WO2014206080A1 - Système de traction pour train automoteur alimenté de manière hybride par un bloc d'alimentation et un dispositif de stockage d'énergie - Google Patents

Système de traction pour train automoteur alimenté de manière hybride par un bloc d'alimentation et un dispositif de stockage d'énergie Download PDF

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Publication number
WO2014206080A1
WO2014206080A1 PCT/CN2014/071304 CN2014071304W WO2014206080A1 WO 2014206080 A1 WO2014206080 A1 WO 2014206080A1 CN 2014071304 W CN2014071304 W CN 2014071304W WO 2014206080 A1 WO2014206080 A1 WO 2014206080A1
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WIPO (PCT)
Prior art keywords
energy storage
storage device
traction
power pack
interface
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Application number
PCT/CN2014/071304
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English (en)
Chinese (zh)
Inventor
赵明花
李军
王成涛
王树宾
荀玉涛
李雪飞
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
Original Assignee
长春轨道客车股份有限公司
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Application filed by 长春轨道客车股份有限公司 filed Critical 长春轨道客车股份有限公司
Publication of WO2014206080A1 publication Critical patent/WO2014206080A1/fr

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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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • 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
    • 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
    • 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
    • B60L2210/10—DC to DC converters
    • B60L2210/12—Buck 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
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/14—Boost converters
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to an EMU traction system, in particular to an EMU electric traction system which is powered by a power package and an energy storage device.
  • 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.
  • China railway planning, as of At the end of 2012, China's electrified railways accounted for 53% of the national railway lines.
  • 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. All single electric traction EMUs cannot meet the requirements of running on non-electrified railways, and they cannot implement self-rescue in time when the electrified road section fails or the vehicle's own high-voltage system fails.
  • the traditional centralized power supply train adopts the method of centralized power supply and traction of the thermal power source, that is, the diesel locomotive.
  • the thermal power source that is, the diesel locomotive.
  • the braking energy is mainly consumed by the braking resistor, resulting in huge waste of energy.
  • the present invention provides an EMU traction system in which a power pack and an energy storage device are hybridly powered, characterized in that: It mainly includes a power pack, an energy storage device, a traction converter, a traction motor, a traction converter and a 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.
  • the traction converter includes a power pack interface, an energy storage device interface, a first pre-charging device, a second pre-charging device, a four-quadrant rectifier, an intermediate DC link, a traction inverter, a bidirectional DC/DC Chopper, overvoltage suppression circuit, traction motor interface and auxiliary converter interface
  • the power pack interface is connected to an input end of the four-quadrant rectifier
  • the energy storage device interface is connected to the bidirectional DC/DC chopper, and is connected in parallel to the DC bus of the output of the four-quadrant rectifier.
  • the first pre-charging device is disposed on a circuit between the power pack interface and the rectifier
  • the second pre-charging device is disposed on a circuit between the energy storage device interface and the rectifier
  • the output of the four-quadrant rectifier is connected to the output of the traction inverter
  • the intermediate DC link is connected in parallel to the DC bus of the output of the four-quadrant rectifier
  • the output of the traction inverter is used for
  • the traction motor is connected to the interface
  • the overvoltage suppression circuit is connected in parallel to the DC bus of the output of the rectifier
  • the auxiliary converter interface is connected in parallel to the DC bus of the output of the four-quadrant rectifier.
  • the first pre-charging device and the second pre-charging device each include a main contactor, a pre-charging contactor and a pre-charging resistor; the main contactor is for controlling the on-off of the main circuit, and the pre-charging contactor is used for separately controlling The first pre-charging device and the second pre-charging device pre-charge the supporting capacitor.
  • the DC link includes a support capacitor and a capacitor discharge resistor.
  • the bidirectional DC/DC chopper comprises two IGBT power devices and a reactor, the two IGBT power devices being connected to a reactor.
  • the overvoltage suppression circuit includes an IGBT power device and an energy absorbing resistor connected in series.
  • 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.
  • the braking energy is absorbed by the energy storage device, realizing the recycling of energy and embodying the concept of green energy conservation.
  • 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.
  • 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.
