WO2017101630A1 - 一种列车过分相能量再利用装置和方法 - Google Patents
一种列车过分相能量再利用装置和方法 Download PDFInfo
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- WO2017101630A1 WO2017101630A1 PCT/CN2016/106220 CN2016106220W WO2017101630A1 WO 2017101630 A1 WO2017101630 A1 WO 2017101630A1 CN 2016106220 W CN2016106220 W CN 2016106220W WO 2017101630 A1 WO2017101630 A1 WO 2017101630A1
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- train
- phase
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- electric motor
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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
- B60L15/28—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 without contact making and breaking, e.g. using a transductor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
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- 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 the technical field of rolling stock, and particularly relates to a device and method for reusing a train over phase energy.
- the power grid on the railway is not provided by a power supply.
- a power supply is responsible for a certain area.
- the phase of the current between the two power supply stations is not necessarily the same, so between the two power supply networks is connected.
- a "grid” without electricity. This section of the "grid” is called phase separation. Passing the locomotive through this section is called excessive phase. The reason why modern railways require excessive phase separation is as small as possible, especially for the current action group.
- the traction power supply adopts a single-frequency AC power supply mode.
- the catenary is powered by segmented commutation.
- a phase separation zone must be established between the independent power supply zones, and the phases are separated by air or insulator.
- the technical problem to be solved by the present invention is to provide a device and method for over-phase energy reuse of a train, which can continue to supply power to equipment on the vehicle when the train is over-phase, thereby improving passenger comfort.
- Embodiments of the present invention provide a device for over-phase energy reuse of a train, including: an electric motor and a controller;
- the controller is configured to control the motor to operate in a generator state when determining that the train is over-phased;
- the electric motor is coaxially connected with the train, and the motor is driven to rotate during the running of the train, so that the electric motor works in the state of the generator, and the mechanical energy is converted into electric energy to supply power to the electric equipment on the train.
- the method further includes: a bidirectional inverter, an auxiliary inverter, and an auxiliary transformer;
- the controller is configured to control the bidirectional inverter to operate in a rectifier state when determining that the train is over-phased;
- the electric energy output by the motor is rectified to a DC to an intermediate DC loop through the bidirectional inverter;
- the auxiliary inverter is configured to invert a direct current on the intermediate DC link to an alternating current
- the auxiliary transformer is configured to convert the alternating current outputted by the auxiliary inverter to supply power to the electrical equipment on the train.
- the method further includes: a vacuum circuit breaker, a main transformer, a contactor, and a rectifier;
- a primary winding of the main transformer is connected to the contact net through the vacuum circuit breaker;
- the secondary winding of the main transformer is connected to the input end of the rectifier through the contactor;
- the output end of the rectifier is connected to the bidirectional inverter through the intermediate DC link;
- the controller is further configured to control the contactor to be disconnected when determining that the train is over-phased.
- the auxiliary transformer is a three-phase AC 380V transformer, and the primary winding and the secondary winding of the auxiliary transformer are connected in a star-delta connection.
- the electric motor is a three-phase asynchronous induction motor.
- the invention also provides a method for reusing the phase energy of the train, comprising:
- control motor When the train is over-phased, the control motor is operated in a generator state; the motor is coaxially connected with the train, and the motor is driven to rotate during the running of the train, so that the motor operates in a generator state to convert mechanical energy into electrical energy;
- the electrical energy output by the electric motor supplies power to the electrical equipment on the train.
- the electric energy output by the electric motor supplies power to the electric equipment on the train, and specifically includes:
- the power supply device on the train is powered.
- the method further comprises:
- the method further comprises:
- the motor is controlled to stop generating electricity, and the train is connected to the contact network.
- the present invention has the following advantages:
- the control motor is used as a generator to convert mechanical energy into electric energy to supply power for the electric equipment on the train. Therefore, it is not necessary to stop some electrical equipment due to the limited power supply of the battery as in the prior art. Since the device provided by the embodiment can provide electric energy, when the train is excessively separated, the electric equipment on the vehicle can be used as usual. Use to improve passenger comfort.
