CN117021961A - Novel urban rail vehicle main circuit - Google Patents
Novel urban rail vehicle main circuit Download PDFInfo
- Publication number
- CN117021961A CN117021961A CN202310952216.7A CN202310952216A CN117021961A CN 117021961 A CN117021961 A CN 117021961A CN 202310952216 A CN202310952216 A CN 202310952216A CN 117021961 A CN117021961 A CN 117021961A
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- Prior art keywords
- traction
- converter
- main circuit
- auxiliary
- urban rail
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- 238000004378 air conditioning Methods 0.000 claims description 18
- 238000010992 reflux Methods 0.000 claims description 2
- 238000010586 diagram Methods 0.000 description 3
- 238000006243 chemical reaction Methods 0.000 description 2
- 238000004134 energy conservation Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L9/00—Electric propulsion with power supply external to the vehicle
-
- 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
-
- 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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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application discloses a novel urban rail vehicle main circuit, which comprises: according to the technical scheme, the pantograph is downwards connected with the lightning arrester and the main fuse box, the other end of the lightning arrester is connected with the vehicle body and is connected with the track through the vehicle body, the lightning arrester plays a role in absorbing overvoltage, lightning overvoltage and operation overvoltage of the power grid, the main fuse box is connected with the pantograph and the high-voltage electric appliance box, and overload of cables and equipment is protected. The circuit not only meets the normal functions of the traction and auxiliary systems of the urban rail vehicle, but also solves the problem that the direct power supply of the medium-voltage bus cannot be realized in the main circuit of the rail transit vehicle in the prior art.
Description
Technical Field
The application relates to the field of urban rail vehicle traction and auxiliary power supply systems, in particular to a novel urban rail vehicle main circuit.
Background
Along with the high-speed development of urban construction, in order to relieve the tension between population and traffic resources and between automobiles and traffic facilities, rail transit is increasingly adopted in cities due to the advantages of large passenger capacity, stable operation, accurate points, no congestion and the like, and passengers can travel conveniently to a great extent, so that residents enjoy life with higher quality. Along with the implementation of the national 'double carbon' strategy and the green and intelligent popularization of the rail transit, the system energy conservation of the rail transit vehicle is also gradually scheduled.
In recent years, with the gradual development of power supply technology and the improvement of energy conservation consciousness, the air conditioning system gradually starts to adopt a variable frequency air conditioner powered by three-phase AC380V, the power supply in the variable frequency air conditioner still needs to rectify the three-phase AC380V power supply and then perform variable frequency control to supply power to a compressor and a condensing fan of the air conditioning system, the three-phase AC380V power supply is derived from an auxiliary converter, if the auxiliary converter adopts high-frequency conversion, DC/DC is needed to firstly stabilize DC1500V to about DC650V (adjustable), then three-phase AC380V is output through DC/AC conversion, filtering and the like, and for urban rail vehicles in 6 groups in general, the AC380V capacity needs about 480kVA. From the small system composed of the auxiliary power supply system and the air conditioning system, since the final air conditioning power supply is required to rectify and output the DC650V power supply, the rectified DC650V direct current power supply can be directly led out from the middle loop of the auxiliary converter, namely the DC/DC back end, so that from the view of 6 marshalled trains, at least about 440kVA of DC/AC capacity can be reduced, meanwhile, the capacity of an AC/DC rectification link in the air conditioning system can be correspondingly reduced, the efficiency of the auxiliary power supply system is greatly improved, the control complexity of the system is reduced, the equipment cost is reduced, and the product reliability is improved.
Because the existing air compressors of the braking system all adopt 3-phase AC380V fixed-frequency input, in order to ensure the functional integrity of an auxiliary power supply system, DC/AC inverters with the same capacity are required to be reserved, and the power of the air compressor of the general braking system is not more than 15kW, so that the originally designed DC/AC capacity is adjusted from 240kVA to 20kVA, and the system function can be completely ensured to be unchanged.
Disclosure of Invention
According to the problems existing in the prior art, the application discloses a novel urban rail vehicle main circuit, which comprises the following specific scheme:
the pantograph acquires electric energy of the whole train and is connected with the overhead contact system;
the main fuse box is connected with the pantograph and the high-voltage electric appliance box;
the high-voltage electric appliance box is connected with the main fuse box, the auxiliary converter, the traction converter and the auxiliary power supply bus;
the auxiliary converter comprises 2 groups of DC/DC parallel modules, and is connected with the DC/DC parallel modules of the auxiliary converter of another train through a medium-voltage direct-current bus to provide electric energy for the whole vehicle air conditioning system;
the traction motor is used for providing power for the vehicle and recovering electric braking energy and is connected with the output end of the traction converter;
and the grounding device is used for returning the current of the overhead contact system to the substation to form reflux, and is connected with the auxiliary converter and the traction converter.
