WO2020042429A1 - 一种用于消除列车直流母线二次谐振的方法 - Google Patents

一种用于消除列车直流母线二次谐振的方法 Download PDF

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WO2020042429A1
WO2020042429A1 PCT/CN2018/120442 CN2018120442W WO2020042429A1 WO 2020042429 A1 WO2020042429 A1 WO 2020042429A1 CN 2018120442 W CN2018120442 W CN 2018120442W WO 2020042429 A1 WO2020042429 A1 WO 2020042429A1
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voltage
converter
storage capacitor
bus
energy storage
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PCT/CN2018/120442
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English (en)
French (fr)
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陈杰
刘志刚
刘国东
漆良波
吕海臣
张钢
牟富强
路亮
邱瑞昌
魏路
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北京交通大学
北京千驷驭电气有限公司
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Publication of WO2020042429A1 publication Critical patent/WO2020042429A1/zh

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/14—Arrangements for reducing ripples from dc input or output
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/02—Conversion of dc power input into dc power output without intermediate conversion into ac
    • H02M3/04—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters
    • H02M3/10—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M3/145—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M3/155—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
    • H02M3/158—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
    • H02M3/1582—Buck-boost converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M5/00—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases
    • H02M5/40—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc
    • H02M5/42—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc by static converters
    • H02M5/44—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc by static converters using discharge tubes or semiconductor devices to convert the intermediate dc into ac
    • H02M5/453—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc by static converters using discharge tubes or semiconductor devices to convert the intermediate dc into ac using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M5/458—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc by static converters using discharge tubes or semiconductor devices to convert the intermediate dc into ac using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M5/4585—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc by static converters using discharge tubes or semiconductor devices to convert the intermediate dc into ac using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only having a rectifier with controlled elements

