CN112277662A - DC3000V circuit topological structure of high-speed train emergency self-traveling system - Google Patents
DC3000V circuit topological structure of high-speed train emergency self-traveling system Download PDFInfo
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- CN112277662A CN112277662A CN202011514784.1A CN202011514784A CN112277662A CN 112277662 A CN112277662 A CN 112277662A CN 202011514784 A CN202011514784 A CN 202011514784A CN 112277662 A CN112277662 A CN 112277662A
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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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
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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
- B60L1/00—Supplying electric power to auxiliary equipment of 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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/53—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
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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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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
The invention discloses a DC3000V circuit topological structure of a high-speed train emergency self-traveling system, which comprises a main traction inverter, a traction motor, a medium-high frequency auxiliary converter, a bidirectional charger, a power battery, a bidirectional direct-direct converter and a storage battery, wherein the medium-high frequency auxiliary converter adopts a direct-alternating current circuit topological structure of firstly reducing voltage and then inverting, and the bidirectional charger adopts a multi-module cascade topological structure. The invention adopts the middle-high frequency auxiliary converter to replace the traditional auxiliary converter and the power frequency isolation transformer, and the bidirectional direct-direct converter replaces the two-stage topological structure of the front-stage rectifier and the rear-stage direct-direct converter in the original bidirectional charger, thereby effectively reducing the volume and the weight of the emergency self-traveling system and improving the energy density and the working efficiency of the system.
Description
Technical Field
The invention relates to the technical field of emergency self-running system topologies, in particular to a DC3000V circuit topology structure of a high-speed train emergency self-running system.
Background
At present, China has become the world with the longest high-speed rail operation mileage, the largest building scale and the largest number of high-speed trains. However, with the rapid development of high-speed railways, the operation safety problem of high-speed railways is more and more emphasized by people, and during the operation of the high-speed railways, faults such as no power supply of a contact network, no pantograph rise of a motor train unit, no working of high-voltage and traction equipment and the like can cause the train to stop operation, thereby seriously affecting railway operation and passenger trip.
The emergency self-walking system can provide electric energy for the train when the power of a contact network is cut off, so that the train runs at a low speed for a period of time, and maintains a ventilation and illumination system of a carriage. The existing emergency system consists of traditional auxiliary converters, a power frequency transformer, a bidirectional charger, a power battery, a storage battery and other equipment. When the train normally runs, the contact net supplies power to the traction motor to provide kinetic energy required by train running; in addition, the power battery and the storage battery are charged through the auxiliary converter and the bidirectional charger.
When the contact network fails, the power battery discharges through the bidirectional charger to respectively supply power for the alternating current electric equipment and the traction motor, and the storage battery supplies power for the direct current electric equipment. At this time, ac electric devices such as an air conditioner of the train normally operate, and the train keeps running at a low speed. However, due to the defects of heavy power frequency transformer, low energy density and the like, the emergency self-walking system has the defects of large power loss, low power transmission efficiency and the like, so that the topology of the conventional emergency self-walking system is optimized, the train performance can be effectively improved, and the railway operation safety can be guaranteed.
Disclosure of Invention
Aiming at the defects of large volume and weight of the system, large transmission loss in the working process of the system, low system efficiency and the like caused by the adoption of a power frequency isolation transformer in the conventional emergency self-traveling system, the invention provides a DC3000V circuit topological structure of the emergency self-traveling system of the high-speed train so as to improve the working efficiency and the power density of the system.
In order to achieve the purpose of the invention, the invention adopts the technical scheme that:
a DC3000V circuit topological structure of an emergency self-walking system of a high-speed train comprises a main traction inverter, a traction motor, a medium-high frequency auxiliary converter, a bidirectional charger, a power battery, a bidirectional direct-direct converter and a storage battery;
the input ends of the main traction inverter and the medium-high frequency auxiliary converter are connected to a first direct current bus together, and the output end of the main traction inverter is connected with a traction motor;
the output end of the medium-high frequency auxiliary converter is connected with the input end of the high-speed train alternating current electric equipment through a first alternating current bus;
the input end of the bidirectional charger is connected to the first direct current bus, and the output end of the bidirectional charger is connected to the second direct current bus;
the input end of the power battery is connected to a second direct current bus, and the output end of the power battery is connected with the input ends of the main traction inverter, the medium-high frequency auxiliary converter and the bidirectional charger;
the input end of the bidirectional DC-DC converter is connected to the second DC bus, and the output end of the bidirectional DC-DC converter is connected with the input end of the storage battery and is connected with the input end of the DC equipment of the high-speed train through the third DC bus.