- Embodiment 1 is a schematic diagram of Embodiment 1 of a train over-phase energy reuse device provided by the present invention
- Embodiment 2 is a schematic diagram of Embodiment 2 of a train over-phase energy reuse device provided by the present invention
- FIG. 3 is a circuit diagram of a third embodiment of a train over-phase energy reuse device provided by the present invention.
- Embodiment 4 is a flow chart of Embodiment 1 of a method for reusing the phase energy of the train provided by the present invention
- FIG. 5 is a flow chart of Embodiment 2 of a method for reusing the phase energy of the train provided by the present invention.
- FIG. 1 is a schematic diagram of a first embodiment of a train over-phase energy reuse device according to the present invention.
- the device for over-phase energy reuse of the train includes: the motor 100 and the controller 200;
- the controller 200 is configured to control the motor 100 to operate when determining that the train is excessively separated Generator state
- the electric motor 100 is coaxially connected with the train, and the electric motor 100 is rotated during the running of the train, so that the electric motor 100 operates in a generator state, and the mechanical energy is converted into electric energy to supply power 300 to the electric equipment on the train.
- the power-off equipment that cannot be powered off is powered by the battery, and the other power-consuming equipment is powered off, such as an air conditioner, so that when the air conditioner is powered off, in the hot summer or In the cold winter, passenger comfort will be reduced. Therefore, the method provided by the embodiment can ensure that all the electrical equipments are normally used continuously when the train is excessively separated.
- the mechanical energy of the train is continuously used to convert the mechanical energy into electrical energy.
- the control motor is used as a generator to convert mechanical energy into electric energy to supply power for the electric equipment on the train. Therefore, it is not necessary to stop some electrical equipment due to the limited power supply of the battery as in the prior art. Since the device provided by the embodiment can provide electric energy, when the train is excessively separated, the electric equipment on the vehicle can be used as usual. Use to improve passenger comfort.
- FIG. 2 the figure is a schematic diagram of a second embodiment of a train over-phase energy reuse device according to the present invention.
- the over-phase energy reuse device provided by the embodiment of the present invention can maximize the application of equipment already set on the train, so that fewer devices need to be added, and the cost can be minimized.
- the train when the train is not excessively separated, the train supplies power through the contact network, and the electric equipment on the train is powered by the electric energy coming from the contact net through a separate converter.
- the electric equipment on the train when the train is excessively separated, the electric equipment on the train cannot be taken from the contact net through the converter, but is taken from the generator through the auxiliary inverter and the auxiliary transformer provided in this embodiment. Electricity.
- the train over-phase energy reuse device further includes: a bidirectional inverter 400, an auxiliary inverter 600 and an auxiliary transformer 700;
- the controller 200 is configured to control the bidirectional inverter 400 to operate in a rectifier state when determining that the train is excessively separated;
- the bidirectional inverter 400 can operate in the rectification mode or the inverter mode, and the working mode can be changed by changing the pulse signal of the switching tube of the bifurcation of the bidirectional inverter 400.
- the bidirectional inverter 400 is an existing device on the train. During the running of the train, the train can be supplied with AC power to provide forward power to the train. In addition, when the train is braked, the train can be recovered. Dynamic energy generated.
- the electric energy output by the motor 100 is rectified by the bidirectional inverter 400 to DC to the intermediate DC circuit 500;
- the auxiliary inverter 600 is configured to invert a DC on the intermediate DC link 500 into an alternating current
- the auxiliary transformer 700 is configured to convert the alternating current output by the auxiliary inverter 600 to supply power to the electrical equipment 300 on the train.
- the bidirectional inverter 400 is used as a rectifier, and the auxiliary inverter 600 inverts the direct current into an alternating current, but the alternating current voltage output by the auxiliary inverter 600 is still too high, and therefore, the auxiliary transformer 700 is required to perform the step-down, which will lower The voltage after the voltage is supplied to the powered device.
- FIG. 3 is a circuit diagram of a third embodiment of a train over-phase energy reuse device according to the present invention.