Definitions

  • Embodiments of the present invention relate to a single-phase power supply system for rail transit, and particularly to an AC-DC system of a vehicle-mounted traction converter.
  • single-phase converters Due to its simple structure, strong reliability, and high efficiency, single-phase converters are not only used in locomotive traction converter systems, but also uninterruptible power supplies, photovoltaic grid-connected, cascaded multilevel converters, multiphase AC drives, aviation It has been widely used in a variety of power electronic systems such as aerospace power supplies. At present, most of the world's high-speed trains use modern AC drive systems, the AC-DC part of the traction drive system, and single-phase PWM rectification with four-quadrant operation, which can feed the energy of the locomotive to the grid while braking, and make the system have a Power factor. However, single-phase systems will generate inherent secondary pulsating power, which will cause secondary low-frequency pulsations in the DC bus voltage, which will endanger the entire train traction system.
  • An embodiment of the present invention provides a method for eliminating a secondary resonance link of a DC bus of a train, so as to solve the inherent shortcomings of the traditional passive LC resonance device, thereby improving the vehicle power density and reducing the cost.
  • the embodiment of the present invention relates to a DC-side active filter (DC-APF), which includes a bidirectional DC / DC converter with a step-up and step-down function, a switching device including an IGBT and an anti-parallel diode, an output filtering inductor, and compensation.
  • DC-APF DC-side active filter
  • the energy storage capacitor two-way Buck / Boost converter that outputs the secondary pulsating power on the DC side of the front rectifier.
  • the DC-side active filter is connected in parallel with the high-voltage side of the train's DC bus link, and the bidirectional DC / DC converter (half-bridge inverter) is connected to the filter inductor and the energy storage capacitor; the filter inductor and the energy storage capacitor are connected in series .
  • the bidirectional DC / DC converter half-bridge inverter
  • the working process of the DC-side filtering device includes: when the upper tube of the bidirectional DC / DC converter or the diode in anti-parallel with the lower tube is in the switching state, the device works in the buck mode step-down AC chopping state, and the current flows from the high-voltage side to the low-voltage side. The energy storage capacitor is charged and the voltage rises.
  • the device works in the boost mode of the boost mode. The current flows from the low voltage side to the high voltage side. The energy storage capacitor discharges and the capacitor voltage decreases. .
  • a DC-side active filter (DC-APF) is connected in parallel with a low-voltage side of a train DC bus link, and one end of a filter inductor is connected to a bidirectional DC / DC converter (half-bridge inverse). Transformer), the other end is connected to the DC positive bus; the high-voltage side is connected in parallel to the energy storage capacitor.
  • DC-APF DC-side active filter
  • the working process of the DC-side filtering device includes: when the upper tube of the bidirectional DC / DC converter or the diode in antiparallel with the lower tube is in a switching state, the device works in a buck mode step-down AC chopping state, and the current From the high-voltage side to the low-voltage side, the storage capacitor discharges and the voltage decreases; when the lower tube or the diode in anti-parallel to the upper tube is in the switching state, the device works in the boost mode boost state, and the current flows from the low-voltage side to the high-voltage side, and the energy storage capacitor When charging, the capacitor voltage rises.
  • the method for eliminating the secondary resonance of the DC bus of the train includes: according to the principle of power balance, controlling the instantaneous power of the energy storage capacitor equal to the secondary pulsating power output by the front-stage rectifier of the train AC-DC traction power supply system.
  • the secondary pulsating voltage on the DC side is completely eliminated.
  • the method needs to install current and voltage sensors in the main circuit topology, and perform closed-loop control according to the obtained instantaneous voltage or current data to achieve the goal of secondary pulsating power balance.
  • the method of the invention is applicable to the above two possible implementation methods, that is, the two different control methods and implementation methods of DC-APF are the same.
  • FIG. 1 is a schematic diagram of a method for eliminating a DC bus voltage ripple by a conventional passive LC resonance method
  • FIG. 2 is an electrical schematic diagram of eliminating a DC bus voltage ripple by using a DC-APF instead of a secondary resonance in this embodiment, which is described as Example 1.
  • FIG. 2 is an electrical schematic diagram of eliminating a DC bus voltage ripple by using a DC-APF instead of a secondary resonance in this embodiment, which is described as Example 1.
  • FIG. 3 is an electrical schematic diagram of another alternative topology example of the present invention, which is described as Example 2.
  • FIG. 4 is a schematic diagram of a voltage and current sensor installation position in Embodiment 1 of the present invention.
  • FIG. 5 is a schematic diagram of a voltage and current sensor installation position in Embodiment 2 of the present invention.
