WO2018040368A1 - 一种内燃动车组及其供电系统及牵引控制方法 - Google Patents

一种内燃动车组及其供电系统及牵引控制方法 Download PDF

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WO2018040368A1
WO2018040368A1 PCT/CN2016/109707 CN2016109707W WO2018040368A1 WO 2018040368 A1 WO2018040368 A1 WO 2018040368A1 CN 2016109707 W CN2016109707 W CN 2016109707W WO 2018040368 A1 WO2018040368 A1 WO 2018040368A1
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internal combustion
traction
inverter
power supply
supply system
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PCT/CN2016/109707
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English (en)
French (fr)
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刘斌
周安德
李耘茏
陈爱军
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中车株洲电力机车有限公司
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Publication of WO2018040368A1 publication Critical patent/WO2018040368A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C5/00—Locomotives or motor railcars with IC engines or gas turbines
    • 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
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/02—Circuit arrangements for ac mains or ac distribution networks using a single network for simultaneous distribution of power at different frequencies; using a single network for simultaneous distribution of ac power and of dc power
    • 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
    • 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

Definitions

  • the present invention relates to the field of motor trains, and more particularly to a power supply system for an internal combustion train, and to an internal combustion train including the power supply system and a traction control method for an internal combustion train.
  • EMUs are the main force for rail passenger transportation.
  • the current major EMUs can be roughly divided into two categories: one is an electric EMU; the other is an internal combustion EMU.
  • the main circuit of train power supply is the source of train power.
  • the main circuit of the internal combustion electric drive EMU generally consists of the following parts: internal combustion power package, main inverter, auxiliary inverter.
  • internal combustion power package main inverter
  • auxiliary inverter auxiliary inverter
  • main inverter main inverter
  • battery hybrid structure auxiliary inverter
  • internal combustion power hybrid structure an internal combustion power hybrid structure. The main idea is to incorporate a battery or a traction net into the conventional structure to realize a mixture of multiple energy sources to supply power to the EMU.
  • the first object of the present invention is to provide a power supply system for an internal combustion motor train.
  • the structural design of the power supply system of the internal combustion train can effectively solve the problem of large power, volume and weight of the internal combustion power package of the power supply system.
  • a second object of the present invention is to provide an internal combustion motor train including the above power supply system, and a third object of the present invention is to provide a Internal combustion EMU traction control method.
  • the present invention provides the following technical solutions:
  • a power supply system for an internal combustion engine train includes an internal combustion power package, a traction inverter coupled to the internal combustion power package, and an auxiliary inverter, the traction inverter being coupled to a traction motor, the auxiliary inverter and a vehicle load connection; further comprising a supercapacitor connected in parallel with the internal combustion power package by a DC chopper, wherein the DC chopper and the diesel power package both pass through an intermediate DC link of the traction inverter and the traction inverter The device is connected to the auxiliary inverter.
  • the DC chopper is a resonant bidirectional DC chopper.
  • a filter device is connected between the auxiliary inverter and the vehicle load.
  • the internal combustion power package includes a diesel engine, a permanent magnet generator connected to the diesel engine, and a diode rectifier connected to the permanent magnet generator.
  • an isolation contactor for overcurrent protection of the super capacitor is connected between the super capacitor and the DC chopper.
  • an isolation contactor is connected between the internal combustion power package and the DC chopper.
  • the power supply system of the internal combustion motor train comprises an internal combustion power package, a traction inverter, an auxiliary inverter and a DC chopper, a super capacitor, and an intermediate DC link of the traction inverter.
  • the traction inverter is connected with the traction motor
  • the auxiliary inverter is connected with the whole vehicle load
  • the output side of the DC chopper is connected with the internal combustion power package
  • the input side is connected with the super capacitor.
  • the output side of the DC chopper and the internal combustion power package are both connected to one end of the intermediate DC link of the traction inverter, and the other end of the intermediate DC link of the traction inverter is respectively connected with the traction inverter and the auxiliary inverter.
