CN112350419A - Traction main circuit charging control method for passing power-off region and traction main circuit - Google Patents
Traction main circuit charging control method for passing power-off region and traction main circuit Download PDFInfo
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- CN112350419A CN112350419A CN201910736184.0A CN201910736184A CN112350419A CN 112350419 A CN112350419 A CN 112350419A CN 201910736184 A CN201910736184 A CN 201910736184A CN 112350419 A CN112350419 A CN 112350419A
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
- H02J7/345—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering using capacitors as storage or buffering devices
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
- B60M3/04—Arrangements for cutting in and out of individual track sections
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H3/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection
- H02H3/08—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess current
- H02H3/087—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess current for dc applications
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H3/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection
- H02H3/20—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess voltage
- H02H3/202—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess voltage for dc systems
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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
- H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
- H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
- H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a charging control method for a traction main circuit to pass through a power failure area, which comprises the following steps: s01, when the input current I of the main circuit is drawndReach the preset threshold value Id1When the main traction circuit is disconnected from the traction power supply network, executing step S02; s02, collecting the current I of the intermediate capacitorc(ii) a At a current IcLess than a predetermined threshold value Ic1When so, connection is restored; at a current Id≥It+IcWhen' is, the connection is disconnected, and step S03 is performed; s03, current Id＜It+Ic1The connection is restored and maintained. The invention also discloses a traction main circuit which comprises a control unit, a direct-current voltage input end, an intermediate capacitor and an inversion module, wherein the direct-current voltage input end is provided with a first voltage detection piece, the intermediate capacitor is connected with a second voltage detection piece in parallel, and the control unit controls the action of the switch unit according to the input current of the inverter, the detection values of the first voltage detection piece, the second voltage detection piece and the first current detection piece. The control method and the main circuit have the advantages of safety, reliability and the like.
Description
Technical Field
The invention mainly relates to the technical field of rail transit, in particular to a traction main circuit and a charging control method for the traction main circuit in a power failure area.
Background
At present, a great part of vehicles in the field of urban rails adopt a third rail current collection mode, and due to different power supply subareas and turnouts, the third rails cannot be connected together completely, a power failure port must exist, namely the power failure zone, when a train passes through the power failure port, the train can continuously run for a distance by the voltage of the intermediate capacitor due to the fact that the voltage still exists in the intermediate capacitor of a train inverter, the voltage of the capacitor can be correspondingly reduced, and after the train enters the third rail zone again, because the voltage difference value between the pantograph voltage and the intermediate capacitor is large, the instantaneous current can be large, and faults such as current overcurrent, intermediate voltage overvoltage, output overcurrent and the like can be caused.
Fig. 1 shows a typical main circuit of a traction system, which includes a high-speed circuit breaker HB1, a charging and discharging unit (KM11, KM21 and a pre-charging resistor R11), a reactor L1, an intermediate capacitor C1, an inverter and a traction motor. As shown in fig. 2 after simplification of fig. 1, the reactors L1 and C1 in the traction system are mainly used as filters to filter out higher harmonics, so that the input voltage of the inverter is stabilized, and the output torque of the motor is controlled by controlling the output of the inverter.
After the train enters a power failure area, the network voltage is suddenly changed into 0, the voltage still exists in the middle capacitor of the train inverter, the train can continuously supply power to the traction motor by the middle capacitor, but the capacitor voltage can be rapidly reduced, after the capacitor voltage is reduced to a certain value (an undervoltage threshold), the traction system can diagnose to be an undervoltage fault, the traction inverter can be blocked after the fault is diagnosed, the KM1 contactor is opened, the KM2 is closed for pre-charging after the network voltage is restored to a normal value, and the KM1 is closed and the KM2 is opened after the charging is finished. Before the voltage of the intermediate capacitor is reduced to the undervoltage threshold, if the network voltage is suddenly recovered, a relatively large voltage difference exists between the network voltage and the voltage of the intermediate capacitor, so that a large charging current instantly charges the capacitor, and finally the waveform is like the waveform of fig. 3 (the network voltage is arranged above the waveform, and the charging current is arranged below the waveform), so that the faults of direct current overcurrent, intermediate voltage overvoltage, inverter output overcurrent and the like can be caused, and meanwhile, the service life of the capacitor is greatly influenced due to the overlarge charging current.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: aiming at the technical problems in the prior art, the invention provides a safe and reliable traction main circuit charging control method and correspondingly provides a main circuit with a simple structure.
