the direct-drive permanent magnet synchronous motor, and the voltage stabilizing module enables the electric energy input into the direct-drive permanent magnet synchronous motor to be more stable and accurate through voltage stabilizing treatment.
Optionally, the rectifier module includes:
and the four-quadrant rectification module is used for converting the bow net electric energy into direct current and outputting the direct current. In the embodiment of the application, the voltage of the middle link of the system is kept constant through the four-quadrant rectifier module, so that the power factor is close to 1, and the current waveform is close to sine, therefore, the four-quadrant rectifier module can be used for an AC-DC-AC transmission electric locomotive in the application, and is suitable for a speed regulation system which often needs traction and regenerative braking.
Optionally, the voltage stabilizing module includes:
the chopper module is used for keeping the stability of the direct-current bus;
and the middle direct current module is used for keeping the stability of the direct current bus.
According to the embodiment of the application, the direct current of which the intermediate bus voltage is higher than the preset voltage is filtered by the chopping module, so that the influence of the over-high voltage on the stability and the safety of the system is prevented, the intermediate bus voltage is smoother and more stable through the intermediate direct current module, and the stability and the safety of a direct-drive permanent magnet traction electric transmission system are further improved.
Optionally, the inverter is a three-phase inverter. Besides, the inverter can be determined according to actual conditions, and the embodiment of the present application does not particularly limit this.
Optionally, each group of traction devices is provided with a traction control unit, and the traction control unit controls the traction devices to convert the pantograph electric energy into the electric energy for supplying power to the motor by adopting the alternating-direct-alternating conversion.
Here, the embodiment of the present application mounts a traction control unit in a traction device, and realizes control of four quadrants, chopping, and an inverter.
Optionally, the converter unit further includes a plurality of auxiliary converters;
the auxiliary converter is used for supplying power to an auxiliary load of the whole vehicle. Optionally, the isolation unit is an isolation contactor.
The isolation contactor is arranged between the converter unit and the direct-drive permanent magnet synchronous motor, and under a preset working condition, the converter unit and the direct-drive permanent magnet synchronous motor are isolated, wherein the preset working condition can be determined according to actual conditions, for example, when the direct-drive permanent magnet synchronous motor runs to a high speed, if the motor is out of control, because the direct-drive permanent magnet synchronous motor generates a higher back electromotive force, the safety of the converter unit is further damaged, and at the moment, the converter unit and the direct-drive permanent magnet synchronous motor are isolated through the isolation contactor.
Optionally, the four-quadrant control function of the four-quadrant rectification module is implemented by the following method:
DC voltage command value through voltage outer ring
With the actual value udcComparing, and entering a proportional integral PI controller to form a voltage outer ring;
output of the outer loop
And phase locked loop PLL output sin thetaeMultiplying to form an alternating current amount as a command value i of the current inner loop*；
The instruction value i of the current inner loop*After being compared with the actual current i, the current I enters a proportional resonance PR controller so that the output of the PR controller is compared with the amplitude e of the network voltage signal, and the comparison output value is used as an output signal u of a current inner ring;
and (3) taking the output signal u as a modulation signal, performing pulse modulation by adopting an SPWM (sinusoidal pulse width modulation) unipolar frequency multiplication modulation mode, and transmitting a modulation pulse with adjustable pulse width output by the pulse modulation to the insulated gate bipolar transistor for driving to realize a four-quadrant control function.
