CN115882702A

CN115882702A - Locomotive storage battery main circuit and railway vehicle

Info

Publication number: CN115882702A
Application number: CN202310002387.3A
Authority: CN
Inventors: 贾岩鑫; 陈哲; 邹焕青; 雷欣; 刘文钦
Original assignee: CRRC Zhuzhou Locomotive Co Ltd
Current assignee: CRRC Zhuzhou Locomotive Co Ltd
Priority date: 2023-01-03
Filing date: 2023-01-03
Publication date: 2023-03-31

Abstract

The application discloses locomotive battery main circuit and rail vehicle relates to track traffic technical field for the break-make of control locomotive battery main circuit, to the problem that can not satisfy actual need at present through high-speed circuit breaker control main circuit break-make response time, provides a locomotive battery main circuit, realizes the break-make of battery main circuit through adopting IGBT/MOSFET module to replace high-speed circuit breaker. The IGBT/MOSFET module is characterized in that the switching action is fast, the on-off is directly controlled by an electric signal sent by the control module, the response time can be controlled below millisecond level, and the response time is at least one order of magnitude faster than that of the high-speed circuit breaker used at present. And the IGBT/MOSFET module occupies smaller area relative to the high-speed circuit breaker, and is more favorable for the design of a train circuit structure.

Description

Locomotive storage battery main circuit and railway vehicle

Technical Field

The application relates to the technical field of rail transit, in particular to a locomotive storage battery main circuit and a rail vehicle.

Background

In the technical field of current rail transit, the hybrid power shunting locomotive is powered by dual energy sources of a multipurpose contact net/a third rail and a traction storage battery. As one of the locomotive power supply systems, the attention of technicians on their control circuits is mainly focused on the entire vehicle circuit system. In the existing main circuit of the storage battery, a high-speed circuit breaker is generally used for controlling on/off of the main circuit, and specifically, the high-speed circuit breaker controls whether contacts of the high-speed circuit breaker are in contact or not mainly through mechanical actions of hardware inside the device, so that switching on and switching off of a train circuit system are achieved.

The mechanical action of the high-speed circuit breaker has a certain delay, usually requires millisecond response time, and the requirements of an actual train cannot be met more and more.

Therefore, a need exists for a main circuit of a locomotive battery to solve the problem that the actual need cannot be met by controlling the on-off response time of the main circuit through a high-speed circuit breaker.

Disclosure of Invention

The application aims to provide a locomotive storage battery main circuit and a railway vehicle, so as to solve the problem that the actual requirement cannot be met by controlling the on-off response time of the main circuit through a high-speed circuit breaker at present.

In order to solve the above technical problem, the present application provides a locomotive battery main circuit, including: the device comprises an IGBT/MOSFET module, a control module and a storage battery pack;

the positive electrode of the storage battery pack is connected with the first end of the IGBT/MOSFET module; the negative electrode of the storage battery pack is connected with the negative electrode input end of the load inverter; the second end of the IGBT/MOSFET module is connected with the positive input end of the load inverter;

and the control end of the IGBT/MOSFET module is connected with the control module, and the on-off state is controlled by the control module.

Preferably, the method further comprises the following steps: a resistance-capacitance branch;

the first end of the resistance-capacitance branch circuit is connected with the first end of the IGBT/MOSFET module, and the second end of the resistance-capacitance branch circuit is connected with the negative electrode input end of the load inverter.

Preferably, the resistance-capacitance branch comprises: a first resistor and a first capacitor;

the first end of the first resistor is used as the first end of the resistance-capacitance branch circuit and is connected with the first end of the IGBT/MOSFET module; the second end of the first resistor is connected with the first end of the first capacitor; and the second end of the first capacitor is used as the first end of the resistance-capacitance branch circuit and is connected with the negative electrode input end of the load inverter.

Preferably, the method further comprises the following steps: a first diode;

the positive end of the first diode is connected with the negative input end of the load inverter, and the negative end of the first diode is connected with the positive input end of the load inverter.