In order to solve the technical problems, the technical scheme provided by the invention is as follows:
a charging control method for a traction main circuit in a power failure area comprises the following steps:
s01, when the train enters a power failure area, the traction power supply network is powered off, and at the moment, the connection between the traction main circuit and the traction power supply network is disconnected; when the traction power supply network is electrified, recovering the connection between the traction main circuit and the traction power supply network; when the input current I of the main circuit is drawndReach the preset threshold value Id1When the main traction circuit is disconnected from the traction power supply network, executing step S02;
s02, collecting the current I of the middle capacitor of the traction main circuit in real timec(ii) a At a current IcLess than a predetermined threshold value Ic1When the main traction circuit is connected with the traction power supply network, the connection between the main traction circuit and the traction power supply network is recovered; at a current Id≥It+Ic' when the connection between the traction main circuit and the traction power supply grid is disconnected, and step S03 is performed, where ItFor drawing the input current of the inverter module in the main circuit, Ic' is the maximum charging current of the intermediate capacitor;
s03, current Id＜It+Ic1And when the main traction circuit is connected with the traction power supply network, the connection between the main traction circuit and the traction power supply network is restored and kept.
Preferably, the power supply system is disconnected between the traction main circuit and the traction supply networkWhen on, the current I of the intermediate capacitor is obtained by the following formulac：
Ic＝1/C*dUc/dt
Wherein C is the capacitance value of the intermediate capacitor; u shapecIs the voltage of the intermediate capacitor.
Preferably, the ItThe calculation process of (2) is as follows:
It＝Pt/Uc
wherein P istFor total power drawn, UcIs the voltage of the intermediate capacitor;
Pt＝FV；
wherein F ═ txnxi/r;
V＝3.6×D×π×n/60/i；
f is the force converted to the wheel periphery, V is the linear velocity of the motor, i is the gear transmission ratio of the train, r is the wheel radius of the train, D is the wheel diameter of the train, and N is the number of the motors; t is motor torque; n this motor speed.
Preferably, after step S03, if Uc≥Uc1Closing a chopping circuit in parallel with said intermediate capacitor, wherein Uc1Is a predetermined chopping voltage threshold.
Preferably, the switching unit for controlling the switching unit arranged between the traction supply network and the intermediate capacitor realizes disconnection and connection between the traction main circuit and the traction supply network.
Preferably, in step S01, the conditions for determining that the train enters the power-off area are: the input current or/and the input voltage of the traction main circuit are/is lower than a preset value.
The invention also discloses a traction main circuit, which comprises a control unit, a direct-current voltage input end, an intermediate capacitor and an inversion module, wherein the intermediate capacitor is connected between the direct-current voltage input end and the inversion module in parallel and connected at two ends of the direct-current voltage input end in parallel; the direct current charging circuit is characterized in that a first voltage detection piece is arranged at the direct current voltage input end, a switch unit and a first current detection piece are arranged between the direct current voltage input end and the middle capacitor, a second voltage detection piece is connected in parallel with the middle capacitor, and the control unit controls the action of the switch unit to ensure that the charging current is within a preset range according to the input current of the inverter, the first voltage detection piece, the second voltage detection piece and the detection value of the first current detection piece.
Preferably, the switching unit is an IGBT element.
Preferably, a chopper circuit capable of being switched on and off is connected in parallel to the intermediate capacitor.
Preferably, the chopper circuit comprises a chopper resistor, a second current detector and a switch which are connected in series, and the control unit is connected with the switch and used for controlling the switch to switch on and off the chopper circuit.
Compared with the prior art, the invention has the advantages that:
the charging control method for the traction main circuit over-outage area can effectively avoid the intermediate capacitor overvoltage or overcurrent fault caused by the instantaneous overlarge voltage difference between the traction power supply network and the intermediate capacitor and the instantaneous overlarge direct-current side current, and ensure the stability of the output of the traction main circuit.