  • FIG. 1 is a schematic diagram of a main circuit according to an embodiment of the present invention.
  • Figure 2 is a block diagram of the composition of the traction converter
  • Figure 3 is a schematic diagram of the main circuit of the traction converter.
  • an embodiment of the present invention includes a power pack, an energy storage device, a traction converter, a traction motor, a traction converter and a traction motor; a diesel engine and a generator form an internal combustion power package, and the generator three-phase output directly and traction
  • the converter is connected,
  • the energy storage device is connected to the intermediate DC bus of the traction converter.
  • the power pack interface 2 is connected to the input of the four-quadrant rectifier 5, and the energy storage device interface 3 is connected to the bidirectional DC/DC chopper 8 and is connected in parallel in four quadrants.
  • the output of the rectifier 5 is on the DC bus, and the intermediate DC link 6 is connected in parallel to the DC bus of the output of the four-quadrant rectifier 5, four quadrants.
  • the output of the rectifier 5 is connected to the output of the traction inverter 7, and the output of the traction inverter 7 is used for connection to the traction motor interface 10 of the EMU, to supply power to the traction motor interface 10, and to the EMU through the traction motor interface 10.
  • the group provides power.
  • the intermediate DC link 6 may include a supporting capacitor C1 and a capacitor discharging resistor Rc1, and a supporting capacitor C1 pair Four-quadrant
  • the output of the rectifier 5 has a filtering function to stabilize the four quadrants.
  • 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.
  • Overvoltage suppression circuit 9 is connected in parallel in four quadrants The output of the rectifier 5 is on the DC bus.
  • the overvoltage suppression circuit 9 includes an IGBT power device IV7 and an energy absorbing resistor Rov connected in series. The overvoltage suppression circuit 9 is used to absorb the instantaneous voltage spike in the intermediate DC link 6 to ensure the circuit.
  • Auxiliary converter interface 1 is connected in parallel Four-quadrant The output of the rectifier 5 is on the DC bus.
  • the auxiliary converter interface 1 is powered by the intermediate DC link 6.
  • the auxiliary converter interface 1 is used to supply power to the auxiliary load of the EMU.
  • the first pre-charging device 4 is disposed at the power pack interface 2
  • the second pre-charging device 11 is disposed at the energy storage device interface 3 and the bidirectional DC/DC chopper 8
  • the first precharge device 4 includes a first main contactor LK2, a first precharge contactor K2 and a first precharge resistor R2.
  • the second pre-charging device 11 includes a second main contactor K4, a second pre-charging contactor K3, and a second pre-charging resistor R3.
  • the first pre-charging contactor K2 can be closed first, and the supporting capacitor C1 is charged by the first pre-charging resistor R2 and the anti-parallel diode of the four-quadrant rectifier 5.
  • the voltage across the supporting capacitor C1 reaches a certain value, the first main contact LK2 is closed, and the first pre-charging contactor K2 is turned off.
  • the second main contactor K4 is used for controlling the on and off of the main circuit, and the second pre-charge contactor K3 is separately controlled.
  • the second pre-charging resistor R3 pre-charges the supporting capacitor C1.
  • the second pre-charging contactor K3 is first closed, and the intermediate supporting capacitor C1 is charged by the anti-parallel diode of the second pre-charging resistor R3, the reactor L1 and the IGNT power device BV1. .
  • the main contact K4 is closed, the pre-charging contactor K3 is turned off, and then the bidirectional DC/DC chopper 8 is activated.
  • 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.
  • IGBTs Insulated Gate Bipolar
  • CV1-CV8 IGBT Power device
  • four-quadrant rectifier 5 is used to implement AC/DC (AC-DC) conversion.
  • AC/DC AC-DC
  • 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 quadrant rectifier 5 becomes twice the switching frequency of the single rectifier, thereby greatly reducing the current harmonics of the four-quadrant rectifier 5; in the power pack supply mode, the diode can be controlled only by the three-phase bridge arm or four Quadrant rectification to provide a stable DC voltage.
  • the traction inverter 7 can comprise six IGBT power devices IV1-IV6, which are converted to a voltage and frequency adjustable three-phase alternating current by DC/AC (DC/AC) conversion for driving parallel traction
  • the motor interface 10 provides power to the EMU.
  • 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 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 step-down control to charge the energy storage device to absorb braking energy and achieve energy recycling.
  • the four-quadrant converter is used to rectify the output of the thermodynamic source, using bidirectional DC/DC
  • the chopper performs discharge of the energy storage device, and the power supply mode combined with the heat energy source and the energy storage device satisfies the demand of the train operation and obtains the best acceleration performance.
  • the train power is completely provided by the thermal power source, and the energy storage device is not put into use;
  • the braking energy is all fed back to the energy storage device to achieve energy efficient utilization and energy saving.

