WO2020113600A1 - 一种应急自行走的动车牵引系统 - Google Patents

一种应急自行走的动车牵引系统 Download PDF

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Publication number
WO2020113600A1
WO2020113600A1 PCT/CN2018/120145 CN2018120145W WO2020113600A1 WO 2020113600 A1 WO2020113600 A1 WO 2020113600A1 CN 2018120145 W CN2018120145 W CN 2018120145W WO 2020113600 A1 WO2020113600 A1 WO 2020113600A1
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power
converter
traction
bidirectional
inverter
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English (en)
French (fr)
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徐萌
金文斌
杨姝
邱俊杰
哈大雷
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CRRC Changchun Railway Vehicles Co Ltd
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CRRC Changchun Railway Vehicles Co Ltd
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Priority claimed from CN201811482759.2A external-priority patent/CN109383530A/zh
Priority claimed from CN201822038030.8U external-priority patent/CN209191940U/zh
Application filed by CRRC Changchun Railway Vehicles Co Ltd filed Critical CRRC Changchun Railway Vehicles Co Ltd
Priority to SG11201911834XA priority Critical patent/SG11201911834XA/en
Priority to MYUI2019007315A priority patent/MY203054A/en
Publication of WO2020113600A1 publication Critical patent/WO2020113600A1/zh
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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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C3/00—Electric locomotives or railcars
    • B61C3/02—Electric locomotives or railcars with electric accumulators
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
    • 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
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the invention relates to the technical field of motor vehicles, in particular to an emergency self-walking motor vehicle traction system.
  • the traction system of the EMU obtains electric energy from the contact grid through the pantograph to drive the traction motor.
  • the inventor found that in the event of a contact network power failure, the current EMU traction system only maintains emergency lighting, ventilation and other functions through the battery, and cannot maintain the normal operation of the EMU traction system.
  • the embodiments of the present invention provide an emergency self-walking traction system for electric vehicles, which can maintain the walking of the traction system of the EMU when the contact network is powered off.
  • An emergency self-propelled motor vehicle traction system including: four-quadrant rectifier, traction inverter, traction motor, high-frequency isolated bidirectional DC/DC converter, bidirectional DC/DC converter and power battery,
  • the input end of the four-quadrant rectifier is electrically connected to an external AC power grid, and the output end of the four-quadrant rectifier is respectively connected to the input end of the traction inverter and the first end of the bidirectional DC/DC converter.
  • the second end of the bidirectional DC/DC converter is connected to the power battery;
  • the output end of the traction inverter is connected to the traction motor
  • the four-quadrant rectifier converts the AC power of the external AC power grid into first DC power
  • the traction inverter converts the first DC power into target AC power, so that The target alternating current powers the traction motor; and the first direct current is transformed into a second direct current through the high-frequency isolated bidirectional DC/DC converter, and the second direct current passes through the bidirectional DC/DC converter To power the power battery;
  • the power battery supplies power to the traction inverter through the bidirectional DC/DC converter and the high-frequency isolated bidirectional DC/DC converter. Traction motor power supply.
  • Optional also includes: auxiliary inverter and auxiliary load,
  • the input terminal of the auxiliary inverter is connected to the second terminal of the high-frequency isolated bidirectional DC/DC converter, and the auxiliary load is connected to the output terminal of the auxiliary inverter.
  • DC/DC converter DC load and battery
  • the input terminal of the DC/DC converter is connected to the output terminal of the four-quadrant rectifier, and the output terminal of the DC/DC converter is connected to the DC load and the battery, respectively.
  • the first DC power is 2700V-3850V
  • the target AC power is 2800V
  • the second DC power is 700V
  • the external AC power grid is AC 25kV
  • the output voltage of the power battery is 650V DC.
  • the output voltage of the auxiliary inverter is AC 380V.
  • the output voltage of the battery is 110V DC.
  • an embodiment of the present invention provides an emergency self-propelled motor vehicle traction system, including: a four-quadrant rectifier, a traction inverter, a traction motor, a high-frequency isolated bidirectional DC/DC converter, and a bidirectional DC/DC converter Device and power battery.
  • the input end of the four-quadrant rectifier is electrically connected to an external AC power grid, and the output end of the four-quadrant rectifier is respectively connected to the input end of the traction inverter and the first end of the bidirectional DC/DC converter ,
  • the second end of the bidirectional DC/DC converter is connected to the power battery.
  • the output end of the traction inverter is connected to the traction motor.
  • the four-quadrant rectifier converts the AC power of the external AC power grid into first DC power
  • the traction inverter converts the first DC power into target AC power, so that The target alternating current powers the traction motor; and the first direct current is transformed into a second direct current through the high-frequency isolated bidirectional DC/DC converter, and the second direct current passes through the bidirectional DC/DC converter To power the power battery.
  • the power battery supplies power to the traction inverter through the bidirectional DC/DC converter and the high-frequency isolated bidirectional DC/DC converter. Traction motor power supply. That is, the emergency self-driving EMU traction system provided by the embodiment of the present invention can maintain the walking of the EMU traction system when the contact network is powered off.
