CN210082957U - Novel locomotive multifunctional power supply device - Google Patents

Abstract

The utility model discloses a novel locomotive multifunctional power supply device suitable for high-power alternating current electric locomotive. The power supply device comprises a bidirectional DC power supply module (1), a lithium titanate battery pack (2), a bidirectional DC power supply module (3), a super capacitor module (4), a bidirectional DC power supply module (5) and an inverter power supply module (6). The power supply device can operate in two directions and can provide alternating current and direct current power supplies with various voltages for the alternating current electric locomotive. When the power supply device runs from left to right, the power supply device can provide excitation power for the traction motor of the alternating current electric locomotive to generate power and return, and can also provide power for the alternating current electric locomotive when the alternating current electric locomotive runs without a contact network circuit; when the power supply device runs from right to left, the power supply device can provide domestic electric power required by crew members for fireless return of the alternating-current electric locomotive. The power supply device can improve the moving operation efficiency of the alternating current electric locomotive in a line without a contact network, and can also improve the living conditions of drivers and passengers when the locomotive is not in fire and is returned.

Description

Novel locomotive multifunctional power supply device

Technical Field

The utility model belongs to the technical field of the railway locomotive, involve alternating current electric locomotive power supply when no contact net circuit short distance slowly traveles, locomotive do not have the vehicular locomotive power supply unit of driver and crew's life power supply when returning back to fire.

Background

Locomotive daily servicing and maintenance may require operations to get on the roof. In order to ensure the personal safety of the operators on the top, high-voltage contact networks are not allowed to be erected in the preparation yard and the maintenance warehouse. The short-distance running or moving of an AC electric locomotive in a preparation yard and a maintenance warehouse becomes a difficult problem.

In order to solve the problem that an alternating current electric locomotive does not have a contact net and runs or moves in a short distance, locomotive manufacturers and technical personnel in the railway industry propose various technical schemes, and various special locomotive traction power supply devices are manufactured and applied to actual production operation. The technical scheme of the power supply for the traction vehicle still has the defects of potential safety hazard, manpower waste, overlong operation time and the like.

The HXN3 and HXN5 alternating current transmission diesel locomotive is provided with a vehicle-mounted locomotive garage running power supply device. Under the condition of not starting the diesel engine, the diesel locomotive drives the power supply device to supply power to the locomotive traction motor in the locomotive garage, and the traction locomotive drives slowly in the garage. The technical scheme of the clean, safe and efficient in-warehouse vehicle moving of the diesel locomotive is consistently favored by producers of all locomotive service sections.

The power supply device suitable for short-distance running and moving in the alternating current electric locomotive garage is developed by referring to the HXN3 and the HXN5 alternating current transmission diesel locomotive, the safe, efficient and quick completion of the moving operation in the garage is ensured, and the power supply device has a good development prospect.

In order to improve the living conditions of drivers and passengers transported by the escort locomotive, the fireless loopback power supply device of the locomotive needs to be researched and developed.

When the railway operation locomotive runs to a specified mileage and needs to be overhauled in a locomotive factory, fireless return is needed, and the locomotive is attached to a freight train to run to a destination according to the specification, and the pantograph is not allowed to be lifted to obtain power. In winter in northern China, the internal temperature of a cab is generally between-10 ℃ and-20 ℃, even reaches-40 ℃; in summer in south China, the temperature inside the cab is generally between +45 ℃ and +55 ℃ under the sun exposure. Under the environment temperature condition, the locomotive can not provide domestic electricity during the long-time transportation process of the maintenance locomotive, and the life conditions of drivers and passengers transported by the maintenance locomotive are very hard, thus being easy to freeze or sunstroke and even harming the personal safety of the drivers and passengers.

In order to improve the living comfort of drivers and passengers for protecting and transporting the locomotive during the fireless loopback of the locomotive and ensure the power consumption of the drivers and passengers for lighting, communication equipment, water boiling, cooking, heating or air conditioning, a fireless loopback power supply device of the locomotive is required to be installed on the locomotive to provide direct current 110V, alternating current single-phase 220V and three-phase 380V power.

