WO2014000353A1

WO2014000353A1 - Power supply device and power supply system for hybrid railway vehicle and railway vehicle

Info

Publication number: WO2014000353A1
Application number: PCT/CN2012/083493
Authority: WO
Inventors: 黄烈威; 李明高; 李明; 付稳超; 裴春兴; 孙加平; 邵楠; 蒋洁
Original assignee: 唐山轨道客车有限责任公司
Priority date: 2012-06-26
Filing date: 2012-10-25
Publication date: 2014-01-03
Also published as: CN102700422B; CN102700422A

Abstract

A power supply device (10) for a hybrid railway vehicle, a power supply system including the power supply device (10) and the railway vehicle including the power supply system. The power supply device (10) comprises a super capacitor (101) and a storage battery bank (102). The super capacitor (101) is connected in parallel with the storage battery bank (102). The super capacitor (101) and the storage battery bank (102) are both connected to the power supply system in the vehicle, thereby providing a power supply voltage source for the power supply system in the vehicle in a state that a contact network is separated from the power supply system of the vehicle. The power supply device (10) is characterized in that the super capacitor (101) and the storage battery bank (102) are connected in parallel, so that the electric energy output by both the super capacitor (101) and the storage battery bank (102) serves as the power supply voltage source for the power supply system together, and provides power to the traction motor (50) of the vehicle through the power supply system when the contact network is separated from the power supply system or the contact network has a power failure. Hence the electric energy required for driving the vehicle to run can be continuously output for a long time, therefore enabling safe running of the vehicle.

Description

Power supply device, power supply system and rail vehicle for hybrid railway vehicles. The application is filed on June 26, 2012, the Chinese Patent Office, application number 201210213323.X, and the invention titled "Power Supply and Power Supply System for Hybrid Railway Vehicles" Priority of the Chinese Patent Application, the entire contents of which is incorporated herein by reference. Technical field

The present invention relates to electrical control technology, and more particularly to a power supply device, a power supply system, and a rail vehicle of a hybrid railway vehicle. Background technique

A hybrid rail vehicle is a vehicle that provides an initial voltage source for a vehicle's power supply system by using two or more power sources. Currently, a hybrid rail vehicle is mainly an initial voltage source for a vehicle power supply system by a contact network plus a vehicle super capacitor. The traction motor is powered by the power supply system to drive the traction motor, thereby providing traction power to the vehicle through the traction motor.

In this form of power supply system, when the contact network is powered, the contact net is used as the initial voltage source to supply the traction motor to drive the traction motor; when the vehicle power supply system is out of the contact network or the contact network is dead, the super capacitor is used as the initial voltage. The source supplies power to the traction motor and drives the traction motor.

However, because the super capacitor can store less energy, and the rail vehicle runs, the power consumed is larger. The energy stored by the super capacitor can only drive the vehicle for a few minutes, and the vehicle has no electricity for a long time or the vehicle. When the power supply system is disconnected from the power supply system for a long time, the super capacitor alone cannot provide an initial voltage source for long-distance operation of the vehicle, and thus affects the safe operation of the rail vehicle. Summary of the invention

One aspect of the present invention provides a power supply apparatus for a hybrid rail vehicle, the power supply apparatus including:

a supercapacitor and a battery pack, wherein the super capacitor and the battery pack are connected in parallel, and are respectively connected to a power supply system in the vehicle, and are used when the contact net is disconnected from the vehicle power supply system or the contact net is in an unpowered state. As a supply voltage source for the power supply system in the vehicle.

Another aspect of the present invention further provides a power supply system for a hybrid railway vehicle, the power supply system comprising the power supply device provided by the present invention, the power supply system further comprising:

a voltage transformer connected to the pantograph output line for reducing the voltage on the pantograph output line by a multiple of the output;

a vehicle information acquiring unit, configured to acquire running state information of the vehicle;

The power supply device information collecting unit is respectively connected to the super capacitor and the battery pack in the power supply device, and is configured to collect current state information of the super capacitor and the battery pack;

a control unit, which is respectively connected to the voltage transformer, the vehicle information acquisition unit, and the power supply device information collection unit, and configured to: according to an output voltage of the voltage transformer, current operating state information and a location of the vehicle Decoding the current state information of the supercapacitor and the battery pack to generate a control signal for the traction converter;

a traction converter, respectively connected to the pantograph output line, the control unit and the super capacitor and the battery pack, for controlling the contact network voltage introduced through the pantograph output line to be converted according to the control signal The AC voltage required by the motor is used to supply the traction motor through the contact net, and the control converts the contact network voltage introduced through the pantograph output line into a DC charging voltage to the super capacitor and the battery pack, so that the super capacitor and The battery pack is charged, and the DC voltage outputted by the super capacitor and the battery pack is controlled to be converted into an AC voltage required by the traction motor to supply the traction motor through the super capacitor and the battery pack.

The present invention also provides a hybrid rail vehicle including a traction motor, and a power supply system provided by the present invention, the power supply system being coupled to the traction motor.

The power supply device of the hybrid railway vehicle provided by the invention combines the characteristics of the super capacitor and the battery pack, and connects the super capacitor and the battery pack in parallel, when the contact net is disconnected from the power supply system, or when the contact net is dead, super The capacitor and the output power of the battery pack together serve as the power supply voltage source of the power supply system, and can continuously output the electric energy required for driving the vehicle for a long time, and supply the traction motor of the vehicle through the power supply system for a long time to ensure the safe operation of the vehicle.

The power supply system of the hybrid railway vehicle provided by the present invention uses the power supply device provided by the embodiment of the present invention, and uses the contact network plus the super capacitor and the battery pack as the initial voltage source of the power supply system, which is a hybrid The power supply system of the power rail vehicle controls the AC voltage required to convert the contact network voltage into the traction motor when the contact network is in contact with the power supply system, so as to pass through the contact net The traction motor is powered, and the control can convert the contact network voltage into a DC charging voltage for the super capacitor and the battery pack to charge the super capacitor and the battery pack; when the contact network is disconnected from the power supply system or the contact network is dead, the control will be The DC voltage output from the supercapacitor and the battery pack is converted into the AC voltage required by the motor to supply the traction motor through the supercapacitor and the battery pack, and the power output from the super capacitor and the battery pack is used as the power supply voltage source of the power supply system. It can continuously output the electric energy required to drive the vehicle for a long time, and supply power to the traction motor of the vehicle through the power supply system for a long time to ensure the safe operation of the vehicle.

