WO2014206184A1 - Système de traction pour train automoteur alimenté de manière hybride par un système à ligne de contact aérienne et un bloc d'alimentation - Google Patents

Système de traction pour train automoteur alimenté de manière hybride par un système à ligne de contact aérienne et un bloc d'alimentation Download PDF

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Publication number
WO2014206184A1
WO2014206184A1 PCT/CN2014/079171 CN2014079171W WO2014206184A1 WO 2014206184 A1 WO2014206184 A1 WO 2014206184A1 CN 2014079171 W CN2014079171 W CN 2014079171W WO 2014206184 A1 WO2014206184 A1 WO 2014206184A1
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WO
WIPO (PCT)
Prior art keywords
traction
interface
power pack
quadrant rectifier
power
Prior art date
Application number
PCT/CN2014/079171
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English (en)
Chinese (zh)
Inventor
赵明花
李军
Original Assignee
长春轨道客车股份有限公司
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Publication of WO2014206184A1 publication Critical patent/WO2014206184A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • 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
    • B60L7/02—Dynamic electric resistor braking
    • B60L7/06—Dynamic electric resistor 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
    • B60L2210/30—AC to DC 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
    • B60L2210/40—DC 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
    • 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
    • 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
    • B60L2240/529—Current
    • 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
    • B60L2240/60—Navigation input
    • B60L2240/66—Ambient conditions
    • B60L2240/667—Precipitation
    • 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
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the invention relates to an EMU traction system, in particular to an EMU electric traction system with a hybrid power supply of a contact net and a power pack.
  • 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 mainly uses a catenary power supply mode for a single electric traction. It can only be operated on an electrified railway or a single thermal power source to run on a non-electrified railway.
  • China's railway planning as of 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, and non-electrified railways will still It has a large proportion in the long run. All single electric traction vehicles cannot meet the requirements of 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. Summary of the invention
  • the object of the present invention is to provide a hybrid EMU traction system, which can realize the optimal acceleration performance of the hybrid power, emergency rescue, combat preparation and the like while realizing the normal operation of the EMU with and without the contact net.
  • the present invention provides an EMU traction system with a hybrid power supply of a contact net and a power pack, which is characterized in that: mainly includes a traction transformer, a power pack, a traction converter, a traction motor, a braking resistor, and a contact net.
  • the pantograph is connected to the primary side of the traction transformer.
  • the two secondary windings of the traction transformer are directly connected to the traction converter.
  • the traction converter is connected with the traction motor.
  • the diesel engine and the generator form a power package.
  • the three-phase output of the generator is directly coupled with the traction.
  • the converters are connected.
  • Traction converter includes traction transformer interface, power pack interface, first pre-charging device, second pre-charging device, four-quadrant rectifier, intermediate DC link, traction inverter, overvoltage suppression circuit, traction motor interface and auxiliary converter
  • the traction transformer interface is connected to the input end of the four-quadrant rectifier
  • the power pack interface is connected to the input end of the four-quadrant rectifier
  • the first pre-charging device is disposed on the traction transformer interface a circuit between the four-quadrant rectifier
  • the second pre-charging device is disposed on a circuit between the power pack interface and the four-quadrant rectifier
  • an output end of the four-quadrant rectifier and the traction counter
  • the input end of the transformer is connected, the intermediate DC link is connected in parallel to the DC bus of the output of the four-quadrant rectifier, the output end of the traction inverter is connected to the traction motor, and the overvoltage suppression circuit is connected in parallel.
  • 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 on-off of the main circuit, and the pre-charging contactor is configured to respectively control the first pre-charging device and the second pre-charging device to pre-charge the supporting capacitor.
  • the intermediate DC link includes a supporting capacitor and a capacitor discharge resistor.
  • the overvoltage suppression circuit includes an IGBT power device and an energy absorbing resistor connected in series.
  • the traction system also includes a braking resistor.