The ac electric locomotive implements a standardized design, the space between machines where the equipment is installed is limited, and the bearing on each drive shaft of the locomotive has well-defined specifications.

In order to solve the problem that an alternating current electric locomotive runs or moves in a short distance without a contact net and solve the problem of life power supply of drivers and conductors when the locomotive returns without fire, power supply products can be respectively developed. However, because of the limited installation space between the locomotive machinery and the limited bearing capacity of each transmission shaft of the locomotive, it is difficult to install two power supply products on the locomotive at the same time.

SUMMERY OF THE UTILITY MODEL

The utility model provides a novel locomotive multifunctional power supply device can fine solution above exchange the technical problem who exists in the electric locomotive (independent locomotive) uses.

The utility model aims to provide a: the novel multifunctional power supply device for the locomotive is designed, an internal circuit runs from left to right or from right to left in a two-way mode, and can be used for supplying power to the alternating current electric locomotive in a short-distance and slow-speed mode without a contact net or supplying power to the alternating current electric locomotive in a fireless and loopback mode. The power supply with two functions shares one system, so that the size and the weight of equipment can be saved, and the installation space of the existing mechanical room of the alternating current electric locomotive is efficiently utilized.

The circuit design of the bidirectional operation direct-current power supply module is optimized as far as possible, and a circuit topology with high power density and a topology beneficial to circuit space arrangement are selected, so that the direct-current power supply module is small in size and light in weight.

Adopt the lithium titanate group of high energy density and the super capacitor module of high power density, make up into compound energy storage power with two-way DC power module (3), two-way DC power module (5). The composite energy storage power supply is an energy storage power supply with high energy density and high power density, can work in two directions, and greatly reduces the volume and the weight of a power supply device.

The utility model provides a novel locomotive multifunctional power supply device realizes through following technical scheme:

the novel multifunctional power supply device for the locomotive comprises a bidirectional DC power supply module (1), a lithium titanate battery pack (2), a bidirectional DC power supply module (3), a super capacitor module (4), a bidirectional DC power supply module (5) and an inverter power supply module (6) which are sequentially connected. The bidirectional DC power supply module (1), the bidirectional DC power supply module (3), the bidirectional DC power supply module (5) and the inverter power supply module (6) are characterized in that main circuits of the modules adopt a circuit topology capable of running bidirectionally. The power supply device main circuit can run in two directions from left to right or from right to left.

Novel multi-functional power supply unit of locomotive, two-way DC power module (3) and two-way DC power module (5), main circuit adopt BOOST + BUCK circuit topology and carry out multiunit BOOST + BUCK circuit reconnection.

Novel locomotive multifunctional power supply device, two-way DC power module (3) and two-way DC power module (5), the left and right end of main circuit is provided with KM1, KM2 contactor and KA3, KA4 relay.

A novel multifunctional power supply device for a locomotive is characterized in that a lithium titanate battery pack (2), a bidirectional DC power supply module (3), a super capacitor module (4) and the bidirectional DC power supply module (5) are sequentially connected to form a novel composite energy storage power supply.

The novel multifunctional power supply device for the locomotive also comprises a system control module (7); the system control module (7) is connected with control circuits of the bidirectional DC power module (1), the lithium titanate battery pack (2), the bidirectional DC power module (3), the super capacitor module (4), the bidirectional DC power module (5) and the inverter power module (6) respectively.

The novel multifunctional power supply device for the locomotive further comprises an inverter power supply module (8), wherein the main circuit input end of the inverter power supply module (8) is connected between the bidirectional DC power supply module (5) and the inverter power supply module (6).