The hybrid railway vehicle provided by the present invention can use the power supply system provided by the embodiment of the present invention to supply power to the traction motor through the contact network when the contact network is in contact with the power supply system, and the contact network is separated from the power supply system or the contact network. When there is no electricity, the traction motor is powered by the super capacitor and the battery pack. The power output from the super capacitor and the battery pack is used as the power supply voltage source of the power supply system, and the power required for driving the vehicle can be continuously output for a long time, which is longer. Time supplies power to the traction motor of the vehicle through the power supply system to ensure safe operation of the vehicle. BRIEF DESCRIPTION OF DRAWINGS FIG. 1 is a schematic structural view of a power supply system of a hybrid railway vehicle according to an embodiment of the present invention;

2 is a schematic structural diagram of a power supply system of a hybrid railway vehicle according to another embodiment of the present invention;

3 is a schematic structural diagram of a power supply system of a hybrid railway vehicle according to another embodiment of the present invention;

4 is a schematic structural view of a power supply system of a hybrid rail vehicle according to still another embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION Embodiments of the present invention provide a power supply device for a hybrid railway vehicle, the power supply device including a super capacitor and a battery pack.

The super capacitor and the battery pack are connected in parallel, and are respectively connected to the power supply system in the vehicle, and are used to provide a power supply voltage source for the power supply system in the vehicle when the contact net is disconnected from the vehicle power supply system. A hybrid rail vehicle is a vehicle that provides an initial voltage source for a vehicle's power supply system from more than two sources of power.

The power supply system in the vehicle is a device that converts the voltage provided by the initial voltage source into the voltage required by the traction motor in the vehicle. The power supply system typically includes a pantograph, a traction converter, and a control unit. The function of the pantograph is to introduce the electrical energy of the contact network into the power supply system. The function of the control unit is to generate a control signal for the traction converter to control the working state of the traction converter. The function of the traction converter is in the control unit. Under control, the voltage introduced from the catenary is converted to convert the voltage introduced from the catenary into the voltage required to pull the motor.

The pantograph has two states, one is in contact with the contact net, and the other is disconnected from the contact net. When the pantograph is in contact with the contact net, the electric energy of the contact net can be introduced into the power supply system, when the pantograph and the catenary When disconnected, the electrical energy of the contact network is no longer introduced into the power supply system.

In this embodiment, when the pantograph is in contact with the contact net, the electric energy of the contact net is introduced into the power supply system through the pantograph, and the voltage outputted by the contact net is used as the power supply voltage source of the power supply system, and further, the traction of the vehicle is through the power supply system. The motor is powered to drive the traction motor, which in turn provides traction power to the vehicle through the traction motor to drive the vehicle.

When the pantograph is disconnected from the contact net (that is, when the contact net is disconnected from the power supply system), or when the contact net is out of power, the super capacitor and the output power of the battery pack can be used as the power supply voltage source of the power supply system in the vehicle. That is, as an initial voltage source of the power supply system, the traction motor of the vehicle is powered by the power supply system to drive the traction motor, and then the traction motor is used to provide traction power to the vehicle to drive the vehicle.

The supercapacitor has the characteristics of large output power and large output current, short charging and discharging time. The battery pack has the characteristics of continuous output power and long charging and discharging time. If only the power output from the super capacitor is used to supply power to the power supply system, it can only last for a short time. If only the power output from the battery pack is used to supply power to the power supply system, since the power required by the rail vehicle is running, especially when the vehicle is just starting up or accelerating, the power required by the battery pack in the current technology cannot be This rail vehicle is supplied with such high power.

In this embodiment, the supercapacitor and the battery pack are combined, and the super capacitor and the battery pack are connected in parallel, and when the contact net is disconnected from the power supply system, or when the contact net is dead, the super capacitor and the battery pack output electrical energy. As a power supply voltage source for the power supply system, it can continuously output the power required to drive the vehicle for a long time, and provide the traction motor for the vehicle through the power supply system for a long time. Electricity, to ensure the safe operation of the vehicle.

The embodiment of the present invention further provides a power supply system for a hybrid railway vehicle. FIG. 1 is a schematic structural diagram of a power supply system for a hybrid railway vehicle according to an embodiment of the present invention. As shown in FIG. 1 , the power supply system includes the present invention. The power supply device 10 provided by the embodiment further includes a voltage transformer 11, a vehicle information acquisition unit 12, a power supply information collection unit 13, a control unit 14, and a traction converter 15.

The voltage transformer 11 is connected to the pantograph output line and is used to output the electric compression on the pantograph output line by a small multiple.

The voltage transformer is a cored transformer comprising a primary winding and a secondary winding. When a voltage U1 is applied to the primary winding, a secondary voltage U2 is generated in the secondary winding. By varying the turns ratio of the primary or secondary windings, different primary and secondary voltage ratios can be produced, that is, voltage transformers that make up different voltage transformation ratios.

The voltage transformer is a transformer that converts a high voltage into a low voltage, and the high voltage can be proportionally converted into a low voltage. In this embodiment, the voltage on the output shaft of the pantograph is reduced by a voltage multiplier and output ( The set multiple is the voltage transformation ratio of the voltage transformer. The voltage on the output line of the pantograph is the voltage on the contact network, usually high voltage, and the voltage that the control unit can receive is usually a low voltage signal. Therefore, The voltage transformer is used to convert the high voltage of the catenary into a low voltage signal to provide a control unit for the measurement signal.

The vehicle information acquiring unit 12 is configured to acquire running state information of the vehicle.

