WO2014206079A1 - Traction system for motor train unit hybridly powered by overhead contact system, power pack and energy storage device - Google Patents

Traction system for motor train unit hybridly powered by overhead contact system, power pack and energy storage device Download PDF

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Publication number
WO2014206079A1
WO2014206079A1 PCT/CN2014/071301 CN2014071301W WO2014206079A1 WO 2014206079 A1 WO2014206079 A1 WO 2014206079A1 CN 2014071301 W CN2014071301 W CN 2014071301W WO 2014206079 A1 WO2014206079 A1 WO 2014206079A1
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Prior art keywords
traction
energy storage
storage device
interface
power pack
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PCT/CN2014/071301
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French (fr)
Chinese (zh)
Inventor
赵明花
李军
王成涛
荀玉涛
李雪飞
王树宾
韩伟
况阳
哈大雷
解枫
周勇志
马昭钰
翟黎渊
刘俊明
万争
田伟
翟丽佳
王颖超
蒋英智
张金龙
金鑫
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长春轨道客车股份有限公司
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Publication of WO2014206079A1 publication Critical patent/WO2014206079A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/24—Electric propulsion with power supply external to the vehicle using ac induction motors fed from ac supply lines
    • B60L9/28—Electric propulsion with power supply external to the vehicle using ac induction motors fed from ac supply lines polyphase motors
    • 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
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/13—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using AC generators and AC motors
    • 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
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • 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
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • 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
    • 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
    • B60L2210/00—Converter types
    • 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
    • B60L2210/00—Converter types
    • B60L2210/20—AC to AC converters
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/527—Voltage
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the second pre-charging contactor K2 may be closed first, and the supporting capacitor C1 is charged by the second pre-charging resistor R2 and the anti-parallel diode of the four-quadrant rectifier 5.
  • the second main contact LK2 is closed, and the second pre-charging contactor K2 is turned off.
  • the first pre-charging contactor K1 and the first main contactor LK1 should be kept disconnected.
  • Traction inverter 7 can be packaged Including six IGBT power devices IV1-IV6, through the DC / AC (DC / AC) conversion, the intermediate DC voltage is inverted into a three-phase AC with adjustable voltage and frequency, used to drive the parallel traction motor interface 10, for the motor car The group provides power.
  • the traction inverter 7 can adopt high-performance motor control algorithm. On the basis of accurate flux linkage observation, accurate torque control can be performed on the traction motor interface 10 to ensure good acceleration and deceleration performance and stable and reliable operation of the EMU.
  • multi-mode modulation algorithms can be employed to take full advantage of DC voltage and reduce power device losses and noise.
  • the four-quadrant converter is used to rectify the output of the thermodynamic source during train traction, and the energy storage device is discharged using a bidirectional DC/DC chopper, through the thermal power source and the energy storage device.
  • Combined power supply mode to meet the needs of train operation, to obtain the best acceleration performance; when the train is running at constant speed, the train power is completely provided by the thermal power source, the energy storage device is not put into use; when the train is braking, the braking energy is all The energy storage device is fed back to achieve energy efficient utilization and energy saving.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Disclosed is a traction system for a motor train unit hybridly powered by an overhead contact system, a power pack and an energy storage device, which system mainly comprises a traction transformer, a power pack, an energy storage device, a traction convertor and a traction motor, wherein an overhead contact system is connected to a primary winding of the traction transformer via a pantograph; two secondary windings of the traction transformer are directly connected to the traction convertor; the traction convertor is connected to the traction motor; a diesel engine and a generator constitute the internal combustion power pack, and three phase outputs of the generator are directly connected to the traction convertor; and the energy storage device is connected to an intermediate DC bus of the traction convertor. The present invention can operate both on an electrified railway and a non-electrified railway, and can achieve self-rescue by means of the power supplied by the power pack and the energy storage device.

Description

接触网、动力包和储能装置混合供电的动车组牵引系统 EMU traction system with hybrid power supply of contact net, power pack and energy storage device
技术领域 Technical field
本发明涉及动车组牵引系统，尤其涉及一种 接触网、动力包和储能装置 混合供电的动车组电力牵引系统。 The invention relates to an EMU traction system, in particular to an EMU electric traction system which is a hybrid power supply of a contact net, a power pack and an energy storage device.