Novel locomotive multifunctional power supply device still includes first switch (13), second switch (14), third switch (15), fourth switch (16), fifth switch (17) and brake resistance (18), first switch (13) are connected with lithium titanate battery group (2), second switch (14) are connected with super capacitor module (4), third switch (15) are connected with locomotive storage battery group (9), fifth switch (17) are connected with brake resistance (18), fourth switch (16) are connected with V4 alternating current port, brake resistance (18) link to each other with the alternating current output port of invertion power module (6) through fifth switch (17).

The utility model discloses beneficial effect that can produce:

the internal circuit runs from left to right or from right to left in a bidirectional way, can provide a plurality of AC and DC power supplies for the AC electric locomotive, and meets the requirements of the locomotive in various aspects in practical use. The power supply device can not only supply power for short-distance slow running of the alternating current electric locomotive without a contact net, but also provide domestic power for drivers and passengers in the process of fireless returning of the alternating current electric locomotive. 1 set of power supply device has multi-functional usage, saves installation space and weight.

The BOOST + BUCK circuit is simple in circuit, few in components and suitable for designing a bidirectional operation high-power-density direct-current power supply. Two-way DC power module (3) and two-way DC power module (5) adopt BOOST + BUCK circuit, can reduce two DC power module's design space size and weight reduction, the whole utility model's of being convenient for miniaturization, lightweight design.

Furthermore, the bidirectional DC power supply module (3) and the bidirectional DC power supply module (5) adopt a multi-group BOOST + BUCK circuit reconnection mode, the energy storage inductor and the filter capacitor can be designed in a more miniaturized mode, and high-density arrangement of an actual circuit and further reduction of the volume and weight of the whole power supply are facilitated. On the basis, the technical performance of the power supply voltage can be obviously improved by adopting a phase-shift PWM wave triggering technology.

The bidirectional DC power supply module (3) and the bidirectional DC power supply module (5), the left end and the right end of the main circuit are provided with a KM1 contactor, a KM2 contactor, a KA3 relay and a KA4 relay. Under the control of the control circuit, the KM1 and KM2 contactors, the KA3 and the KA4 relays can form various switch state combinations, the left end or right end pre-charging function requirements of the power module during bidirectional operation are met, and the occurrence of overvoltage and overcurrent in operation of the main circuit is reduced.

The lithium titanate battery pack (2), the bidirectional DC power module (3), the super capacitor module (4) and the bidirectional DC power module (5) are sequentially connected to form a novel composite energy storage power supply. The composite energy storage power supply is an energy storage power supply with high energy density and high power density, can work in two directions, and greatly reduces the volume and the weight of an energy storage battery pack in the power supply device.

The novel composite energy storage power supply can output ultra-large electric power with a high voltage value and medium and small electric power from the right end of the circuit, and also can output ultra-large electric power with a low voltage value and medium and small electric power from the left end of the circuit. The power output mode is consistent with the load characteristic of a locomotive running at a short distance and a low speed without a contact network line. The super capacitor module provides short-time ultra-large electric power required by the alternating current electric locomotive during starting and running, and the lithium titanate battery pack provides continuous medium-small electric power required by the alternating current electric locomotive after starting and running.

Through the orderly power supply control when the locomotive is not in fire and is returned, the power supply reliability is improved, the service life of the energy storage device is prolonged, the overload condition is effectively prevented, and the power utilization safety is ensured.

Drawings

Fig. 1 is a schematic circuit diagram of a novel multifunctional power supply device for a locomotive implemented by the utility model.

Fig. 2 is another schematic circuit diagram of the novel multifunctional power supply device for the locomotive implemented by the utility model.

Fig. 3 is another schematic circuit diagram of the novel multifunctional power supply device for the locomotive implemented by the present invention.

Fig. 4 is a wiring diagram of the power supply circuit of the traction motor of the locomotive. The utility model discloses a direct current end V1 couples with locomotive storage battery, the utility model discloses an alternating current end V3 couples with locomotive traction motor.