Optionally, the modulation modes of the three-phase inverter in different speed sections are as follows:
when the stator frequency of the direct-drive permanent magnet synchronous motor is 0-25Hz, the modulation mode is asynchronous modulation, and the highest switching frequency is 375 Hz;
when the stator frequency of the direct-drive permanent magnet synchronous motor is 25-30Hz, the modulation mode is synchronous 15-frequency division modulation, and the highest switching frequency is 450 Hz;
when the stator frequency of the direct-drive permanent magnet synchronous motor is 30-33Hz, the modulation mode is synchronous 12 frequency division modulation, and the highest switching frequency is 396 Hz;
when the stator frequency of the direct-drive permanent magnet synchronous motor is 33-36Hz, the modulation mode is synchronous 7 frequency division modulation, and the highest switching frequency is 252 Hz;
when the stator frequency of the direct-drive permanent magnet synchronous motor is 36-37Hz, the modulation mode is synchronous 3-frequency division modulation, and the highest switching frequency is 111 Hz; when the frequency of the stator of the direct-drive permanent magnet synchronous motor is 37-71Hz, the modulation mode is square wave modulation, and the highest switching frequency is 71 Hz.
Optionally, the system further includes:
a pre-charge circuit connected to the converter cell;
the pre-charging circuit comprises a protection resistor, a main contactor and a pre-charging contactor, wherein one end of the protection resistor is connected with one end of the pre-charging contactor, the other end of the protection resistor is connected with one end of the main contactor, and the other end of the main contactor is connected with the other end of the pre-charging contactor.
Optionally, the four-quadrant module includes a protection capacitor.
Optionally, the intermediate dc module includes:
the device comprises a middle supporting capacitor, a filter inductor, a filter capacitor, a direct current voltage sensor and a grounding detection circuit;
one end of the middle supporting capacitor and one end of the direct-current voltage sensor are connected with a direct-current bus positive electrode, and the other end of the middle supporting capacitor and the direct-current voltage sensor are connected with a direct-current bus negative electrode;
one end of the filter inductor is connected with the positive end of the direct current bus, one end of the filter inductor is connected with the filter capacitor, and the other end of the filter capacitor is connected with the negative end of the direct current bus;
the grounding detection circuit is composed of two resistors and a voltage sensor, the two resistors are connected in series, one end of a series branch of the two resistors is connected with a positive direct current bus, the other end of the series branch of the two resistors is connected with a negative direct current bus, the midpoint of the two series resistors is grounded, one end of the voltage sensor is grounded, and the other end of the voltage sensor is connected with the negative direct current bus.
The direct-drive permanent magnet traction electric transmission system provided by the embodiment of the application adopts the process of converting electric energy into kinetic energy by adopting the direct-drive permanent magnet synchronous motor, in order to convert the electric energy into the kinetic energy, the converter unit is added for converting the electric energy, and meanwhile, the isolation unit is added for protection.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and together with the description, serve to explain the principles of the disclosure.
Fig. 1 is a schematic view of an application scenario of a direct-drive permanent magnet traction electric transmission system according to an embodiment of the present application;
fig. 2 is a schematic circuit diagram of a direct-drive permanent magnet traction electric transmission system according to an embodiment of the present disclosure;
fig. 3 is a schematic circuit diagram of a converter unit according to an embodiment of the present disclosure;
FIG. 4 is a schematic circuit diagram of a traction device according to an embodiment of the present disclosure;
fig. 5 is a four-quadrant rectifier main circuit topology and a control block diagram thereof according to an embodiment of the present disclosure;
fig. 6 is a schematic sectional view of modulation frequency of a three-phase inverter according to an embodiment of the present application;
fig. 7 is a schematic circuit diagram of another converter cell according to an embodiment of the present disclosure;
fig. 8 is a schematic circuit diagram of a portion of a direct-drive permanent magnet traction electric transmission system according to an embodiment of the present disclosure;
FIG. 9 is a flow chart illustrating control logic for a traction control unit according to an embodiment of the present disclosure;
with the foregoing drawings in mind, certain embodiments of the disclosure have been shown and described in more detail below. These drawings and written description are not intended to limit the scope of the disclosed concepts in any way, but rather to illustrate the concepts of the disclosure to those skilled in the art by reference to specific embodiments.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the accompanying drawings in the preferred embodiments of the present application. In the drawings, the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The described embodiments are a subset of the embodiments in the present application and not all embodiments in the present application. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application and should not be construed as limiting the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application. Embodiments of the present application will be described in detail below with reference to the accompanying drawings.