背景技术 Background technique
牵引系统是动车组传动系统的核心，肩负着为列车提供行驶动力的任务。传统的动车组牵引系统主要为单一的电力牵引，采用接触网供电模式，只能运行在电气化铁路上。而根据我国铁路规划，截至 2012 年底，我国电气化铁路占全国铁路线路的 53% ；根据《中长期铁路网规划》，预计 2020 年，电气化铁路将占全国铁路线路的 60% ，非电气化铁路仍将长期占有很大比例。传统动车组电力牵引系统主要为单一的接触网供电模式，无法适应非电气化铁路。并且在电气化路段故障时，无法及时实行自救。另外，在非电气化路段，传统列车的制动能量主要通过制动电阻的方式消耗，造成能源的巨大浪费。 The traction system is the core of the EMU transmission system, shouldering the task of providing driving power for the train. The traditional EMU traction system is mainly a single electric traction, which adopts the contact network power supply mode and can only run on the electrified railway. According to China’s railway planning, as of At the end of 2012, China's electrified railways accounted for 53% of the national railway lines. According to the Medium and Long-term Railway Network Plan, it is estimated that in 2020, electrified railways will account for 60% of the national railway lines. Non-electrified railways will still occupy a large proportion in the long run. The traditional EMU electric traction system is mainly a single contact network power supply mode, which cannot adapt to non-electrified railways. Moreover, when the electrified road section fails, self-rescue cannot be implemented in time. In addition, in the non-electrified section, the braking energy of the traditional train is mainly consumed by the braking resistor, resulting in a huge waste of energy.
发明内容 Summary of the invention
本发明的目的是提供一种 混合动力的动车组牵引系统， 实现动车组有、无接触网的情况下都能正常运行的同时，实现能量的循环利用，同时实现混合动力的最佳加速性能和应急救援、战备等目的。 It is an object of the present invention to provide a hybrid EMU traction system, It can realize the normal operation of the EMU with and without the contact net, realize the recycling of energy, and achieve the best acceleration performance of hybrid power and emergency rescue and combat preparation.
为实现上述目的，本发明提供一种 接触网、动力包和储能装置 混合供电的动车组牵引系统 ，其特征在于： 主要包括牵引变压器、动力包、储能装置、牵引变流器、牵引电机，接触网通过受电弓与牵引变压器原边相连，牵引变压器两个副边绕组直接与牵引变流器相连，牵引变流器与牵引电机连接；柴油机与发电机组成内燃动力包，发电机三相输出直接与牵引变流器相连， 储能装置与牵引变流器中间直流母线相连。 To achieve the above object, the present invention provides an EMU traction system in which a contact net, a power pack and an energy storage device are hybridly powered, characterized in that: It mainly includes traction transformer, power pack, energy storage device, traction converter and traction motor. The contact net is connected to the primary side of the traction transformer through the pantograph. The two secondary windings of the traction transformer are directly connected to the traction converter. The flow device is connected with the traction motor; the diesel engine and the generator constitute an internal combustion power package, and the three-phase output of the generator is directly connected to the traction converter. The energy storage device is connected to the intermediate DC bus of the traction converter.