  • the internal combustion power package directly supplies power to the intermediate DC link of the traction transformer, and the super capacitor acts as an energy storage device to supply power to the traction inverter and the auxiliary inverter through the DC chopper.
  • the traction inverter outputs three-phase alternating current of variable frequency and variable voltage to supply power to the traction motor.
  • the auxiliary inverter outputs three-phase alternating current of constant frequency and constant voltage to supply power to the three-phase auxiliary load of the vehicle, and outputs DC power of 110V (or DC 24V) to the vehicle. DC load power supply.
  • the super capacitor can provide high power for the train to start acceleration in a short time, so the train can use a smaller internal combustion power package, thereby reducing the volumetric weight of the internal combustion power package, facilitating the installation of the internal combustion power package on the train, and reducing the weight of the train. .
  • the braking energy fed back by the traction motor can be absorbed and stored by the supercapacitor for the next train to be used. Therefore, during the entire train operation, the train braking regeneration energy can be recycled, thereby saving energy and reducing emissions. Effect.
  • the introduction of supercapacitors as an intermediate support link greatly simplifies the intermediate voltage control and enhances system stability and control simplicity.
  • the present invention also provides an internal combustion motor train comprising any of the above power supply systems. Since the power supply system described above has the above technical effects, the internal combustion engine train having the power supply system should also have corresponding technical effects.
  • the present invention provides the following technical solutions:
  • An internal combustion motor train traction control method which is provided with the power supply system as described above;
  • the internal combustion power package is started, and the output DC power is charged to the super capacitor;
  • the DC chopper detects whether the current supercapacitor voltage reaches a set value, and if so, starts the traction inverter and the auxiliary inverter, and the train starts; otherwise, the traction inverter and the auxiliary inverter are stopped. State until the voltage of the supercapacitor reaches a set value.
  • the internal combustion motor train traction control method provided by the invention greatly simplifies the intermediate voltage control, reduces the power of the internal combustion power package, thereby reducing the volume and weight of the internal combustion power package, and facilitating the arrangement of the internal combustion power package on the train while reducing Train weight.
  • FIG. 1 is a schematic structural view of a specific embodiment of a power supply system for an internal combustion motor train provided by the present invention
  • FIG. 2 is a schematic diagram of energy flow of the traction condition of FIG. 1;
  • FIG. 3 is a schematic diagram of energy flow of the braking condition of FIG. 1.
  • the embodiment of the invention discloses a power supply system for an internal combustion motor train to reduce the power of the internal combustion power package, reduce the volume and weight of the internal combustion power package, and facilitate the layout thereof.
  • FIG. 1 is a schematic structural view of a power supply system of an internal combustion motor train provided by the present invention
  • FIG. 2 is a schematic diagram of energy flow of the traction condition of FIG. 1
  • Intermediate DC link 102 the power supply system of the internal combustion engine train provided by the present invention.
  • the traction inverter 105 is connected to the traction motor 107, the auxiliary inverter 106 is connected to the vehicle load, the output side of the DC chopper 104 is connected to the internal combustion power package 101, and the input side is connected to the supercapacitor 103, and the DC ⁇ The output side of the waver 104 and the internal combustion power pack 101 are both connected to one end of the traction inverter intermediate DC link 102, and the other end of the traction inverter intermediate DC link 102 is connected to the traction inverter 105 and the auxiliary inverter 106, respectively. .
  • the supercapacitor 103 is connected in parallel with the internal combustion power pack 101, and is connected to the traction inverter 105 and the auxiliary inverter 106 through the traction inverter intermediate DC link 102 to supply power to the two, that is, traction as shown in FIG.
  • One side of the inverter 105 and traction The intermediate DC link 102 of the inverter is connected, and one side of the auxiliary inverter 106 is also connected to the intermediate DC link 102 of the traction inverter.
  • the intermediate DC link 102 (DC-link) of the traction inverter mainly functions as a current limiting or buffering.