The vehicle information acquiring unit may be a circuit composed of various sensors or components, and collects operating state information of the vehicle through various collecting components, and the operating state signal may include speed, acceleration, and vehicle traction motor during vehicle operation. The output torque, braking torque, etc., for example, may be set by a speed sensor disposed on the output shaft of the traction motor to collect the running speed and acceleration of the vehicle, or by a torque sensor disposed on the output shaft of the traction motor. The output torque of the traction motor is collected.

The vehicle information acquisition unit may also be a data receiving or storage device that acquires operational status information of the vehicle by receiving relevant control parameters (e.g., output torque, speed, acceleration, and the like of the vehicle) transmitted by the vehicle master unit.

The power supply device information collecting unit 13 is connected to the super capacitor 101 and the battery pack 102 in the power supply device 10, respectively, for collecting the current state of the super capacitor 101 and the battery pack 102. State information.

The power supply device information collecting unit may be a circuit composed of various sensors or a collecting component for collecting current state information of the super capacitor and the battery pack, for example, may be disposed at both ends of the super capacitor or at the output end of the battery pack. Current sensors, voltage sensors, etc., to collect the output current and output voltage of the super capacitor, the output current and output voltage of the battery pack, etc. as current state information.

The control unit 14 is respectively connected to the voltage transformer 11, the vehicle information acquiring unit 12 and the power supply device information collecting unit 13 for outputting the voltage of the voltage transformer and the current operation of the vehicle. The status information and the current state information of the supercapacitor and battery pack generate a control signal to the traction converter 15.

The control unit is a control device of the power supply system, and can be implemented by a programmable controller, a single chip microcomputer, a computer, or a processor having a data processing function.

The control unit uses the output voltage of the voltage transformer, the operating state information of the vehicle, and the current state information of the supercapacitor and the battery pack as control parameters to generate a control signal for the traction converter.

a traction converter 15 connected to the pantograph output line, the control unit 14 and the super capacitor 101 and the battery pack 102, respectively, for controlling a contact net to be introduced through the pantograph output line according to the control signal The voltage is converted to the AC voltage required by the traction motor 50 to power the traction motor 50 through the catenary, and the control converts the contact network voltage introduced through the pantograph output line into DC charging of the supercapacitor 101 and the battery pack 102. Voltage, in order to charge the super capacitor 101 and the battery pack 102, control the DC voltage outputted by the super capacitor 101 and the battery pack 102 to be converted into an AC voltage required by the traction motor 50 to pass the super capacitor 101 and the battery pack. 102 supplies power to the traction motor 50.

The traction converter is usually a circuit composed of a gate turn-off Thyristor (GTO), an Insulated Gate Bipolar Transistor (IGBT) or other controllable switch tubes. The voltage conversion can be realized by controlling the switching tube in the circuit. In this embodiment, the traction converter converts the contact network voltage into an AC voltage required by the traction motor, and converts the contact network voltage into a DC charging voltage for the super capacitor and the battery pack to charge the super capacitor and the battery pack. Moreover, the super capacitor and the DC voltage outputted by the battery pack can be converted into an AC voltage required by the traction motor to supply the traction motor through the contact net or the super capacitor and the battery pack.

The working process of the power supply system is described below. When the pantograph and the contact net are in contact (that is, when the contact net is in contact with the power supply system), the contact network voltage is introduced on the pantograph output line, and the voltage transformer 11 reduces the voltage on the pantograph output line. After the multiple is output, it is sent to the control unit 14, and the control unit 14 can determine the state of the pantograph and the contact net according to the output voltage of the voltage transformer 11, for example, a voltage threshold can be set (the voltage threshold can be approximated) At a voltage value of zero, the control unit 14 compares the output voltage with a voltage threshold. If the output voltage is greater than the voltage threshold, it can be determined that the pantograph is in contact with the contact net, and the vehicle can be simultaneously determined to be in a running state at the same time.

If the control unit 14 determines that the pantograph is in contact with the catenary, the control unit 14 generates a control signal to the traction converter 15 that controls the contact network voltage introduced through the pantograph output line to be converted to the traction motor 50. The required AC voltage is used to power the traction motor 50 through the contact net, and the control converts the contact network voltage introduced through the pantograph output line into a DC charging voltage for the super capacitor 101 and the battery pack 102, so that the super capacitor 101 And battery pack 102 is charged.

When the pantograph is disconnected from the contact net (that is, when the contact net is disconnected from the power supply system) or the contact net is not powered, no voltage will be generated on the pantograph output line, and the voltage transformer 11 will not output voltage. That is, the output voltage is approximately zero, and the control unit 14 compares the output voltage with a voltage threshold (which may be a voltage value greater than zero). At this time, the output voltage will be less than the voltage threshold, indicating the pantograph and the catenary. There is no electricity in the detachment or contact network.

The control unit 14 can also determine the current running state of the vehicle according to the running state information of the vehicle, for example, determining whether the vehicle is in a stopped state, a hooking driving phase, an acceleration driving phase, or a braking phase by the traveling speed of the vehicle, for example, The current speed of the vehicle is compared with a reference speed value of a uniform speed phase. When the current speed is greater than the reference speed value, it is determined that the vehicle is in an acceleration driving phase, or when the current speed of the vehicle is equal to zero, it is determined that the vehicle is in a stopped state.

Moreover, the control unit 14 can further determine the current state of the super capacitor and the battery pack according to the current state information of the super capacitor 101 and the battery pack 102, for example, the super capacitor and the charging voltage threshold of the battery pack can be set, and the super capacitor 101 and the battery are The current output voltage of the group 102 is compared with the super capacitor and the charging voltage threshold of the battery pack. If the current output voltage of the super voltage 101 and the battery pack 102 is less than the charging voltage threshold, it indicates that the super capacitor 101 and the battery need to be used at this time. Group 102 is charged. If the current output voltage of the supercapacitor 101 and the battery pack 102 is greater than or equal to the charging voltage threshold at this time, it means that the super capacitor 101 and the The battery pack 102 is charged and can be discharged through the super capacitor 101 and the battery pack 102.