牵引变流器包括牵引变压器接口、 动力包接口、 储能装置接口、 第一 预充电装置、第二预充电装置、第三预充电装置、四象限整流器、 中间直流 环节、牵引逆变器、双向 DC/DC 斩波器、过压抑制电路、牵引电机接口和辅助变流器接口 ，所述牵引变压器接口与所述四象限整流器的输入端连接，所述动力包接口与所述四象限整流器的输入端连接，所述储能装置接口与所述双向DC/DC斩波器连接，且并联在所述四象限整流器的输出端直流母线上，所述第一预充电装置设置在所述牵引变压器接口与所述四象限整流器之间的电路上，所述第二预充电装置设置在所述动力包接口与所述四象限整流器之间的电路上，所述第三预充电装置设置在所述储能装置接口与所述双向DC/DC斩波器之间的电路上，所述四象限整流器的输出端与所述牵引逆变器的输入端连接，所述 中间 直流环节并联在所述四象限整流器的输出端直流母线上，所述牵引逆变器的输出端用于与所述牵引电机接口连接，所述过压抑制电路并联在所述四象限整流器的输出端直流母线上，所述辅助变流器接口并联在所述四象限整流器的输出端直流母线上。 Traction converter includes traction transformer interface, power pack interface, energy storage device interface, first Pre-charging device, second pre-charging device, third pre-charging device, four-quadrant rectifier, intermediate DC link, traction inverter, bidirectional DC/DC chopper, overvoltage suppression circuit, traction motor interface and auxiliary converter interface The traction transformer interface is coupled to an input of the four-quadrant rectifier, the power pack interface is coupled to an input of the four-quadrant rectifier, and the energy storage device interface is coupled to the bidirectional DC/DC chopper And connected in parallel to the output DC bus of the four-quadrant rectifier, the first pre-charging device is disposed on a circuit between the traction transformer interface and the four-quadrant rectifier, and the second pre-charge device is set On a circuit between the power pack interface and the four-quadrant rectifier, the third pre-charging device is disposed on a circuit between the energy storage device interface and the bidirectional DC/DC chopper. An output of the four-quadrant rectifier is coupled to an input of the traction inverter, Middle a DC link is connected in parallel to the output DC bus of the four-quadrant rectifier, an output of the traction inverter is used for interfacing with the traction motor, and the overvoltage suppression circuit is connected in parallel with the output of the four-quadrant rectifier On the terminal DC bus, the auxiliary converter interface is connected in parallel to the DC bus of the output of the four-quadrant rectifier.
所述第一预充电装置、第二预充电装置和第三预充电装置均包括主接触器、预充电接触器和预充电电阻；所述主接触器用于控制主电路的通断，所述预充电接触器用于分别控制所述第一预充电装置、第二预充电装置和第三预充电装置向所述支撑电容预充电。 The first pre-charging device, the second pre-charging device, and the third pre-charging device each include a main contactor, a pre-charging contactor, and a pre-charging resistor; the main contactor is configured to control on-off of the main circuit, the pre-pre The charging contactor is configured to separately control the first pre-charging device, the second pre-charging device, and the third pre-charging device to pre-charge the supporting capacitor.
所述中间直流环节包括支撑电容和电容放电电阻。 The intermediate DC link includes a supporting capacitor and a capacitor discharge resistor.
所述双向DC/DC斩波器包括两个IGBT功率器件和一个电抗器，所述两个IGBT功率器件连接后与电抗器连接。 The bidirectional DC/DC chopper comprises two IGBT power devices and a reactor, the two IGBT power devices being connected to a reactor.
本发明与现有技术相比所具有的有益效果： The invention has the beneficial effects compared with the prior art:
1 ）能够实现跨线运行，可适应不同环境的不同运输需求。 1) It can realize cross-line operation and can adapt to different transportation needs of different environments.
2 ）在非电气化路段，采用动力包与储能装置混合供电模式，实现无接触网工况的正常运行。 2) In the non-electrified section, the hybrid power supply mode of the power pack and the energy storage device is adopted to realize the normal operation of the contactless network working condition.
3 ）在市区内非电气化路段，实现'零'排放。 3) Realize 'zero' emissions in non-electrified sections of urban areas.
4 ）在动力包供电能力在无接触网工况下，制动能量通过储能装置进行吸收，实现了能量的循环利用，体现绿色节能理念。 4 In the power supply capacity of the power pack under the condition of contactless network, the braking energy is absorbed by the energy storage device, realizing the recycling of energy and embodying the concept of green energy conservation.
5 ）能够通过储能装置实现列车加速过程中的功率补给，实现最佳加速性能，却又大大减小了动力包的功率和体积、重量，实现最佳的功率密度。 5 The energy replenishment during the acceleration process of the train can be realized by the energy storage device to achieve the best acceleration performance, but the power, volume and weight of the power pack are greatly reduced, and the optimal power density is achieved.
6 ）由于采用了储能装置，该动车组不仅具有非电气化路段的运行能力，在特殊的雨雪天气或接触网受损时有应急救援和战备功能，还可以作为移动电源使用。 6 Due to the use of energy storage devices, the EMU not only has the operational capability of non-electrified sections, but also has emergency rescue and combat readiness functions in special rain or snow weather or contact network damage, and can also be used as a mobile power source.