  • FIG. 1 is a schematic structural diagram of an emergency self-propelled motor vehicle traction system provided by an embodiment of the present invention
  • FIG. 2 is another schematic structural diagram of an emergency self-propelled motor vehicle traction system provided by an embodiment of the present invention
  • FIG. 3 is another schematic structural diagram of an emergency self-propelled motor vehicle traction system provided by an embodiment of the present invention.
  • FIG. 4 is a specific structural schematic diagram of an emergency self-propelled motor vehicle traction system provided by an embodiment of the present invention.
  • FIG. 1 is a schematic structural diagram of an emergency self-propelled motor vehicle traction system according to an embodiment of the present invention.
  • the motor vehicle traction system includes a four-quadrant rectifier 11, a traction inverter 12, a traction motor 13, a high-frequency isolated bidirectional DC/DC converter 14, a bidirectional DC/DC converter 15, and a power battery 16.
  • the input end of the four-quadrant rectifier is electrically connected to an external AC power grid, and the output end of the four-quadrant rectifier is respectively connected to the input end of the traction inverter and the first end of the bidirectional DC/DC converter , The second end of the bidirectional DC/DC converter is connected to the power battery;
  • the output end of the traction inverter is connected to the traction motor.
  • the four-quadrant rectifier converts the AC power of the external AC power grid into first DC power
  • the traction inverter converts the first DC power into target AC power, so that The target alternating current powers the traction motor; and the first direct current is transformed into a second direct current through the high-frequency isolated bidirectional DC/DC converter, and the second direct current passes through the bidirectional DC/DC converter To power the power battery;
  • the power battery supplies power to the traction inverter through the bidirectional DC/DC converter and the high-frequency isolated bidirectional DC/DC converter. Traction motor power supply.
  • the emergency self-driving EMU traction system provided by the embodiment of the present invention can maintain the walking of the EMU traction system when the contact network is powered off.
  • the first DC power is 2700V-3850V
  • the target AC power is 2800V
  • the second DC power is 700V
  • the external AC power grid is AC 25kV
  • the output of the power battery The voltage is 650V DC.
  • the emergency self-propelled traction system provided by this embodiment further includes an auxiliary inverter 21 and an auxiliary load 22.
  • the input end of the auxiliary inverter is connected to the second end of the high-frequency isolated bidirectional DC/DC converter, and the auxiliary load is connected to the output end of the auxiliary inverter.
  • the output voltage of the auxiliary inverter may be AC 380V.
  • the emergency self-propelled traction system provided by this embodiment further includes a DC/DC converter 31, a DC load 32, and a battery 33.
  • the input end of the DC/DC converter is connected to the output end of the four-quadrant rectifier, and the output end of the DC/DC converter is connected to the DC load and the battery, respectively.
  • the output voltage of the battery may be 110V DC.
  • FIG. 4 is a specific structural schematic diagram of a motor vehicle traction system provided by an embodiment of the present invention to respond to an emergency.
  • the emergency self-propelled motor vehicle traction system provided by this embodiment can provide power to the traction motor and auxiliary equipment when the power is cut off.
  • the bidirectional charger is connected to the high-frequency auxiliary DC/AC module and then to the intermediate DC link of the converter Connected to power the traction inverter and permanent magnet traction motor with higher efficiency.
  • the use of high-frequency bidirectional auxiliary inverters can give full play to the advantages of soft switching and reduce system losses.
  • the high-frequency auxiliary inverter is more efficient, and the permanent magnet traction motor is used. In the low-speed section, the efficiency of the traction system is higher, thereby saving energy.
  • an embodiment of the present invention provides an emergency self-propelled traction system for a motor vehicle, including: a four-quadrant rectifier, a traction inverter, a traction motor, a high-frequency isolated bidirectional DC/DC converter, a bidirectional DC/DC converter, and Power Battery.
  • the input end of the four-quadrant rectifier is electrically connected to an external AC power grid
  • the output end of the four-quadrant rectifier is respectively connected to the input end of the traction inverter and the first end of the bidirectional DC/DC converter
  • the second end of the bidirectional DC/DC converter is connected to the power battery.
  • the output end of the traction inverter is connected to the traction motor.
  • the four-quadrant rectifier converts the AC power of the external AC power grid into first DC power
  • the traction inverter converts the first DC power into target AC power, so that The target alternating current powers the traction motor; and the first direct current is transformed into a second direct current through the high-frequency isolated bidirectional DC/DC converter, and the second direct current passes through the bidirectional DC/DC converter To power the power battery.
  • the power battery supplies power to the traction inverter through the bidirectional DC/DC converter and the high-frequency isolated bidirectional DC/DC converter. Traction motor power supply. That is, the emergency self-driving EMU traction system provided by the embodiment of the present invention can maintain the walking of the EMU traction system when the contact network is powered off.
  • RAM random access memory
  • ROM read-only memory
  • electrically programmable ROM electrically erasable and programmable ROM
  • registers hard disks, removable disks, CD-ROMs, or all fields of technology. Any other known storage medium.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