Preferably, the load inverter further comprises a second capacitor connected in parallel between the negative input end and the positive input end of the load inverter.

Preferably, the system also comprises a disconnecting switch with a fuse, which is arranged between the anode of the storage battery pack and the IGBT/MOSFET module and between the cathode of the storage battery pack and the cathode input end of the load inverter.

Preferably, the power supply further comprises a contactor arranged between the negative electrode of the storage battery pack and the negative electrode input end of the load inverter.

Preferably, the control module is a central control unit of the locomotive.

In order to solve the technical problem, the application further provides a rail vehicle which comprises the locomotive storage battery main circuit.

According to the locomotive storage battery main circuit, the IGBT/MOSFET module is adopted to replace a high-speed circuit breaker to achieve on-off of the storage battery main circuit, and specifically, a controller can send corresponding control signals to the IGBT/MOSFET module to control the on-off of the storage battery main circuit; when the main circuit of the storage battery needs to be disconnected, the control module controls the IGBT/MOSFET module to be disconnected, so that the electric energy of the storage battery cannot reach a load, and the control requirement is met. The IGBT/MOSFET module is characterized in that the switching action is fast, the on-off is directly controlled by an electric signal sent by the control module, the response time can be controlled below millisecond level, and the response time is at least one order of magnitude faster than that of the high-speed circuit breaker used at present. And the IGBT/MOSFET module occupies smaller area relative to the high-speed circuit breaker, and is more favorable for the design of a train circuit structure.

The application provides a rail vehicle, correspond with above-mentioned locomotive battery main circuit, the effect is the same as above.

Drawings

In order to more clearly illustrate the embodiments of the present application, the drawings needed for the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings can be obtained by those skilled in the art without inventive effort.

FIG. 1 is a schematic diagram of a main circuit of a locomotive battery according to the present invention;

fig. 2 is a structural diagram of another locomotive battery main circuit provided by the invention.

The device comprises a power supply, a storage battery, a resistor-capacitor branch circuit, a disconnecting switch, a power supply and a power supply, wherein 11 is an IGBT/MOSFET module, 12 is a control module, 13 is a storage battery, 14 is a resistor-capacitor branch circuit, and 15 is an isolating switch.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all the embodiments. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments in the present application without any creative effort belong to the protection scope of the present application.

The core of this application provides a locomotive battery main circuit and rail vehicle.

In order that those skilled in the art will better understand the disclosure, the following detailed description will be given with reference to the accompanying drawings.

In the technical field of rail transit nowadays, hybrid power supplied by a contact net/a third rail and a traction storage battery pack dual energy source is mostly used for supplying power for the functions of a shunting locomotive. The shunting locomotive is used for shunting operation of train marshalling, disassembling, line changing and vehicle taking and delivering, and features frequent starting and stopping. Therefore, the switching-on and switching-off of the shunting locomotive are required frequently, and therefore, the control of the whole locomotive circuit system is the focus of attention of the technicians in the field.

At present, the real-time on-off control of a main circuit of a storage battery is mainly realized by a high-speed circuit breaker, and the high-speed circuit breaker controls the contact to be closed or opened through a certain mechanical action through a magnetic circuit, a spring, a fork and other components, so that the on-off control of the main circuit is realized, namely the on-off control of a locomotive is controlled. However, the high-speed circuit breaker responds to the control signal through mechanical action and has a certain delay, the delay time is usually in the millisecond level, actual requirements cannot be gradually met in the increasingly developed technical field of rail transit, and certain hidden danger is brought to the use of a locomotive.

In order to solve the above problem, the present application provides a main circuit of a locomotive battery, as shown in fig. 1, including: an IGBT/MOSFET module 11, a control module 12 and a storage battery pack 13;

the positive electrode of the storage battery pack 13 is connected with the first end of the IGBT/MOSFET module 11; the negative electrode of the storage battery pack 13 is connected with the negative electrode input end of the load inverter; the second end of the IGBT/MOSFET module 11 is connected with the positive input end of the load inverter;

the control end of the IGBT/MOSFET module 11 is connected with the control module 12, and the on-off state is controlled by the control module 12.