附图说明 DRAWINGS
图1为本发明实施方式主电路原理图； 1 is a schematic diagram of a main circuit according to an embodiment of the present invention;
图2为牵引变流器组成框图； Figure 2 is a block diagram of the composition of the traction converter;
图3为牵引变流器主电路原理图。 Figure 3 is a schematic diagram of the main circuit of the traction converter.
具体实施方式 detailed description
参照图1，本发明实施方式主要包括牵引变压器、动力包、储能装置、牵引变流器、牵引电机，接触网通过受电弓与牵引变压器原边相连，牵引变压器两个副边绕组直接与牵引变流器相连，牵引变流器与牵引电机连接，牵引变压器的作用是将交流接触网的单相网压降压，作为牵引变流器的输入电压，牵引变流器再驱动牵引电机实现动车组牵引，柴油机与发电机组成内燃动力包，发电机三相输出直接与牵引变流器相连， 储能装置与牵引变流器中间直流母线相连。 Referring to FIG. 1 , an embodiment of the present invention mainly includes a traction transformer, a power pack, an energy storage device, a traction converter, and a traction motor. The contact net is connected to the primary side of the traction transformer through a pantograph, and the two secondary windings of the traction transformer are directly connected with The traction converter is connected, and the traction converter is connected with the traction motor. The function of the traction transformer is to reduce the single-phase network voltage of the AC contact network as the input voltage of the traction converter, and the traction converter drives the traction motor. The EMU traction, the diesel engine and the generator form an internal combustion power package, and the three-phase output of the generator is directly connected to the traction converter. The energy storage device is connected to the intermediate DC bus of the traction converter.
参 照图2、图3， 1- 牵引变压器接口；2-动力包接口；3-储能装置接口；4-第一预充电装置；5-四象限整流器；6-中间直流环节；7-牵引逆变器；8-双向DC/DC斩波器；9-过压抑制电路；10-牵引电机接口；11-辅助变流器接口；12-第二预充电装置；13-第三预充电装置 Refer to Figure 2, Figure 3, 1- Traction transformer interface; 2-power package interface; 3- energy storage device interface; 4-first pre-charging device; 5-four quadrant rectifier; 6-intermediate DC link; 7-traction inverter; 8-bidirectional DC/DC Chopper; 9-overvoltage suppression circuit; 10- traction motor interface; 11-auxiliary converter interface; 12-second pre-charging device; 13-third pre-charging device
牵引变压器接口1与四象限整流器5的输入端连接，牵引变压器接口1用于对接触 网的单相网压降压。动力包接口2与四象限整流器5的输入端连接，储能装置接口3与DC/DC斩波器8连接，且并联在四象限整流器5的输出端直流母线上，中间直流环节6并联在四象限整流器5的输出端直流母线上，四象限整流器5的输出端与牵引逆变器7的输出端连接，牵引逆变器7的输出端用于与动车组的牵引电机接口10连接，为牵引电机接口10供电，通过牵引电机接口10为动车组提供动力。中间直流环节6可以包括支撑电容C1和电容放电电阻Rc1,支撑电容C1对四象限整流器5的输出端具有滤波作用，能够稳定四象限整流器5输出端的直流电压。储能装置接口3可以与蓄电池或超级电容连接，也可以与飞轮或燃料电池等其他储能元件连接。过压抑制电路9并联在四象限整流器5的输出端直流母线上的，过压抑制电路9包括串联的IGBT功率器件IV7和能量吸收电阻Rov，过压抑制电路9用于吸收直流环节6中的瞬时电压尖峰，以保证电路中IGBT功率器件的安全。辅助变流器接口11并联在四象限整流器5的输出端直流母线上，通过中间直流环节6为辅助变流器接口11供电，辅助变流器接口11用于向动车组的辅助负载供电。第一预充电装置4设置在牵引变压器接口1与四象限整流器5之间的电路上，第二预充电装置12设置在动力包接口2与四象限整流器5之间的电路上，第三预充电装置13设置在储能装置接口3与双向DC/DC斩波器8之间的电路上；其中，第一预充电装置4和第二预充电装置12及第三预充电装置13相同，第一预充电装置4包括第一主接触器LK1、第一预充电接触器K1和第一预充电电阻R1。第二预充电装置12包括第二主接触器LK2、第二预充电接触器K2和第二预充电电阻R2。第三预充电装置13包括第三主接触器K4、第三预充电接触器K3和第三预充电电阻R3。 