- the train over-phase energy reuse device further includes: a vacuum circuit breaker 10, a main transformer 900, a contactor 20 and a rectifier 800;
- the primary winding of the main transformer 900 is connected to the contact net through the vacuum circuit breaker 10;
- the secondary winding of the main transformer 900 is connected to the input end of the rectifier 800 through the contactor 20;
- the output of the rectifier 800 is connected to the bidirectional inverter 400 through the intermediate DC circuit 500;
- the controller (not shown) is further configured to control the contact when determining that the train is over-phased The device 20 is disconnected.
- the contactor 20 When the train is not excessively separated, the contactor 20 is closed, and the AC high voltage power source coming from the contact network supplies power to the motor 100 through the rectifier 800 and the bidirectional inverter 400, and the motor 100 drives the train to travel.
- the contactor 20 When the train is excessively split, the contactor 20 is turned off, the controller controls the motor 100 to function as a generator, and the generated alternating current is supplied to the powered device via the bidirectional inverter 400, the auxiliary inverter 600, and the auxiliary transformer 700.
- the auxiliary transformer 700 is a three-phase AC 380V transformer, and the primary winding and the secondary winding of the auxiliary transformer 700 are connected by a star-delta connection, as shown in FIG. 3, of course, except this
- the connection mode, the auxiliary transformer 700 can also be other connection modes, and the settings can be selected as needed.
- the motor 100 can be a three-phase asynchronous induction motor, and can be operated in an electric state and a power generation state by changing the excitation mode.
- the auxiliary inverter 600 and the bidirectional inverter 400 provided in this embodiment are all three-phase bridge arm inverters.
- Rectifier 800 is a two phase bridge arm rectifier.
- the embodiment of the present invention further provides a method for reusing the phase energy of the train.
- the working principle is described in detail below with reference to the accompanying drawings.
- FIG. 4 it is a flowchart of Embodiment 1 of a method for reusing the phase energy of the train provided by the present invention.
- S401 determining that the train is over-phase, controlling the motor to operate in a generator state; the motor is coaxially connected with the train, and the motor is driven to rotate during the running of the train, so that the motor operates in a generator state to convert mechanical energy into electrical energy;
- the power-off equipment that cannot be powered off is powered by the battery, and the other power-consuming equipment is powered off, such as an air conditioner, so that when the air conditioner is powered off, in the hot summer or In the cold winter, passenger comfort will be reduced. Therefore, the method provided in this embodiment can guarantee When the train is too far apart, all the electrical equipment is in constant use.
- S402 The electric energy output by the electric motor is used to supply power to the electric equipment on the train.
- the mechanical energy of the train is continuously used to convert the mechanical energy into electrical energy.
- the control motor is used as a generator to convert mechanical energy into electric energy to supply power for the electric equipment on the train. Therefore, it is not necessary to stop some electrical equipment due to the limited power supply of the battery as in the prior art. Since the device provided by the embodiment can provide electric energy, when the train is excessively separated, the electric equipment on the vehicle can be used as usual. Use to improve passenger comfort.
- FIG. 5 the figure is a flowchart of Embodiment 2 of a method for reusing the phase energy of the train provided by the present invention.
- the method provided in this embodiment is the same as that of S401, and is not described here.
- the electric energy output by the electric motor is used to supply power to the electric equipment on the train, and specifically includes:
- S502 rectify the electric energy output by the motor into direct current
- the method for reusing the excessive phase energy of the train provided by the present invention further includes:
- the motor is controlled to stop generating electricity, and the train is connected to the contact network.