Furthermore, the medium-high frequency auxiliary converter adopts a direct-alternating current circuit topological structure of a voltage reduction and inversion type, and comprises a front-stage direct-direct conversion circuit and a rear-stage three-phase inversion circuit; the front-stage direct-direct conversion circuit comprises Boost converters connected in series at input, and LLC resonant converters connected to the rear stages of the Boost converters, and the LLC resonant converters are connected in parallel and output to a second direct-current bus; the rear-stage three-phase inverter circuit comprises a three-phase inverter, and the input end of the three-phase inverter is connected with the output end of the LLC resonant converter.
Further, the input series-connected Boost converters comprise a first Boost converter and a second Boost converter, the rear stage of the first Boost converter is connected to the first LLC resonant converter, and the rear stage of the second Boost converter is connected to the second LLC resonant converter.
Further, the first Boost converter comprises a switch tube Q1, a drain of the switch tube Q1 is connected with an anode of an inductor L1 and an anode of a diode D1, the other end of the inductor L1 is connected with a positive input end, and a cathode of the diode D1 is connected with a source of the switch tube Q1 through a capacitor C1 to form a second Boost converter.
Further, the first LLC resonant converter includes a switch Q2, a switch Q3, a switch Q4, a switch Q5, a switch Q6, a switch Q7, a switch Q8, and a switch Q9, drains of the switch Q2 and the switch Q3 are both connected to a negative electrode of a diode D1, sources of the switch Q4 and the switch Q5 are both connected to a source of the switch Q5, a source of the switch Q5 is connected to a drain of the switch Q5 and a connection end is connected to a port 1 of the transformer T5 through an inductor L5, a source of the switch Q5 is connected to a drain of the switch Q5 and a connection end is connected to a port 2 of the transformer T5 through a capacitor C5, sources of the switch Q5 and the switch Q5 are both connected to a positive output end, drains of the switch Q5 and the switch Q5 are both connected to a negative output end, a drain of the switch Q5 is connected to a drain of the switch Q5 and a source of the switch Q363 and a connection end of the transformer T5, the source of the switching tube Q7 is connected to the drain of the switching tube Q9, and the connection terminal is connected to port 4 of the transformer T1.
Further, the second Boost converter comprises a switching tube Q10, a drain of the switching tube Q10 is connected with an anode of an inductor L3 and a cathode of a diode D2, the other end of the inductor L3 is connected with a source of a switching tube Q1, and a cathode of the diode D2 is connected with a source of the switching tube Q2 through a capacitor C3 to form a negative input end.
Further, the second LLC resonant converter includes a switch Q11, a switch Q12, a switch Q13, a switch Q14, a switch Q15, a switch Q16, a switch Q17, and a switch Q18, drains of the switch Q11 and the switch Q12 are both connected to a negative electrode of the diode D2, sources of the switch Q13 and the switch Q14 are both connected to a source of the switch Q14, a source of the switch Q14 is connected to a drain of the switch Q14 and a connection end is connected to the port 1 of the transformer T14 through the inductor L14, a source of the switch Q14 is connected to a drain of the switch Q14 and a connection end is connected to the port 2 of the transformer T14 through the capacitor C14, sources of the switch Q14 and the switch Q14 are both connected to a positive output end, drains of the switch Q14 and the switch Q14 are both connected to a negative output end, a drain of the switch Q14 is connected to a drain of the switch Q14 and a source of the switch Q363 and a connection end of the transformer T14, the source of the switching tube Q16 is connected to the drain of the switching tube Q18, and the connection terminal is connected to port 4 of the transformer T2.
Further, the three-phase inverter includes a switching tube Q19, a switching tube Q20, a switching tube Q21, a switching tube Q22, a switching tube Q23, and a switching tube Q24, drains of the switching tube Q19, the switching tube Q20, and the switching tube Q21 are all connected to the positive input end, sources of the switching tube Q22, the switching tube Q23, and the switching tube Q92 are all connected to the negative input end, a source of the switching tube Q19 is connected to a drain of the switching tube Q22, and a connection end is connected to the three-phase output end 1 through an inductor L5, a source of the switching tube Q6327 is connected to a drain of the switching tube Q23, and a connection end is connected to the three-phase output end 2 through an inductor L6, and a source of the switching tube Q21 is connected to a drain of the switching tube Q24, and a connection end is connected to the three-phase output.