The traction transformer interface 1 is connected to the input of the four-quadrant rectifier 5, and the traction transformer interface 1 is used for contact The single-phase network voltage of the network is stepped down. The power pack interface 2 is connected to the input end of the four-quadrant rectifier 5, the energy storage device interface 3 is connected to the DC/DC chopper 8, and is connected in parallel to the DC bus of the output of the four-quadrant rectifier 5, and the intermediate DC link 6 is connected in parallel. The output of the quadrant rectifier 5 is connected to the output of the traction inverter 7, and the output of the traction inverter 7 is connected to the traction motor interface 10 of the EMU for traction. The motor interface 10 is powered to provide power to the EMU through the traction motor interface 10. The intermediate DC link 6 may include a supporting capacitor C1 and a capacitor discharging resistor Rc1. The supporting capacitor C1 has a filtering effect on the output end of the four-quadrant rectifier 5, and can stabilize the DC voltage at the output of the four-quadrant rectifier 5. The energy storage device interface 3 can be connected to a battery or a super capacitor, or to other energy storage components such as a flywheel or a fuel cell. The overvoltage suppression circuit 9 is connected in parallel to the DC bus of the output of the four-quadrant rectifier 5. The overvoltage suppression circuit 9 includes an IGBT power device IV7 and an energy absorbing resistor Rov connected in series, and the overvoltage suppression circuit 9 is used to absorb the DC link 6 Instantaneous voltage spikes to ensure the safety of IGBT power devices in the circuit. The auxiliary converter interface 11 is connected in parallel to the DC bus of the output of the four-quadrant rectifier 5, and supplies power to the auxiliary converter interface 11 via the intermediate DC link 6, which is used to supply power to the auxiliary load of the EMU. The first pre-charging device 4 is disposed on the circuit between the traction transformer interface 1 and the four-quadrant rectifier 5, and the second pre-charging device 12 is disposed on the circuit between the power pack interface 2 and the four-quadrant rectifier 5, and the third pre-charging The device 13 is disposed on a circuit between the energy storage device interface 3 and the bidirectional DC/DC chopper 8; wherein the first pre-charging device 4 is the same as the second pre-charging device 12 and the third pre-charging device 13, first The pre-charging device 4 includes a first main contactor LK1, a first pre-charging contactor K1, and a first pre-charging resistor R1. The second pre-charging device 12 includes a second main contactor LK2, a second pre-charging contactor K2, and a second pre-charging resistor R2. The third pre-charging device 13 includes a third main contactor K4, a third pre-charging contactor K3, and a third pre-charging resistor R3.
当 中间直流环节6的中间直流电压较低时，可以先闭合第一预充电接触器K1，同过第一预充电电阻R1和变四象限整流器5的反并联二极管对支撑电容C1充电。当支撑电容C1两端的电压达到一定值后闭合第一主接触LK1、断开第一预充电接触器K1，启动四象限整流器5。此时，第二预充电接触器K2和第二主接触器LK2应保持断开。 when When the intermediate DC voltage of the intermediate DC link 6 is low, the first pre-charging contactor K1 can be closed first, and the supporting capacitor C1 can be charged by the anti-parallel diodes of the first pre-charging resistor R1 and the four-quadrant rectifier 5. When the voltage across the supporting capacitor C1 reaches a certain value, the first main contact LK1 is closed, the first pre-charging contactor K1 is turned off, and the four-quadrant rectifier 5 is activated. At this time, the second pre-charging contactor K2 and the second main contactor LK2 should be kept open.