If the control unit 14 determines that the pantograph and the catenary are in a disengaged state, the vehicle is in a running state, and can be discharged through the supercapacitor 101 and the battery pack 102, the control unit 14 generates a control signal to the traction converter 15 to control The DC voltage output from the supercapacitor 101 and the battery pack 102 is converted into an AC voltage required by the traction motor 15 to supply the traction motor 50 through the supercapacitor 101 and the battery pack 102.

The power supply system provided by the present embodiment uses the power supply device provided by the embodiment of the present invention, and uses two power sources of contact network + super capacitor and battery pack as the initial voltage source of the power supply system, and supplies power to a hybrid railway vehicle. The system controls the AC voltage required to convert the contact network voltage into a traction motor when the contact network is in contact with the power supply system to supply the traction motor through the contact net, and can control the conversion of the contact network voltage into the super capacitor and the battery The DC charging voltage of the group is used to charge the super capacitor and the battery pack; when the contact network is disconnected from the power supply system or the contact network is dead, the control converts the super capacitor and the DC voltage outputted by the battery pack into the AC voltage required by the traction motor. The power supply is supplied to the traction motor through the super capacitor and the battery pack, and the power outputted by the super capacitor and the battery pack is used as the power supply voltage source of the power supply system, and the power required for driving the vehicle can be continuously outputted for a long time, and the power is supplied for a long time. The system supplies power to the traction motor of the vehicle, guaranteeing the vehicle safe operation.

2 is a schematic structural diagram of a power supply system of a hybrid rail vehicle according to another embodiment of the present invention. Further, in the power supply system, the control unit 14 includes a desired output power acquisition subunit 141, An output power acquisition subunit 142 and a control signal generation subunit 143, the traction converter 15 includes a traction inverter 151, a first DC chopper 152, and a second DC chopper 153, wherein

The desired output power acquisition sub-unit 141 is connected to the vehicle information acquisition unit 12 for acquiring a desired output power value of the traction motor based on the operating state information of the vehicle.

The desired output power acquisition subunit may acquire a desired output power value of the traction motor according to the running state information of the vehicle. For example, the desired output torque of the traction motor may be used as the running state information, and the expected output of the traction motor is obtained according to the expected output torque. The output power value is used, or the speed of the vehicle is used as the running state information, and the desired output power value of the traction motor is calculated by the speed of the vehicle.

An output power acquisition subunit 142 is connected to the power supply device information collecting unit 13 and configured to The output power value of the super capacitor 101 and the output power value of the battery pack 102 are respectively obtained according to the current state information of the super capacitor 101 and the battery pack 102.

The output power acquisition subunit is configured to obtain the current output power value according to the current state information of the supercapacitor and the battery pack, and obtain the current output power of the supercapacitor and the battery pack according to the output voltage and the output current of the supercapacitor and the battery pack.

The control signal generating sub-unit 143 is respectively connected to the voltage transformer 11, the desired output power acquiring sub-unit 141 and the output power acquiring sub-unit 142, and the output voltage of the voltage transformer 11 is greater than the first Generating a power supply control signal to the traction inverter 151, a first charging control signal to the first DC chopper 152, and a second DC chopper, respectively, in a predetermined voltage threshold state a second charging control signal of 153, and in a state where the output voltage of the voltage transformer 11 is less than a first predetermined voltage threshold, according to a desired output power value of the traction motor 50, an output power value of the super capacitor 101 And generating, by the output power value of the battery pack 102, a first power output signal to the first DC chopper 152, a second power output signal to the second DC chopper 153, and The current control signal of the traction inverter 151 is pulled.

The control signal generating subunit is a core control part of the control unit, and the output voltage of the voltage transformer, the expected output power value of the traction motor, and the output power value of the super capacitor and the battery pack are used as control parameters, and corresponding parameters are generated according to the above control parameters. control signal.

a first DC chopper 152 is respectively connected to the pantograph output line, the control signal generating subunit 143 and the super capacitor 101, and is configured to pass the control when the first charging control signal is received The contact network voltage introduced by the pantograph output line is converted into a DC charging voltage to the super capacitor 101 to charge the super capacitor 101, or when the first power output control signal is received, the super capacitor The DC voltage outputted by the 101 is converted into a DC voltage of a set amplitude and outputted to output the energy of the first power value through the discharge of the super capacitor 101;

a second DC chopper 153 is respectively connected to the pantograph output line, the control signal generating subunit 143 and the battery pack 102, and is configured to pass the control when receiving the second charging control signal The contact network voltage introduced by the electric bow output line is converted into a DC charging voltage to the battery pack 102 to charge the battery pack 102, or when the second power absorption control signal is received, the battery pack 102 is The output DC voltage is converted into a DC voltage of a set amplitude and then output to output the energy of the second power value through the discharge of the battery pack 102;

The traction inverter 151 is respectively connected to the pantograph output line and the control signal generation subunit 143 And the first DC chopper 152 and the second DC chopper 153 are connected to control, when receiving the power supply control signal, convert the contact network voltage introduced through the pantograph output line into The AC voltage required by the traction motor 50 is used to power the traction motor 50 through the contact net, or to control the output of the first DC chopper 152 and the second DC chopper 153 upon receiving the current control signal. The set voltage DC voltage is converted to the AC voltage required by the traction motor 50 to power the traction motor 50 through the super capacitor 101 and the battery pack 102.

The working process of the power supply system provided by this embodiment is described below.

The desired output power acquisition sub-unit 141 obtains the desired output power value of the traction motor and the output power acquisition sub-unit 142 obtains the current output power value of the super capacitor 101 and the battery pack 102, and may separately transmit to the control signal generation sub-unit 143, and The control signal generating sub-unit 143 can receive the output voltage sent by the voltage transformer 11 , and the control signal generating sub-unit 143 outputs the output voltage of the voltage transformer 11 and the first preset voltage threshold (the first preset voltage threshold can be slightly larger than A zero voltage value is compared. If the output voltage is greater than the voltage threshold, the contact network is in contact with the power supply system, and the vehicle can be judged to be in a running state at the same time.