Fig. 5 is a wiring diagram of a circuit power supply circuit for the 'ac-dc-ac' type electric power machine garage. The utility model discloses a direct current end V1 couples with locomotive storage battery, the utility model discloses a circuit hookup is used with the locomotive storehouse to alternating current end V3.

Fig. 6 is a wiring diagram of the circuit power supply circuit for the direct ac-dc electric power machine garage of the present invention. The utility model discloses a direct current end V1 couples with locomotive storage battery (9), the utility model discloses a direct current end V2 couples with circuit for the locomotive garage.

Fig. 7 is a wiring diagram of the fireless loopback power supply circuit of the executive locomotive of the utility model. The utility model discloses a direct current end V1 couples with locomotive storage battery (9), the utility model discloses a couple of alternating current end V3 and locomotive traction motor (10), the utility model discloses a life power supply output V4 couples with the locomotive auxiliary circuit.

Fig. 8 is an internal main circuit diagram of the bidirectional DC power module (3) and the bidirectional DC power module (5) in the present invention.

Illustration of the drawings: 1-two-way DC power module (1), 2-lithium titanate battery group (2), 3-two-way DC power module (3), 4-super capacitor module (4), 5-two-way DC power module (5), 6-inverter power module (6), 7-system control module (7), 8-inverter power module (8), 9-locomotive storage battery (9), 10-locomotive traction motor (10), 11- "interchange-direct-interchange" type electric locomotive owner and auxiliary inverter circuit (11), 12- "interchange-direct" type electric locomotive owner inverter circuit (12), 13-first switch (13), 14-second switch (14), 15-third switch (15), 16-fourth switch (16), 17-fifth switch (17), 18-braking resistance (18).

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the drawings of the embodiments of the present invention are combined below to clearly and completely describe the technical solutions in the embodiments of the present invention.

The bidirectional DC power supply module (1), the bidirectional DC power supply module (3), the bidirectional DC power supply module (5) and the inverter power supply module (6) adopt a circuit topology capable of operating bidirectionally. The bidirectional DC power supply module (1) can adopt a bidirectional operation circuit topology with left and right ends electrically isolated or non-isolated.

As shown in the attached figure 8 of the specification, the bidirectional DC power supply module (3) and the bidirectional DC power supply module (5), the main circuit adopts a BOOST + BUCK circuit topology and realizes reconnection of a plurality of groups of BOOST + BUCK circuits, and the left end and the right end of the main circuit are provided with a KM1 contactor, a KM2 contactor, a KA3 relay and a KA4 relay. The control circuit adopts a full digital control circuit based on a DSP digital control chip.

The BOOST circuit is a BOOST circuit topology. When the bidirectional DC power supply module runs from left to right, the bidirectional DC power supply module runs as a BOOST circuit, and the voltage rises when low-voltage direct current at the left end is transmitted to the right end. The relay KA3 is closed, and the capacitor on the internal circuit and even the capacitor of the following load circuit are pre-charged through the R2 charging resistor. The phase shift sent by the control circuit triggers the PWM signal to drive the lower bridge arm IGBT to be switched on and operated through the IGBT drive circuit. The energy storage inductor L stores energy when the IGBT of the lower bridge arm is switched on, and discharges to a rear circuit at high voltage through the parallel diode of the IGBT of the upper bridge arm after the IGBT of the lower bridge arm is switched off.

The BUCK circuit is a voltage reduction circuit topology. When the bidirectional DC power supply module runs from right to left, the bidirectional DC power supply module runs as a BUCK circuit, and the voltage is reduced when high-voltage direct current at the right end is transmitted to the left end. The relay KA4 is closed, and the capacitor on the internal circuit is precharged by charging the resistor R3. The phase shift sent by the control circuit triggers the PWM signal to drive the upper bridge arm IGBT to be switched on and operated through the IGBT drive circuit.