当中间直流环节6的中间直流电压较低时，也可以先闭合第二预充电接触器K2，通过第二预充电电阻R2和四象限整流器5的反并联二极管对支撑电容C1充电。当支撑电容C1两端的电压达到一定值后闭合第二主接触LK2、断开第二预充电接触器K2。此时，第一预充电接触器K1和第一主接触器LK1应保持断开。 When the intermediate DC voltage of the intermediate DC link 6 is low, the second pre-charging contactor K2 may be closed first, and the supporting capacitor C1 is charged by the second pre-charging resistor R2 and the anti-parallel diode of the four-quadrant rectifier 5. When the voltage across the supporting capacitor C1 reaches a certain value, the second main contact LK2 is closed, and the second pre-charging contactor K2 is turned off. At this time, the first pre-charging contactor K1 and the first main contactor LK1 should be kept disconnected.
第三主接触器K4用于控制主电路的通断，第三预充电接触器K3分别控制 第三预充电电阻R3向支撑电容C1预充电。当中间直流环节6的中间直流电压较低时，先闭合第三预充电接触器K3，同过第三预充电电阻R3、电抗器L1和IGNT功率器件BV1的反并联二极管对中间支撑电容C1充电。当支撑电容C1两端的电压接近储能电池电压后闭合主接触K4、断开预充电接触器K3，然后启动 双向 DC/DC 斩波器8。 The third main contactor K4 is used for controlling the on and off of the main circuit, and the third pre-charge contactor K3 is separately controlled. The third pre-charging resistor R3 pre-charges the supporting capacitor C1. When the intermediate DC voltage of the intermediate DC link 6 is low, the third pre-charging contactor K3 is first closed, and the intermediate supporting capacitor C1 is charged by the anti-parallel diode of the third pre-charging resistor R3, the reactor L1 and the IGNT power device BV1. . When the voltage across the supporting capacitor C1 approaches the energy storage battery voltage, the main contact K4 is closed, the pre-charge contactor K3 is disconnected, and then the device is activated. Bidirectional DC/DC chopper 8.
在本实施例中，四象限整流器5包括八个IGBT（Insulated Gate Bipolar Transistor，绝缘栅双极型晶体管）功率器件，具体为IGBT 功率器件CV1-CV8，四象限整流器5用于实现AC/DC（交流直流）变换，接触网供电模式下，该四象限整流器5采用两电平主电路拓扑，通过移相脉宽调制技术使得该四象限整流器5的等效开关频率变为单个四象限整流器开关频率的两倍，从而大大减小四象限整流器5的电流谐波。 In the present embodiment, the four-quadrant rectifier 5 includes eight IGBTs (Insulated Gate Bipolar) Transistor, insulated gate bipolar transistor) power device, specifically IGBT Power device CV1-CV8, four-quadrant rectifier 5 is used to implement AC/DC (AC-DC) conversion. In the catenary power supply mode, the four-quadrant rectifier 5 adopts a two-level main circuit topology, which is made by phase shift pulse width modulation technology. The equivalent switching frequency of the four-quadrant rectifier 5 becomes twice the switching frequency of the single four-quadrant rectifier, thereby greatly reducing the current harmonics of the four-quadrant rectifier 5.
牵引逆变器7可以包 括六个IGBT功率器件IV1-IV6，通过DC/AC（直流/交流）变换，将中间直流电压逆变为电压和频率可调节的三相交流电，用于驱动并联的牵引电机接口10，为动车组提供动力。牵引逆变器7可以采用高性能电机控制算法，在准确磁链观测的基础上，可以对牵引电机接口10进行精确的转矩控制，以保证动车组良好的加减速性能和运行的平稳可靠；另外，可以采用多模式调制算法，以充分利用直流电压，并降低功率器件损耗，减小噪声。 Traction inverter 7 can be packaged Including six IGBT power devices IV1-IV6, through the DC / AC (DC / AC) conversion, the intermediate DC voltage is inverted into a three-phase AC with adjustable voltage and frequency, used to drive the parallel traction motor interface 10, for the motor car The group provides power. The traction inverter 7 can adopt high-performance motor control algorithm. On the basis of accurate flux linkage observation, accurate torque control can be performed on the traction motor interface 10 to ensure good acceleration and deceleration performance and stable and reliable operation of the EMU. In addition, multi-mode modulation algorithms can be employed to take full advantage of DC voltage and reduce power device losses and noise.