At this time, the control signal generation sub-unit 143 generates a power supply control signal to the traction inverter 151, a first charging control signal to the first DC chopper 152, and a second charging control to the second DC chopper 153. Signal, traction inverter 151 power supply control signals control the conversion of the contact network voltage introduced through the pantograph output line into the AC voltage required by the traction motor 50 to supply the traction motor 50 through the contact network, and at the same time The flow chopper 152 controls the conversion of the contact network voltage into a DC charging voltage to the super capacitor 101 according to the first charging control signal to charge the super capacitor 101, and the second DC chopper 153 controls the contact network according to the second charging control signal. The voltage is converted to a DC charging voltage to the battery pack 102 to charge the battery pack 102.

If the control signal generating sub-unit 143 compares the output voltage of the voltage transformer 11 with the first preset voltage threshold, and the output voltage is less than the first preset voltage threshold, it can be determined that the contact net is disconnected from the power supply system or the contact network is dead. .

When the output voltage of the voltage transformer is less than the first preset voltage threshold, that is, when the contact network is disconnected from the power supply system or the contact network is dead, the super capacitor 101 and the battery pack 102 need to be powered by the traction motor 50 through the super capacitor 101. The power output when the battery pack 102 is discharged provides the output power required by the traction motor 50.

Therefore, the control signal generating sub-unit 143 further determines the current output power of the super capacitor 101. The rate value and the current output power value of the battery pack 102 determine the power conditions that the supercapacitor 101 and the battery pack 102 can currently output to distribute the desired output power values of the traction motor 50 to the supercapacitor 101 and the battery pack 102, respectively, so that the supercapacitor 101 outputs partial power (that is, energy for outputting the first power value), and the battery pack 102 outputs partial power (that is, energy for outputting the second power value), and the sum of the output power of the super capacitor 101 and the battery pack 102 should satisfy the traction motor 50. The desired output power value required.

At this time, the control signal generation sub-unit 143 generates a first power output signal to the first DC chopper 152, a second power output signal to the second DC chopper 153, and a current conversion to the traction inverter 151. The first DC chopper 152 converts the DC voltage outputted by the super capacitor 101 into a DC voltage of a set amplitude according to the first power output signal, and outputs the DC voltage to output the first power value through the discharge of the super capacitor 101. The second DC chopper 153 converts the DC voltage outputted by the battery pack 102 into a DC voltage of a set amplitude according to the second power output signal, and outputs the DC voltage to output the second power value through the discharge of the battery pack 102. The energy, and the traction inverter 151 controls the DC voltage of the set amplitude outputted by the first DC chopper 152 and the second DC chopper 153 to be converted into the traction motor 50 according to the variable current control signal. The voltage is applied to power the traction motor 50 through the supercapacitor 101 and the battery pack 102.

The DC voltage of the set amplitude output by the first DC chopper 152 and the second DC chopper 153 is the magnitude of the voltage on the input side of the traction inverter 151, and then the inverter 151 is pulled to convert the voltage into The AC voltage required to pull the motor 50, therefore, the DC voltage of the set magnitude is related to the range of input voltages that the traction inverter 151 can receive, as long as it is within the input voltage range that the traction inverter 151 can receive. Yes, can be set as needed.

Moreover, in this embodiment, if the current output power value of the battery pack 102 is greater than or equal to the desired output power value required by the traction motor 50 by comparison, the control signal generating sub-unit 143 (usually when the vehicle is in the uniform driving stage, the traction motor unit) The required output power is small, and only the battery pack 102 can be controlled to discharge, so that the energy of the first power value discharged by the battery pack 102 is equal to the expected output power value of the traction motor 50, and the super capacitor 101 is discharged to output the second power value. The energy of the traction motor is zero if the current output power value of the battery pack 102 is less than the desired output power value required by the traction motor 50 (usually when the vehicle is in an acceleration or climbing stage). Large), at this time, the battery pack 102 and the super capacitor 101 can be controlled to discharge, and the sum of the output powers when the super capacitor 101 and the battery pack 102 are discharged is equal to the desired output of the traction motor 50. Output power value.

The power supply system provided by the above embodiment controls the output power of the super capacitor and the battery pack according to the running state of the vehicle, the super capacitor and the battery pack when the power supply system is disconnected from the contact network or the contact network is dead. Powering the traction motor through the supercapacitor and the battery can improve the utilization of the supercapacitor and the battery pack, and improve the working efficiency of the power supply system.

Moreover, as shown in FIG. 2, the power supply device information collecting unit 13 in the power supply system may include a first current sensor 131, a first voltage sensor 132, a second current sensor 133, and a second voltage sensor 134, the output The power acquisition subunit 142 may include a supercapacitor output power acquisition subunit 1421 and a battery pack output power acquisition subunit 1422.

The first current sensor 131 is disposed at the two ends of the super capacitor 101 for collecting current current values across the super capacitor 101;

The first voltage sensor 132 is disposed at the two ends of the super capacitor 101 for collecting current voltage values across the super capacitor 101;

a second current sensor 133 is disposed at the output of the battery pack 102 for collecting current output current values of the battery pack 102;

a second voltage sensor 134 is disposed at the output of the battery pack 102 for collecting current output voltage values of the battery pack 102;

The supercapacitor output power acquisition sub-unit 1421 is connected to the first current sensor 131 and the first voltage sensor 132 respectively, and configured to acquire the super capacitor 101 according to the current output current value of the super capacitor 101 and the current output voltage value. Output power value;

The battery pack output power acquisition sub-unit 1422 is connected to the second current sensor 133 and the second voltage sensor 134, respectively, for acquiring the battery pack 102 according to the current output current value of the battery pack 102 and the current output voltage value. Output power value.

In this embodiment, each current sensor and voltage sensor are respectively set to collect the current current value and the current voltage value of the super capacitor, the current output current value of the battery pack and the current output voltage value, and the current value and the voltage value are taken as the current State information, then, the supercapacitor output power acquisition subunit can calculate the output power value of the super capacitor according to the current current value and the current voltage value of the super capacitor, and the battery pack output power acquisition subunit according to the current output current value of the battery pack and the current The output voltage value is calculated to obtain the output power value of the battery pack.