  • the internal combustion power package 101 outputs variable voltage direct current, and supplies power to the intermediate DC link 102 of the traction inverter on the one hand, and simultaneously charges the super capacitor module through the DC chopper 104 (DC/DC), and the super capacitor is used as a storage.
  • the electric power supply is supplied to the traction inverter 105 and the auxiliary inverter 106; the traction inverter 105 outputs three-phase variable voltage alternating current to supply power to the traction motor 107; the auxiliary inverter 106 outputs three-phase alternating current and direct current to three-phase alternating current load. And DC load power supply.
  • the internal combustion power package 101 includes a diesel engine, a permanent magnet generator connected to the diesel engine, and a diode rectifier (AC/DC) connected to the permanent magnet generator (PMG).
  • the diesel engine drives the permanent magnet generator to output a variable direct current through the diode rectifier.
  • the permanent magnet generator When the power supply system is in traction condition, the train is stationary, the diesel engine is started, the permanent magnet generator outputs direct current through the diode rectifier, the direct current input DC chopper 104, and the DC chopper 104 detects the current super capacitor 103 voltage, if the current super
  • the voltage of the capacitor 103 is lower than a set value, such as DC 750V, neither the traction inverter 105 nor the auxiliary inverter 106 is activated, and the DC chopper 104 charges the super capacitor 103 until the voltage of the super capacitor 103 reaches the setting. value.
  • the traction inverter 105 and the auxiliary inverter 106 are started, and the train is started.
  • the supercapacitor 103 and the internal combustion power pack 101 simultaneously supply power to the traction inverter 105 and the auxiliary inverter 106.
  • the voltage of the supercapacitor 103 is slowly decreased, and the internal combustion power pack 101 operates at a rated operating condition, that is, maximum efficiency.
  • FIG. 2 is a schematic diagram of the energy flow of the traction condition in Figure 1.
  • the energy flows from the internal combustion power package 101 to the intermediate DC link 102 of the traction inverter.
  • the super capacitor 103 is boosted by the DC chopper 104 and simultaneously supplies power to the traction inverter DC link 102.
  • the energy is concentrated in the intermediate DC link 102 and flows to the super Capacitor 103 and auxiliary inverter 106.
  • the train applies electric braking, the diesel engine stops, the permanent magnet generator does not output, and the DC chopper 104 operates in the step-down condition.
  • the traction motor 107 operates in a braking condition as a generator regenerative energy.
  • the three-phase alternating current regenerated by the traction motor 107 is chopped by the traction inverter 105, and then flows to the super capacitor 103 and the auxiliary inverter 106.
  • the supercapacitor 103 voltage is slowly increased and the regenerative energy is recovered.
  • Figure 3 is a schematic diagram of the energy flow of the braking condition in Figure 1.
  • Energy flows from the traction motor 107 to the traction inverter 105 and then splits, respectively, to the auxiliary inverter 106 and through the DC chopper 104 to the supercapacitor 103.
  • the traction inverter 105 controls the traction motor 107 to output a small torque to maintain the constant speed operation of the train.
  • the excess power outputted by the diesel engine flows through the DC chopper 104 to the super capacitor 103 to the super capacitor 103. Charging, the supercapacitor 103 is slowly increasing in charge.
  • the internal combustion power package 101 directly supplies power to the intermediate DC link 102 of the traction transformer, and the super capacitor 103 serves as an energy storage device to the traction inverter 105 and the auxiliary inverter through the DC chopper 104.
  • 106 power supply The traction inverter 105 outputs three-phase alternating current of variable frequency transformation to supply power to the traction motor 107, and the auxiliary inverter 106 outputs three-phase alternating current of constant frequency and constant voltage to supply power to the three-phase auxiliary load of the vehicle, and outputs DC 110V (or DC 24V).
  • the power supply supplies power to the vehicle's DC load.
  • the super capacitor can provide high power for the train to start acceleration in a short time, so the train can use a smaller internal combustion power package, thereby reducing the volume and weight of the internal combustion power package 101, and facilitating the installation of the internal combustion power package 101 on the train.