In the description of the present application, it should be noted that unless otherwise specifically stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may for example be fixed or indirectly connected through intervening media, or may be interconnected between two elements or may be in the interactive relationship between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
An electric drive traction transmission system is generally applied to the traction technology of an electric locomotive at present, electric energy is converted into mechanical energy by using a motor so as to drive a vehicle to work, and the conventional electric transmission system mostly adopts a structure of an asynchronous motor and a gearbox. However, the gear box applied in the prior art generates mechanical loss during working, and the overall efficiency of the electric locomotive has room for improvement. Optionally, the direct-drive permanent magnet traction electric transmission system provided in the embodiment of the present application may be applied to the application scenario shown in fig. 1. Fig. 1 only illustrates one possible application scenario of the direct-drive permanent magnet traction electric transmission system provided in the embodiment of the present application by way of example, and the application scenario of the direct-drive permanent magnet traction electric transmission system provided in the embodiment of the present application is not limited to the application scenario illustrated in fig. 1.
Fig. 1 is a schematic view of an application scenario of a direct-drive permanent magnet traction electric transmission system according to an embodiment of the present application, and fig. 1 is an electric locomotive exemplarily including a pantograph 101 and a pantograph 102 for receiving pantograph electric energy, and further including an electric transmission system 103, an electric transmission system 104, an electric transmission system 105, and an electric transmission system 106 for providing tractive force to the electric locomotive through the electric transmission system, it is understood that the electric transmission system and the number of the pantographs are not particularly limited in the present application.
Fig. 2 is a schematic circuit diagram of a direct-drive permanent magnet traction electric transmission system according to an embodiment of the present application. Exemplarily, the direct-drive permanent magnet traction electric transmission system in fig. 2 includes two sets of converter units, direct-drive permanent magnet synchronous motors and isolation units, and it can be understood that the number of the converter units, the direct-drive permanent magnet synchronous motors and the isolation units in the direct-drive permanent magnet traction electric transmission system may be determined according to actual situations, which is not specifically limited in this application. As shown in fig. 2, the direct-drive permanent magnet traction electric transmission system according to the embodiment of the present application includes:
the converter units 201 and 202 are used for converting the pantograph net electric energy into electric energy supplied by the motor through alternating current-direct current-alternating current conversion;
the direct-drive permanent magnet synchronous motors 203 and 204 are used for converting electric energy for supplying power to the motors into kinetic energy;
and the isolation units 205 and 206 are arranged between the converter unit and the direct-drive permanent magnet synchronous motor and are used for selectively isolating the converter unit and the direct-drive permanent magnet synchronous motor under a first preset working condition, and the isolation units can be isolation contactors.
The isolation unit can isolate the converter unit from the direct-drive permanent magnet synchronous motor under a first preset working condition, optionally, when the first working condition is that the direct-drive permanent magnet synchronous motor is reset at a high speed and the traction system fails to generate back electromotive force, the isolation unit can disconnect the passage between the converter unit and the direct-drive permanent magnet synchronous motor, so that the converter unit is protected, and the converter unit is prevented from being damaged by the back electromotive force.
Optionally, the system further comprises a transformer unit;
the input end of the converter unit is connected with the traction winding of the transformer unit, and the transformer unit transforms the bow net electric energy to the input end of the converter unit through the traction winding. Here, the transformer unit is used to convert the voltage of the pantograph net electric energy before the pantograph net electric energy is directly input to the converter unit.
Optionally, the converter unit further comprises an auxiliary converter;
it is understood that the number of the auxiliary converters can be determined according to actual conditions, and the application is not particularly limited.
The auxiliary converter is used for supplying power to auxiliary loads of the whole vehicle, and optionally, the auxiliary loads can be auxiliary loads such as a fan and a water pump on the whole vehicle, so that the stability and the reliability of the vehicle operation are improved.