The main traction circuit has the advantages of the method, simple structure and convenient operation.
Drawings
Fig. 1 is a circuit diagram of a traction main circuit in the prior art.
Fig. 2 is a simplified diagram of fig. 1.
Fig. 3 is a current waveform diagram of the intermediate capacitor when the network voltage is recovered.
Fig. 4 is a circuit diagram of the main traction circuit of the present invention.
Detailed Description
The invention is further described below with reference to the figures and the specific embodiments of the description.
As shown in fig. 4, the method for controlling charging of the traction main circuit in the power-off region according to the present embodiment includes the steps of:
s01, when the train enters a power failure area, the traction power supply network is powered off, and at the moment, the connection between the traction main circuit and the traction power supply network is disconnected; when the traction power supply network is electrified, recovering the connection between the traction main circuit and the traction power supply network;when the input current I of the main circuit is drawndReach the preset threshold value Id1When the main traction circuit is disconnected from the traction power supply network, executing step S02;
s02, collecting the current I of the middle capacitor of the traction main circuit in real timec(ii) a At a current IcLess than a predetermined threshold value Ic1When the main traction circuit is connected with the traction power supply network, the connection between the main traction circuit and the traction power supply network is recovered; at a current Id≥It+Ic' when the connection between the traction main circuit and the traction power supply grid is disconnected, and step S03 is performed, where ItFor drawing the input current of the inverter module in the main circuit, Ic' is the maximum charging current of the intermediate capacitor;
s03, current Id＜It+Ic1And when the main traction circuit is connected with the traction power supply network, the connection between the main traction circuit and the traction power supply network is restored and kept.
The charging control method for the traction main circuit over-outage area can effectively avoid the intermediate capacitor overvoltage or overcurrent fault caused by the instantaneous overlarge voltage difference between the traction power supply network and the intermediate capacitor and the instantaneous overlarge direct-current side current, and ensure the stability of the output of the traction main circuit.
In this embodiment, when the traction main circuit is disconnected from the traction power supply network, the current I of the intermediate capacitor is obtained by the following formulac：
Ic＝1/C*dUc/dt
Wherein C is the capacitance value of the intermediate capacitor; u shapecIs the voltage of the intermediate capacitor.
In this example, ItThe calculation process of (2) is as follows:
It＝Pt/Uc
wherein P istFor total power drawn, UcIs the voltage of the intermediate capacitor;
Pt＝FV；
wherein F ═ txnxi/r;
V＝3.6×D×π×n/60/i；
f is the force converted to the wheel periphery, V is the linear velocity of the motor, i is the gear transmission ratio of the train, r is the wheel radius of the train, D is the wheel diameter of the train, and N is the number of the motors; t is motor torque; n this motor speed.
In the present embodiment, after step S03, if U is presentc≥Uc1Closing a chopper circuit connected in parallel with the intermediate capacitor, where Uc1And ensuring normal output for presetting a chopping voltage threshold value.
In this embodiment, the switching unit (a switching element capable of automatic control, such as an IGBT or the like) for controlling the switching unit provided between the traction power supply network and the intermediate capacitor realizes disconnection and connection between the traction main circuit and the traction power supply network.
In this embodiment, in step S01, the conditions for determining that the train enters the power outage area are: the input current or/and the input voltage of the traction main circuit are/is lower than a preset value.
As shown in fig. 4, the invention also discloses a traction main circuit, which comprises a control unit, a direct-current voltage input end, an intermediate capacitor C1 and an inversion module, wherein the intermediate capacitor C1 is connected in parallel between the direct-current voltage input end and the inversion module and connected in parallel at two ends of the direct-current voltage input end; a first voltage detection piece (such as a voltage sensor SV1 in fig. 1) is arranged at the direct-current voltage input end, a switch unit and a first current detection piece (such as a current sensor SC1 in fig. 1) are arranged between the direct-current voltage input end and the intermediate capacitor C1, a second voltage detection piece (such as a voltage sensor SV2 in fig. 1) is connected in parallel with the intermediate capacitor C1, and a chopper circuit which can be switched on and off is connected in parallel with the intermediate capacitor; the chopper circuit comprises a chopper resistor R1, a second current detection piece (a current sensor SV2 in fig. 1) and a switch (an IGBT tube G2) which are connected in series, and the control unit is connected with the switch and used for controlling the switch to realize the on-off of the chopper circuit. The control unit controls the action of the switch unit according to the input current of the inverter, the detection values of the first voltage detection piece, the second voltage detection piece and the first current detection piece so as to ensure that the charging current is within a preset range, and the specific control process is the same as the method. The traction main circuit of the invention also has the advantages of the charging control method, and the traction main circuit has simple integral structure and is easy to realize.