When multiple BOOST + BUCK circuits are connected in series, a phase-shifting PWM signal is adopted for triggering, and the 1 st path of IGBT, the 2 nd path of IGBT and the Nth path of IGBT are respectively driven. The N sets of PWM signals differ by an electrical angle of 360 DEG/N. The phase-shift PWM signal is triggered, namely the IGBT is actually switched on for N times within the time of one IGBT switching period, namely the switching frequency of the similar IGBT is increased to N times, so that the size and the weight of the energy storage inductor and the input and output capacitors are reduced, and the high-density, small-size and light-weight design is facilitated.

And the main circuit of the inverter power supply module (6) adopts a three-phase full-bridge inverter circuit, and the control circuit adopts a full digital control circuit based on a DSP digital control chip. The inverter power supply module (6) runs from left to right, can invert direct current into three-phase variable frequency alternating current, and provides excitation for a locomotive traction motor connected to the right side. When the locomotive traction motor is in a braking power generation working condition, the alternating current energy voltage generated by the locomotive traction motor is higher than the excitation power supply voltage, and the locomotive traction motor supplies power to an inverter power supply module (6) connected to the left side. And a three-phase full-bridge inverter circuit of the inverter power supply module (6) is converted into a three-phase full-bridge rectifier circuit, and high-voltage direct-current power is output from right to left.

The lithium titanate battery pack is formed by connecting single lithium titanate batteries in series, and the battery pack is provided with a simple charging management system for monitoring the terminal voltage of each single battery and the temperature of the whole battery pack. When the terminal voltage is higher than a preset value or the temperature of the battery pack exceeds a set value when a certain single battery is charged, the charging management system sends an alarm signal to the system control module (7).

The super capacitor module is formed by connecting single super capacitors in series, and the capacitor module is provided with a simple charging management system for monitoring the terminal voltage of each single capacitor and the temperature of the whole capacitor module. When the terminal voltage is higher than a preset value or the temperature of the capacitor module exceeds a set value when a certain single super capacitor is charged, the charging management system sends an alarm signal to the system control module (7).

Charging and energy storage:

as shown in the attached figure 2 of the specification, a bidirectional DC power supply module (1), a lithium titanate battery pack (2), a bidirectional DC power supply module (3), a super capacitor module (4), a bidirectional DC power supply module (5) and an inverter power supply module (6) are sequentially connected with main circuits, and a control circuit is connected with a system control module (7). The V1 port may be coupled to a locomotive battery pack (9) or locomotive 110V control circuitry. Under the control of the system control module (7), the bidirectional DC power module (1) and the bidirectional DC power module (3) run from left to right, and the bidirectional DC power module (5) and the inverter power module (6) are shut down. The locomotive storage battery pack (9) or the locomotive 110V control circuit charges the lithium titanate battery pack (2) and the super capacitor module (4).

The voltage range of a locomotive storage battery pack (9) or a locomotive 110V control circuit is 77V-143V direct current, the voltage of the lithium titanate battery pack (2) can be 50V, 100V or 150V, and the voltage range of the super capacitor module (4) is 180V-360V. In the charging process of the composite energy storage power supply, the bidirectional DC power supply module (1) can work in a direct current voltage reduction or voltage increase conversion mode, and the bidirectional DC power supply module (3) works in a direct current voltage increase conversion mode.

And when the voltage values of the lithium titanate battery pack (2) and the super capacitor module (4) rise to a preset charging voltage threshold value, the charging is automatically stopped. In order not to influence the normal use of the locomotive 110V control circuit, the charging current provided by the locomotive storage battery pack (9) or the locomotive 110V control circuit is controlled between 3 and 5A, and the output power is 300W to 500W.

Directly supplying power to a locomotive traction motor to pull an alternating current electric locomotive to run:

as shown in the attached figure 4 in the specification, the direct current end V1 of the multifunctional power supply device of the locomotive is connected with a locomotive storage battery pack (9), and the alternating current end V3 of the multifunctional power supply device of the locomotive is connected with a locomotive traction motor. Under the control of the system control module (7), the bidirectional DC power module (1), the bidirectional DC power module (3), the bidirectional DC power module (5) and the inverter power module (6) run from left to right. The direct current electric energy released by the super capacitor module (4) and the lithium titanate battery pack (2) is raised to 540-charge 750V by the bidirectional DC power module (5), and is inverted into three-phase alternating current 380V electric energy through the inverter power module (6) to be supplied to a locomotive traction motor.

