WO2000037279A2 - Systeme, procede et appareil permettant de relier des sources electriques en serie a pleine charge - Google Patents

Systeme, procede et appareil permettant de relier des sources electriques en serie a pleine charge Download PDF

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Publication number
WO2000037279A2
WO2000037279A2 PCT/US1999/030426 US9930426W WO0037279A2 WO 2000037279 A2 WO2000037279 A2 WO 2000037279A2 US 9930426 W US9930426 W US 9930426W WO 0037279 A2 WO0037279 A2 WO 0037279A2
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WO
WIPO (PCT)
Prior art keywords
source
load
power
rectifier
voltage
Prior art date
Application number
PCT/US1999/030426
Other languages
English (en)
Other versions
WO2000037279A3 (fr
Inventor
Gerald Murray Brown
Original Assignee
Siemens Energy & Automation, Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Energy & Automation, Inc. filed Critical Siemens Energy & Automation, Inc.
Priority to BR9916406-0A priority Critical patent/BR9916406A/pt
Priority to CA002355670A priority patent/CA2355670C/fr
Priority to AU20574/00A priority patent/AU762295B2/en
Publication of WO2000037279A2 publication Critical patent/WO2000037279A2/fr
Publication of WO2000037279A3 publication Critical patent/WO2000037279A3/fr