双向DC/DC斩波器8包括两个IGBT功率器件BV1、BV2和一个电抗器L1。两个IGBT功率器件BV1、BV2连接后与电抗器L1连接。通过不同的开关方式实现对储能装置进行充放电控制，具体为：动力包供电模式下，车辆处于牵引状态时，若动力包功率不足，储能装置接口3通过双向DC/DC斩波器8进行升压控制，以输出牵引能量，以补偿动力包的功率不足；当车辆处于制动状态时，对双向 DC/DC斩 波器8进行降压控制，对储能装置充电，以吸收制动能量，实现能量循环利用。 The bidirectional DC/DC chopper 8 comprises two IGBT power devices BV1, BV2 and a reactor L1. The two IGBT power devices BV1 and BV2 are connected and connected to the reactor L1. The charging and discharging control of the energy storage device is realized by different switching modes, specifically: in the power package power supply mode, when the vehicle is in the traction state, if the power package power is insufficient, the energy storage device interface 3 passes through the bidirectional DC/DC chopper 8 Perform boost control to output traction energy to compensate for insufficient power of the power pack; when the vehicle is in a braking state, The DC/DC chopper 8 performs a step-down control to charge the energy storage device to absorb the braking energy and achieve energy recycling.
工作过程：在有电力源工况下，在列车牵引时，使用四象限变流器进行供电，保证列车牵引、辅助系统正常运行，在满足列车牵引需求的前提下将对储能装置进行储能；在列车制动时，优先对储能装置进行储能，当储能装置能量达到临界饱和时，使用四象限变流器将制动能量回馈电网。 Working process: Under the condition of electric power source, when the train is towed, the four-quadrant converter is used for power supply to ensure the normal operation of the train traction and auxiliary system, and the energy storage device will be stored under the premise of meeting the traction demand of the train. When the train brakes, the energy storage device is preferentially stored. When the energy storage device reaches the critical saturation, the four-quadrant converter is used to return the braking energy to the power grid.
在无电力源工况下，在列车牵引时，使用四象限变流器对热动力源输出进行整流，使用双向DC/DC斩波器进行储能装置放电，通过热动力源与储能装置相结合的供电方式，满足列车运行的需求，获得最佳加速性能；在列车恒速运行时，列车动力完全由热动力源提供，储能装置不投入使用；在列车制动时，制动能量全部回馈储能装置，实现能量高效利用与节能减排。 In the absence of power source conditions, the four-quadrant converter is used to rectify the output of the thermodynamic source during train traction, and the energy storage device is discharged using a bidirectional DC/DC chopper, through the thermal power source and the energy storage device. Combined power supply mode, to meet the needs of train operation, to obtain the best acceleration performance; when the train is running at constant speed, the train power is completely provided by the thermal power source, the energy storage device is not put into use; when the train is braking, the braking energy is all The energy storage device is fed back to achieve energy efficient utilization and energy saving.

Claims (5)

  1. 一种 接触网、动力包和储能装置 混合供电的动车组牵引系统 ，其特征在于： 主要包括牵引变压器、动力包、储能装置、牵引变流器、牵引电机，接触网通过受电弓与牵引变压器原边相连，牵引变压器两个副边绕组直接与牵引变流器相连，牵引变流器与牵引电机连接；柴油机与发电机组成内燃动力包，发电机三相输出直接与牵引变流器相连， 储能装置与牵引变流器中间直流母线相连。An EMU traction system with a hybrid power supply of a contact net, a power pack and an energy storage device, characterized in that: It mainly includes traction transformer, power pack, energy storage device, traction converter and traction motor. The contact net is connected to the primary side of the traction transformer through the pantograph. The two secondary windings of the traction transformer are directly connected to the traction converter. The flow device is connected with the traction motor; the diesel engine and the generator constitute an internal combustion power package, and the three-phase output of the generator is directly connected to the traction converter. The energy storage device is connected to the intermediate DC bus of the traction converter.