  • the weight of the train can be reduced.
  • the braking energy fed back by the traction motor 107 can be absorbed and stored by the supercapacitor 103 for use in the next train start, so that the train braking regenerative energy can be recycled during the entire train operation, thereby saving energy.
  • the effect of reducing emissions is at the same time, the introduction of the supercapacitor 103 as an intermediate support link greatly simplifies the intermediate voltage control and enhances system stability and control simplicity.
  • the DC chopper 104 preferably employs a resonant bidirectional DC chopper 104.
  • a filtering device is connected between the auxiliary inverter 106 and the entire vehicle load. Filtering filters out specific band frequencies in the signal is an important measure to suppress and prevent interference.
  • the specific filtering means may be a filter, that is, a circuit that allows only signal components in a certain frequency range to pass normally while preventing another part of the frequency components from passing. The three-phase alternating current after the inverter is filtered by the filtering device, and the quality of the power source is improved. Please refer to the structure and working principle of the specific filter device. There is technology, so I won't go into details here.
  • a filtering device can also be connected between the traction inverter 105 and the traction motor 107 as needed.
  • an isolation contactor for overcurrent protection of the ultracapacitor 103 can be connected between the ultracapacitor 103 and the DC chopper 104.
  • an isolation contactor By providing an isolating contact between the supercapacitor 103 and the main circuit bus, it is possible to effectively prevent the short circuit of the supercapacitor 103 from causing the entire system.
  • the isolation contactor opens, protecting the system and the supercapacitor.
  • an isolation contactor may be connected between the internal combustion power package 101 and the DC chopper 104. Further, when the internal combustion power package 101 fails, the isolation contactor is disconnected, and the system isolates the internal combustion power package 101 to achieve the purpose of protecting the internal combustion power package 101.
  • the present invention also provides an internal combustion motor train comprising the power supply system of any of the above embodiments. Since the internal combustion engine train adopts the power supply system in the above embodiment, the beneficial effects of the internal combustion engine train are referred to the above embodiments.
  • the invention also discloses an internal combustion motor train traction control method, which is used in the power supply system in the above embodiments, and specifically includes the following steps:
  • the traction inverter and the auxiliary inverter are not started first, and the internal combustion power package is first operated to charge the super capacitor until the voltage of the super capacitor reaches a preset voltage value, generally DC 750V, then traction reverse The transformer and the auxiliary inverter are started, so that the internal combustion power package and the super capacitor simultaneously supply power to the traction inverter and the auxiliary inverter, and the traction inverter further supplies power to the traction motor, and the corresponding traction converter and auxiliary converter Start, train starts.
  • a preset voltage value generally DC 750V
  • the super capacitor can provide high power for the train to start acceleration in a short time, so the train can use a smaller internal combustion power package, thereby reducing the internal combustion power package.
  • the size and weight make it easy to install the internal combustion power package on the train while reducing the weight of the train.
  • the introduction of supercapacitors as an intermediate support link greatly simplifies the intermediate voltage control and enhances system stability and control simplicity.