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Classifications

    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention is related to a system, method and apparatus for connecting a low-voltage high-current DC source (P ) when additional power is required by the load.
  • the invention enables the series connection to be made under full power and, in a preferred embodiment, doubles the current rating of the first source PD.
  • the invention doubles the current rating of the low-current high-voltage source P D by breaking it into two series sources and reconfiguring them to operate in parallel.
  • the output voltage of PD in parallel mode is only half its series value but this is compensated for by the addition of the series connected high-current low-voltage source P L.
  • An important feature of this invention is that it enables the second source P L to be connected in series with the first source P D while under full power seamlessly and without appreciably dropping the flow of power to the load or raising the voltage of the load while operating within the rating constraints of the first and second sources P D , PL such that the power transfer is transparent to the load, i.e., no anamolies in power (current or voltage interruptions, spikes, oscillations, drop-off, perturbations, etc.) are sensed by the load. This is achieved by using the second source P to commutate the load current. The resulting circuit topology allows the load current to be increased to its limit with both sources contributing power at their rated limits.
  • a further feature of this invention is the control strategy used to control the source PL and effect the transitions between modes.
  • an electrical load is supplied by a diesei engine driving a three phase, single-winding alternator connected to a diode rectifier.
  • the alternator/rectifier combination is constrained by current and voltage ratings based on the rated engine power at full rpm.
  • the load is generally operated at constant DC voltage with power varying in proportion to the DC input current. This mode of operation is herein referred to as Diesel Operation ( Figure 1).
  • the second source which is constrained at about half the rated load voltage, must be switched in while the load is operating at full diesei power and, furthermore, must not raise the load voltage.
  • the problem therefore, is to find an economically viable circuit topology and control strategy to connect a low-voltage high-current power source PL in series with a high-voltage low-current power source P D that is operating an electrical load.
  • the circuit must double the current rating of P D , not increase the load voltage, and allow for smooth connection of the second source P at times when increased load current is required for higher power operation.
  • the source can be connected in series with the rectifier to provide additional power while maintaining the required load voltage (Figure 3).
  • the alternator is operated at a reduced voltage so that the resulting load voltage remains at its rated valued.
  • the rectifier and external source each carry the full load current but they contribute power proportional to their respective voltages.
  • This mode is also referred to herein as Diesel Boost Operation since the voltage of the external power source is boosted by the diesel/altemator/rectifier combination to supply the load at its rated voltage and with higher power.
  • alternator and rectifier must be oversized to handle the increased load current even though they operate at less than rated voltage while in series mode. For example, if the load power is doubled during Diesel Boost Operation and the external source supplies half the load voltage, then the alternator and rectifier must carry twice their rated current at half their rated voltage. While the alternator's output power remains essentially the same as in Diesel Mode, the losses due to the high currents are prohibitive and this mode of operation is only possible for a very short time.
  • the second problem is that there is considerable difficulty in switching from Diesel Operation to Series Line Operation without shutting off (i.e., interrupting) power to the load.
  • the required load transfer must be rapid and power.
  • An approach to supply more current to the load may be to reconfigure the alternator windings into two parallel sets of windings (forming a dual winding alternator) and connecting the windings to two rectifiers.
  • a parallel line connection will not work when the voltage of the available external source is less than the rated voltage of the load.
  • a series line connection is not practical because the size of the alternator and rectifier have to be increased to handle the higher currents and there is no feasible way to make the connection while under power.
  • a dual winding alternator with two parallel connected rectifiers will not work because the output voltage is too low for the load.
  • the present invention overcomes the drawbacks mentioned above by providing a low-voltage/high-current source P to supply additional power to a high voltage load without appreciably dropping the flow of power to the load or raising the voltage of the load while operating within the rating constraints of the first and second sources PD, PL such that the power transfer is seamless, i.e., transparent to the load, i.e., no anamolies in power (current or voltage interruptions, spikes, oscillations, drop-off, perturbations, etc.) are sensed by the load.
  • the invention doubles the current rating of a high- voltage low-current source PD, allowing it to operate virtually indefinitely (i.e., extended periods of time) at increased currents required by a series connection with a low-voltage high-current source PL.
  • the present invention further provides the second source P to be connected (and disconnected) in series with the first source PD while the load is operating under full power.
  • the resulting circuit topology and control strategy overcomes the disadvantages of both the parallel and series line connections that previously rendered them unsuitable for this application.
  • This invention makes it possible to add a high-current source in series with an operating low-current source and increase the load current to its limit.
  • Fig. 1 shows the diesei operation