The super capacitor module (4) provides 30-50 kW of extra-large electric power required by a traction motor of the alternating current electric locomotive when the alternating current electric locomotive is started. The locomotive traction motor outputs 15-25kN starting torque in a short time, and an alternating current electric locomotive is started to run on the track. The lithium titanate battery pack continuously provides 3kW-7kW of medium and small electric power for a locomotive traction motor. The locomotive traction motor pulls the alternating current electric locomotive to continuously run on the track at a low speed.

Supplying power to a main inverter and an auxiliary inverter of an AC (alternating current) -DC (direct current) -AC (alternating current) type electric locomotive, indirectly supplying power to a traction motor of the locomotive, and drawing the AC electric locomotive to run:

as shown in the attached figure 5 of the specification, the three-phase alternating current 380V electric energy is inverted by the inverter power supply module (6) and can be supplied to a main inverter and an auxiliary inverter of an alternating current electric locomotive of an 'alternating current-direct current-alternating current' type. After the current is converted by the locomotive main inverter and the locomotive auxiliary inverter, the current is supplied to a locomotive traction motor to pull the alternating current electric locomotive to run.

By adopting the circuit connection mode, the main circuit of the existing 'AC-DC-AC' type AC electric locomotive does not need to be modified, and the handle of a driver controller can be controlled in a driver cab to directly drive the locomotive to run.

The method is characterized in that the method supplies power for a main inverter of an AC-DC type AC electric locomotive, indirectly supplies power for a traction motor of the locomotive, and pulls the AC electric locomotive to run:

as shown in fig. 6, the V2 port of the present invention is connected to the garage circuit of an ac electric locomotive of the "ac-dc" type. 540 and 750V electric energy is output through the bidirectional DC power supply module (5) and is supplied to an AC-DC type AC electric locomotive main inverter. After being converted by a locomotive main inverter, the current is supplied to a locomotive traction motor to pull the alternating current electric locomotive to run.

By adopting the circuit connection mode, the main circuit of the existing AC-DC type electric locomotive does not need to be modified, and the handle of the driver controller can be controlled in the cab to directly drive the locomotive to run.

The locomotive returns power supply without fire:

as shown in the attached figure 7 of the specification, the direct current end of the V1 of the embodiment of the invention is connected with a locomotive storage battery (9), the alternating current end of the V3 is connected with a locomotive traction motor, and the main circuit input end of the inverter power supply module (8) is connected between the bidirectional DC power supply module (5) and the inverter power supply module (6). The first switch (13) is connected with the lithium titanate battery (2) and used for controlling the on-off of a loop of the lithium titanate battery pack (2), the second switch (14) is connected with the super capacitor module (4) and used for controlling the on-off of the loop of the super capacitor module (4), the third switch (15) is connected with the locomotive storage battery pack (9) and used for controlling the on-off of the loop of the locomotive storage battery pack (9), the fifth switch (17) is connected with the brake resistor (18) and used for controlling the on-off of the loop of the brake resistor (18), and the fourth switch (16) is connected with a V4 alternating current port and used for controlling the on-off of a V4 alternating current port loop.

Under the control of the system control module (7), the bidirectional DC power module (1), the bidirectional DC power module (3), the bidirectional DC power module (5) and the inverter power module (6) run from left to right. 540-750V electric energy is output through the bidirectional DC power supply module (5), and then is inverted into alternating current by the inverter power supply module (6) to be supplied to a locomotive traction motor for excitation.