Abstract

一种内燃动车组的供电系统，包括内燃动力包、与内燃动力包连接的牵引逆变器和辅助逆变器，牵引逆变器与牵引电机连接，辅助逆变器与整车负载连接；还包括通过直流斩波器与内燃动力包并联的超级电容器，直流斩波器和柴油动力包均通过牵引逆变器中间直流环节与牵引逆变器和辅助逆变器连接。应用上述供电系统，简化了中间电压控制，增强了系统稳定性和控制简洁性。牵引过程中，超级电容可以短时提供大功率供列车启动加速，因而可以选用较小的内燃动力包，减小了内燃动力包的体积重量，方便其安装。列车制动再生能量得到循环利用，从而起到节能减排效果。同时，还公开了一种包括上述供电系统的内燃动车组及其牵引控制方法。

Description

一种内燃动车组及其供电系统及牵引控制方法
本申请要求于2016年8月30日提交中国专利局、申请号为201610769441.7、发明名称为“一种内燃动车组及其供电系统及牵引控制方法”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。
技术领域
本发明涉及动车组技术领域，更具体地说，涉及一种内燃动车组的供电系统，还涉及一种包括上述供电系统的内燃动车组及一种内燃动车组的牵引控制方法。
背景技术
动车组是铁路旅客运输的主要力量。现行主要动车组大致可以分为两类：一类为电动动车组；另一类为内燃动车组。列车供电主电路是列车动力之源。
内燃电传动动车组的主电路一般由如下部分构成：内燃动力包，主逆变器，辅助逆变器。在传统的内燃动车组主电路结构中目前还出现了蓄电池混合结构，内燃电力混合结构，其主要思想就是在传统的结构中并入蓄电池或者牵引网，实现多种能量源混合给动车组供电。
然而，上述各种供电主电路其内燃动力包的功率较大，体积及重量大，布局较为不便。
综上所述，如何有效地解决内燃动车组的供电系统的内燃动力包功率大、体积及重量大、布局不便等问题，是目前本领域技术人员急需解决的问题。
发明内容
有鉴于此，本发明的第一个目的在于提供一种内燃动车组的供电系统，该内燃动车组的供电系统的结构设计可以有效地解决供电系统的内燃动力包功率大、体积及重量大、布局不便的问题，本发明的第二个目的是提供一种包括上述供电系统成的内燃动车组，本发明的第三个目的是提供一种 内燃动车组牵引控制方法。
为了达到上述第一个目的，本发明提供如下技术方案：
一种内燃动车组的供电系统，包括内燃动力包、与所述内燃动力包连接的牵引逆变器和辅助逆变器，所述牵引逆变器与牵引电机连接，所述辅助逆变器与整车负载连接；还包括通过直流斩波器与所述内燃动力包并联的超级电容器，所述直流斩波器和所述柴油动力包均通过牵引逆变器中间直流环节与所述牵引逆变器和所述辅助逆变器连接。
优选地，上述内燃动车组的供电系统中，所述直流斩波器为谐振型双向直流斩波器。
优选地，上述内燃动车组的供电系统中，所述辅助逆变器与所述整车负载之间连接有滤波装置。
优选地，上述内燃动车组的供电系统中，所述内燃动力包包括柴油机、与所述柴油机连接的永磁发电机和与所述永磁发电机连接的二极管整流器。
优选地，上述内燃动车组的供电系统中，所述超级电容器与所述直流斩波器之间连接有用于对所述超级电容器过流保护的隔离接触器。
优选地，上述内燃动车组的供电系统中，所述内燃动力包与所述直流斩波器之间连接有隔离接触器。
本发明提供的内燃动车组的供电系统包括内燃动力包、牵引逆变器、辅助逆变器和直流斩波器、超级电容器、牵引逆变器中间直流环节。其中，牵引逆变器与牵引电机连接，辅助逆变器与整车负载连接，直流斩波器的输出侧与内燃动力包连接，输入侧与超级电容器连接。直流斩波器的输出侧和内燃动力包均与牵引逆变器中间直流环节的一端连接，牵引逆变器中间直流环节的另一端分别与牵引逆变器和辅助逆变器连接。