The IGBT/MOSFET module 11 can also meet the requirements of the locomotive battery main circuit provided by the present application by using either the IGBT module or the MOSFET module. The IGBT module is a modular semiconductor product formed by bridge-packaging an Insulated Gate Bipolar Transistor (IGBT) chip and a freewheeling diode (FWD) chip through a specific circuit, and the specific circuit is shown in fig. 2.

The IGBT has both advantages of high input impedance of a Metal-Oxide-Semiconductor Field-Effect Transistor (MOSFET) and low on-state voltage drop of a power Transistor (GTR). The GTR saturation voltage is reduced, the current carrying density is high, but the driving current is large; the MOSFET has small driving power, high switching speed, large conduction voltage drop and small current carrying density. Therefore, in practical application, the main circuit of the locomotive storage battery is preferably built by using IGBT modules.

Furthermore, the battery pack 13 is also a battery pack inside the shunting locomotive for supplying the traction motor. The control module 12 may also be any control device having a logic control function, and in this application, that is, a control device that controls the on/off of the IGBT/MOSFET by outputting a control signal is provided, and many control devices that meet the above requirements exist at present, and may be a single chip, a Central Processing Unit (CPU), a Programmable Logic Device (PLD), and the like, which is not limited in this embodiment.

Similarly, the selection of the control module 12 can be realized by adding a new control module 12, which is specially used for controlling the on/off of the IGBT/MOSFET module 11, that is, the main circuit of the storage battery, or the control operation can be realized by multiplexing the existing control devices in the locomotive. In one possible embodiment, a Central Control Unit (CCU) in the locomotive is multiplexed as the Control module 12 in the circuit to Control the locomotive to close or close according to the instructions of the driver.

In addition, since both the IGBT and the MOSFET are well-known switching devices, it is well known to those skilled in the art that what kind of control signals can be output to control the on/off of the IGBT/MOSFET module 11, and therefore, the present embodiment is not described herein again.

It should be noted that the inverter of the load in the main circuit is a dc-to-ac inverter, which is established in the present situation that the battery pack 13 outputs dc power but the load such as the traction motor of the locomotive uses ac power in the present practical application, and thus the inverter is provided as a part of the existing locomotive, and does not limit the main circuit of the locomotive battery disclosed in the present application.

The utility model provides a locomotive battery main circuit, replace the high-speed circuit breaker of present general use through IGBT/MOSFET module 11, IGBT/MOSFET module 11 realizes the control of on-off state through the signal of telecommunication, response speed is faster for mechanical action, through foretell locomotive battery main circuit, can be within the millisecond with the long control of response, for the long response time of the required millisecond of high-speed circuit breaker of present use, at least one order of magnitude of speed is fast appeared, can effectively shorten locomotive switching off, the delay time that closing control instruction sent to battery main circuit response, thereby guarantee the timeliness of locomotive control, reduce because risk and loss that control delay probably leads to.

According to the embodiment, the locomotive storage battery main circuit provided by the application has the advantages that the IGBT/MOSFET module 11 is selected to replace a high-speed circuit breaker, so that the effect of improving the response speed is achieved. However, in the process of controlling the on or off of the main circuit of the battery by turning on and off the IGBT/MOSFET module 11, an overvoltage and energy are generated, and when the power of the main circuit is relatively high, the overvoltage and energy may seriously affect the circuit. Therefore, this embodiment also provides a preferred implementation, as shown in fig. 2, the circuit further includes: a resistance-capacitance branch 14;

the first end of the resistance-capacitance branch 14 is connected with the first end of the IGBT/MOSFET module 11, and the second end is connected with the negative input end of the load inverter.