The locomotive traction motor (10) is a three-phase cage type asynchronous motor. When the alternating current electric locomotive is in a fireless loopback working condition, the locomotive traction motor which obtains excitation can be used as a generator to run, and the generated electric energy is sent back to the inverter power supply module (6). The inverter power supply module (6) operates in a rectification mode, rectifies alternating current electric energy generated by a locomotive traction motor into direct current electric energy, and feeds the direct current electric energy back to the V2 port to the right. And the two groups of capacitors can be used as direct-current loop supporting capacitors of the V2 port to play a role in power decoupling. The direct current electric energy can be used for charging a locomotive storage battery pack (9) through voltage reduction of the bidirectional DC power supply module (5), voltage reduction of the bidirectional DC power supply module (3) and voltage boosting (or voltage reduction) of the bidirectional DC power supply module (1). The direct current electric energy can also be converted into three-phase 380V or single-phase 220V electric energy through an inverter power supply module (8) so as to provide life electricity for drivers and passengers.

When the alternating current electric locomotive is in a fireless loopback working condition, detecting the power generation power P of a traction motor, wherein the maximum charging power of a storage battery pack (9) is P1, the maximum charging power of a lithium titanate battery pack (2) is P2, the maximum charging power of a super capacitor module (4) is P3, the output power of an alternating current end of V4 is P4, and when P > P1+ P2+ P3+ P4, a first switch (13), a second switch (14), a third switch (15), a fourth switch (16) and a fifth switch (17) are closed at the same time, and a brake resistor (18) consumes redundant electric energy to prevent a power supply device from being burnt; when P2+ P3+ P4 is less than P < P1+ P2+ P3+ P4, the first switch (13), the second switch (14) and the fourth switch (16) are closed at the same time, the third switch (15) and the fifth switch (17) are opened, power is preferentially supplied to the alternating current terminals of the lithium titanate battery pack (2), the super capacitor module (4) and the V4, and the cruising ability of the power supply device is improved; when P4 is less than P < P2+ P3+ P4, the discharged amount Q1 of the lithium titanate battery pack (2) and the discharged amount Q2 of the super capacitor module (4) are detected, when Q1 is greater than Q2, the first switch (13) and the fourth switch (16) are closed, the second switch (14), the third switch (15) and the fifth switch (17) are opened, the lithium titanate battery pack (2) is charged firstly, the discharged amount Q1 of the lithium titanate battery pack (2) and the discharged amount Q2 of the super capacitor module (4) are detected in real time, and when Q1 is equal to Q2, the second switch (14) is closed, and the lithium titanate battery pack (2) and the super capacitor module (4) are charged simultaneously; when Q1 is less than Q2, the second switch (14) and the fourth switch (16) are closed, the first switch (13), the third switch (15) and the fifth switch (17) are opened, the super capacitor module (4) is charged, the discharged amount Q1 of the lithium titanate battery (2) and the discharged amount Q2 of the super capacitor module (4) are detected in real time, and when Q1 is equal to Q2, the second switch (13) is closed, and the lithium titanate battery (2) and the super capacitor module (4) are charged at the same time; when P < P4, the first switch (16) is closed, the first switch (13), the second switch (14), the third switch (15), and the fifth switch (17) are opened, and domestic electricity is preferentially supplied.