  • Fig. 2 shows the parallel line connection
  • Fig. 3 shows the simple series line connection
  • Fig. 4 shows the series line connection with parallel rectifiers
  • Fig. 5 shows the present invention capable of full load power transfer
  • Fig. 6 shows the present invention optimized for fewer components
  • Fig. 7 shows the present invention in dual mode
  • Fig. 8 shows the flow chart for the connect sequence of the present invention
  • Fig. 9 shows the flow chart for the disconnect sequence the present invention
  • Fig. 10 shows the diesei powered AC haul truck with the dual mode diesei boost trolley configuration or the present invention.
  • alternator is configured with two star windings and the resulting six outputs are connected to two separate diode rectifiers.
  • each winding has the same rated current and one-half the rated voltage as the single winding alternator.
  • the outputs of the two rectifiers can be connected in series to supply the rated current and voltage to the load.
  • the addition of the second rectifier is not obvious because the additional rectifier slightly reduces the overall system efficiency, but this is acceptable especially for the particular application of the present invention.
  • An advantage revealed by the present invention is that with the use of each additional rectifier the voltage rating of each rectifier may be reduced because the series connection reduces the blocking voltage requirement on each rectifier.
  • This series configuration is suitable for normal Diesel Operation when the load power can be met by the diesei engine and the full load voltage must be supplied by the alternator/rectifier combination.
  • the alternator windings and rectifier are at the same current levels that they would be for a single winding/single rectifier solution.
  • the voltage and flux levels in the alternator are unchanged.
  • the outputs of the two rectifiers can be connected in parallel to supply, in the preferred embodiment, twice the rated current at half the rated voltage.
  • This configuration is suitable for Diesel Boost Operation when the alternator and rectifier must handle much higher currents at a greatly reduced voltage.
  • the alternator windings and rectifiers operate at the same current level as for the single winding case, but in this case, the parallel configuration doubles the output current.
  • the use of a dual winding alternator with two rectifiers that can be connected in either series or parallel solves the problem of excessively high alternator and rectifier currents.
  • the series connection provides rated voltage under Diesel Operation and the parallel connection doubles the output current capability.
  • the present invention resolves the previous problems seamlessly and without appreciably dropping the flow of power to the load or raising the voltage of the load while operating within the rating constraints of the first and second sources PD, PL SUCII that the power transfer is transparent to the load, i.e., no anamolies in power (current or voltage interruptions, spikes, oscillations, drop-off, perturbations, etc.) are sensed by the load.
  • a dual winding alternator with two rectifiers that can be configured in either series or parallel may be applied to various applications.
  • the present invention is explained below with reference to a diesei engine trolley, the invention may be applied, for example, to locomotives where the available power is limited, high current is required at low voltage, and high voltage is required at low current, corresponding to low speed and high speed operation, respectively.
  • a distinguishing feature of this invention is that the dual winding alternator with two rectifiers is used to facilitate smooth series-to-parallel and parallel-to-series transitions particularly while under full load and while maintaining full load voltage.
  • a voltage source inverter VSI
  • VSI voltage source inverter
  • the VSI incorporates a capacitor bank as part of its input circuit, which forms the so-called DC link.
  • the VSI can be operated so that, within certain limits, its output voltage (which is connected to the load) can be adjusted independently of the DC link (input) voltage.
  • the system controller adjusts the DC link voltage by varying the excitation of the alternator.
  • the solution to the commutation problem is to make the transition in distinct steps using a new circuit topology and control strategy.
  • the external power source is first connected in parallel with one of the dual rectifiers. This provides a commutation path for the load current so that the said rectifier can be disconnected and then reconnected in parallel with the other rectifier. This smoothly reconfigures the alternator and rectifiers from series to parallel operation, doubles their combined current rating, and halves their voltage rating, without interrupting the load current. Finally, the load current is increased to its limit with both sources contributing power at their rated limits.
  • the commutation process to connect the external source in series and switch the rectifier outputs from series to parallel configuration is a process comprising at least the following steps set forth in Figure 8.
  • the controller controls the operation.
  • connection sequence of the preferred embodiment begins with the rectifiers of the dual-windings of a source in a series configuration.
  • the external source is placed in a parallel configuration with one of the rectifiers and the internal source gradually decreases in voltage until this rectifier is reverse biased, i.e., no longer supplying power to the load.
  • the reversed biased rectifier is then placed in parallel with the other rectifier in order to provide twice the current as the original configuration.
  • Step 802 begins from an initial state of Diesel Operation with the rectifier outputs connected in series and the load supplied by the diesei engine (Step 804).
  • the alternator excitation and engine speed are controlled by the controller (CPU, Figure 4) so as to meet the power, voltage, and current requirements of the load.
  • the system controller also referred to as the TCU (Traction Control Unit)
  • TCU Traction Control Unit
  • the TCU controls an automated sequence to connect and disconnect the external power source while under full load.