The direct-drive permanent magnet traction electric transmission system provided by the embodiment of the application adopts the process of converting electric energy into kinetic energy by adopting the direct-drive permanent magnet synchronous motor, in order to convert the electric energy into the kinetic energy, the converter unit is added for converting the electric energy, and meanwhile, the isolation unit is added for protection.
Fig. 3 is a schematic circuit diagram of a converter unit according to an embodiment of the present application, and fig. 3 is an exemplary diagram based on fig. 2, where fig. 3 exemplifies two converter units, which are the converter units 201 and 202 in fig. 2, the converter unit 201 includes a traction device 301, the converter unit 202 includes a traction device 302, each converter unit corresponds to one group of traction devices, where each group of traction devices is the same, and each group of traction devices adopts ac-dc-ac conversion to convert pantograph electric energy into electric energy for supplying power to a motor, so as to provide suitable electric energy for a direct-drive permanent magnet synchronous motor.
Fig. 4 is a circuit schematic diagram of a traction device according to an embodiment of the present application, where the traction device may be any one of the traction devices 301 and 304 in fig. 3, as shown in fig. 4, exemplarily, taking the traction devices 301 and 302 as an example, the traction device 301 includes:
and the rectifying module 401 is configured to convert the pantograph network electric energy into direct current and output the direct current.
And a voltage stabilizing module 402, configured to perform voltage stabilizing processing on the direct current output by the rectifying module and then output the direct current.
And an inverter 403, configured to convert the dc power output by the voltage stabilizing module into ac power for output.
Accordingly, the pulling device 302 comprises: a rectifier module 404, a voltage regulator module 405, and an inverter 406.
The following is a detailed description of each unit:
optionally, the rectifying module includes: and a four-quadrant rectifying module. Can turn into the direct current with bow net electric energy through control four-quadrant rectifier module, and output the direct current, for example, four-quadrant rectifier module can be with exchanging 950V voltage, rectifier control is stable at direct current 1800V 5%, and make the side current of exchanging, voltage is the same phase, thereby make the power factor of net side approach 1.0, and the current waveform is close the sine, through carrying out multiple control to a plurality of four-quadrant rectifier modules, make a plurality of four-quadrant rectifier modules side current ripple wave forms have certain crisscross, make the current ripple amplitude that the primary side obtained reduce.
Optionally, fig. 5 is a main circuit topology and a control block diagram of a rectifier module according to an embodiment of the present application, and as shown in fig. 5, the rectifier module implements rectification from ac to dc by the following steps: by voltage outer loopDirect current voltage command value
With the actual value udcComparing, entering into Proportional Integral (PI) controller to form voltage outer loop, tracking the command voltage by the intermediate voltage, and outputting the voltage outer loop
And Phase Locked Loop (PLL) output sin thetaeMultiplying to form an alternating current amount as a command value i of the current inner loop*And then the current is compared with the actual current i and enters a Proportional Resonance (PR) controller. The output of the PR controller is compared with the amplitude e of the network voltage signal, and the comparison output value is used as the output signal u of the current inner loop*The signal is used as a modulation signal, pulse modulation is carried out by adopting an SPWM unipolar frequency multiplication modulation mode, a modulation pulse with adjustable pulse width is output and is sent to an insulated gate bipolar transistor for driving, and therefore the four-quadrant control function is achieved.
Optionally, the voltage stabilizing module includes a chopper module, configured to filter a direct current higher than a preset voltage output by the rectifier module; and the intermediate direct current module is used for performing voltage stabilization treatment on the direct current output by the chopping module and then outputting the direct current. The direct current higher than the preset voltage output by the rectifying module can be filtered through the chopping module, so that the influence of the over-high voltage on the stability and the safety of the system is prevented, the waveform of the direct current output by the chopping module is smoother and more stable through the middle direct current module, and the stability and the safety of the direct-drive permanent magnet traction electric transmission system are further improved.