The resistance-capacitance branch 14 is also used for absorbing overvoltage and energy generated by the IGBT/MOSFET module 11 during the turn-on and turn-off processes, and maintaining the stability of the main circuit of the battery.

Further, this embodiment also provides a preferable scheme of the resistance-capacitance branch 14, as shown in fig. 2, the resistance-capacitance branch 14 includes: a first resistor R1 and a first capacitor C1;

a first end of the first resistor R1 is connected to a first end of the IGBT/MOSFET module 11 as a first end of the resistance-capacitance branch 14; the second end of the first resistor R1 is connected with the first end of the first capacitor C1; the second end of the first capacitor C1 is connected to the negative input end of the load inverter as the first end of the rc branch 14.

It is easy to understand that the selection of the electrical parameters of the first resistor R1 and the first capacitor C1 is determined according to other electrical parameters of the main circuit of the battery, such as the output power of the battery, and the above-mentioned embodiment of the resistance-capacitance branch is only a simplest form of the resistance-capacitance branch 14, and more electrical components can be used as needed in practical use.

According to a preferred scheme provided by the embodiment, the resistance-capacitance branch 14 is added to absorb overvoltage and energy generated by the IGBT/MOSFET module 11 in the switching-on process or the switching-off process, so that the stability of the main circuit of the storage battery is maintained, and adverse effects on the main circuit of the storage battery caused by the fact that the IGBT/MOSFET module 11 is used for replacing a high-speed circuit breaker are eliminated, so that the safety standard and the use requirement of actual locomotive use are met.

Similarly, in order to further ensure the safety and reliability of the main circuit, this embodiment provides a preferable solution on the basis of the above embodiment, as shown in fig. 2, the main circuit further includes: a first diode D1;

the positive end of the first diode D1 is connected with the negative input end of the load inverter, and the negative end of the first diode D1 is connected with the positive input end of the load inverter.

It should be noted that the first diode D1 is provided for preventing the backflow of the main circuit of the locomotive battery, so the first diode D1 may also be called a backflow diode, and the electrical parameters are selected according to the electrical parameters of other components of the main circuit of the battery and the actual requirements, which will not be described again in this embodiment.

Further, on the basis of the above embodiment, this embodiment also provides a preferred implementation scheme for ensuring the stability of the main circuit of the locomotive battery, as shown in fig. 2, the main circuit further includes: and the second capacitor C2 is connected between the negative electrode input end and the positive electrode input end of the load inverter in parallel.

It should be noted that the second capacitor C2 provided in this embodiment is used for stabilizing the voltage output to the load motor, and is generally called as an intermediate support capacitor in practical applications, and the electrical parameters are selected in the same way as described above.

In addition, it should be noted that, in the main circuit structure of the locomotive battery shown in fig. 2, an inductance L1 exists between the first diode D1 and the second capacitor C2, which is an inductance of a converter in the main circuit of the locomotive and is a part of the existing main circuit of the locomotive battery.

The preferred scheme that this embodiment provided prevents the backward flow of locomotive battery main circuit through increasing first diode D1, is used for stabilizing the output voltage who exports to the load motor through adding second electric capacity C2, guarantees the performance of the locomotive battery main circuit that this application provided from different angles, satisfies the needs that actual locomotive used better.

Further, this embodiment also provides a preferred embodiment to protect the safety of the main circuit of the locomotive battery from different aspects, as shown in fig. 2, the main circuit further includes:

and the isolating switch 15 with the fuse is arranged between the anode of the storage battery pack 13 and the IGBT/MOSFET module 11 and between the cathode of the storage battery pack 13 and the cathode input end of the load inverter.

It will be readily appreciated that the disconnector 15 is used for isolating a power supply, that in the open position of the disconnector 15, the contacts are kept at a certain insulation distance and have a distinct open flag according to the safety requirements of the actual locomotive operation, and that in the closed position the disconnector 15 should be able to carry current under normal loop conditions and under abnormal conditions (e.g. short circuit) for a specified period of time. In addition, the isolating switch 15 used in this embodiment has a fuse, and when the current in the loop is too large, the fuse is triggered to fuse, so as to protect the circuit from being burnt, and avoid further loss.