3 is a structural diagram of a power supply system for a hybrid railway vehicle according to another embodiment of the present invention; Schematic, further, as shown in FIG. 3, the power supply system may further include a third voltage sensor

16 and a first power distribution control unit 17.

The third voltage sensor 16 is connected to the input end of the traction inverter 151 for collecting the voltage value of the input end of the traction inverter 151;

a first power distribution control unit 17 connected to the third voltage sensor 16, the traction inverter 151, the first DC chopper 152, and the second DC chopper 153, respectively Generating a first rectification control signal to the traction inverter 151, a first energy absorption control signal to the first DC chopper 152, and a state in which the voltage value is greater than a second preset voltage threshold a second energy absorption control signal to the second DC chopper 153;

The traction inverter 151 is further configured to: after receiving the first rectification control signal, control an AC voltage outputted by the traction motor to be converted into a DC voltage and output;

The first DC chopper 152 is further configured to convert the DC voltage output by the traction inverter 151 into a DC charging voltage to the super capacitor 101 when receiving the first energy absorption control signal, to Charging the supercapacitor 101 by absorbing the power of the first feedback value output by the traction motor 50;

The second DC chopper 153 is further configured to convert the DC voltage output by the traction inverter 151 into a DC charging voltage to the battery pack 102 when the second energy absorption control signal is received, to pass The battery pack 102 is charged to absorb the power of the second feedback value output by the traction motor 50.

When the vehicle is in a braking state, the traction motor 50 acts as a generator to convert the mechanical energy of the vehicle to electrical energy, which in turn causes an increase in the voltage on the DC bus (ie, the input of the traction inverter 151). According to this, in the embodiment, the voltage value of the input end of the traction inverter 151 is collected by the third voltage sensor 16, and the voltage value is compared with the second preset voltage threshold by the first power distribution control unit 17. The second preset voltage threshold is referenced to the voltage value on the DC bus in the non-braking state of the vehicle. If it is determined by comparison that the voltage value at the input end of the traction inverter 151 is greater than the second preset voltage threshold, the vehicle is in the brake state. State, at this time, the first power distribution control unit 17 will generate a first rectification control signal to the traction inverter 151, a first energy absorption control signal to the first DC chopper 152, and a second DC chopping The second energy absorption control signal of the device 153.

The function of the traction inverter 151 is to convert the AC voltage outputted by the traction motor 50 into a DC voltage, and the function of the first DC chopper 152 is to convert the DC voltage outputted by the traction inverter into a super-current. The DC charging voltage of the stage capacitor 101 absorbs part of the feedback power (power of the first feedback value) output by the traction motor 50 by charging the super capacitor 101, and the second DC chopper 153 functions to output the traction inverter 151. The DC voltage is converted to a DC charging voltage to the battery pack 102, and the partial feedback power (power of the second feedback value) output by the traction motor 50 is absorbed by charging the battery pack 102. By charging the super capacitor 101 and the battery pack 102 and jointly absorbing the feedback energy output by the traction motor 50 during braking of the vehicle, the energy of the vehicle during braking can be recovered, and waste of energy can be avoided, thereby saving energy and protecting the environment.

4 is a schematic structural diagram of a power supply system of a hybrid railway vehicle according to another embodiment of the present invention. As shown in FIG. 4, the power supply system may further include a braking power acquiring unit 18, an energy absorbing circuit 19, and a second Power distribution control unit 20.

The brake power acquisition unit 18 is connected to the vehicle information acquisition unit 141 for acquiring the brake output power value of the traction motor based on the operating state information of the vehicle.

The braking power acquiring unit may acquire operating state information of the vehicle according to the vehicle information acquiring unit, where the operating state information may be a braking torque expectation value, and then the braking power acquiring unit obtains the braking torque expected value according to an existing calculation formula. The braking output power value of the traction motor, of course, the operating state information may also be the braking time of the vehicle and the running speed of the vehicle, etc., and then the braking power acquiring unit passes the information according to the braking time of the vehicle and the running speed of the vehicle. The existing calculation formula obtains the brake output power value of the traction motor.

The energy absorbing circuit 19 is connected in parallel with the super capacitor 101 and the battery pack 102; the second power distribution control unit is respectively coupled to the braking power acquiring unit 18, the traction inverter 151, and the first DC The chopper 152, the second DC chopper 153 and the energy absorbing circuit 19 are connected to be used according to the expected output power value, the preset absorbed power value of the super capacitor, and the battery pack The preset absorbed power value generates a second rectified control signal to the traction inverter 151, a third energy absorption control signal to the first DC chopper 152, and the second DC chopper 153 a fourth energy absorption control signal and a fifth energy absorption control signal to the energy absorption circuit 19;

The traction inverter 151 is further configured to control, after receiving the second rectification control signal, convert the AC voltage output by the traction motor 50 into a DC voltage and output the same;

The first DC chopper 152 is further configured to convert the DC voltage output by the traction inverter 151 into a DC charge to the super capacitor 101 when receiving the third energy absorption control signal. An electric voltage to absorb the power of the third feedback value output by the traction motor 50 by charging the super capacitor 101;

The second DC chopper 153 is further configured to convert the DC voltage output by the traction inverter 151 into a DC charging voltage to the battery pack 102 when the fourth energy absorption control signal is received, to pass The battery pack 102 is charged to absorb the power of the fourth feedback value output by the traction motor 50.

The energy absorbing circuit 19 is configured to convert the DC voltage outputted by the inverter 151 into thermal energy to absorb the power of the fifth feedback value output by the traction motor 50 when receiving the fifth energy absorbing control signal.

By setting the capacity of the supercapacitor and the battery pack accordingly, the supercapacitor and the battery pack can fully absorb the feedback power of the traction motor output when the vehicle brakes, but because the braking state lasts for a short time, and the battery pack absorbs the power speed while charging Slower, therefore, in order to quickly absorb the feedback power of the traction motor output, the required supercapacitor and battery pack capacity is much larger than the normal demand supercapacitor and battery pack capacity, therefore, in order to avoid setting a large capacity super capacitor and battery pack The cost is increased. In this embodiment, the energy absorbing circuit is further disposed. In addition to absorbing the partial feedback power outputted by the traction motor through the super capacitor and the battery pack, the feedback power output by the traction motor is partially absorbed by the energy absorbing circuit.