  2. 根据权利要求1所述的 接触网、动力包和储能装置 混合供电的动车组牵引系统 ， 其特征在于： 牵引变流器包括牵引变压器接口、 动力包接口、 储能装置接口、 第一 预充电装置、第二预充电装置、第三预充电装置、四象限整流器、 中间直流 环节、牵引逆变器、双向 DC/DC 斩波器、过压抑制电路、牵引电机接口和辅助变流器接口 ，所述牵引变压器接口与所述四象限整流器的输入端连接，所述动力包接口与所述四象限整流器的输入端连接，所述储能装置接口与所述双向DC/DC斩波器连接，且并联在所述四象限整流器的输出端直流母线上，所述第一预充电装置设置在所述牵引变压器接口与所述四象限整流器之间的电路上，所述第二预充电装置设置在所述动力包接口与所述四象限整流器之间的电路上，所述第三预充电装置设置在所述储能装置接口与所述双向DC/DC斩波器之间的电路上，所述四象限整流器的输出端与所述牵引逆变器的输入端连接，所述 中间 直流环节并联在所述四象限整流器的输出端直流母线上，所述牵引逆变器的输出端用于与所述牵引电机接口连接，所述过压抑制电路并联在所述四象限整流器的输出端直流母线上，所述辅助变流器接口并联在所述四象限整流器的输出端直流母线上。The hybrid power supply EMU traction system of the catenary, power pack and energy storage device according to claim 1, wherein: The traction converter includes a traction transformer interface, a power pack interface, an energy storage device interface, a first pre-charging device, a second pre-charging device, a third pre-charging device, a four-quadrant rectifier, and an intermediate DC Link, traction inverter, bidirectional DC/DC chopper, overvoltage suppression circuit, traction motor interface and auxiliary converter interface The traction transformer interface is coupled to an input of the four-quadrant rectifier, the power pack interface is coupled to an input of the four-quadrant rectifier, and the energy storage device interface is coupled to the bidirectional DC/DC chopper And connected in parallel to the output DC bus of the four-quadrant rectifier, the first pre-charging device is disposed on a circuit between the traction transformer interface and the four-quadrant rectifier, and the second pre-charge device is set On a circuit between the power pack interface and the four-quadrant rectifier, the third pre-charging device is disposed on a circuit between the energy storage device interface and the bidirectional DC/DC chopper. An output of the four-quadrant rectifier is coupled to an input of the traction inverter, Middle a DC link is connected in parallel to the output DC bus of the four-quadrant rectifier, an output of the traction inverter is used for interfacing with the traction motor, and the overvoltage suppression circuit is connected in parallel with the output of the four-quadrant rectifier On the terminal DC bus, the auxiliary converter interface is connected in parallel to the DC bus of the output of the four-quadrant rectifier.
  3. 根据权利要求2所述的 接触网、动力包和储能装置 混合供电的动车组牵引系统 ， 其特征在于： 所述第一预充电装置、第二预充电装置和第三预充电装置均包括主接触器、预充电接触器和预充电电阻；所述主接触器用于控制主电路的通断，所述预充电接触器用于分别控制所述第一预充电装置、第二预充电装置和第三预充电装置向所述支撑电容预充电。The hybrid power supply EMU traction system of the catenary, power pack and energy storage device according to claim 2, wherein: The first pre-charging device, the second pre-charging device, and the third pre-charging device each include a main contactor, a pre-charging contactor, and a pre-charging resistor; the main contactor is configured to control on-off of the main circuit, the pre-pre The charging contactor is configured to separately control the first pre-charging device, the second pre-charging device, and the third pre-charging device to pre-charge the supporting capacitor.
  4. 根据权利要求2所述的 接触网、动力包和储能装置 混合供电的动车组牵引系统 ， 其特征在于： 所述中间直流环节包括支撑电容和电容放电电阻。The hybrid power supply EMU traction system of the catenary, power pack and energy storage device according to claim 2, wherein: The intermediate DC link includes a supporting capacitor and a capacitor discharge resistor.
  5. 根据权利要求2所述的 接触网、动力包和储能装置 混合供电的动车组牵引系统 ， 其特征在于： 所述双向DC/DC斩波器包括两个IGBT功率器件和一个电抗器，所述两个IGBT功率器件连接后与电抗器连接。The hybrid power supply EMU traction system of the catenary, power pack and energy storage device according to claim 2, wherein: The bidirectional DC/DC chopper comprises two IGBT power devices and a reactor, the two IGBT power devices being connected to a reactor.
PCT/CN2014/071301 2013-06-24 2014-01-24 Traction system for motor train unit hybridly powered by overhead contact system, power pack and energy storage device WO2014206079A1 (en)

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