It should also be noted that the number of fused disconnectors 15 is not limited in this embodiment, and fig. 2 shows only one possible implementation manner that satisfies the disposition between the positive pole of the battery pack 13 and the IGBT/MOSFET module 11, and between the negative pole of the battery pack 13 and the negative input terminal of the load inverter.

Similarly, this embodiment also provides a preferred embodiment, as shown in fig. 2, the main circuit of the locomotive battery further includes:

and a contactor K1 arranged between the negative electrode of the storage battery pack 13 and the negative electrode input end of the load inverter.

The contactor K1 also serves as a main disconnection switch for protecting the storage battery pack 13, and when the control module 12 fails and needs to disconnect the power supply of the storage battery pack 13, emergency disconnection can be performed through the contactor K1 of the embodiment, so that the safety of the main circuit of the locomotive storage battery is further ensured.

In another aspect, the preferred embodiment further protects the main circuit of the locomotive battery provided in the above embodiment by adding the isolating switch 15 with a fuse and the contactor K1, where the isolating switch 15 is used to isolate the power supply, the fuse can cut off the power supply of the circuit to protect the circuit from being burnt when the current is too large, and the contactor K1 performs an emergency cut-off between the battery pack 13 and the main circuit when the control module 12 fails, thereby further ensuring the safety and reliability of the main circuit of the locomotive battery in different aspects.

To further illustrate the main circuit of the locomotive battery provided by the present application, a preferred embodiment is described below with reference to the above embodiments and fig. 2:

as shown in fig. 2, the locomotive battery main circuit includes: the circuit comprises a storage battery pack 13, an isolating switch 15 with a fuse, a contactor K1, a resistance-capacitance branch 14, an IGBT/MOSFET module 11, a first diode D1, a converter inductor L1 and a second capacitor C2;

the resistance-capacitance branch 14 consists of a first resistor R1 and a first capacitor C1 which are connected in series;

the positive electrode of the storage battery pack 13 is connected with the resistor of the resistance-capacitance branch 14 and the first end of the IGBT/MOSFET module 11 through an isolating switch 15 with a fuse; the negative pole of the storage battery is connected with the capacitor of the resistance-capacitance branch 14 and the negative pole input end of the load inverter through a disconnecting switch 15 with a fuse and a contactor K1 which are connected in series;

the second end of the IGBT/MOSFET module 11 is connected to the first end of the converter inductor L1 and the negative end of the first diode D1; the positive end of the first diode D1 is connected with the negative input end of the load inverter;

the first end of a second capacitor C2 is connected with the second end of the converter inductor L1 and the positive input end of the load inverter, and the second end of the second capacitor C2 is connected with the negative input end of the load inverter;

the control module 12 is connected with the control terminal of the IGBT/MOSFET module 11.

When a driver sends a main circuit switching-on instruction of the storage battery, the control module 12 controls the IGBT/MOSFET module 11 to be switched on, electric energy of the traction storage battery is transmitted to a load motor through the isolating switch 15 and the IGBT/MOSFET module 11, and the resistance-capacitance branch 14 absorbs overvoltage and energy generated by the IGBT/MOSFET module 11 in the process; when a driver sends a storage battery main circuit disconnection instruction, the control module 12 controls the IGBT/MOSFET module 11 to be disconnected, the main circuit is disconnected, a power supply channel between the load motor and the storage battery pack 13 is disconnected, and the resistance-capacitance branch 14 absorbs overvoltage and energy generated by the IGBT/MOSFET module 11 in the process.