Furthermore, the bidirectional charger adopts a multi-module cascade topology structure and comprises two or more double-active full-bridge isolated converters with symmetrical structures, wherein the double-active full-bridge isolated converters are connected in series at input and in parallel at output.
Further, the dual-active full-bridge isolated converter comprises a switch tube Q25, a switch tube Q26, a switch tube Q27, a switch tube Q28, a switch tube Q29, a switch tube Q30, a switch tube Q31 and a switch tube Q32, drains of the switch tube Q25 and the switch tube Q26 are connected with a positive input end, sources of the switch tube Q27 and the switch tube Q28 are connected with a negative input end, a source of the switch tube Q25 is connected with a drain of the switch tube Q27, a connection end is connected with a port 1 of a transformer T3 through an inductor L8, a source of the switch tube Q26 is connected with a drain of the switch tube Q28, a connection end is connected with a port 2 of the transformer T5 through a capacitor C5, drains of the switch tube Q5 and the switch tube Q5 are connected with a positive output end, sources of the switch tube Q5 and the switch tube Q5 are connected with a negative output end, a source of the switch tube Q5 and a drain of the transformer T363, the source of the switching tube Q30 is connected to the drain of the switching tube Q32, and the connection terminal is connected to port 4 of the transformer T3.
The invention has the following beneficial effects:
(1) the invention provides a DC3000V circuit topological structure for an emergency self-walking system of a high-speed train, which has the advantages of effectively realizing safe operation of the train when a contact network is in fault outage, conveniently implementing rescue and the like, and can effectively reduce the volume and the weight of the system and improve the power density of the system by adopting a middle-high frequency auxiliary converter to replace a traditional auxiliary converter and a power frequency transformer and a bidirectional direct-direct converter to replace a two-stage topological structure of a front-stage rectifier and a rear-stage direct-direct converter in an original bidirectional charger.
(2) The invention also provides a method for improving the output capacity of the bidirectional charger by adopting the direct-direct converters with input in series and output in parallel, which can meet the requirement of the rear-stage load. Meanwhile, the method is beneficial to optimizing the control strategy of the DC-DC converter, and further improves the working performance of the system.
Drawings
FIG. 1 is a schematic diagram of a DC3000V circuit topology structure of the emergency self-running system of the high-speed train according to the invention;
FIG. 2 is a current path diagram of a DC3000V topology under normal conditions in the present invention;
FIG. 3 is a current path diagram under the emergency self-propelled working condition of the DC3000V topology of the present invention;
fig. 4 is a topological structure diagram of a preceding stage direct-direct conversion circuit of the medium-high frequency auxiliary converter in the invention;
fig. 5 is a schematic diagram of a preceding stage dc-dc conversion circuit of the medium-high frequency auxiliary converter in the present invention;
FIG. 6 is a topology structure diagram of a rear-stage three-phase inverter circuit of the medium-high frequency auxiliary converter in the invention;
FIG. 7 is a schematic diagram of a rear-stage three-phase inverter circuit of the medium-high frequency auxiliary converter in the present invention;
FIG. 8 is a schematic diagram of a DC-DC converter topology of the bidirectional charger of the present invention;
fig. 9 is a schematic diagram of a dc-dc converter circuit of the bidirectional charger of the present invention.
Detailed Description
The following description of the embodiments of the present invention is provided to facilitate the understanding of the present invention by those skilled in the art, but it should be understood that the present invention is not limited to the scope of the embodiments, and it will be apparent to those skilled in the art that various changes may be made without departing from the spirit and scope of the invention as defined and defined in the appended claims, and all matters produced by the invention using the inventive concept are protected.