Optionally, the inverter is a three-phase inverter. Optionally, different modulation strategies are set in different speed sections of the three-phase inverter, so as to achieve gradual smooth transition from a high carrier ratio at a starting stage to a single pulse mode under a square wave, and meet the requirement of operation within a full speed range, exemplarily, fig. 6 is a schematic sectional diagram of a modulation frequency of the three-phase inverter provided by this embodiment, as shown in fig. 6, an abscissa is a frequency of the modulation frequency, an ordinate is a carrier frequency, when a stator frequency of the direct-drive permanent magnet synchronous motor is 0-25Hz, a modulation mode is asynchronous modulation, and a highest switching frequency is 375 Hz; when the frequency of the stator of the direct-drive permanent magnet synchronous motor is 25-30Hz, the modulation mode is synchronous 15-frequency division modulation, and the highest switching frequency is 450 Hz; when the frequency of the stator of the direct-drive permanent magnet synchronous motor is 30-33Hz, the modulation mode is synchronous 12 frequency division modulation, and the highest switching frequency is 396 Hz; when the stator frequency of the direct-drive permanent magnet synchronous motor is 33-36Hz, the modulation mode is synchronous 7 frequency division modulation, and the highest switching frequency is 252 Hz; when the stator frequency of the direct-drive permanent magnet synchronous motor is 36-37Hz, the modulation mode is synchronous 3 frequency division modulation, and the highest switching frequency is 111 Hz; when the frequency of the stator of the direct-drive permanent magnet synchronous motor is 37-71Hz, the modulation mode is square wave modulation, and the highest switching frequency is 71Hz, so that the three-phase inverter can realize higher fundamental voltage in the square wave stage, and the three-phase inverter can operate in the square wave working condition in the high-speed stage in order to improve the maximum output torque of the direct-drive permanent magnet synchronous motor; under the working condition of square waves, the amplitude of fundamental waves of output voltage of the inverter is maximum.
Fig. 7 is a schematic circuit diagram of another converter unit provided in an embodiment of the present application, and fig. 7 is a schematic circuit diagram of each group of traction devices, where on the basis of the embodiment in fig. 4, each group of traction devices is provided with a traction control unit, and the traction control unit controls the traction devices to convert the pantograph electric energy into electric energy supplied by a motor by using ac-dc-ac conversion, that is, the traction device 301 further includes a traction control unit 701, and the traction device 302 further includes a traction control unit 702.
Optionally, the system further includes: a precharge circuit connected to the converter cell; the pre-charging circuit comprises a protection resistor, a main contactor and a pre-charging contactor, one end of the protection resistor is connected with one end of the pre-charging contactor, the other end of the protection resistor is connected with one end of the main contactor, and the other end of the main contactor is connected with the other end of the pre-charging contactor.
Optionally, the four-quadrant module comprises a protection capacitor.
Optionally, the intermediate dc module includes: the device comprises a middle supporting capacitor, a filter inductor, a filter capacitor, a direct current voltage sensor and a grounding detection circuit; one end of the middle supporting capacitor and the direct-current voltage sensor is connected with the positive end of the direct-current bus, and the other end of the middle supporting capacitor and the direct-current voltage sensor is connected with the negative end of the direct-current bus; one end of the filter inductor is connected with the positive end of the direct current bus, the other end of the filter inductor is connected with the filter capacitor, and the other end of the filter capacitor is connected with the negative end of the direct current bus; the grounding detection circuit is composed of two resistors and a voltage sensor, wherein the two resistors are connected in series, one end of a series branch of the two resistors is connected with a positive direct-current bus, the other end of the series branch is connected with a negative direct-current bus, the midpoint of the two series resistors is grounded, one end of the voltage sensor is grounded, and the other end of the voltage sensor is connected with the negative direct-current bus.