  • the transition begins by measuring the external line voltage (Step 806) and adjusting the alternator excitation (Step 808) so that the rectified outputs of each winding are close to the external line voltage (U L ).
  • the line contactor is then closed (Step 810) to connect the external source in parallel with the output of Rectifier 1. No precharging is required before making the connection because the system controller maintains the rectifier output voltage to be close to (U ) the external line voltage and no appreciable current flows through the line contactor.
  • Step 812 the excitation is reduced slightly (Step 812) to lower the DC output of the rectifiers and therefore lower the input voltage of the inverter's DC link.
  • the external supply reverse biases Rectifier 1 and causes the portion of the load carried by Rectifier 1 to be transferred to the external supply.
  • the load current is now supplied by the external source in series with Rectifier 2. No current flows in Rectifier 1. Opening switch S 2 (Step 814) now opens the series connection between the two rectifiers at zero current. Due to this arrangement, the load is maintained at all times at the voltage and current level corresponding to its rated power during Diesel Operation (P D ).
  • this circuit topology is able to advantageously connect the line without any precharge process and then open switch S 2 at zero current because the load is a voltage source inverter.
  • the controller for such an inverter is able to compensate, within certain limits, for variations in the input voltage connected to the inverter's DC link and maintain the load at full power. Therefore, in addition to its normal function of controlling the load inverter, the controller also actively adjusts the excitation to vary (Step 816) the inverter input voltage during the connection sequence to provide a smooth transition to series operation while under load. This results in a seamless series connection to the external source.
  • Rectifier 1 the series connection between Rectifier 1 and Rectifier 2 is open and has no effect on the operation because there is no current flowing in Rectifier 1.
  • the negative output of Rectifier 1 is then disconnected (Step 818) from the negative terminals of the DC bus and reconnected to the negative output of Rectifier 2.
  • Step 822 is to connect Rectifier 1 in parallel with Rectifier 2 by connecting positive output of Rectifier 1 to the positive output of Rectifier 2. Since the alternator windings share a common flux path, half of the load current flowing in winding 1 quickly and smoothly transfers to winding 2 until both windings and rectifiers equally share the load, thereby completing the transfer.
  • the outputs of the two rectifiers are now connected in parallel with each other and in series with the external source.
  • Each alternator winding operates at its full rated voltage but only half its rated current.
  • the diesei operates at half its rated output (0.5*PD) and the external supply provides the rest of the power (0.5 * P ).
  • the load operates at its rated voltage and with current and power equivalent to what the diesei engine alone provides during Diesel Operation.
  • the next Step (824) is to increase the load power to its maximum by increasing the load current. The current splits equally between the two rectifiers and alternator windings so they are not overloaded. The increased power comes partially from the diesei and partially from the external source.
  • the controller adjusts the alternator excitation so as to maintain the load at the most optimum voltage.
  • This voltage could be adjusted, for example, in consideration of the vehicle's speed to maintain the load at its most desirable operating point.
  • the controller can also compensate for variations in line voltage by adjusting the excitation and so maintain the load at its ideal operating point.
  • Step 902 the controller seamlessly reduces the load current to a level that can be supplied by the diesei engine (P D ).
  • Step 904 is to disconnect the positive output of Rectifier 1 from the positive output of Rectifier 2. This removes the parallel rectifier connection and the load current smoothly transfers completely to the remaining winding. The engine, alternator and rectifier still provide half the load power, but one half of the alternator and one rectifier are at full current and voltage and the other half have no current. The other half of the load voltage is supplied in this instance by the line.
  • Step 906 is to disconnect the negative output of Rectifier 1 from the negative output of Rectifier 2 and reconnect the negative output of Rectifier 1 to the negative terminal of the DC bus (Step 908).
  • Step 910 the controller adjusts the excitation to ensure that the rectifier output is slightly less than the line voltage.
  • the positive output of Rectifier 1 is then reconnected in Step 912 to the negative output of Rectifier 2. No current flows during or after this transition because the line voltage reverse biases Rectifier 1.
  • the controller in Step 917 then raises the excitation until Rectifier 1 begins to conduct and the diesei picks up the second half of the load, reducing the line current to zero, seamlessly transferring the load to the diesei.
  • the line contactor is now opened at zero current (Step 916). This leaves the system back in Diesel Operation with (diesei) rated current and voltage at the load.
  • the two switches used to reconfigure the system for Diesel Boost Trolley Operation are single pole (not three phase) and are not required to make or break large currents or voltages. They generally operate at zero current.
  • the precharge circuit in the embodiment shown in Figure 5 controls the rate of power transfer from the alternator and Rectifier 1 to the external source. This simplifies the control problem and allows the system controller to maintain the rated load voltage during the transfer.
  • the rating of the precharge circuit may be minimized because it only needs to accommodate the difference in voltage between the external source voltage and the output of Rectifier 1 at the beginning of the transfer.
  • the precharge circuit can be eliminated by means of a proper control strategy implemented by the controller.