As shown in fig. 1, an embodiment of the present invention provides a DC3000V circuit topology structure of an emergency self-traveling system of a high-speed train, including a main traction inverter, a traction motor, a medium-high frequency auxiliary converter, a bidirectional charger, a power battery, a bidirectional DC-DC converter, and a storage battery;
the input ends of the main traction inverter and the medium-high frequency auxiliary converter are connected to a first direct current bus together, and the output end of the main traction inverter is connected with a traction motor;
the output end of the medium-high frequency auxiliary converter is connected with the input end of the high-speed train alternating current electric equipment through a first alternating current bus;
the input end of the bidirectional charger is connected to the first direct current bus, and the output end of the bidirectional charger is connected to the second direct current bus;
the input end of the power battery is connected to the second direct current bus, and the output end of the power battery is connected with the input ends of the main traction inverter, the medium-high frequency auxiliary converter and the bidirectional charger;
the input end of the bidirectional DC-DC converter is connected to the second DC bus, and the output end of the bidirectional DC-DC converter is connected with the input end of the storage battery and is connected with the input end of the DC equipment of the high-speed train through the third DC bus.
In this embodiment, the main traction inverter and traction motor include a dc-ac inverter circuit and traction motor and corresponding control devices. The first DC bus connected to the input of the main traction inverter is specifically a DC3000V DC bus.
In this embodiment, the medium-high frequency auxiliary converter adopts a voltage-reduction-first inversion-later direct-alternating current circuit topology structure, and includes a preceding-stage direct-direct conversion circuit and a succeeding-stage three-phase inversion circuit; the front-stage direct-direct conversion circuit comprises Boost converters connected in series at input, and LLC resonant converters connected to the rear stages of the Boost converters, and the LLC resonant converters are connected in parallel and output to the rear-stage three-phase inverter circuit; the rear-stage three-phase inverter circuit comprises a three-phase inverter, the input end of the three-phase inverter is connected with the output end of the LLC resonant converter, the output end of the three-phase inverter is connected with the input end of the high-speed train alternating-current electric equipment through a first alternating-current bus, and the first alternating-current bus is specifically an AC380V alternating-current bus.
The two-stage topology control method comprises two control methods, wherein the first control method only controls the output of the front-stage voltage regulating circuit, so that the output of the rear-stage LLC resonant direct-current transformer is ensured to be constant; the second type regards the two-stage module as a whole and directly controls the output of the rear-stage LLC resonant converter.
Because the voltage level of the direct current side is high, the adoption of the traditional Buck converter and the Boost converter can cause difficulty in device type selection and is not beneficial to system optimization, and therefore a multi-module structure or a multi-level structure is often adopted. The multi-module scheme is convenient for system expansion, and along with the improvement of the voltage-resistant grade of the power device, the design method is easy to inherit, and the modularization idea is widely applied. When the voltage withstanding grade of the device is improved, the multi-level topology is also converted into a traditional two-level topology structure. Therefore, the front stage adopts a Boost voltage regulating circuit with independent input, series and output, so that the withstand voltage on the switching tube can be reduced to half of the original withstand voltage. Meanwhile, the Boost circuits of the two modules are controlled in a staggered mode, the pulse of the second module is 180 degrees different from that of the first module, the pulse frequency of the input inductor can be increased to be twice of the switching frequency, the pulse amplitude is greatly reduced, and the size of the input inductor is reduced.
For example, a Boost voltage regulating circuit independently output by two modules is cascaded with an LLC direct current transformer, and the whole system forms an ISOP structure. Meanwhile, when the input voltage of the LLC resonant converter is Vin, the output voltage is Vo, the transformation ratio of the transformer is k, and the voltage gain M (M = kVo/Vin) of the resonant converter is constant to 1, the input voltage of each preceding-stage voltage regulating circuit is the same, the input voltages of the voltage regulating circuits under the same duty ratio control are also the same, and the system module can ensure that power balance among the modules is achieved under the condition that the parameters of the resonant circuits are inconsistent. Therefore, the topological structure can meet the requirements of a high-power and high-frequency auxiliary converter.
As shown in fig. 4 and 5, the input of the series-connected Boost converters includes a first Boost converter and a second Boost converter, the first Boost converter is connected to the first LLC resonant converter at the rear stage, and the second Boost converter is connected to the second LLC resonant converter at the rear stage.
The first Boost converter comprises a switch tube Q1, the drain electrode of the switch tube Q1 is respectively connected with the positive electrodes of an inductor L1 and a diode D1, the other end of the inductor L1 is connected with the positive input end, and the negative electrode of a diode D1 is connected with the source electrode of the switch tube Q1 through a capacitor C1.