  • the power pack power supply mode is adopted to realize the normal operation of the contactless network working condition.
  • the power package adopts the under-installation method, which is consistent with the mechanical structure of the traditional EMU, reducing the design cost.
  • the power pack is highly integrated, which greatly reduces the power, volume and weight of the power pack and achieves the best power density.
  • the EMU Due to the use of two sets of power systems, the EMU not only has the operating energy of non-electrified sections
  • 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
  • FIG. 3 is a schematic diagram of the main circuit of the traction converter. detailed description
  • an embodiment of the present invention mainly includes a traction transformer, a power pack, 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 to the traction converter.
  • 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 to realize the traction of the EMU.
  • 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.
  • FIG. 2 Traction transformer interface 2. Power pack interface 3. Traction motor interface 4. First pre-charging device 5. Four-quadrant rectifier 6. Intermediate DC link 7. Traction inverter 8. Auxiliary converter Device interface 9. Overvoltage suppression circuit 10. Second precharge device
  • the traction transformer interface 1 is connected to the input of the four-quadrant rectifier 5, and the traction transformer interface 1 is used to step down the single-phase network voltage of the contact network.
  • the power pack interface 2 is connected to the input end of the four-quadrant rectifier 5, the intermediate DC link 6 is connected in parallel to the DC bus of the output of the four-quadrant rectifier 5, and the output end of the four-quadrant rectifier 5 is connected to the input end of the traction inverter 7, towing
  • the output of the inverter 7 is connected to the traction motor interface 3 to supply power to the traction motor interface 3, which provides power to the EMU via the traction motor interface 3.
  • the intermediate DC link 6 may include a supporting capacitor C1 and a capacitor discharging resistor Rcl.
  • the supporting capacitor C1 has a filtering effect on the output end of the four-quadrant rectifier 5, and is capable of stabilizing the four-quadrant rectifier 5 DC voltage at the output.
  • 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 intermediate DC link 6 The instantaneous voltage spikes ensure the safety of the IGBT power devices in the circuit.
  • the auxiliary converter interface 8 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 8 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 10 is disposed on the circuit between the power pack interface 2 and the four-quadrant rectifier 5;
  • the pre-charging device 4 is identical to the second pre-charging device 10, and the first 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 10 includes a second main contactor LK2, a second pre-charging contactor K2, and a second pre-charging resistor R2.
  • the first pre-charging contactor K1 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 anti-parallel diodes of the first pre-charging resistor R1 and the four-quadrant rectifier 5 can charge the supporting capacitor C1.
  • the first main contact LK1 When the voltage across the supporting capacitor C1 reaches a certain value, the first main contact LK1 is closed, the first pre-charging contact K1 is turned off, and the rectifier 5 is activated.
  • the second pre-charging contactor ⁇ 2 and the second main contactor LK2 should be kept open.
  • the second pre-charge contactor ⁇ 2 can also be closed first, and the supporting capacitor C1 is charged by the second pre-charging resistor R2 and the anti-parallel diode of the 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 open.
  • the four-quadrant rectifier 5 includes eight IGBT (Insulated Gate Bipolar Transistor) power devices, specifically IGBT power devices CV1-CV8, and four-quadrant rectifier 5 is used to implement AC/DC ( AC-DC) conversion, in the catenary power supply mode, the four-quadrant rectifier adopts a two-level main circuit topology, and the equivalent switching frequency of the four-quadrant rectifier 5 is changed to twice the switching frequency of a single rectifier by phase-shifting pulse width modulation technology. Therefore, the current harmonics of the four-quadrant rectifier 5 are greatly reduced; in the power pack supply mode, diode-uncontrolled or four-quadrant rectification can be performed using only the three-phase bridge arm to provide a stable DC voltage.
  • IGBT Insulated Gate Bipolar Transistor
  • 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 means of a DC/AC (DC/AC) conversion for driving parallel traction Motor interface 3 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 3 to ensure good acceleration and deceleration performance and stable and reliable operation of the EMU.
  • multi-mode modulation algorithms can be used to take full advantage of DC voltage and reduce power device losses and noise.
  • the four-quadrant rectifier is used to output the thermodynamic source during train traction. Rectification is performed to meet the requirements of train operation; when the train is braked, the braking energy is consumed by the braking resistor.