  • the circuit of the present invention advantageously allows a high- current, high-voltage load to be supplied with supplemental power from an existing high-current, low-voltage source. Further, the circuit allows the load to operate at power levels beyond what available diesei engines can provide. In addition, the circuit topology minimizes the size of the alternator by permitting parallel connection of the windings (through the rectifiers) to effectively double its rated current when only half its rated voltage is required.
  • the present invention provides a smooth and bumpless transfer, allowing the load to operate at maximum diesei power throughout the transition seamlessly and without appreciably dropping the flow of power to the load or raising the voltage of the load while operating within the rating constraints of the first and second sources P D , PL such that the power transfer is transparent to the load, i.e., no anamolies in power (current or voltage interruptions, spikes, oscillations, drop-off, perturbations, etc.) are sensed by the load.
  • a diesei powered off-highway haul truck ( Figure 10) is driven by two AC electric traction motors supplied by two inverters in accordance with the circuit topology shown in Figure 4.
  • the inverters are capable of handling a combined power P d at DC input voltage U d and DC input current l d .
  • the inverters are connected to a common DC bus and are fed by an alternator and rectifier bridge at the rated inverter input voltage U . At this voltage level the alternator and rectifier can supply current l , where l D is only approximately half of l d .
  • the alternator is driven by a diesei engine capable of delivering maximum power PD, where PD is approximately half of the load power P d .
  • the vehicle While travelling up a grade, it is desired to ascent the grade at a faster rate.
  • the vehicle is connected to a low voltage trolley line with voltage UL by means of a pantograph, thereby increasing the DC current supplied to the inverters from l D to l L .
  • This must be done under the environment of maintaining the inverters at their rated DC input voltage U d .
  • This provides approximately twice the power to the load and thereby doubles the vehicle speed while on grade when connected to the low voltage trolley line.
  • the Parallel Line Connection of the trolley line with the DC bus is not possible since the voltage required by the inverters U d is almost twice the available trolley voltage U .
  • a Series Line Connection to the trolley line is not possible since the available trolley current is twice the rated DC current of the alternator and rectifier l D and they will rapidly overheat.
  • the truck is able to drive from the loading shovel to the trolley line under diesei power P D and can go up the grade at this power level.
  • the truck To utilize the additional power available from the trolley, the truck must be able to connect to the trolley line while maintaining continuous operation on the grade at power P D . If the power level falls during the transition, the truck will slow below the minimum allowable trolley speed limit (a safety limitation for mine personnel) and be forced stop.
  • the single winding alternator and diode rectifier of Figure 1 are replaced with a dual winding alternator connected to two diode rectifiers ( Figure 6).
  • the two windings are identical and each supplies half the rated voltage of the alternator.
  • a two-pole line contactor brings the trolley voltage to where it can be connected in parallel with Rectifier 1.
  • a single pole, double- throw changeover switch (S 3 ) and two single-pole, single-throw switches (Si and S 2 ) enable the outputs of Rectifier 1 to be connected either in series or parallel with Rectifier 2.
  • An additional single pole high-speed circuit breaker provides overcurrent protection between the truck and trolley systems.
  • the truck operates in normal Diesel mode when the switches are in position 1 and all the power is provided by the diesei engine. Transition from Diesel to Diesel Boost operation functions according to the connection sequence described previously. During Diesel Boost operation, the switches are all in position 2. Transition from Diesel Boost to Diesel operation functions according to the disconnect sequence described previously.
  • the duration of the actual transfer from one mode to the other is not critical because the transfer takes place with the vehicle operating under full diesei power.
  • the limiting factor in the transition is the time required to raise and lower the pantograph. Approximately one second is required for the DC link voltage regulation to stabilize before the line contactor is closed and then the connect sequence begins. It has been found that, with the present invention, within one second after Si is closed the controller can raise the load power to its full level.
  • the present invention resolves the previous problems seamlessly and without appreciably dropping the flow of power to the load or raising the voltage of the load while operating within the rating constraints of the first and second sources PD, PL such that the power transfer is transparent to the load, i.e., no anamolies in power (current or voltage interruptions, spikes, oscillations, drop-off, perturbations, etc.) are sensed by the load.
  • no anamolies in power current or voltage interruptions, spikes, oscillations, drop-off, perturbations, etc.
  • the switch's common terminal in this case is connected to the load side of the positive pole of the line contactor.
  • the other terminals are connected to the positive and negative sides of Rectifier 2, such that in position 1 , the line contactor is connected to the negative terminal of Rectifier 2 and in position 2 the line contactor is connected to the positive terminal of Rectifier 2.
  • S 4 in position 1 the truck can operate in either Diesel or Diesel Boost mode by moving the other switches to position 1 or position 2, as previously described. This is suitable for operation under diesei power or on the low voltage trolley system, when U ⁇ U d .
  • With S 4 in position 2, and all other switches in position 1 the truck can operate in Direct Trolley mode as described above.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Rectifiers (AREA)
  • Direct Current Feeding And Distribution (AREA)
  • Control Of Eletrric Generators (AREA)
  • Keying Circuit Devices (AREA)