In this embodiment, the switching unit is an IGBT element. Of course, thyristors or other automatically controllable switching elements may be used in other embodiments. In the figure, D1 is a flywheel diode, and L1 is a reactor.
The traction main circuit of the present invention is described below in conjunction with a charging method:
in the braking process of the train, the electric energy of the traction motor is firstly fed back to the intermediate capacitor, and the voltage of the intermediate capacitor is higher than the grid voltage, so that the fault waveform of fig. 3 does not exist. The methods described below all use the tow/coast condition.
The control unit monitors the current value of SC1, if the current value is lower than a certain threshold, the control unit judges that the traction system possibly enters a non-electric area, after judgment, the control unit controls the G1 pipe to be disconnected, after disconnection, the control unit monitors whether the voltage value of the SV1 voltage sensor is lower than a certain threshold, if the voltage value is lower than the threshold, the control unit judges that the train enters the non-electric area, and the G1 pipe is kept disconnected until the SV1 network voltage is recovered;
determining the input current I of the inverter module according to the currently controlled speed and output torquetSince the chopper circuit is not turned on at this time, the chopper circuit current IchMaximum charging current I according to intermediate capacitancec' the maximum allowable current I on the DC side at this time can be judgedd(t1)＝It(t1)+Ic’+Ich(ii) a After SV1 net pressure is detected to recover, the G1 tube is closed to conduct. When the DC side current reaches Id1After that, the G1 pipe is closed;
according to Ic＝1/C*dUcAnd dt, calculating the current of the C1 tube after being turned off, and when the current value is less than Ic1(return current difference, I)c1＜Ic') opening the C1 tube after the threshold, when Id＝Id(t2)＝It(t2)+Ic’+IchThen the G1 pipe is disconnected;
repeating the above steps to obtain the final product Id＜It+Ic1Thereafter, the G1 tube was kept closed.
It、IdThe calculation method of (c) is as follows:
converting the total power generated by braking at the alternating current side into the conversion efficiency at the direct current side according to the gear conversion efficiency, the motor conversion efficiency and the conversion efficiency of converting the alternating current side into the direct current side in the traction system in advance;
acquiring total power generated by motor traction in real time, and converting according to the following formula to obtain converted total power;
Pm＝Pt×η；
wherein, PtFor the total power generated by traction, η translates the total power generated by braking on the ac side to the conversion efficiency on the dc side.
The total power generated by motor braking is obtained by acquiring the torque T and the rotating speed n of the motor during braking in real time and calculating according to the following formula;
Pt＝FV；
F＝T×N×i/r；
V＝3.6×D×π×n/60/i；
wherein F is the force converted to the wheel circumference, V is the linear velocity of the motor, i is the train gear transmission ratio, r is the wheel radius of the train, D is the wheel diameter of the train, and N is the number of motors.
It＝Pt/Uc；
Ic＝1/C*dUc/dt
Id＝It+Ic+Ich
Wherein C is the capacitance of the middle support capacitor, UcIs the voltage of the intermediate capacitor, IdIs a DC side current of the pantographtFor inverting the module input current, IcFor the intermediate capacitance input current, IchFor chopping current, dUcAnd/dt is the real-time rate of change of the intermediate voltage.
Although the present invention has been described with reference to the preferred embodiments, it is not intended to be limited thereto. Those skilled in the art can make numerous possible variations and modifications to the present invention, or modify equivalent embodiments to equivalent variations, without departing from the scope of the invention, using the teachings disclosed above. Therefore, any simple modification, equivalent change and modification made to the above embodiments according to the technical spirit of the present invention should fall within the protection scope of the technical scheme of the present invention, unless the technical spirit of the present invention departs from the content of the technical scheme of the present invention.