Exemplarily, fig. 8 is a schematic diagram of a partial circuit of a direct-drive permanent magnet traction electric transmission system provided in an embodiment of the present application, and as shown in fig. 8, the partial circuit of the direct-drive permanent magnet traction electric transmission system provided in the embodiment of the present application includes:
the direct-drive permanent magnet synchronous motor comprises a first pre-charging circuit 801, a second pre-charging circuit 802, a first four-quadrant module 803, a second four-quadrant module 804, a first middle direct current link 805, a second middle direct current link 806, a first three-phase inverter 807, a second three-phase inverter 808, a first isolation contactor 809, a second isolation contactor 810, a first direct-drive permanent magnet synchronous motor 811 and a second direct-drive permanent magnet synchronous motor 812.
Optionally, an auxiliary current transformer 812 is included.
The first pre-charging circuit 801 includes a first protection resistor 8011, a first main contactor 8012 and a first pre-charging contactor 8013, one end of the first resistor 8011 is connected to one end of the first pre-charging contactor 8013, the other end of the first resistor 8011 is connected to one end of the first main contactor 8012, and the other end of the first main contactor 8012 is connected to the other end of the first pre-charging contactor 8013.
The second pre-charging circuit 802 includes a second protection resistor 8021, a second main contactor 8022 and a second pre-charging contactor 8023, one end of the second resistor 8021 is connected to one end of the second pre-charging contactor 8023, the other end of the second resistor 8021 is connected to one end of the second main contactor 8022, and the other end of the second main contactor 8022 is connected to the other end of the second pre-charging contactor 8023.
The first four-quadrant module 803 includes a first protection capacitor 8031, and the second four-quadrant module 804 includes a second protection capacitor 8041.
The first intermediate dc link 805 includes a first intermediate supporting capacitor 8051, a first filtering inductor 8052, a first filtering capacitor 8053, a first dc voltage sensor 8054, and a first ground detection circuit 8055; one end of the first middle supporting capacitor 8051 and one end of the first direct current voltage sensor 8054 are connected with a direct current bus positive, the other end of the first middle supporting capacitor 8051 and the other end of the first direct current voltage sensor 8054 are connected with a direct current bus negative, one end of the first filter inductor 8052 is connected with the direct current bus positive, one end of the first filter inductor 8053 is connected with a first filter capacitor 8053, the other end of the first filter capacitor 8053 is connected with the direct current bus negative, the first grounding detection circuit 8055 consists of two resistors 80551 and 80552 and one voltage sensor 80553, the two resistors are connected in series, one end of the first middle supporting capacitor 8051 and one end of the first filter inductor 8053 are connected with the direct current;
the second intermediate dc link 806 includes a second intermediate supporting capacitor 8061, a second filtering inductor 8062, a second filtering capacitor 8063, a second dc voltage sensor 8064, and a second ground detection circuit 8065; one end of the second middle supporting capacitor 8061 and one end of the second direct-current voltage sensor 8064 are connected with the positive direct-current bus, the other end of the second middle supporting capacitor 8064 is connected with the negative direct-current bus, one end of the second filter inductor 8062 is connected with the positive direct-current bus, one end of the second filter inductor 8063 is connected with the second filter capacitor 8063, the other end of the second filter capacitor 8063 is connected with the negative direct-current bus, the second grounding detection circuit 8065 is composed of two resistors 80651, 80652 and one voltage sensor 80653, the two resistors are connected in series, one end of the second middle supporting capacitor 8061 and one end of the second filter inductor 8063 are connected with the positive direct-current bus, one end of the.