Abstract

L'invention se rapporte à un circuit conçu pour relier en série une source d'énergie (PL) en courant continu, à intensité élevée et basse tension, à une source (PD) de courant continu, à intensité faible et haute tension. On peut effectuer cette connexion en série à pleine charge en utilisant la seconde source PL pour commuter le courant de charge et permettre la reconfiguration de la première source PD de manière à la faire passer d'un fonctionnement en série à un fonctionnement en parallèle, de manière à doubler son courant nominal.
PCT/US1999/030426 1998-12-21 1999-12-21 Systeme, procede et appareil permettant de relier des sources electriques en serie a pleine charge WO2000037279A2 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
BR9916406-0A BR9916406A (pt) 1998-12-21 1999-12-21 Sistema, método e aparelho para conectar forças elétricas em série sob carga plena
CA002355670A CA2355670C (fr) 1998-12-21 1999-12-21 Systeme, procede et appareil permettant de relier des sources electriques en serie a pleine charge
AU20574/00A AU762295B2 (en) 1998-12-21 1999-12-21 System, method and apparatus for connecting electrical sources in series under full load

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US11304698P 1998-12-21 1998-12-21
US60/113,046 1998-12-21
US46742899A 1999-12-20 1999-12-20
US09/467,428 1999-12-20

Publications (2)

Publication Number Publication Date
WO2000037279A2 true WO2000037279A2 (fr) 2000-06-29
WO2000037279A3 WO2000037279A3 (fr) 2000-09-14

Family

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Family Applications (1)

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PCT/US1999/030426 WO2000037279A2 (fr) 1998-12-21 1999-12-21 Systeme, procede et appareil permettant de relier des sources electriques en serie a pleine charge

Country Status (5)

Country Link
CN (1) CN1191948C (fr)
AU (1) AU762295B2 (fr)
BR (1) BR9916406A (fr)
CA (1) CA2355670C (fr)
WO (1) WO2000037279A2 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1245432A1 (fr) * 2001-03-29 2002-10-02 Alstom Procédé et dispositif de pilotage de l'alimentation en énergie électrique d'un véhicule a traction électrique destiné à fonctionner en mode d'alimentation externe ou en mode d'alimentation autonome
WO2013081871A1 (fr) * 2011-12-01 2013-06-06 Caterpillar Inc. Stratégie de commande pour alimenter une ligne de trolley en énergie électrique régénérative dans un tombereau à trolley pour applications minières
WO2013081869A1 (fr) * 2011-12-01 2013-06-06 Caterpillar Inc. Stratégie de commande pour l'alimentation d'un dispositif auxiliaire dans un tombereau à trolley pour applications minières
WO2013184489A1 (fr) * 2012-06-04 2013-12-12 Caterpillar Inc. Topologie simplifiée pour camion à entraînement électrique pouvant seconder un trolley

Families Citing this family (2)

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Publication number Priority date Publication date Assignee Title
JPWO2011052655A1 (ja) * 2009-10-27 2013-03-21 日立建機株式会社 電気駆動車両
CN106712616B (zh) * 2015-07-27 2021-05-25 中兴通讯股份有限公司 一种交流柴油发电机的控制方法及装置

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US4853553A (en) * 1987-10-30 1989-08-01 Hosie Alan P Dual mode diesel electric power system for vehicles
WO1993004887A1 (fr) * 1991-09-03 1993-03-18 Wagner Mining And Construction Equipment Co. Vehicule a moteur electrique a courant alternatif et a vitesse variable
DE19628877A1 (de) * 1996-07-17 1998-01-22 Bayerische Motoren Werke Ag Verfahren zum Betrieb eines Fahrzeugs mit einer ersten und einer zweiten Antriebs-Energiequelle