Specifically, the braking power output unit acquires the braking output power value of the traction motor, and the second power distribution control unit is configured according to the braking output power value, the preset absorption power value of the super capacitor, and the preset absorption power of the battery pack. The value generates a corresponding control signal, and the preset absorbed power value is a power that can be absorbed by the super capacitor (battery pack) for a certain period of time, and the magnitude of the power is related to the performance parameter of the super capacitor (battery pack) and the braking time of the vehicle. , can be obtained based on experience and test tests.

The second power distribution control unit allocates the expected value of the brake output power according to the preset absorbed power value of the super capacitor and the battery pack, and calculates the power of the third feedback value absorbed by charging the super capacitor, and the fourth absorbed by the battery pack. The power of the feedback value and the power of the fifth feedback value absorbed by the energy absorbing circuit absorb the expected value of the braking output power of the traction motor through the three devices of the super capacitor, the battery pack and the energy absorbing circuit, and, for fast absorption of the vehicle system The braking output power of the traction motor can be quickly charged by the super capacitor, and most of the braking output power is absorbed by the super capacitor, and a small portion of the braking output power is absorbed by the battery pack and the energy absorbing circuit. That is to say, the ratio of the third feedback value to the preset absorption power value is larger, and the ratio of the fourth feedback value and the fifth feedback value to the preset absorption power value is smaller.

As shown in FIG. 4, the energy absorbing circuit 19 in the above embodiment may include a series control switch 191 and a brake resistor 192, and the control switch 191 is connected to the second power distribution control unit 20 for receiving The fifth energy absorption control signal is closed to convert the DC voltage output by the traction inverter 151 into thermal energy through the braking resistor 192 to absorb the power of the fifth feedback value output by the traction motor 50.

This embodiment only provides a structure of the energy absorption circuit, and the energy absorption circuit can also adopt other structural forms. For example, the energy absorption circuit can also be a series control switch and a high power heating element. The composed circuit can also function to absorb power, and is not limited to the embodiment.

The embodiment of the present invention further provides a hybrid rail vehicle, including a traction motor, and a power supply system provided by the embodiment of the present invention, wherein the power supply system is connected to the traction motor.

The hybrid rail vehicle can supply power to the traction motor through the contact net when the contact net is in contact with the power supply system by using the power supply system provided by the embodiment of the present invention, when the contact net is disconnected from the power supply system or when the contact net is dead. The supercapacitor and the battery pack are used to supply the traction motor, and the super capacitor and the output power of the battery pack are used as the power supply voltage source of the power supply system, and the electric energy required for driving the vehicle can be continuously output for a long time, and the power is supplied for a long time. The system supplies power to the traction motor of the vehicle to ensure safe operation of the vehicle.

Finally, it should be noted that the above embodiments are only for explaining the technical solutions of the present invention, and are not intended to be limiting thereof; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art will understand that The technical solutions described in the foregoing embodiments may be modified, or some or all of the technical features may be equivalently replaced; and the modifications or substitutions do not deviate from the technical solutions of the embodiments of the present invention. range.

Claims

claims

1. A power supply device for a hybrid rail vehicle, characterized in that it includes:

Supercapacitor and battery pack. The supercapacitor and battery pack are connected in parallel and are respectively connected to the power supply system in the vehicle. They are used as the power supply for the power supply system in the vehicle when the catenary is separated from the vehicle power supply system or the catenary is out of power. power source.

2. A power supply system for a hybrid rail vehicle, characterized in that it includes the power supply device according to claim 1, and the power supply system further includes:

Voltage transformer, connected to the pantograph output line, is used to reduce the voltage on the pantograph output line by a set multiple and then output it;

The vehicle information acquisition unit is used to obtain the vehicle's operating status information;

The power supply device information collection unit is respectively connected to the supercapacitor and the battery pack in the power supply device, and is used to collect the current status information of the supercapacitor and battery pack;

A control unit, respectively connected to the voltage transformer, the vehicle information acquisition unit and the power supply device information collection unit, for controlling the voltage transformer according to the output voltage of the voltage transformer, the current operating status information of the vehicle and the Describe the current status information of the supercapacitor and battery pack, and generate control signals for the traction converter;

A traction converter, respectively connected to the pantograph output line, the control unit, the supercapacitor and the battery pack, is used to control the conversion of the catenary voltage introduced through the pantograph output line into traction according to the control signal. The AC voltage required by the motor is used to power the traction motor through the catenary, and the catenary voltage introduced through the pantograph output line is controlled to be converted into a DC charging voltage for the supercapacitor and battery pack to provide the supercapacitor and the battery pack. The battery pack is charged, and the DC voltage output by the supercapacitor and battery pack is controlled to be converted into the AC voltage required by the traction motor, so as to supply power to the traction motor through the supercapacitor and battery pack.

3. The power supply system of the hybrid rail vehicle according to claim 2, further comprising:

The control unit includes a desired output power acquisition subunit, an output power calculation subunit and a control signal generation subunit. The traction converter includes a traction inverter, a first DC chopper and a second DC chopper. , in,

An expected output power acquisition subunit, connected to the vehicle information acquisition unit, is used to acquire the expected output power value of the traction motor according to the operating status information of the vehicle; The output power acquisition subunit is connected to the power supply device information collection unit, and is used to obtain the output power value of the supercapacitor and the output power value of the battery pack according to the current status information of the supercapacitor and battery pack respectively. ;

A control signal generation subunit, respectively connected to the voltage transformer, the desired output power acquisition subunit and the output power acquisition subunit, for when the output voltage of the voltage transformer is greater than the first preset voltage threshold state, respectively generating a power supply control signal to the traction inverter, a first charging control signal to the first DC chopper, and a second charging control signal to the second DC chopper, And when the output voltage of the voltage transformer is less than the first preset voltage threshold, respectively generated according to the expected output power value of the traction motor, the output power value of the supercapacitor and the output power value of the battery pack a first power output signal to the first DC chopper, a second power output signal to the second DC chopper and a conversion control signal to the traction inverter;