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Abstract
一种列车过分相能量再利用的装置，包括：电动机（100）和控制器（200）；所述控制器（200），用于在确定列车过分相时，控制所述电动机（100）工作于发电机状态；所述电动机（100）与列车同轴连接，列车行驶过程中带动所述电动机（100）旋转，使电动机（100）工作于发电机状态，将机械能转换为电能为列车上的用电设备（300）供电。由于列车上的电动机（100）与列车是同轴连接的，列车的行驶速度与电动机的旋转速度是一致的，因此，控制电动机（100）作为发电机来使用，将机械能转换为电能，为列车上的用电设备（300）供电，这样就不必像现有技术那样由于蓄电池的供电量有限而停止某些用电设备（300），由于本装置可以提供电能，因此，列车在过分相时，车上的用电设备（300）可以照常使用，从而可以提高旅客的舒适度。
Description
本申请要求于2015年12月16日提交中国专利局、申请号为201510944835.7、发明名称为“一种列车过分相能量再利用装置和方法”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
本发明涉及机车车辆技术领域，特别涉及一种列车过分相能量再利用装置和方法。
铁路上的受电网并不是由一个供电所提供的，一般是一个供电所负责一定的区域，两个供电所之间电流的相位是不一定相同的，所以在连接两个供电所电网之间是一段没有电的“电网”。这一段“电网”叫分相。把机车通过这一段称之为过分相。现代铁路要求过分相的时间越小越好，尤其对于目前的动作组。
在电气化铁道牵引区段，牵引供电采用单工频交流供电方式。为使电力系统三相尽可能平衡，接触网采用分段换相供电。为防止相间短路，必须在各独立供电区之间建立分相区，各相间用空气或绝缘子分割。当列车运行至分相区时，无法从接触网受流，即过分相，此时列车仅能通过蓄电池维持少量必须设备用电，而空调等设备需断电，这样将给旅客带来不便。
因此，本领域技术人员需要提供一种过分相能量再利用装置和方法，能够实现在列车过分相时，继续为车上的设备进行供电，从而提高旅客的舒适度。
发明内容
本发明要解决的技术问题是提供一种列车过分相能量再利用装置和方法，能够实现在列车过分相时，继续为车上的设备进行供电，从而提高旅客的舒适度。
本发明实施例提供一种列车过分相能量再利用的装置，包括：电动机和控制器；
所述控制器，用于在确定列车过分相时，控制所述电动机工作于发电机状态；
所述电动机与列车同轴连接，列车行驶过程中带动所述电动机旋转，使电动机工作于发电机状态，将机械能转换为电能为列车上的用电设备供电。
优选地，还包括：双向逆变器、辅助逆变器和辅助变压器；
所述控制器，用于在确定列车过分相时，控制所述双向逆变器工作于整流器状态；
所述电动机输出的电能经过所述双向逆变器整流为直流到中间直流回路；
所述辅助逆变器，用于将所述中间直流回路上的直流逆变为交流；
所述辅助变压器，用于将所述辅助逆变器输出的交流进行变压后为列车上的用电设备进行供电。
优选地，还包括：真空断路器、主变压器、接触器和整流器；
所述主变压器的原边绕组通过所述真空断路器连接接触网；
所述主变压器的副边绕组通过所述接触器连接所述整流器的输入端；
所述整流器的输出端通过所述中间直流回路连接所述双向逆变器；
所述控制器，还用于在确定列车过分相时，控制所述接触器断开。
优选地，所述辅助变压器为三相交流380V变压器，所述辅助变压器的原边绕组和副边绕组的连接方式为星-三角连接。
优选地，所述电动机为三相异步感应电动机。
本发明还提供一种列车过分相能量再利用的方法，包括：
判断列车过分相时，控制电动机工作于发电机状态；所述电动机与列车同轴连接，列车行驶过程中带动所述电动机旋转，使电动机工作于发电机状态将机械能转换为电能；
将所述电动机输出的电能为列车上的用电设备供电。
优选地，所述将电动机输出的电能为列车上的用电设备供电，具体包括：
将电动机输出的电能整流为直流电；