According to the locomotive storage battery main circuit provided by the embodiment, the IGBT/MOSFET module 11 is used for replacing a height breaker which is usually used at present, the topological structure of the traction storage battery main circuit is optimized, the faster response speed is realized, and the timeliness of train control is guaranteed. Further, a resistance-capacitance branch 14 is further provided to absorb overvoltage and energy generated by the IGBT/MOSFET module 11 during the turn-on and turn-off processes, so as to reduce the influence on the main circuit and improve the safety and stability of the circuit. In addition, the output voltage is stabilized through the second capacitor C2, so that the output voltage received by the load motor is more stable. The storage battery pack 13 is isolated through the isolating switch 15 with the fuse, the power supply of the storage battery pack 13 is cut off emergently through the contactor K1, the backflow phenomenon in the circuit is prevented through the first diode D1, and the safety of the circuit is further guaranteed from different angles so as to meet the safety specification and the use requirement in the practical application process of the locomotive.

In the above embodiments, a locomotive battery main circuit is described in detail, and the present application also provides a corresponding embodiment of a rail vehicle, including the locomotive battery main circuit described above. Since the embodiment of the rail vehicle portion corresponds to the embodiment of the main circuit portion of the locomotive battery, please refer to the description of the embodiment of the circuit portion for the embodiment of the rail vehicle portion, and the detailed description thereof is omitted here.

A locomotive battery main circuit and a rail vehicle that this application provided have been introduced in detail above. The embodiments are described in a progressive manner in the specification, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other. The device disclosed by the embodiment corresponds to the method disclosed by the embodiment, so that the description is simple, and the relevant points can be referred to the method part for description. It should be noted that, for those skilled in the art, it is possible to make several improvements and modifications to the present application without departing from the principle of the present application, and such improvements and modifications also fall within the scope of the claims of the present application.

It should also be noted that, in this specification, relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising a … …" does not exclude the presence of another identical element in a process, method, article, or apparatus that comprises the element.

Claims

1. A locomotive battery main circuit, comprising: the device comprises an IGBT/MOSFET module (11), a control module (12) and a storage battery pack (13);

the positive electrode of the storage battery pack (13) is connected with the first end of the IGBT/MOSFET module (11); the negative electrode of the storage battery pack (13) is connected with the negative electrode input end of the load inverter; the second end of the IGBT/MOSFET module (11) is connected with the positive input end of the load inverter;

the control end of the IGBT/MOSFET module (11) is connected with the control module (12), and the on-off state is controlled by the control module (12).

2. The locomotive battery main circuit of claim 1, further comprising: a resistance-capacitance branch (14);

the first end of the resistance-capacitance branch circuit (14) is connected with the first end of the IGBT/MOSFET module (11), and the second end of the resistance-capacitance branch circuit is connected with the negative electrode input end of the load inverter.

3. The locomotive battery main circuit according to claim 1, characterized in that said resistance-capacitance branch (14) comprises: a first resistor and a first capacitor;

the first end of the first resistor is used as the first end of the resistance-capacitance branch (14) and connected with the first end of the IGBT/MOSFET module (11); the second end of the first resistor is connected with the first end of the first capacitor; and the second end of the first capacitor is used as the first end of the resistance-capacitance branch (14) and is connected with the negative electrode input end of the load inverter.

4. The locomotive battery main circuit of claim 2, further comprising: a first diode;

5. The locomotive battery main circuit of claim 2, further comprising a second capacitor connected in parallel between the load inverter negative input and positive input.

6. The locomotive battery main circuit according to claim 2, characterized in that it further comprises a fused disconnector (15) arranged between the positive pole of the battery pack (13) and the IGBT/MOSFET module (11), between the negative pole of the battery pack (13) and the negative input of the load inverter.

7. The locomotive battery main circuit according to claim 2, characterized in that it further comprises a contactor arranged between the negative pole of the battery pack (13) and the load inverter negative pole input.

8. Locomotive battery main circuit according to any of the claims 1 to 7, characterized in that the control module (12) is a central control unit of a locomotive.

9. A rail vehicle comprising the locomotive battery main circuit of any one of claims 1 to 8.