  • Figure 6 is a block diagram of the actual control of the method of the present invention.
  • Cd DC-side support capacitor
  • An embodiment of the present invention provides a method for eliminating secondary resonance of a DC bus of a train, which is applicable to an urban rail transit vehicle using an AC-DC-AC single-phase traction power supply system.
  • This embodiment relies on a step-up and step-down bidirectional DC / DC topology to perform AC chopping to realize bidirectional flow of compensation current.
  • the DC-APF topology applied by this method can completely replace the traditional passive filter resonance device, and can avoid the inherent disadvantages of the traditional passive LC resonance device (such as the influence of the resonance point shift on the filtering effect, possible circulating current in the system, etc.), and Compared with traditional devices, the device is small in size and light in weight, thereby increasing the power density of the entire vehicle and reducing manufacturing costs.
  • FIG. 1 is a schematic diagram of a conventional passive LC resonance method for eliminating DC bus voltage ripple.
  • the resonance inductance Ls is connected in series with the resonance capacitor Cs, and the entire resonance device is connected in parallel to the DC side support capacitor of the train.
  • FIG. 2 is an electrical schematic diagram of using the DC-APF instead of the second resonance to eliminate the DC bus voltage ripple in this embodiment.
  • the filter inductor Ls is connected in series with the energy storage capacitor Cs, and the other end of the filter inductor Ls is connected to a half-bridge inverter.
  • the middle of the output of the device, the other end of the energy storage capacitor Cs is connected to the negative bus.
  • the bidirectional DC / DC converter when the secondary pulsating current output by the current stage rectifier is positive (with the current output from the rectifier to the load of the rear inverter being positive), the bidirectional DC / DC converter is controlled to work in Buck mode.
  • the upper tube S1, S1 and D2 are turned on alternately, the secondary pulsating current is output from the rectifier to the DC-APF storage capacitor Cs, and the DC-APF absorbs the secondary pulsating power.
  • the voltage of the storage capacitor Cs rises in a sine law. The voltage pulsates from the lowest point to the highest point, and the pulsation frequency is 100Hz.
  • the bidirectional DC / DC converter is controlled to work in Boost mode.
  • the lower tube S2 is controlled to operate.
  • S2 and D1 are alternately turned on, the secondary pulsating current is changed from DC-APF.
  • the energy storage capacitor Cs is output to the DC side, and the DC-APF releases the secondary pulsating power.
  • the voltage of the energy storage capacitor Cs drops in a sine law, the voltage pulsates from the highest point to the lowest point, and the pulsation frequency is 100Hz.
  • the secondary pulsating power provided by the DC-APF is equal to the secondary pulsating power output by the previous four-quadrant rectifier and the phases are opposite.
  • Figure 3 is another alternative electrical schematic diagram of this implementation.
  • one end of the filter inductor Ls is directly connected to the DC-side positive bus, and two ends are connected to the half-bridge midpoint; the energy storage capacitors are connected to bidirectional DC / DC. High-pressure side.
  • S1 and S2 are controlled to be turned on alternately according to the direction of the output power of the rectifier.
  • the control method is opposite to that of the first embodiment, that is, when the secondary pulsating current is positive, the switching tube S2 is controlled to operate and the current is negative.
  • the principle of DC-APF power compensation is the same as that of the first example.
  • the specific implementation process of the method of the present invention is divided into two parts as shown in FIG. 6.
  • the first part is DC-APF compensation current control.
  • the first step is to obtain the DC-APF compensation current target value, multiply the detected rectifier output current i g by the DC bus voltage U d and perform digital band-pass filtering (BPF) processing to obtain the instantaneous value of the rectifier output secondary ripple power P s , P s divided by the DC-APF energy storage capacitor DC command target value U cs * to obtain the APF compensation current target value i s *;
  • the second step is closed-loop control, and the detected actual compensation current i s is low
  • the pass filtering process is then performed to obtain the input of the controller 2 by making a difference with the current target value i s * obtained.
  • the first part is the DC control of the DC-APF energy storage capacitor C s voltage.
  • the DC component of the voltage of C s must be controlled to be kept at a constant value to achieve the goal of APF input and output power balance.
  • the voltage detected by the energy storage capacitor C s is subjected to low-pass filtering (LPF) processing, and the difference between U cs * and the actual DC voltage amount U cs is the input of the controller 1.
  • LPF low-pass filtering
  • the outputs of the controller 1 and the controller 2 are added to obtain the duty ratio d of the switches S1 and S2. It should be noted that if the direction of the current sensor for detecting the current is as shown in FIG. 6, when the duty ratio d is positive, the action of S2 needs to be controlled, and when d is negative, the action of S1 needs to be controlled. If the diagram is reversed, then the switching action is reversed.