将所述直流电逆变为交流电；
将所述交流电经过电压以后为列车上的用电设备供电。
优选地，还包括：
判断列车过分相时，控制列车与接触网断开。
优选地，还包括：
判断列车停止过分相时，控制电动机工作停止发电，控制列车与接触网连接。
与现有技术相比，本发明具有以下优点：
由于列车上的电动机与列车是同轴连接的，列车的行驶速度与电动机的旋转速度是一致的，因此，控制电动机作为发电机来使用，将机械能转换为电能，为列车上的用电设备供电，这样就不必像现有技术那样由于蓄电池的供电量有限而停止某些用电设备，由于本实施例提供的装置可以提供电能，因此，列车在过分相时，车上的用电设备可以照常使用，从而可以提高旅客的舒适度。
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本发明提供的列车过分相能量再利用装置实施例一示意图；
图2是本发明提供的列车过分相能量再利用装置实施例二示意图；
图3是本发明提供的列车过分相能量再利用装置实施例三电路图；
图4是本发明提供的列车过分相能量再利用的方法实施例一流程图；
图5是本发明提供的列车过分相能量再利用的方法实施例二流程图。
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
为使本发明的上述目的、特征和优点能够更加明显易懂，下面结合附图对本发明的具体实施方式做详细的说明。
装置实施例一：
参见图1，该图为本发明提供的列车过分相能量再利用装置实施例一示意图。
本实施例提供的列车过分相能量再利用的装置，包括：电动机100和控制器200；
所述控制器200，用于在确定列车过分相时，控制所述电动机100工作于
发电机状态；
所述电动机100与列车同轴连接，列车行驶过程中带动所述电动机100旋转，使电动机100工作于发电机状态，将机械能转换为电能为列车上的用电设备供电300。
现有技术中，列车过分相时，不能断电的用电设备是由蓄电池来供电的，而其他的用电设备是停止供电的，例如空调，这样当空调断电时，在炎热的夏季或寒冷的冬季，旅客的舒适度会降低。因此，本实施例提供的方法可以保证在列车过分相时，所有的用电设备正常使用不断电。
可以理解的是，列车在过分相时，虽然受电弓降下来，列车与接触网隔离了，不能从接触网受电，但是列车仍然在运行，没有停止。本发明实施例中正是利用了列车继续运行这个机械能，将这个机械能转换为电能。
由于列车上的电动机与列车是同轴连接的，列车的行驶速度与电动机的旋转速度是一致的，因此，控制电动机作为发电机来使用，将机械能转换为电能，为列车上的用电设备供电，这样就不必像现有技术那样由于蓄电池的供电量有限而停止某些用电设备，由于本实施例提供的装置可以提供电能，因此，列车在过分相时，车上的用电设备可以照常使用，从而可以提高旅客的舒适度。
装置实施例二：
参见图2，该图为本发明提供的列车过分相能量再利用装置实施例二示意图。
可以理解的是，本发明实施例提供的过分相能量再利用装置可以最大限度地应用列车上已经设置的设备，这样需要增加的设备就比较少，可以最大限度地降低成本。
可以理解的是，列车没有过分相时，列车通过接触网进行供电，列车上的用电设备通过单独的变换器由接触网过来的电能进行供电。而本实施例提供的装置，列车在过分相时，列车上的用电设备不能通过变换器从接触网取电，而是经过本实施例提供的辅助逆变器和辅助变压器从发电机上来取电。
本实施例提供的列车过分相能量再利用装置，还包括：双向逆变器400、辅助逆变器600和辅助变压器700；
所述控制器200，用于在确定列车过分相时，控制所述双向逆变器400工作于整流器状态；
可以理解的是，双向逆变器400可以工作于整流模式，又可以工作于逆变模式，通过改变双向逆变器400桥臂的开关管的脉冲信号就可以改变其工作模式。
需要说明的是，双向逆变器400是列车上已经存在的设备，在列车行驶过程中，可以为列车提供交流电源从而为列车提供前进的动力，另外，当列车制动时，可以回收列车制动产生的电能。
所述电动机100输出的电能经过所述双向逆变器400整流为直流到中间直流回路500；