The first LLC resonant converter comprises a switch tube Q2, a switch tube Q3, a switch tube Q4 and a switch tube Q5, the drains of the switching tubes Q6, Q7, Q8 and Q9 are connected to the cathodes of the diodes D1, the sources of the switching tubes Q4 and Q5 are connected to the source of the switching tube Q1, the source of the switching tube Q2 is connected to the drain of the switching tube Q4, and the connection end is connected to the port 1 of the transformer T1 via the inductor L2, the source of the switching tube Q3 is connected to the drain of the switching tube Q5, and the connection end is connected to the port 2 of the transformer T5 via the capacitor C5, the drains of the switching tube Q5 and Q5 are connected to the positive output end, the sources of the switching tube Q5 and Q5 are connected to the negative output end, the source of the switching tube Q5 is connected to the drain of the switching tube Q5, and the connection end is connected to the port 3 of the transformer T5, and the source of the switching tube Q5 is connected to the drain of the switching tube Q5, and the connection end of the transformer T364 is connected to the connection end of the transformer T5.
The second Boost converter comprises a switching tube Q10, the drain of the switching tube Q10 is respectively connected with the positive electrodes of an inductor L3 and a diode D2, the other end of the inductor L3 is connected with the source of the switching tube Q1, and the negative electrode of the diode D2 is connected with the negative input end through a capacitor C3 and the source of the switching tube Q2.
The second LLC resonant converter comprises a switching tube Q11, a switching tube Q12, a switching tube Q13, a switching tube Q14, a switching tube Q15, a switching tube Q16, a switching tube Q17 and a switching tube Q18, the drains of the switching tube Q11 and the switching tube Q12 are both connected with the negative electrode of the diode D2, the sources of the switching tube Q13 and the switching tube Q14 are both connected with the source of the switching tube Q10, the source of the switching tube Q11 is connected with the drain of the switching tube Q13, the connection end of the switching tube Q11 is connected with the port 1 of the transformer T2 through the inductor L4, the source of the switching tube Q12 is connected with the drain of the switching tube Q14, the connection end of the switching tube Q12 is connected with the port 2 of the transformer T2 through the capacitor C4, the drains of the switching tube Q15 and the switching tube Q16 are both connected with the positive output end, the sources of the switching tube Q17 and the switching tube Q4642 are both connected with the negative output end, the source of the switching tube Q15 is connected with the drain of the switching tube Q17, the connection end of the switching tube Q2 is connected with the port 3 of the transformer T695. And a capacitor C6 is connected in parallel between the positive output end and the output end.
As shown in fig. 6 and 7, the three-phase inverter includes a switching tube Q19, a switching tube Q20, a switching tube Q21, a switching tube Q22, a switching tube Q23, and a switching tube Q24, drains of the switching tube Q19, the switching tube Q20, and the switching tube Q21 are all connected to the positive input terminal, sources of the switching tube Q22, the switching tube Q23, and the switching tube Q24 are all connected to the negative input terminal, a source of the switching tube Q19 is connected to a drain of the switching tube Q22, and a connection terminal is connected to the three-phase output terminal 1 through an inductor L5, a source of the switching tube Q20 is connected to a drain of the switching tube Q23, and a connection terminal is connected to the three-phase output terminal 2 through an inductor L6, and a source of the switching tube Q4642 is connected to a drain of the switching tube Q24, and a connection terminal is connected to. The capacitor C7, the capacitor C8 and the capacitor C9 are respectively connected in parallel among the three- phase output terminals 1, 2 and 3.
The invention adopts the medium-high frequency auxiliary converter to replace the traditional auxiliary converter and the power frequency transformer in the original emergency self-walking topology, can also remove the heavy and high-loss power frequency isolation transformer, is favorable for reducing the loss of the system and improving the power density of the system, and thus improves the working performance of the emergency self-walking system.
In this embodiment, the bidirectional charger and the bidirectional dc-dc converter may both adopt different optimized topologies according to different actual requirements, and have one of a dual-active full-bridge isolated converter, a bidirectional full-bridge series resonant converter, a full-bridge LLC resonant converter, or a multi-module cascaded dc-dc converter.
In this embodiment, the bidirectional charger adopts a multi-module cascade topology structure, and includes two or more input-series-output-parallel dual-active full-bridge isolated converters with symmetrical structures, that is, the input terminal of each module of the input-series-output-parallel dual-active full-bridge isolated converter is connected in series to a DC3000V DC bus, and the output terminal of each input-series-output-parallel dual-active full-bridge isolated converter is connected in parallel to a second DC bus, that is, a DC650V DC bus. The bidirectional charger directly gets electricity from the DC3000V direct current bus, and a preceding stage inverter circuit of the bidirectional charger can be omitted, so that system efficiency optimization and performance improvement are realized.