Abstract

一种用于消除列车直流母线二次谐振的方法，包括一种并联直流母线的有源滤波装置，具体包括具有升降压功能的双向DC/DC变换器（DC-APF），滤波电感（Ls）及储能电容（Cs）。依据功率平衡原理，当母线电压二次脉动完全被补偿时，需要控制单相整流器输出的二次脉动功率与有源滤波装置补偿的二次脉动功率大小相等，方向相反。该装置采用电流环加电压环的控制系统，根据实际系统检测的电压、电流等电气量，进行闭环控制，保证了补偿效果与列车实际运行时的系统动态响应能力，提高了系统的稳定性。该装置可以替代传统的无源LC滤波环节，能够克服无源滤波只能补偿固定频率谐波的缺点，可以适应复杂的电网环境，比传统方法效果更理想。该装置可以减小牵引传动系统的体积和重量，降低了成本并且提高变流器的功率密度。

Description

[根据细则26改正15.01.2019]　一种用于消除列车直流母线二次谐振的方法 技术领域
本发明实施例涉及轨道交通单相供电系统，尤其涉及车载牵引变流器交直交系统。
背景技术
单相变换器因其结构简单、可靠性强、效率高等特点不仅在机车牵引变流器系统，同时还在不间断电源、光伏并网、级联多电平变换器、多相交流传动、航空航天电源等多种电力电子系统中得到了广泛的应用。目前世界高速列车大多数采用现代交流传动系统，牵引传动系统的交-直部分，采用四象限运行的单相PWM整流，可将机车制动时的能量回馈给电网，同时使得系统具有较高的功率因数。然而，单相系统会产生固有的二次脉动功率，使直流母线电压出现二次低频脉动，危害整个列车牵引系统。
传统的无源滤波直接在直流母线两端并联大电容或LC谐振电路来抑制直流电压脉动。由于电压脉动频率较低，用于滤波的LC比较大。LC谐振电路对参数偏移和基波频率漂移敏感，当LC谐振频率与谐波源频率严重失配时，会在直流支撑电容和LC谐振电路之间产生二次谐波环流，同时LC电路存在过电压、过电流现象，电容电压高于直流母线电压。为降低参数偏移对滤波效果的影响，同时由于谐振电感功率密度低，工程实际设计电路时，常选取较大的电容值。大容值、高电压等级使得电容成本升高。因此传统方式降低了整个系统的可靠性和功率密度，同时提高了成本。
发明内容
本发明实施例提供一种用于消除列车直流母线二次谐振环节的方法，以解决传统无源LC谐振装置的固有缺点，进而提高整车功率密度，降低成本。
本发明实施例涉及一种直流侧有源滤波器(DC-APF)，包 括：具有升降压功能的双向DC/DC变换器，开关器件包括IGBT和反并联二极管，输出滤波电感和用于补偿前级整流器直流侧输出二次脉动功率的储能电容(双向Buck/Boost变换器)。
所述直流侧有源滤波器，高压侧并联于列车直流母线环节，双向DC/DC变换器(半桥逆变器)中点接滤波电感和储能电容；滤波电感与储能电容串联式连接。
所述直流侧滤波装置工作过程包括：双向DC/DC变换器上管或与下管反并联的二极管处于开关状态时，装置工作于Buck模式降压交流斩波状态，电流从高压侧流向低压侧，储能电容充电，电压升高；下管或与上管反并联的二极管处于开关状态时，装置工作于Boost模式升压状态，电流从低压侧流向高压侧，储能电容放电，电容电压降低。
本发明实施例涉及的另一种可能的实现方式中，直流侧有源滤波器(DC-APF)，低压侧并联于列车直流母线环节，滤波电感一端接双向DC/DC变换器(半桥逆变器)中点，另一端接直流正母线；高压侧并联于储能电容。
所述另一种实现方式的直流侧滤波装置工作过程包括：双向DC/DC变换器上管或与下管反并联的二极管处于开关状态时，装置工作于Buck模式降压交流斩波状态，电流从高压侧流向低压侧，储能电容放电，电压降低；下管或与上管反并联的二极管处于开关状态时，装置工作于Boost模式升压状态，电流从低压侧流向高压侧，储能电容充电，电容电压升高。
所述消除列车直流母线二次谐振的方法内容包括：依据功率平衡原理，控制储能电容瞬时功率等于列车交直交牵引供电系统的前级整流装置输出的二次脉动功率，控制目标现实时，理论上直流侧二次脉动电压完全消除。
所述方法根据实现的目标，需要在主电路拓扑中加装电流、 电压传感器，根据得到的瞬时电压或电流数据进行闭环控制以达到二次脉动功率平衡的目标。
所述发明方法适用于以上两种可能涉及的实现方式，即两种不同的DC-APF的控制方法及实现方式均相同。
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简单地介绍，显而易见地，下面描述中的附图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性的前提下，还可以根据这些附图获得其他的附图。
图1为传统无源LC谐振方式消除直流母线电压脉动的方法示意图；
图2为本实施例中一个用DC-APF代替二次谐振消除直流母线电压脉动的电气示意图，记为实例一；
图3为本发明另一种可代替的拓扑实例电气示意图，记为实例二；
图4为本发明实施例一中电压、电流传感器加装位置示意图；