Wherein, in the embodiment of the invention: the pre-charging circuit pre-charges the traction converter circuit, so that the purpose of effectively protecting devices in the traction converter circuit is achieved, because the input current is a larger value at the moment of switching on a power supply, if the pre-charging circuit is not arranged, the devices in the circuit can be possibly damaged due to the input of instantaneous overlarge current, and the voltage at two ends of partial devices in the circuit can be ensured to stably and slowly rise through the pre-charging circuit, so that the damage of the devices caused by the overlarge instantaneous current during electrifying is prevented. The four-quadrant module converts alternating current to direct current, the input voltage is alternating current, and the alternating current is converted into direct current through the four-quadrant module to serve as the input of the next module. The intermediate direct current link is mainly used for absorbing reactive energy, carrying out energy storage support and filtering on intermediate direct current bus voltage and detecting the ground fault of the intermediate direct current link; the three-phase inverter converts direct current output by the middle direct current link into three-phase alternating current output to drive the direct-drive permanent magnet synchronous motor, and compared with an asynchronous motor, the direct-drive permanent magnet synchronous motor adopted by the embodiment of the application is high in efficiency, free of a gear box, capable of reducing mechanical loss and capable of improving the traction efficiency of a vehicle.
Exemplarily, fig. 9 is a control logic flow chart of a traction control unit provided in the present application, and as shown in fig. 9, the control logic sequentially performs data input, data processing, action control, and data output, and provides data output such as a contactor closing and opening instruction, a four-quadrant and inverter start/stop instruction, and network information upload according to a specified condition and a specified time sequence. In addition, the control logic executes self-checking action when starting up, and automatic passing neutral section control is carried out when passing neutral section conditions are met; and fault protection is carried out in real time during normal work, corresponding protection actions are executed when faults occur, and fault data are uploaded and stored.
In the several embodiments provided in the present application, it should be understood that the disclosed system, apparatus and method may be implemented in other manners. For example, the above-described apparatus embodiments are merely illustrative, and for example, the division of the units is only one logical division, and other divisions may be realized in practice, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.
Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure disclosed herein. This application is intended to cover any variations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.
It will be understood that the present disclosure is not limited to the precise arrangements described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.
Claims (10)
1. A direct drive permanent magnet traction electric drive system, comprising:
the converter unit is used for converting the pantograph net electric energy into electric energy supplied by the motor through alternating current-direct current-alternating current conversion;
the direct-drive permanent magnet synchronous motor is used for converting the electric energy for supplying power to the motor into kinetic energy;
and the isolation unit is arranged between the converter unit and the direct-drive permanent magnet synchronous motor and is used for isolating the converter unit and the direct-drive permanent magnet synchronous motor under a first preset working condition.
2. The system of claim 1, further comprising a transformer unit;
the input end of the converter unit is connected with a traction winding of the transformer unit, and the transformer unit transforms the pantograph net electric energy to the input end of the converter unit through the traction winding.
3. The system of claim 1, wherein said converter unit includes a traction device that converts said pantograph electrical energy to said electrical energy for powering the motor using said ac-dc-ac conversion;
correspondingly, each set of traction devices comprises:
the rectifier module is used for converting the bow net electric energy into direct current and outputting the direct current;
the voltage stabilizing module is used for performing voltage stabilizing treatment on the direct current output by the rectifying module and outputting the direct current after voltage stabilizing treatment;
and the inverter is used for converting the direct current output by the voltage stabilizing module into alternating current for output.
4. The system of claim 3, wherein the voltage regulation module comprises:
the chopper module is used for filtering the direct current which is output by the rectifier module and is higher than a preset voltage;
and the intermediate direct current module is used for performing voltage stabilization treatment on the direct current output by the chopping module and then outputting the direct current.
5. The system of claim 3, wherein each set of traction devices is equipped with a traction control unit, and the traction control unit controls the corresponding traction device to convert the pantograph electric energy into the electric energy for powering the motor by the AC-DC-AC conversion.
6. The system of claim 1, wherein the converter cell further comprises an auxiliary converter;
the auxiliary converter is used for supplying power to an auxiliary load of the whole vehicle.