Further, the output voltage of the auxiliary converter is 650V, and the auxiliary converter is connected with 2 groups of redundant DC/DC modules in the auxiliary converter at the other end through a medium-voltage DC bus.
Further, a DC/AC module with the capacity of 20kVA is arranged in the auxiliary converter, and the DC/AC module is used for redundant power supply of the air compressor of the braking system, so that the power supply reliability of the braking system is improved.
Furthermore, a multiplexing switch, a high-speed circuit breaker, an auxiliary bus fuse, an emergency traction contactor and a diode are arranged in the high-voltage electric device box, so that electric energy of the traction converter and the auxiliary converter is distributed and protected, and the traction power supply of the storage battery is controlled.
Furthermore, a main loop fuse is arranged in the main fuse box, and the main loop fuse is matched with the high-speed circuit breaker and the reactor for protection, so that the tripping of a traction substation is prevented under the conditions of short circuit and overload of a vehicle.
By adopting the technical scheme, the novel urban rail vehicle main circuit provided by the application not only meets the normal functions of the traction and auxiliary systems of the urban rail vehicle, but also solves the problem that the direct power supply of the medium-voltage bus cannot be realized in the main circuit of the rail transit vehicle in the prior art.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments described in the present application, and other drawings may be obtained according to the drawings without inventive effort to those skilled in the art.
FIG. 1 is a schematic diagram of a novel urban rail vehicle main circuit of the present application;
FIG. 2 is a block diagram of a subsystem circuit formed by an auxiliary converter and an air conditioning system before the implementation of the application;
fig. 3 is a block diagram of the circuit between the auxiliary converter and the air compressor of the air conditioning system and the brake system after the implementation of the present application.
Detailed Description
In order to make the technical scheme and advantages of the present application more clear, the technical scheme in the embodiment of the present application is clearly and completely described below with reference to the accompanying drawings in the embodiment of the present application:
the novel urban rail vehicle main circuit shown in fig. 1 is characterized in that a pantograph is downwards connected with a lightning arrester and a main fuse box, the other end of the lightning arrester is connected with a vehicle body and is connected with a rail through the vehicle body, and the lightning arrester plays a role in absorbing overvoltage, lightning overvoltage and operation overvoltage of a power grid.
The main fuse box is connected with the pantograph and the high-voltage electric appliance box, and overload of cables and equipment is protected.
The high-voltage electrical apparatus box is connected with the main fuse box, the traction converter and the auxiliary converter, and the three-position change-over switch in the high-voltage electrical apparatus box can realize the selection function of the power supply from three positions such as 'running', 'grounding', 'workshop'. HB1 and HB2 are high-speed circuit breakers for protection of the two motor train traction converters, respectively. D1 is the anti-reverse protection function of the auxiliary converter, and meanwhile, different power-off areas are prevented from being connected through an auxiliary power supply bus in the running process of the train. FU1, FU2 are protection fuses of the auxiliary current transformer and auxiliary power supply bus, respectively. The KMB is an emergency traction contactor, the KMB and the D2 diode are reserved, and for a vehicle with a storage battery traction function, the power supply function of the storage battery to the traction converter can be realized through the two devices.
The traction converter is connected with the traction motor to realize the traction and braking control functions of the traction motor.
The 2 groups of DC/DC modules of one auxiliary converter are connected with the 2 groups of DC/DC modules of the other auxiliary converter through an auxiliary medium-voltage bus to supply power for the direct-current variable-frequency air conditioner, so that the redundancy of direct-current power supply is realized. The design of the auxiliary medium-voltage bus is the core of the patent.
The storage battery box is connected with a charger in the auxiliary converter and an emergency traction contactor in the high-voltage electric appliance box, the charger charges the storage battery box, and when a vehicle is required to have an emergency traction function, electric energy of the storage battery is supplied through the emergency traction contactor and the diode D2.
The grounding device is connected with the traction converter and the auxiliary converter to realize power supply negative line backflow.
Examples
Fig. 1 shows a half train main circuit of 6 marshalling vehicles, the other half trains are symmetrical with the other half trains, a pantograph is connected with a contact net, a main fuse box and a lightning arrester are connected with the pantograph, a high-voltage electric appliance box is upwards connected with the main fuse box, and downwards connected with a storage battery box, an auxiliary converter and a traction converter, 2 DC/DC in the auxiliary converter are output in parallel, 2 DC/DC of the other half trains are connected with the traction converter through a medium-voltage direct-current bus, a traction motor and a braking resistor are connected with the traction converter, and a grounding device is connected with the auxiliary converter and the traction converter. The main circuit of the system realizes the traction and braking functions of rail transit vehicles, provides a better medium-voltage direct-current bus scheme, and provides a solution for improving the efficiency of an auxiliary power supply system and reducing the weight and cost of equipment.