For example: when the alternating current electric locomotive is under a fireless loopback working condition, the power generation power P =25kW of the traction motor, the maximum charging power of the storage battery pack (9) is P1=2kW, the maximum charging power of the lithium titanate battery pack (2) is P2=4kW, the maximum charging power of the super capacitor module (4) is P3=4kW, the output power of the alternating current end of V4 is P4=10kW, at the moment, P1+ P2+ P3+ P4=20kW, 5kW still cannot be absorbed, the power is fed back to the power supply device to cause overload operation of internal elements of the power supply device, so that accidents occur, and the brake resistor (18) is thrown in by closing the fifth switch (17), so that redundant electric energy can be effectively absorbed, and the electricity utilization safety is ensured; if the power generation power P =15kW of the traction motor preferentially supplies 10kW to the V4 alternating-current end, the driver and passengers are guaranteed to use power comfortably, and 5kW is remained, the discharged amount of the lithium titanate battery pack (2) and the super capacitor module (4) is combined, and charging is arranged. For example: when the capacity of the lithium titanate battery pack (2) is 1.8 degrees of electricity, the discharged amount is 0.8 degrees of electricity, the residual electricity is 1 degree of electricity, the capacity of the super capacitor module (4) is 0.8 degrees of electricity, the discharged amount is 0.3 degrees of electricity, and the residual electricity is 0.5 degrees of electricity, the first switch (13) is closed to charge the lithium titanate battery pack (2), and until the residual electricity of the lithium titanate battery pack (2) is 1.5 degrees of electricity, namely, the discharged amount is 0.3 degrees of electricity, the second switch (14) is closed, and meanwhile, the lithium titanate battery pack (2) and the super capacitor module (4) are charged. Therefore, the energy storage devices can be charged at the same time, and the phenomenon that some energy storage devices are not fully charged and other energy storage devices are overcharged is avoided, so that the service life of the battery is prolonged and the charging efficiency is reduced.

The present invention is not limited to the disclosed embodiments and the accompanying drawings, but is intended to cover various modifications and variations within the spirit and scope of the invention.

Claims (7)

1. The utility model provides a novel locomotive multifunctional power supply device which characterized in that: the lithium titanate battery pack comprises a bidirectional DC power module (1), a lithium titanate battery pack (2), a bidirectional DC power module (3), a super capacitor module (4), a bidirectional DC power module (5) and an inverter power module (6) which are connected in sequence; the bidirectional DC power supply module (1), the bidirectional DC power supply module (3), the bidirectional DC power supply module (5) and the inverter power supply module (6) are characterized in that main circuits of the modules adopt a circuit topology capable of running bidirectionally; the power supply device main circuit can run in two directions from left to right or from right to left.

2. The novel multifunctional power supply device for the locomotive according to claim 1, characterized in that: the main circuit adopts a BOOST + BUCK circuit topology and realizes reconnection of a plurality of groups of BOOST + BUCK circuits.

3. The novel multifunctional power supply device for the locomotive according to claim 1, characterized in that: the left end and the right end of the main circuit are provided with a KM1 contactor, a KM2 contactor, a KA3 relay and a KA4 relay.

4. The novel multifunctional power supply device for the locomotive according to claim 1, characterized in that: the lithium titanate battery pack (2), the bidirectional DC power module (3), the super capacitor module (4) and the bidirectional DC power module (5) are sequentially connected to form a novel composite energy storage power supply.

5. The novel multifunctional power supply device for the locomotive according to claim 1, characterized in that: also comprises a system control module (7); the system control module (7) is connected with control circuits of the bidirectional DC power module (1), the lithium titanate battery pack (2), the bidirectional DC power module (3), the super capacitor module (4), the bidirectional DC power module (5) and the inverter power module (6) respectively.

6. The novel multifunctional power supply device for the locomotive according to claim 1, characterized in that: the power supply system also comprises an inverter power supply module (8), wherein the main circuit input end of the inverter power supply module (8) is connected between the bidirectional DC power supply module (5) and the inverter power supply module (6).

7. The novel multifunctional power supply device for the locomotive according to claim 6, wherein: the lithium titanate battery pack with the braking function further comprises a first switch (13), a second switch (14), a third switch (15), a fourth switch (16), a fifth switch (17) and a braking resistor (18), wherein the first switch (13) is connected with the lithium titanate battery pack (2), the second switch (14) is connected with the super capacitor module (4), the third switch (15) is connected with the locomotive battery pack (9), the fifth switch (17) is connected with the braking resistor (18), the fourth switch (16) is connected with a V4 alternating current port, and the braking resistor (18) is connected with an alternating current output port of the inverter power module (6) through the fifth switch (17).

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