7. The system of claim 3, wherein the rectification module comprises a four quadrant rectification module;
correspondingly, the four-quadrant control function of the four-quadrant rectification module is realized by the following modes:
DC voltage command value through voltage outer ring
With the actual value udcComparing, and entering a proportional integral PI controller to form a voltage outer ring;
output of the outer loop
And phase locked loop PLL output sin thetaeMultiplying to form an alternating current amount as a command value i of the current inner loop*；
The instruction value i of the current inner loop*After being compared with the actual current i, the current I enters a proportional resonance PR controller so that the output of the PR controller is compared with the amplitude e of the network voltage signal, and the comparison output value is used as an output signal u of a current inner ring;
and (3) taking the output signal u as a modulation signal, performing pulse modulation by adopting an SPWM (sinusoidal pulse width modulation) unipolar frequency multiplication modulation mode, and transmitting a modulation pulse with adjustable pulse width output by the pulse modulation to the insulated gate bipolar transistor for driving to realize a four-quadrant control function.
8. The system of claim 3, wherein the inverter is a three-phase inverter;
correspondingly, the modulation modes of the three-phase inverter in different speed sections are as follows:
when the stator frequency of the direct-drive permanent magnet synchronous motor is 0-25Hz, the modulation mode is asynchronous modulation, and the highest switching frequency is 375 Hz;
when the stator frequency of the direct-drive permanent magnet synchronous motor is 25-30Hz, the modulation mode is synchronous 15-frequency division modulation, and the highest switching frequency is 450 Hz;
when the stator frequency of the direct-drive permanent magnet synchronous motor is 30-33Hz, the modulation mode is synchronous 12 frequency division modulation, and the highest switching frequency is 396 Hz;
when the stator frequency of the direct-drive permanent magnet synchronous motor is 33-36Hz, the modulation mode is synchronous 7 frequency division modulation, and the highest switching frequency is 252 Hz;
when the stator frequency of the direct-drive permanent magnet synchronous motor is 36-37Hz, the modulation mode is synchronous 3-frequency division modulation, and the highest switching frequency is 111 Hz; when the frequency of the stator of the direct-drive permanent magnet synchronous motor is 37-71Hz, the modulation mode is square wave modulation, and the highest switching frequency is 71 Hz.
9. The system of claim 1, further comprising:
a pre-charge circuit connected to the converter cell;
the pre-charging circuit comprises a protection resistor, a main contactor and a pre-charging contactor, wherein one end of the protection resistor is connected with one end of the pre-charging contactor, the other end of the protection resistor is connected with one end of the main contactor, and the other end of the main contactor is connected with the other end of the pre-charging contactor.
10. The system of claim 4, wherein the intermediate DC module comprises:
the device comprises a middle supporting capacitor, a filter inductor, a filter capacitor, a direct current voltage sensor and a grounding detection circuit;
one end of the middle supporting capacitor and one end of the direct-current voltage sensor are connected with a direct-current bus positive electrode, and the other end of the middle supporting capacitor and the direct-current voltage sensor are connected with a direct-current bus negative electrode;
one end of the filter inductor is connected with the positive end of the direct current bus, one end of the filter inductor is connected with the filter capacitor, and the other end of the filter capacitor is connected with the negative end of the direct current bus;
the grounding detection circuit is composed of two resistors and a voltage sensor, the two resistors are connected in series, one end of a series branch of the two resistors is connected with a positive direct current bus, the other end of the series branch of the two resistors is connected with a negative direct current bus, the midpoint of the two series resistors is grounded, one end of the voltage sensor is grounded, and the other end of the voltage sensor is connected with the negative direct current bus.
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| CN202010701654.2A CN111923742A (en) | 2020-07-20 | 2020-07-20 | Direct-drive permanent magnet traction electric transmission system |
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| CN112737457A (en) * | 2020-12-25 | 2021-04-30 | 中车永济电机有限公司 | Stability control method of permanent magnet auxiliary synchronous reluctance motor |
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Application publication date: 20201113 |