Abstract

L'invention concerne un système de traction pour un train automoteur alimenté de manière hybride par un bloc d'alimentation et un dispositif de stockage d'énergie, lequel système comprend principalement un bloc d'alimentation, un dispositif de stockage d'énergie, un convertisseur de traction et un moteur de traction, lequel convertisseur de traction est relié au moteur de traction; un moteur diesel et un générateur constituent le bloc d'alimentation à combustion interne, et trois sorties de phase du générateur sont directement reliées au convertisseur de traction; et le dispositif de stockage d'énergie est connecté à un bus CC intermédiaire du convertisseur de traction. La présente invention permet d'obtenir un fonctionnement en ligne transversale, et peut être appropriée pour différentes demandes de transport dans des environnements différents. Dans une section non électrifiée de voie ferrée, le mode d'alimentation hybride avec un bloc d'alimentation et un dispositif de stockage d'énergie est adopté, ce qui permet d'assurer le fonctionnement normal dans le cas où il n'y a pas de système à ligne de contact aérienne; lorsque la capacité d'alimentation en énergie du bloc d'alimentation se trouve dans un état de fonctionnement sans système à ligne de contact aérienne, une énergie de freinage est absorbée par le dispositif de stockage d'énergie, ce qui permet l'utilisation cyclique de l'énergie et reflète l'idée écologique d'économie d'énergie; et la reconstitution énergétique dans un processus d'accélération d'un train peut être assurée par l'intermédiaire du dispositif de stockage d'énergie, ce qui permet d'obtenir la meilleure performance d'accélération, et étant donné que le dispositif de stockage d'énergie est adopté, le train automoteur n'a pas que la capacité de fonctionner dans un segment non électrifié de voie ferrée et présente les fonctions de sauvetage d'urgence et de préparation au combat dans des conditions météorologiques spéciales de pluie et de neige ou bien lorsque le système à ligne de contact aérienne est endommagé, mais peut également être utilisé en tant qu'alimentation en énergie mobile.
PCT/CN2014/071304 2013-06-24 2014-01-24 Système de traction pour train automoteur alimenté de manière hybride par un bloc d'alimentation et un dispositif de stockage d'énergie WO2014206080A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201310251826.0 2013-06-24
CN201310251826.0A CN103496327B (zh) 2013-06-24 2013-06-24 一种动力包和储能装置混合供电的动车组牵引系统

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CN106199095A (zh) * 2016-07-25 2016-12-07 大连华锐重工集团股份有限公司 双馈变流器式大电流发生装置
CN108233434A (zh) * 2017-12-20 2018-06-29 北京千驷驭电气有限公司 能量可逆型牵引变电所、方法和系统
CN108336727A (zh) * 2018-01-23 2018-07-27 西南交通大学 一种用于贯通式牵引供电的新能源供应系统及控制方法
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CN114228754A (zh) * 2021-12-18 2022-03-25 中车永济电机有限公司 一种混合动力调车机车电传动系统
WO2023092808A1 (fr) * 2021-11-26 2023-06-01 中车永济电机有限公司 Procédé de commande de force contre-électromotrice dans une locomotive

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CN104391455B (zh) * 2014-11-11 2017-02-01 中车大连机车研究所有限公司 一种混合动力动车组内燃动力包电控系统
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CN105857320B (zh) * 2016-06-01 2019-03-01 北京交通大学 混合动力动车组牵引传动系统能量管理策略
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CN106274508A (zh) * 2016-08-30 2017-01-04 中车株洲电力机车有限公司 一种内燃动车组及其供电系统及牵引控制方法
CN106274920A (zh) * 2016-08-31 2017-01-04 中车唐山机车车辆有限公司 双动力源动车组的牵引电路
CN106564508A (zh) * 2016-11-01 2017-04-19 株洲中车时代电气股份有限公司 一种无火回送方法
CN107878228B (zh) * 2017-10-26 2023-10-03 北京北交新能科技有限公司 一种可实现动车组应急走行的新型辅助供电系统及方法
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