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US4009431A (en) * 1975-09-08 1977-02-22 General Motors Corporation Series parallel transition for power supply
US5389825A (en) * 1991-04-24 1995-02-14 Aisin Aw Co., Ltd. System of controlling changeover of an electric power source for an electric motor vehicle

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WO1982000225A1 (fr) * 1980-07-07 1982-01-21 Gen Electric Systeme d'alimentation de courant electrique
US4853553A (en) * 1987-10-30 1989-08-01 Hosie Alan P Dual mode diesel electric power system for vehicles
WO1993004887A1 (fr) * 1991-09-03 1993-03-18 Wagner Mining And Construction Equipment Co. Vehicule a moteur electrique a courant alternatif et a vitesse variable
DE19628877A1 (de) * 1996-07-17 1998-01-22 Bayerische Motoren Werke Ag Verfahren zum Betrieb eines Fahrzeugs mit einer ersten und einer zweiten Antriebs-Energiequelle

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1245432A1 (fr) * 2001-03-29 2002-10-02 Alstom Procédé et dispositif de pilotage de l'alimentation en énergie électrique d'un véhicule a traction électrique destiné à fonctionner en mode d'alimentation externe ou en mode d'alimentation autonome
FR2822764A1 (fr) * 2001-03-29 2002-10-04 Alstom Procede et dispositif de pilotage de l'alimentation en energie d'un vehicule a traction electrique destine a fonctionner en mode d'alimentation externe ou en mode d'alimentation autonome
US6864598B2 (en) 2001-03-29 2005-03-08 Alstom Method of and a system for controlling the supply of electrical power to an electrically propelled vehicle designed to operate in an external power supply mode or in an autonomous power supply mode
AU781429B2 (en) * 2001-03-29 2005-05-26 Alstom A method of and a system for controlling the supply of electrical power to an electrically propelled vehicle designed to operate in an external power supply mode or in an autonomous power supply mode
CZ298810B6 (cs) * 2001-03-29 2008-02-13 Alstom Způsob řízení dodávky elektrické energie doelektricky poháněného vozidla uzpůsobeného pro provoz v režimu napájení z vnějšího napájecího systému nebo v režimu napájení z autonomního napájecího systému a systém k provádě
KR100843040B1 (ko) * 2001-03-29 2008-07-01 알스톰 외부 동력 공급 모드 또는 자체 동력 공급 모드에서작동하도록 설계된 전기 추진 차량에 대한 전기 동력공급을 제어하는 방법 및 시스템
WO2013081871A1 (fr) * 2011-12-01 2013-06-06 Caterpillar Inc. Stratégie de commande pour alimenter une ligne de trolley en énergie électrique régénérative dans un tombereau à trolley pour applications minières
WO2013081869A1 (fr) * 2011-12-01 2013-06-06 Caterpillar Inc. Stratégie de commande pour l'alimentation d'un dispositif auxiliaire dans un tombereau à trolley pour applications minières
US8505464B2 (en) 2011-12-01 2013-08-13 Caterpillar Inc. Control strategy for providing regenerative electrical power to trolley line in trolley capable mining truck
WO2013184489A1 (fr) * 2012-06-04 2013-12-12 Caterpillar Inc. Topologie simplifiée pour camion à entraînement électrique pouvant seconder un trolley
US8874294B2 (en) 2012-06-04 2014-10-28 Caterpillar Inc. Simplified topology for trolley assist-capable electric drive truck
CN104349929A (zh) * 2012-06-04 2015-02-11 卡特彼勒公司 具有架线辅助功能的电动卡车的简化拓扑

Also Published As

Publication number Publication date
CN1191948C (zh) 2005-03-09
AU2057400A (en) 2000-07-12
AU762295B2 (en) 2003-06-19
CN1342118A (zh) 2002-03-27
BR9916406A (pt) 2001-09-25
CA2355670C (fr) 2004-10-26
CA2355670A1 (fr) 2000-06-29
WO2000037279A3 (fr) 2000-09-14

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