所述辅助逆变器600，用于将所述中间直流回路500上的直流逆变为交流；
所述辅助变压器700，用于将所述辅助逆变器600输出的交流进行变压后为列车上的用电设备300进行供电。
由于电动机100输出的电能不能直接供给用电设备，因此，需要对电能进行变流，即先整流，再逆变。此时，双向逆变器400作为整流器使用，辅助逆变器600将直流逆变为交流，但是辅助逆变器600输出的交流电压还是太高，因此，需要辅助变压器700进行降压，将降压后的电压给用电设备进行供电。
装置实施例三：
参见图3，该图为本发明提供的列车过分相能量再利用装置实施例三的电路图。
本实施例提供的列车过分相能量再利用装置，还包括：真空断路器10、主变压器900、接触器20和整流器800；
所述主变压器900的原边绕组通过所述真空断路器10连接接触网；
所述主变压器900的副边绕组通过所述接触器20连接所述整流器800的输入端；
所述整流器800的输出端通过所述中间直流回路500连接所述双向逆变器400；
所述控制器(图中未示出)，还用于在确定列车过分相时，控制所述接触
器20断开。
当列车没有过分相时，接触器20闭合，接触网过来的交流高压电源经过整流器800、双向逆变器400给电动机100提供电源，电动机100驱动列车行驶。
当列车过分相时，接触器20断开，控制器控制电动机100作为发电机使用，发出的交流电经过双向逆变器400、辅助逆变器600和辅助变压器700为用电设备进行供电。
可以理解的是，所述辅助变压器700为三相交流380V变压器，所述辅助变压器700的原边绕组和副边绕组的连接方式为星-三角连接，如图3所示，当然，除了这种连接方式，辅助变压器700还可以为其他连接方式，可以根据需要来选择设置。
需要说明的是，所述电动机100可以为三相异步感应电动机，可以通过改变励磁方式，使其工作在电动状态和发电状态。
从图3中可以看出，本实施例提供的辅助逆变器600和双向逆变器400均为三相桥臂逆变器。整流器800为两相桥臂整流器。
基于以上实施例提供的一种列车过分相能量再利用的装置，本发明实施例还提供一种列车过分相能量再利用的方法，下面结合附图来详细介绍其工作原理。
方法实施例一：
参见图4，该图为本发明提供的列车过分相能量再利用的方法实施例一流程图。
本实施例提供的一种列车过分相能量再利用的方法，包括：
S401：判断列车过分相时，控制电动机工作于发电机状态；所述电动机与列车同轴连接，列车行驶过程中带动所述电动机旋转，使电动机工作于发电机状态将机械能转换为电能；
现有技术中，列车过分相时，不能断电的用电设备是由蓄电池来供电的，而其他的用电设备是停止供电的，例如空调，这样当空调断电时，在炎热的夏季或寒冷的冬季，旅客的舒适度会降低。因此，本实施例提供的方法可以保证
在列车过分相时，所有的用电设备正常使用不断电。
S402：将所述电动机输出的电能为列车上的用电设备供电。
可以理解的是，列车在过分相时，虽然受电弓降下来，列车与接触网隔离了，不能从接触网受电，但是列车仍然在运行，没有停止。本发明实施例中正是利用了列车继续运行这个机械能，将这个机械能转换为电能。
由于列车上的电动机与列车是同轴连接的，列车的行驶速度与电动机的旋转速度是一致的，因此，控制电动机作为发电机来使用，将机械能转换为电能，为列车上的用电设备供电，这样就不必像现有技术那样由于蓄电池的供电量有限而停止某些用电设备，由于本实施例提供的装置可以提供电能，因此，列车在过分相时，车上的用电设备可以照常使用，从而可以提高旅客的舒适度。
方法实施例二：
参见图5，该图为本发明提供的列车过分相能量再利用的方法实施例二流程图。
由于电动机输出的电能列车上的用电设备不一定可以直接利用，因此需要对电动机输出的电能进行变换后再提供给用电设备。本实施例中对此进行介绍。
本实施例提供的方法，S501与S401相同，在此不再赘述。
本实施例中所述将电动机输出的电能为列车上的用电设备供电，具体包括：
S502：将电动机输出的电能整流为直流电；
S503：将所述直流电逆变为交流电；