The first DC chopper is connected to the pantograph output line, the control signal generation subunit and the supercapacitor respectively, and is used to control the charging through the pantograph when receiving the first charging control signal. The catenary voltage introduced by the output line is converted into a DC charging voltage for the supercapacitor to charge the supercapacitor, or when the first power output control signal is received, the DC voltage output by the supercapacitor is converted After reaching a DC voltage of a set amplitude, it is output to output the energy of the first power value through the discharge of the supercapacitor;

The second DC chopper is respectively connected to the pantograph output line, the control signal generation subunit and the battery pack, and is used to control the pantograph output when receiving the second charging control signal. The catenary voltage introduced by the line is converted into a DC charging voltage for the battery pack to charge the battery pack, or when the second power output control signal is received, the DC voltage output by the battery pack is converted into Output a DC voltage with a set amplitude, so as to output energy with a second power value through the discharge of the battery pack;

A traction inverter, respectively connected to the pantograph output line, the control signal generation subunit, the first DC chopper and the second DC chopper, for receiving the power supply control When the signal is received, the control converts the contact network voltage introduced through the pantograph output line into the AC voltage required by the traction motor to power the traction motor through the contact network, or when receiving the converter control signal, the control converts the The DC voltage of the set amplitude output by the DC chopper and the second DC chopper is converted into the AC voltage required by the traction motor to form the traction motor through the supercapacitor and battery pack. powered by.

4. The power supply system of a hybrid rail vehicle according to claim 3, characterized in that the power supply device information collection unit includes:

The first current sensor is disposed at both ends of the supercapacitor and is used to collect the current current value at both ends of the supercapacitor;

The first voltage sensor is disposed at both ends of the supercapacitor and is used to collect the current voltage value at both ends of the supercapacitor;

The second current sensor is provided at the output end of the battery pack and is used to collect the current output current value of the battery pack;

The second voltage sensor is provided at the output end of the battery pack and is used to collect the current output voltage value of the battery pack;

The output power acquisition subunit includes:

The supercapacitor output power acquisition subunit is connected to the first current sensor and the first voltage sensor respectively, and is used to obtain the output power value of the supercapacitor according to the current output current value and the current output voltage value of the supercapacitor;

The battery pack output power acquisition subunit is respectively connected to the second current sensor and the second voltage sensor, and is used to obtain the output power value of the battery pack according to the current output current value and the current output voltage value of the battery pack.

5. The power supply system of the hybrid rail vehicle according to claim 3 or 4, further comprising:

A third voltage sensor, connected to the input end of the traction inverter, is used to collect the voltage value of the input end of the traction inverter;

The first power distribution control unit is respectively connected to the third voltage sensor, the traction inverter, the first DC chopper and the second DC chopper, and is used to operate at the voltage value When the voltage is greater than the second preset voltage threshold, a first rectification control signal for the traction inverter, a first energy absorption control signal for the first DC chopper, and a first energy absorption control signal for the second DC chopper are generated. The second energy absorption control signal of the wave device;

The traction inverter is also used to control, when receiving the first rectification control signal, to convert the AC voltage output by the traction motor into a DC voltage and then output it;

The first DC chopper is also used to, when receiving the first energy absorption control signal, The DC voltage output by the traction inverter is converted into a DC charging voltage for the supercapacitor to absorb the power of the first feedback value output by the traction motor by charging the supercapacitor;

The second DC chopper is also used to convert the DC voltage output by the traction inverter into a DC charging voltage for the battery pack when receiving the second energy absorption control signal, so as to provide the battery pack with The battery pack charges and absorbs the power of the second feedback value output by the traction motor.

6. The power supply system of the hybrid rail vehicle according to claim 3 or 4, further comprising:

A braking power acquisition unit, connected to the vehicle information acquisition unit, is used to acquire the braking output power value of the traction motor according to the operating status information of the vehicle;

Energy consumption absorption circuit, connected in parallel with the supercapacitor and battery pack;

The second power distribution control unit is respectively connected to the braking power acquisition unit, the traction inverter, the first DC chopper, the second DC chopper and the energy consumption absorption circuit , used to generate a second rectification control signal for the traction inverter according to the desired output power value, the preset absorbed power value of the supercapacitor and the preset absorbed power value of the battery pack, and generate the second rectification control signal for the traction inverter. a third energy absorption control signal for the first DC chopper, a fourth energy absorption control signal for the second DC chopper and a fifth energy absorption control signal for the energy consumption absorption circuit;

The traction inverter is also used to control, when receiving the second rectification control signal, to convert the AC voltage output by the traction motor into a DC voltage and then output it;

The first DC chopper is also used to convert the DC voltage output by the traction inverter into a DC charging voltage for the supercapacitor when receiving the third energy absorption control signal, so as to pass the DC voltage for charging the supercapacitor. The supercapacitor charges and absorbs the power of the third feedback value output by the traction motor;

The second DC chopper is also used to convert the DC voltage output by the traction inverter into a DC charging voltage for the battery pack when receiving the fourth energy absorption control signal, so as to provide the battery pack with The battery pack charges and absorbs the power of the fourth feedback value output by the traction motor;

The energy consumption absorption circuit is configured to convert the DC voltage output by the traction inverter into thermal energy to absorb the power of the fifth feedback value output by the traction motor when receiving the fifth energy absorption control signal.

7. The power supply system of a hybrid rail vehicle according to claim 6, characterized in that: the energy consumption absorption circuit includes a control switch and a braking resistor in series, and the control switch and the second power distribution control unit connection, for when receiving the fifth energy absorption control signal closed to convert the DC voltage output by the traction inverter into heat energy through the braking resistor to absorb the power of the fifth feedback value output by the traction motor.

8. A hybrid rail vehicle, including a traction motor, characterized in that: it also includes the power supply system described in any one of claims 2 to 7, and the power supply system is connected to the traction motor.