应用本发明提供的内燃动车组的供电系统，内燃动力包直接给牵引变压器中间直流环节供电，超级电容器作为储能器通过直流斩波器给牵引逆变器和辅助逆变器供电。牵引逆变器输出变频变压的三相交流电给牵引电机供电，辅助逆变器输出定频定压的三相交流电给车载三相辅助负载供电，并输出直流110V(或者直流24V)电源给车载直流负载供电。在牵引过程 中，超级电容可以短时提供大功率供列车启动加速，因而列车可以选用较小的内燃动力包，从而减小内燃动力包的体积重量，方便内燃动力包在列车上安装，同时可减轻列车重量。在制动过程中，牵引电机反馈的制动能量可以被超级电容吸收存储供下次列车启动使用，因此在整个列车运行期间，列车制动再生能量可以得到循环利用，从而可以起到节能减排的效果。同时，引入超级电容器作为中间支撑环节，极大简化了中间电压控制，增强了系统稳定性和控制简洁性。
为了达到上述第二个目的，本发明还提供了一种内燃动车组，该内燃动车组包括上述任一种供电系统。由于上述的供电系统具有上述技术效果，具有该供电系统的内燃动车组也应具有相应的技术效果。
为了达到上述第三个目的，本发明提供如下技术方案：
一种内燃动车组牵引控制方法，设置如上所述的供电系统；
内燃动力包启动，输出直流电向超级电容器充电；
直流斩波器检测当前超级电容器的电压是否达到设定值，若是，则启动牵引逆变器和辅助逆变器，列车启动；否则保持所述牵引逆变器和所述辅助逆变器的停止状态直至所述超级电容器的电压达到设定值。
应用本发明提供的内燃动车组牵引控制方法，极大简化了中间电压控制，减小了内燃动力包功率，进而减小内燃动力包体积和重量，方便内燃动力包在列车上的布置，同时减轻列车重量。
附图说明
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为本发明提供的内燃动车组的供电系统一种具体实施方式的结构示意图；
图2为图1中牵引工况的能量流动示意图；
图3为图1中制动工况的能量流动示意图。
附图中标记如下：
内燃动力包101，牵引逆变器中间直流环节102，超级电容器103，直流斩波器104，牵引逆变器105，辅助逆变器106，牵引电机107；图中箭头所述方向为能量流动方向。
具体实施方式
本发明实施例公开了一种内燃动车组的供电系统，以减小内燃动力包功率，减小内燃动力包体积和重量，方便其布局。
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。
请参阅图1-图3，图1为本发明提供的内燃动车组的供电系统一种具体实施方式的结构示意图；图2为图1中牵引工况的能量流动示意图；图3为图1中制动工况的能量流动示意图。
在一种具体实施方式中，本发明提供的内燃动车组的供电系统包括内燃动力包101、牵引逆变器105、辅助逆变器106和直流斩波器104、超级电容器103和牵引逆变器中间直流环节102。
其中，牵引逆变器105与牵引电机107连接，辅助逆变器106与整车负载连接，直流斩波器104的输出侧与内燃动力包101连接，输入侧与超级电容器103连接，且直流斩波器104的输出侧和内燃动力包101均与牵引逆变器中间直流环节102的一端连接，牵引逆变器中间直流环节102的另一端分别与牵引逆变器105和辅助逆变器106连接。也就是超级电容器103与内燃动力包101并联，且均通过牵引逆变器中间直流环节102与牵引逆变器105和辅助逆变器106连接，以为二者供电，即如图1所示的牵引逆变器105的一侧与牵引 逆变器中间直流环节102连接，辅助逆变器106的一侧也与牵引逆变器中间直流环节102连接。牵引逆变器中间直流环节102(DC-link)主要起起到限流或缓冲等作用，其具体电路结构请参考现有技术，此处不再赘述。具体的，内燃动力包101输出可变压直流电，一方面向牵引逆变器中间直流环节102供电，同时经过直流斩波器104(DC/DC)，向超级电容模组充电，超级电容作为储能器给牵引逆变器105和辅助逆变器106供电；牵引逆变器105输出三相变频变压交流电向牵引电机107供电；辅助逆变器106输出三相交流电和直流电向三相交流负载和直流负载供电。
具体的，内燃动力包101包括柴油机、与柴油机连接的永磁发电机和与永磁发电机(PMG)连接的二极管整流器(AC/DC)。柴油机带动永磁发电机通过二极管整流器输出电压可变的直流电。