As shown in fig. 2, in the conventional auxiliary power system scheme, from an auxiliary converter to a small system formed by an air conditioning system, a high-frequency scheme is adopted to stabilize the high voltage of DC1500V input by a contact net through DC/DC1, then three-phase AC380V is output through a DC/AC1 inverter to supply power to the air conditioning system, if a variable-frequency air conditioning system is adopted, the inside of the air conditioning system is required to be rectified through AC/DC and then inverted through DC/AC2, and then the power is supplied to loads such as an air conditioning compressor, a condensing fan and the like, and the capacity of the three-phase AC380V of the whole vehicle is at least 480kVA, namely the capacity of the DC/AC1 is at least 240kVA. From the auxiliary converter-air conditioning system, the power supply is rectified and inverted for a plurality of times, and the processes can be cut through system circuit optimization, so that the efficiency of the auxiliary power supply system is improved.
As shown in fig. 3, the scheme reduces the capacity of the DC/AC1 in fig. 2 from 240kVA to 20kVA of the DC/AC3 inverter, cuts an AC/DC module in an air conditioning system, adaptively adjusts the DC/DC1, firstly changes DC1500V into DC650V (adjustable) to directly supply power to a variable-frequency air conditioner through the DC/DC1, directly supplies power to components such as an air conditioning compressor and a condensing fan through inversion of the DC/AC2 of the air conditioning system, supplies power to the air compressor of a braking system, and reduces the capacity of the inverter and the same DC/AC rectification capacity of each train cabinet from the system angle, thereby simplifying the control scheme, reducing the weight of the components, reducing the complexity of the system, reducing the size of a cabinet body and improving the reliability of the system.
The foregoing is only a preferred embodiment of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art, who is within the scope of the present application, should make equivalent substitutions or modifications according to the technical scheme of the present application and the inventive concept thereof, and should be covered by the scope of the present application.
Claims (5)
1. A novel urban rail vehicle main circuit, comprising:
the pantograph acquires electric energy of the whole train and is connected with the overhead contact system;
the main fuse box is connected with the pantograph and the high-voltage electric appliance box;
the high-voltage electric appliance box is connected with the main fuse box, the auxiliary converter, the traction converter and the auxiliary power supply bus;
the auxiliary converter comprises 2 groups of DC/DC parallel modules, and is connected with the DC/DC parallel modules of the auxiliary converter of another train through a medium-voltage direct-current bus to provide electric energy for the whole vehicle air conditioning system;
the traction motor is used for providing power for the vehicle and recovering electric braking energy and is connected with the output end of the traction converter;
and the grounding device is used for returning the current of the overhead contact system to the substation to form reflux, and is connected with the auxiliary converter and the traction converter.
2. A novel urban rail vehicle main circuit according to claim 1, characterized in that: the output voltage of the auxiliary converter is 650V, and the auxiliary converter is connected with 2 groups of redundant DC/DC modules in the auxiliary converter at the other end through a medium-voltage DC bus.
3. A novel urban rail vehicle main circuit according to claim 2, characterized in that: and a DC/AC module with the capacity of 20kVA is arranged in the auxiliary converter, and the DC/AC module performs redundant power supply on the air compressor of the braking system, so that the power supply reliability of the braking system is improved.
4. A novel urban rail vehicle main circuit according to claim 1, characterized in that: the multi-way change-over switch, the high-speed circuit breaker, the auxiliary bus fuse, the emergency traction contactor and the diode are arranged in the high-voltage electric device box, so that electric energy of the traction converter and the auxiliary converter is distributed and protected, and traction power supply control of the storage battery is realized.
5. The novel urban rail vehicle main circuit according to claim 4, wherein: the main circuit fuse box is internally provided with a main circuit fuse, and the main circuit fuse is matched with the high-speed circuit breaker and the reactor for protection, so that the tripping of the traction substation is prevented under the conditions of short circuit and overload of a vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310952216.7A CN117021961A (en) | 2023-07-31 | 2023-07-31 | Novel urban rail vehicle main circuit |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310952216.7A CN117021961A (en) | 2023-07-31 | 2023-07-31 | Novel urban rail vehicle main circuit |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117021961A true CN117021961A (en) | 2023-11-10 |
Family
ID=88638329
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310952216.7A Pending CN117021961A (en) | 2023-07-31 | 2023-07-31 | Novel urban rail vehicle main circuit |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117021961A (en) |
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2023
- 2023-07-31 CN CN202310952216.7A patent/CN117021961A/en active Pending
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