The Output capacity of the charger is improved by adopting a Dual Active Bridge-Isolated Bidirectional DC-DC Converter (DAB) with Input Series and Output Parallel (ISOP). And the working mode of the bidirectional charger is relatively simple, the steady-state and dynamic working performance of the bidirectional charger can be improved by adopting an omnidirectional optimization control method, and the bidirectional charger can be flexibly applied to an emergency self-traveling system of a high-speed train.
As shown in fig. 8 and fig. 9, the dual-active full-bridge isolated converter includes a switch Q19, a switch Q20, a switch Q21, and a switch Q22, the switch tube Q23, the switch tube Q24, the switch tube Q25 and the switch tube Q26 are respectively connected with the drains of the switch tube Q19 and the switch tube Q20 at positive input ends, the switch tube Q21 and the switch tube Q22 at negative input ends, the switch tube Q19 at source is connected with the switch tube Q21 at drain end and connection end is connected with port 1 of the transformer T3 through the inductor L5, the switch tube Q20 at source is connected with the switch tube Q22 at drain end and connection end is connected with port 2 of the transformer T3 through the capacitor C5, the switch tube Q23 and the switch tube Q24 at drain end are respectively connected with positive output ends, the switch tube Q25 and the switch tube Q26 at source ends, the switch tube Q23 at source end is connected with the switch tube Q25 at drain end and connection end is connected with port 3 of the transformer T3, the switch tube Q24 at source end is connected with the drain end of the switch tube Q26 at drain end and connection end is connected with port 4 of the transformer T3.
When the multi-module cascade direct-current-direct-current converter is applied to high-voltage and high-power occasions, the voltage and current stress borne by a switching device is large, and the loss and the service life of the device are easily reduced. The multi-module cascade is divided into a series input parallel output topology and an independent input parallel output topology. When the input ends are connected in series, the voltage stress borne by each module is the total voltage stress/the number of the modules, the voltage stress borne by the device can be effectively reduced, and a switching device with a lower voltage withstanding value can be selected; when the output ends are connected in parallel in the same way, the current stress borne by each module is the total current stress/the number of the modules, and the current stress borne by the device can be effectively reduced. Even though a dc-dc converter using cascaded modules will result in an increased number of switching devices, resulting in a certain cost increase, when the voltage/current stress experienced by the switching devices is significantly reduced, the cost of the devices will be substantially reduced, and thus the cost of the overall system will be smaller.
As shown in fig. 2, the bidirectional dc-dc converter charger is used to replace the bidirectional charger inverter and the power frequency transformer, and the three-phase AC380V AC bus only supplies power to AC electric equipment. By applying the topology, under a stable working state, the DC3000V direct current bus is converted into three-phase AC380V/50Hz alternating current through the medium-high frequency auxiliary converter to supply power to the subsequent stage electric equipment. The bidirectional DC-DC converter takes electricity through a DC3000V DC bus, converts the voltage into DC650V and supplies power for a power battery and a rear-stage DC-DC converter. The post-stage DC-DC converter converts DC650V to DC110V, which powers the DC110V battery and DC consumers.
As shown in fig. 3, when the catenary is in failure or the high-speed train loses power, the train runs under the emergency self-walking working condition, and the system loses external power supply. The DC650V power battery is firstly connected with the DC650V direct current bus, and the DC650V direct current bus is converted into three-phase AC380V alternating current through the backward stage inverter circuit of the bidirectional direct-direct current converter charger and the medium-high frequency auxiliary inverter to supply power for the alternating current electric equipment. After the alternating current electric equipment normally works, a relay between the power battery and the DC3000V direct current bus is closed, and the main traction inverter is started to enable the train to run at a low speed.
Compared with the original emergency self-traveling system adopting three-phase AC380V for power supply, the emergency self-traveling system adopting the DC3000V adopts a medium-high frequency auxiliary converter and a bidirectional direct-direct charger to replace the traditional auxiliary converter, a power frequency isolation transformer and the traditional bidirectional charger, so that the overall volume of the system can be effectively reduced, and the working efficiency is improved. The direct-direct current converter with input connected in series and output connected in parallel is adopted to improve the output capacity of the charger, and the requirement of the rear-stage load can be met. Meanwhile, the system can further improve the working performance of the system by carrying out optimal control and design aiming at the single-module direct-direct converter, the multi-module direct-direct converter and the like.