上述供电系统在牵引工况时，列车静止，柴油机启机，永磁发电机通过二极管整流器输出直流电，直流电输入直流斩波器104，直流斩波器104检测当前超级电容器103的电压，若当前超级电容器103的电压低于设定值，如DC 750V时，则牵引逆变器105与辅助逆变器106均不启动，直流斩波器104给超级电容器103充电，直至超级电容器103电压到达设定值。
当超级电容器103电压达到设定值时，启动牵引逆变器105与辅助逆变器106，列车起动。超级电容器103和内燃动力包101同时给牵引逆变器105与辅助逆变器106供电，超级电容器103电压缓慢下降，内燃动力包101运行在额定工况，也就是最大效率运行。
牵引工况能量流动请参阅图2，图2为图1中牵引工况的能量流动示意图。能量从内燃动力包101包流向牵引逆变器中间直流环节102，超级电容器103通过直流斩波器104升压后同时向牵引逆变器直流环节供电102，能量在中间直流环节102汇聚后流向超级电容器103和辅助逆变器106。
在制动工况时，列车施加电制动，柴油机停机，永磁发电机不输出，直流斩波器104工作在降压工况。牵引电机107运行在制动工况，作为发电机再生能量。牵引电机107再生的三相交流电通过牵引逆变器105斩波后，流向超级电容器103和辅助逆变器106。超级电容器103电压缓慢升高，再生能量回收。
制动工况能量流动请参阅图3，图3为图1中制动工况的能量流动示意图。能量从牵引电机107流向牵引逆变器105，然后分流，分别流向辅助逆变器106并通过直流斩波器104流向超级电容器103。
惰行工况时，柴油机额定功率运行，牵引逆变器105控制牵引电机107输出较小力矩，维持列车恒速运行，柴油机输出的多余电量通过直流斩波器104流向超级电容器103，给超级电容器103充电，超级电容器103电量缓慢升高。
应用本发明提供的内燃动车组的供电系统，内燃动力包101直接给牵引变压器中间直流环节102供电，超级电容器103作为储能器通过直流斩波器104给牵引逆变器105和辅助逆变器106供电。牵引逆变器105输出变频变压的三相交流电给牵引电机107供电，辅助逆变器106输出定频定压的三相交流电给车载三相辅助负载供电，并输出直流110V(或者直流24V)电源给车载直流负载供电。在牵引过程中，超级电容可以短时提供大功率供列车启动加速，因而列车可以选用较小的内燃动力包，从而减小内燃动力包101的体积和重量，方便内燃动力包101在列车上安装，同时可减轻列车重量。在制动过程中，牵引电机107反馈的制动能量可以被超级电容器103吸收存储供下次列车启动使用，因此在整个列车运行期间，列车制动再生能量可以得到循环利用，从而可以起到节能减排的效果。同时，引入超级电容器103作为中间支撑环节，极大简化了中间电压控制，增强了系统稳定性和控制简洁性。
具体的，直流斩波器104、牵引逆变器105和辅助逆变器106等的具体类型及结构、连接关系可参考现有技术，此处不作具体限定。其中，直流斩波器104优选的可采用谐振型双向直流斩波器104。
进一步地，辅助逆变器106与整车负载之间连接有滤波装置。滤波即将信号中特定波段频率滤除的，是抑制和防止干扰的一项重要措施。具体滤波装置可以为滤波器，即只允许一定频率范围内的信号成分正常通过，而阻止另一部分频率成分通过的电路。逆变后的三相交流电经滤波装置的滤波作用，电源的品质得到改善。具体滤波装置的结构及工作原理请参考现 有技术，此处不再赘述。根据需要牵引逆变器105与牵引电机107之间也可以连接滤波装置。
在上述各实施例的基础上，超级电容器103与直流斩波器104之间可以连接用于对超级电容器103过流保护的隔离接触器。通过在超级电容器103和主电路母线之间设置隔离接触器，能够有效防止超级电容器103短路造成整个系统瘫痪。当检测到过流信号时，隔离接触器断开，进而对系统和超级电容进行保护。具体隔离接触器的原理及内部电路请参考现有技术，此处不再赘述。
进一步地，内燃动力包101与直流斩波器104之间可以连接隔离接触器。进而当内燃动力包101故障时，隔离接触器断开，系统隔离内燃动力包101，以达到内燃动力包101保护的目的。
基于上述实施例中提供的供电系统，本发明还提供了一种内燃动车组，该内燃动车组包括上述实施例中任意一种供电系统。由于该内燃动车组采用了上述实施例中的供电系统，所以该内燃动车组的有益效果请参考上述实施例。