图5为本发明实施例二中电压、电流传感器加装位置示意图；
图6为本发明方法实际控制原理框图；
附图标记说明：
Ls：二次谐振电感(图1)；
Cs:二次谐振电容(图1)；
Cd:直流侧支撑电容；
1：四象限整流器直流侧输出电流传感器位置；
2：DC-APF补偿电流传感器位置；
3(3’):直流母线电压传感器位置；
4(4’):DC-APF储能电容电压传感器位置。
具体实施方式
为使本发明实施例的目的、技术方案和优点更加清楚，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作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。
本发明实施例提供一种用于消除列车直流母线二次谐振的方法，适用于应用交-直-交式单相牵引供电系统的城市轨道交通车辆。本实施例依靠升降压双向DC/DC拓扑，进行交流斩波实现补偿电流的双向流动。该方法应用的DC-APF拓扑可以完全代替传统的无源滤波谐振装置，可以避免传统无源LC谐振装置的固有缺点(比如谐振点偏移对滤波效果的影响，系统内可能环流等)，同时该装置相对传统装置，体积小、重量轻，进而提高整车功率密度，降低制造成本。
下面以具体地实施例对本发明的技术方案进行详细说明。下面这几个具体的实施例可以相互结合，对于相同或相似的概念或过程可能在某些实施例不再赘述。
图1为传统无源LC谐振方式消除直流母线电压脉动的方法示意图，在该方式中，谐振电感Ls与谐振电容Cs串联，整个谐振装置并联于列车直流侧支撑电容。
图2为本实施例中用DC-APF代替二次谐振消除直流母线电压脉动的电气示意图，在该方式中，滤波电感Ls与储能电容Cs串联连接，滤波电感Ls另一端接半桥逆变器输出中点，储能电容Cs另一端接负母线。
在该实施例中，当前级整流装置输出的二次脉动电流为正向(以电流从整流器输出至后级逆变器负载方向为正)时，控制双向 DC/DC变换器工作于Buck模式，开通上管S1，S1与D2交替导通时，二次脉动电流从整流器输出至DC-APF的储能电容Cs，DC-APF吸收二次脉动功率，该阶段储能电容Cs电压以正弦规律上升，电压从最低点脉动至最高点，脉动频率为100Hz。
当前级整流装置输出的二次脉动电流为负时，控制双向DC/DC变换器工作于Boost模式，此阶段控制下管S2动作，S2与D1交替导通时，二次脉动电流从DC-APF的储能电容Cs输出至直流侧，DC-APF释放二次的脉动功率，该阶段储能电容Cs电压以正弦规律下降，电压从最高点脉动至最低点，脉动频率为100Hz。
在该实施例中，DC-APF正常工作时，DC-APF提供的二次脉动功率与前级四象限整流器输出的二次脉动功率大小相等，相位相反。
图3为本实施的另一种可代替的电气示意图，在该方式中，滤波电感Ls一端直接与直流侧正母线相连，两一端接半桥中点；储能电容分别接双向DC/DC的高压侧。
在该可代替的实施例中，根据整流器输出功率的方向控制S1和S2交替导通，控制方式与实施例一相反，即二次脉动电流为正时，控制开关管S2动作，电流为负时，控制开关管S1动作，DC-APF功率补偿原理与实例一相同。
本发明消除列车直流母线谐振的方法中，需要检测前级整流器输出电流i g，DC-APF补偿电流i s，直流母线电压U d以及APF储能电容电压U cs，检测位置如图3、图4所示,其中，测试点1、2加电流传感器；位置3(3’)、4(4’)加电压传感器。
本发明方法的具体实现过程分为两部分如图6所示，第一部分是DC-APF补偿电流控制。第一步是得到DC-APF补偿电流目标值，将检测到的整流器输出电流i g与直流母线电压U d相乘并进行数字带通滤波(BPF)处理得到整流器输出二次脉动功率瞬时值P s，P s除以DC-APF储能电容直流量指令目标值U cs*即可得到APF补偿电流目标值i s*；第二步是闭环控制，将检测到的实际补偿电流i s进行低通滤波处理，然后与将得到的电流目标值i s*做差得到控制器2的输 入。
第一部分是DC-APF储能电容C s电压直流量控制。为保证补偿效果，必须控制C s的电压直流分量保持在恒定值，以达到APF输入输出功率平衡的目标。将储能电容C s检测到的电压进行低通滤波(LPF)处理，U cs*与实际电压直流量U cs的差为控制器1的输入。
最后，将控制器1和控制器2的输出相加，得到开关S1和S2的占空比d。需要指出的是，如果检测电流is的电流传感器方向如图6所示，那么当占空比d为正时，需要控制S2动作，d为负时，需要控制S1动作，如果此处传感器方向与图示相反，那么开关动作方式与前述相反。
最后应说明的是：以上各实施例仅用以说明本发明的技术方案，而非对其限制；尽管参照前述各实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分或者全部技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的范围。