All switch tubes in the medium-high frequency auxiliary converter and the bidirectional variable-frequency motor are all fully-controlled switch devices, and comprise field effect transistors or insulated gate bipolar transistors.
The principle and the implementation mode of the invention are explained by applying specific embodiments in the invention, and the description of the embodiments is only used for helping to understand the method and the core idea of the invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present invention.
It will be appreciated by those of ordinary skill in the art that the embodiments described herein are intended to assist the reader in understanding the principles of the invention and are to be construed as being without limitation to such specifically recited embodiments and examples. Those skilled in the art can make various other specific changes and combinations based on the teachings of the present invention without departing from the spirit of the invention, and these changes and combinations are within the scope of the invention.
Claims (10)
1. A DC3000V circuit topological structure of a high-speed train emergency self-traveling system is characterized by comprising a main traction inverter, a traction motor, a medium-high frequency auxiliary converter, a bidirectional charger, a power battery, a bidirectional direct-direct converter and a storage battery;
the input ends of the main traction inverter and the medium-high frequency auxiliary converter are connected to a first direct current bus together, and the output end of the main traction inverter is connected with a traction motor;
the output end of the medium-high frequency auxiliary converter is connected with the input end of the high-speed train alternating current electric equipment through a first alternating current bus;
the input end of the bidirectional charger is connected to the first direct current bus, and the output end of the bidirectional charger is connected to the second direct current bus;
the input end of the power battery is connected to a second direct current bus, and the output end of the power battery is connected with the input ends of the main traction inverter, the medium-high frequency auxiliary converter and the bidirectional charger;
the input end of the bidirectional DC-DC converter is connected to the second DC bus, and the output end of the bidirectional DC-DC converter is connected with the input end of the storage battery and is connected with the input end of the DC equipment of the high-speed train through the third DC bus.
2. The DC3000V circuit topology structure of the high-speed train emergency self-running system according to claim 1, wherein the medium-high frequency auxiliary converter adopts a step-down and then inversion type direct-alternating current circuit topology structure, and comprises a front-stage direct-direct conversion circuit and a rear-stage three-phase inversion circuit; the front-stage direct-direct conversion circuit comprises Boost converters connected in series at input, and LLC resonant converters connected to the rear stages of the Boost converters, and the LLC resonant converters are connected in parallel and output to a rear-stage three-phase inverter circuit; the rear-stage three-phase inverter circuit comprises a three-phase inverter, and the input end of the three-phase inverter is connected with the output end of the LLC resonant converter.
3. The DC3000V circuit topology structure of the high-speed train emergency self-running system according to claim 2, wherein the input series-connected Boost converters comprise a first Boost converter and a second Boost converter, the first Boost converter is connected with a first LLC resonant converter at the rear stage, and the second Boost converter is connected with a second LLC resonant converter at the rear stage.
4. The DC3000V circuit topology structure of the high-speed train emergency self-running system according to claim 3, wherein the first Boost converter comprises a switching tube Q1, a drain of the switching tube Q1 is connected with an anode of an inductor L1 and an anode of a diode D1 respectively, the other end of the inductor L1 is connected with a positive input end, and a cathode of the diode D1 is connected with a source of the switching tube Q1 through a capacitor C1 to form a second Boost converter.
5. The DC3000V circuit topology of the high-speed train emergency self-running system according to claim 4, wherein the first LLC resonant converter comprises a switch tube Q2, a switch tube Q3, a switch tube Q4, a switch tube Q5, a switch tube Q6, a switch tube Q7, a switch tube Q8 and a switch tube Q9, drains of the switch tube Q2 and the switch tube Q3 are connected with a negative electrode of a diode D1, sources of the switch tube Q4 and the switch tube Q5 are connected with a source of a switch tube Q1, a source of the switch tube Q63 2 is connected with a drain of a switch tube Q4 and a connection terminal is connected with a port 1 of a transformer T1 through an inductor L2, a source of the switch tube Q1 is connected with a drain of a switch tube Q1 and a connection terminal is connected with a port 2 of the transformer T1 through a capacitor C1, drains of the switch tube Q1 and a drain of the switch tube Q1 are connected with a positive output terminal, and a source of the switch tube Q1 are connected with a negative output terminal 1, the source of the switching tube Q6 is connected to the drain of the switching tube Q8, and the connection end is connected to the port 3 of the transformer T1, and the source of the switching tube Q7 is connected to the drain of the switching tube Q9, and the connection end is connected to the port 4 of the transformer T1.