S504：将所述交流电经过电压以后为列车上的用电设备供电。
另外，本发明提供的列车过分相能量再利用的方法，还包括：
判断列车过分相时，控制列车与接触网断开。
还包括：
判断列车停止过分相时，控制电动机工作停止发电，控制列车与接触网连接。
以上所述，仅是本发明的较佳实施例而已，并非对本发明作任何形式上的
限制。虽然本发明已以较佳实施例揭露如上，然而并非用以限定本发明。任何熟悉本领域的技术人员，在不脱离本发明技术方案范围情况下，都可利用上述揭示的方法和技术内容对本发明技术方案做出许多可能的变动和修饰，或修改为等同变化的等效实施例。因此，凡是未脱离本发明技术方案的内容，依据本发明的技术实质对以上实施例所做的任何简单修改、等同变化及修饰，均仍属于本发明技术方案保护的范围内。
Claims (9)
- 一种列车过分相能量再利用的装置，其特征在于，包括：电动机和控制器；所述控制器，用于在确定列车过分相时，控制所述电动机工作于发电机状态；所述电动机与列车同轴连接，列车行驶过程中带动所述电动机旋转，使电动机工作于发电机状态，将机械能转换为电能为列车上的用电设备供电。
- 根据权利要求1所述的列车过分相能量再利用装置，其特征在于，还包括：双向逆变器、辅助逆变器和辅助变压器；所述控制器，用于在确定列车过分相时，控制所述双向逆变器工作于整流器状态；所述电动机输出的电能经过所述双向逆变器整流为直流到中间直流回路；所述辅助逆变器，用于将所述中间直流回路上的直流逆变为交流；所述辅助变压器，用于将所述辅助逆变器输出的交流进行变压后为列车上的用电设备进行供电。
- 根据权利要求1所述的列车过分相能量再利用装置，其特征在于，还包括：真空断路器、主变压器、接触器和整流器；所述主变压器的原边绕组通过所述真空断路器连接接触网；所述主变压器的副边绕组通过所述接触器连接所述整流器的输入端；所述整流器的输出端通过所述中间直流回路连接所述双向逆变器；所述控制器，还用于在确定列车过分相时，控制所述接触器断开。
- 根据权利要求1所述的列车过分相能量再利用装置，其特征在于，所述辅助变压器为三相交流380V变压器，所述辅助变压器的原边绕组和副边绕组的连接方式为星-三角连接。
- 根据权利要求1所述的列车过分相能量再利用装置，其特征在于，所述电动机为三相异步感应电动机。
- 一种列车过分相能量再利用的方法，其特征在于，包括：判断列车过分相时，控制电动机工作于发电机状态；所述电动机与列车同轴连接，列车行驶过程中带动所述电动机旋转，使电动机工作于发电机状态将 机械能转换为电能；将所述电动机输出的电能为列车上的用电设备供电。
- 根据权利要求6所述的列车过分相能量再利用的方法，其特征在于，所述将电动机输出的电能为列车上的用电设备供电，具体包括：将电动机输出的电能整流为直流电；将所述直流电逆变为交流电；将所述交流电经过电压以后为列车上的用电设备供电。
- 根据权利要求6或7所述的列车过分相能量再利用的方法，其特征在于，还包括：判断列车过分相时，控制列车与接触网断开。
- 根据权利要求6或7所述的列车过分相能量再利用的方法，其特征在于，还包括：判断列车停止过分相时，控制电动机工作停止发电，控制列车与接触网连接。
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| CN109421548B (zh) * | 2017-08-31 | 2021-03-23 | 株洲中车时代电气股份有限公司 | 一种主辅一体化牵引系统的控制方法 |
| CN108001239A (zh) * | 2017-12-01 | 2018-05-08 | 中车大连机车车辆有限公司 | 列车过分相时机车向车辆不间断供电网压模式控制策略 |
| CN110474580B (zh) * | 2019-08-21 | 2021-05-18 | 南京兴航动力科技有限公司 | 一种起动发电系统功率变换器及其控制方法 |
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