Claims (9)

  1. 一种用于消除列车直流母线二次谐振的方法，实例包括一种并联列车直流母线的有源滤波装置，具体包括有升降压功能的双向DC/DC变换器，滤波电感及储能电容，开关器件采用IGBT及其反并联二极管。
  2. 根据权利要求1所述的有源滤波装置，其特征在于：通过不同元件的连接方式，双向DC/DC变换器可分为降压式和升压式，本方法实施例主要采用降压式双向DC/DC变换器。
  3. 根据权利要求2所述的有源滤波装置，其特征在于，降压式的连接方式为双向DC/DC变换器高压侧并联于列车直流母线环节，双向DC/DC变换器的半桥中点接滤波电感，电感另一端接储能电容，储能电容的另一端接直流侧负母线，储能电容端为低压侧。
  4. 根据权利要求2所述的有源滤波装置，其特征在于，升压式的连接方式为，双向DC/DC变换器低压侧并联于列车直流母线环节，滤波电感一端直流正母线，另一端接接双向DC/DC变换器半桥中点，高压侧与储能电容并联。
  5. 根据权利要求3所述的有源滤波装置，双向DC/DC变换器的IGBT开关器件耐压等级与前级整流器模块相同，易于与整流器集成，便于整个装置的硬件设计。
  6. 根据权利要求2所述的有源滤波装置，通过控制双向DC/DC变换器的两个开关管动作，可以实现装置补偿电流的双向流动，实现抵消整流器输出的二次脉动功率的功能。滤波装置输出补偿功率时，储能电容电压降低，吸收脉动功率时，储能电容电压上升，电容电压会不断脉动，脉动频率为100Hz。
  7. 根据权利要求6所述滤波装置工作原理，用于消除列车直流母线二次脉动的方法，其特征在于，根据功率平衡原理，滤波装置产生的二次脉动功率和前级单相整流器输出的二次脉动功率大小相等，方向相反。
  8. 根据权利要求7所述方法，需要设计一种包括电压环和电流环的控 制系统，电流环控制包括进行补偿电流目标值的确定和实际补偿电流的闭环控制；电压环控制需要控制储能电容电压为一恒定值，目的是保证补偿效果。
  9. 根据权利要求8所述方法，需要在实际施例系统中加装电压和电流传感器，所得到的感测信号需要进行进行滤波处理。
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