Claims (10)
1. A charging control method for a traction main circuit in a power failure area is characterized by comprising the following steps:
s01, when the train enters a power failure area, the traction power supply network is powered off, and at the moment, the connection between the traction main circuit and the traction power supply network is disconnected; when the traction power supply network is electrified, recovering the connection between the traction main circuit and the traction power supply network; when the input current I of the main circuit is drawndReach the preset threshold value Id1When the main traction circuit is disconnected from the traction power supply network, executing step S02;
s02, collecting the current I of the middle capacitor of the traction main circuit in real timec(ii) a At a current IcLess than a predetermined threshold value Ic1When the main traction circuit is connected with the traction power supply network, the connection between the main traction circuit and the traction power supply network is recovered; at a current Id≥It+Ic' when the connection between the traction main circuit and the traction power supply grid is disconnected, and step S03 is performed, where ItFor drawing the input current of the inverter module in the main circuit, Ic' is the maximum charging current of the intermediate capacitor;
s03, current Id＜It+Ic1And when the main traction circuit is connected with the traction power supply network, the connection between the main traction circuit and the traction power supply network is restored and kept.
2. Method for controlling the charging of the traction main circuit through the interruption zone according to claim 1, characterized in that the current I of the intermediate capacitor is obtained by the following formula when there is a disconnection between the traction main circuit and the traction supply networkc：
Ic＝1/C*dUc/dt
Wherein C is the capacitance value of the intermediate capacitor; u shapecIs the voltage of the intermediate capacitor.
3. The method of claim 1, wherein I is the charging control method for the traction main circuit passing outage regiontThe calculation process of (2) is as follows:
It＝Pt/Uc
wherein P istFor total power drawn, UcIs the voltage of the intermediate capacitor;
Pt＝FV；
wherein F ═ txnxi/r;
V＝3.6×D×π×n/60/i；
f is the force converted to the wheel periphery, V is the linear velocity of the motor, i is the gear transmission ratio of the train, r is the wheel radius of the train, D is the wheel diameter of the train, and N is the number of the motors; t is motor torque; n this motor speed.
4. 4-the method for controlling charging of the traction main circuit passing through the power-off region according to any one of claims 1 to 3, characterized in that after step S03, if U isc≥Uc1Closing a chopping circuit in parallel with said intermediate capacitor, wherein Uc1Is a predetermined chopping voltage threshold.
5. A charging control method of a traction main circuit over-outage region according to any one of claims 1 to 3, characterized in that a switching unit for controlling a switching unit provided between the traction supply network and an intermediate capacitor realizes disconnection and connection between the traction main circuit and the traction supply network.
6. The method according to any one of claims 1 to 3, wherein in step S01, the conditions for determining that the train enters the power outage region are: the input current or/and the input voltage of the traction main circuit are/is lower than a preset value.
7. A traction main circuit comprises a control unit, a direct-current voltage input end, an intermediate capacitor and an inversion module, wherein the intermediate capacitor is connected between the direct-current voltage input end and the inversion module in parallel; the direct current charging circuit is characterized in that a first voltage detection piece is arranged at the direct current voltage input end, a switch unit and a first current detection piece are arranged between the direct current voltage input end and the middle capacitor, a second voltage detection piece is connected in parallel with the middle capacitor, and the control unit controls the action of the switch unit to ensure that the charging current is within a preset range according to the input current of the inverter, the first voltage detection piece, the second voltage detection piece and the detection value of the first current detection piece.
8. The traction main circuit according to claim 7, characterized in that said switching unit is an IGBT element.
9. The main traction circuit according to claim 7 or 8, wherein a chopper circuit capable of being switched on and off is connected in parallel with the intermediate capacitor.
10. The main traction circuit according to claim 9, wherein the chopper circuit comprises a chopper resistor, a second current detector and a switch, which are connected in series, and the control unit is connected to the switch and is configured to control the switch to switch on and off the chopper circuit.
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| CN112350419B (en) | 2023-03-24 |
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