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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

L'invention concerne un système de traction pour un train automoteur alimenté de manière hybride par un système à ligne de contact aérienne et un bloc d'alimentation, lequel système comprend un transformateur de traction, un bloc d'alimentation, un convertisseur de traction, un moteur de traction, une résistance de freinage, etc; dans ce système, un enroulement primaire d'un transformateur de traction est relié au système à ligne de contact aérienne, par l'intermédiaire d'un pantographe; deux enroulements secondaires du transformateur de traction sont directement reliés au convertisseur de traction; le convertisseur de traction est relié au moteur de traction; et un moteur diesel et un générateur constituent le bloc d'alimentation, et trois sorties de phase du générateur sont directement connectées au convertisseur de traction. Le système peut fonctionner à la fois sur un chemin de fer électrifié et sur un chemin de fer non électrifié. Dans une section non électrifiée de voie ferrée, le mode d'alimentation électrique d'un bloc d'alimentation est adopté, ce qui permet d'assurer le fonctionnement normal dans l'état de fonctionnement du système à ligne de contact aérienne. Le train automoteur a les fonctions de secours 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.
PCT/CN2014/079171 2013-06-24 2014-06-04 Système de traction pour train automoteur alimenté de manière hybride par un système à ligne de contact aérienne et un bloc d'alimentation WO2014206184A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201310252209.2A CN103407377B (zh) 2013-06-24 2013-06-24 一种接触网和动力包混合供电的动车组牵引系统
CN201310252209.2 2013-06-24

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Publication Number Publication Date
WO2014206184A1 true WO2014206184A1 (fr) 2014-12-31

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Country Status (2)

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CN (1) CN103407377B (fr)
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GB2549489A (en) * 2016-04-18 2017-10-25 Vivarail Ltd Convertible electric rail carriage
CN109927555A (zh) * 2017-12-15 2019-06-25 比亚迪股份有限公司 牵引系统的上电控制方法、装置、存储介质和列车

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CN103407377B (zh) * 2013-06-24 2015-09-30 长春轨道客车股份有限公司 一种接触网和动力包混合供电的动车组牵引系统
CN104712485A (zh) * 2013-12-17 2015-06-17 北车大连电力牵引研发中心有限公司 柴油机启动装置及柴油发电机组
CN104290762B (zh) * 2014-10-17 2017-03-08 中车四方车辆有限公司 混合动力式动力分散型动车组
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
CN105774569B (zh) * 2016-03-11 2017-11-10 中车青岛四方车辆研究所有限公司 集成储能装置充放电控制的轨道车辆牵引逆变系统及方法
CN106042957B (zh) * 2016-06-01 2019-04-30 北京交通大学 一种混合动力动车组牵引变流器过分相控制策略
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
CN107554313B (zh) * 2017-09-22 2019-10-11 中车唐山机车车辆有限公司 轨道车辆牵引系统及轨道车辆
CN107499190B (zh) * 2017-09-25 2023-09-22 吉林大学 高速动车组动力牵引和再生制动的能量储放电系统
CN109327073A (zh) * 2018-10-17 2019-02-12 中车株洲电力机车有限公司 一种双动力供电系统
CN111923757B (zh) * 2019-05-13 2024-05-14 中车株洲电力机车研究所有限公司 一种轨道列车的网侧变流系统及其控制方法
CN111917357B (zh) * 2019-11-29 2022-02-11 中车大同电力机车有限公司 牵引变压器与机车供电电路
CN113492884B (zh) * 2020-03-20 2022-09-27 株洲中车时代电气股份有限公司 一种三源制混合动力机车及其牵引传动系统
CN113548067B (zh) * 2020-04-23 2022-10-18 株洲中车时代电气股份有限公司 混合制式列车牵引系统及其控制方法
CN114312336A (zh) * 2020-09-28 2022-04-12 湖南中车智行科技有限公司 一种多编组电车车载双端口供电救援及控制系统
CN114379367A (zh) * 2021-12-30 2022-04-22 中车永济电机有限公司 机车牵引电传动系统及其控制方法

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