本发明还公开了一种内燃动车组牵引控制方法，用于上述各实施例中的供电系统，具体包括以下步骤：
S1：内燃动力包启动，输出直流电经直流斩波器向超级电容器充电；
S2：检测当前超级电容器的电压是否达到设定值，若是，则启动牵引逆变器和辅助逆变器，列车启动；否则保持牵引逆变器和辅助逆变器的停止状态直至所述超级电容器的电压达到设定值。
也就是启动时，牵引逆变器和辅助逆变器先不启动，内燃动力包先运行，以为超级电容器充电，直至超级电容器的电压达到预设电压值时，一般为DC 750V时，则牵引逆变器和辅助逆变器启动，从而内燃动力包与超级电容器同时为牵引逆变器和辅助逆变器供电，牵引逆变器进而为牵引电机供电，相应的牵引变流器和辅助变流器启动，列车启动。
上述内燃动车组牵引控制方法，超级电容可以短时提供大功率供列车启动加速，因而列车可以选用较小的内燃动力包，从而减小内燃动力包的 体积和重量，方便内燃动力包在列车上安装，同时可减轻列车重量。同时，引入超级电容器作为中间支撑环节，极大简化了中间电压控制，增强了系统稳定性和控制简洁性。
本说明书中各个实施例采用递进的方式描述，每个实施例重点说明的都是与其他实施例的不同之处，各个实施例之间相同相似部分互相参见即可。
对所公开的实施例的上述说明，使本领域专业技术人员能够实现或使用本发明。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本发明的精神或范围的情况下，在其它实施例中实现。因此，本发明将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。

Claims (8)

  1. 一种内燃动车组的供电系统，包括内燃动力包、与所述内燃动力包连接的牵引逆变器和辅助逆变器，所述牵引逆变器与牵引电机连接，所述辅助逆变器与整车负载连接；其特征在于，还包括通过直流斩波器与所述内燃动力包并联的超级电容器，所述直流斩波器和所述柴油动力包均通过牵引逆变器中间直流环节与所述牵引逆变器和所述辅助逆变器连接。
  2. 根据权利要求1所述的内燃动车组的供电系统，其特征在于，所述直流斩波器为谐振型双向直流斩波器。
  3. 根据权利要求1所述的内燃动车组的供电系统，其特征在于，所述辅助逆变器与所述整车负载之间连接有滤波装置。
  4. 根据权利要求1所述的内燃动车组的供电系统，其特征在于，所述内燃动力包包括柴油机、与所述柴油机连接的永磁发电机和与所述永磁发电机连接的二极管整流器。
  5. 根据权利要求1-4任一项所述内燃动车组的供电系统，其特征在于，所述超级电容器与所述直流斩波器之间连接有用于对所述超级电容器过流保护的隔离接触器。
  6. 根据权利要求5所述的内燃动车组的供电系统，其特征在于，所述内燃动力包与所述直流斩波器之间连接有隔离接触器。
  7. 一种内燃动车组，其特征在于，包括如权利要求1-6任一项所述的供电系统。
  8. 一种内燃动车组牵引控制方法，其特征在于，设置如权利要求1-7任一项所述的供电系统；
    内燃动力包启动，输出直流电向超级电容器充电；
    直流斩波器检测当前超级电容器的电压是否达到设定值，若是，则启动牵引逆变器和辅助逆变器，列车启动；否则保持所述牵引逆变器和所述辅助逆变器的停止状态直至所述超级电容器的电压达到设定值。
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CN105857320A (zh) * 2016-06-01 2016-08-17 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
CN106114531A (zh) * 2016-08-30 2016-11-16 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

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