6. The DC3000V circuit topology structure of the high-speed train emergency self-running system according to claim 5, wherein the second Boost converter comprises a switching tube Q10, a drain of the switching tube Q10 is connected with an anode of an inductor L3 and an anode of a diode D2 respectively, the other end of the inductor L3 is connected with a source of a switching tube Q1, and a cathode of the diode D2 is connected with a source of a switching tube Q2 through a capacitor C3 to form a negative input end.
7. The DC3000V circuit topology of the high-speed train emergency self-running system according to claim 6, wherein the second LLC resonant converter comprises a switch tube Q11, a switch tube Q12, a switch tube Q13, a switch tube Q14, a switch tube Q15, a switch tube Q16, a switch tube Q17 and a switch tube Q18, the drains of the switch tube Q11 and the switch tube Q12 are both connected with the cathode of a diode D2, the sources of the switch tube Q13 and the switch tube Q14 are both connected with the source of a switch tube Q10, the source of the switch tube Q63 11 is connected with the drain of a switch tube Q13 and the connection end is connected with a port 1 of a transformer T2 through an inductor L4, the source of the switch tube Q2 is connected with the drain of a switch tube Q2 and the connection end is connected with a port 2 of the transformer T2 through a capacitor C2, the drains of the switch tube Q2 and the switch tube Q2 are both connected with the positive output end, the source of the switch tube Q2 and the negative output end of the switch tube Q2, the source of the switching tube Q15 is connected to the drain of the switching tube Q17, and the connection end is connected to the port 3 of the transformer T2, and the source of the switching tube Q16 is connected to the drain of the switching tube Q18, and the connection end is connected to the port 4 of the transformer T2.
8. The DC3000V circuit topology structure of the emergency self-running system of the high-speed train as claimed in claim 7, wherein the three-phase inverter comprises a switching tube Q19, a switching tube Q20, a switching tube Q21, a switching tube Q22, a switching tube Q23 and a switching tube Q24, drains of the switching tube Q19, the switching tube Q20 and the switching tube Q21 are all connected with a positive input end, sources of the switching tube Q22, the switching tube Q23 and the switching tube Q24 are all connected with a negative input end, a source of the switching tube Q19 is connected with a drain of the switching tube Q22 and a connection end is connected with the three-phase output end 1 through an inductor L5, a source of the switching tube Q20 is connected with a drain of the switching tube Q23 and a connection end is connected with the three-phase output end 2 through an inductor L6, a source of the switching tube Q21 is connected with a drain of the switching tube Q24 and a connection end is connected with the three-phase output end 3.
9. The DC3000V circuit topology structure of the high-speed train emergency self-traveling system according to claim 1, wherein the bidirectional charger adopts a multi-module cascade topology structure and comprises two or more structurally symmetrical double-active full-bridge isolated converters with input connected in series and output connected in parallel.
10. The DC3000V circuit topology structure of the high-speed train emergency self-running system according to claim 9, wherein the dual-active full-bridge isolation converter comprises a switch tube Q25, a switch tube Q26, a switch tube Q27, a switch tube Q28, a switch tube Q29, a switch tube Q30, a switch tube Q31 and a switch tube Q32, the drains of the switch tube Q25 and the switch tube Q26 are connected to the positive input end, the sources of the switch tube Q27 and the switch tube Q28 are connected to the negative input end, the source of the switch tube Q25 is connected to the drain of the switch tube Q27 and the connection end is connected to port 1 of the transformer T3 through an inductor L8, the source of the switch tube Q26 is connected to the drain of the switch tube Q28 and the connection end is connected to port 2 of the transformer T3 through a capacitor C5, the drains of the switch tube Q29 and the switch tube Q30 are connected to the positive output end, the sources of the switch tube Q31 and the switch tube Q32 are connected to the negative output end, the source of the switching tube Q29 is connected to the drain of the switching tube Q31, and the connection end is connected to the port 3 of the transformer T3, and the source of the switching tube Q30 is connected to the drain of the switching tube Q32, and the connection end is connected to the port 4 of the transformer T3.
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Cited By (1)
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