一种应急自行走的动车牵引系统，包括：四象限整流器（11）、牵引逆变器（12）、牵引电机（13）、高频隔离双向DC/DC变换器（14）、双向DC/DC变换器（15）以及动力电池（16）。当外接交流电网处于正常供电状态时，四象限整流器（11）将外接交流电网的交流电转换成第一直流电，牵引逆变器（12）将第一直流电转换成目标交流电，以使目标交流电为牵引电机（13）供电；且，第一直流电经过高频隔离双向DC/DC变换器（14）变换成第二直流电，第二直流电经过双向DC/DC变换器（15），为动力电池（16）供电。当外接交流电网处于断电状态时，动力电池（16）通过双向DC/DC变换器（15）以及高频隔离双向DC/DC变换器（14）为牵引逆变器（12）提供电能，为牵引电机（13）供电。上述应急自行走的动车牵引系统能够在接触网断电时，维持动车组牵引系统的行走。

Description

一种应急自行走的动车牵引系统
本申请要求于2018年12月5日提交中国专利局、申请号为201811482759.2、发明名称为“一种应急自行走的动车牵引系统”以及申请号为201822038030.8、实用新型名称为“一种应急自行走的动车牵引系统”的国内申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及动车技术领域，具体涉及一种应急自行走的动车牵引系统。
背景技术
目前，动车组牵引系统通过受电弓从接触电网上获取电能，驱动牵引电机。发明人发现，在接触网断电的情况下，当前的动车组牵引系统只通过蓄电池维持应急照明、通风等功能，不能维持动车组牵引系统的正常运行。
因此，如何提供应急自行走的动车牵引系统，能够在接触网断电时，维持动车组牵引系统的行走，是本领域技术人员亟待解决的一大技术难题。
发明内容
有鉴于此，本发明实施例提供了一种应急自行走的动车牵引系统，能够在接触网断电时，维持动车组牵引系统的行走。
为实现上述目的，本发明实施例提供如下技术方案：
一种应急自行走的动车牵引系统，包括：四象限整流器、牵引逆变器、牵引电机、高频隔离双向DC/DC变换器、双向DC/DC变换器以及动力电池，
所述四象限整流器的输入端与外接交流电网电连接，所述四象限整流器的输出端分别与所述牵引逆变器的输入端以及所述双向DC/DC变换器的第一端相连，所述双向DC/DC变换器的第二端与所述动力电池相连；
所述牵引逆变器的输出端与所述牵引电机相连；
当所述外接交流电网处于正常供电状态时，所述四象限整流器将所述外接交流电网的交流电转换成第一直流电，所述牵引逆变器将所述第一直 流电转换成目标交流电，以使所述目标交流电为所述牵引电机供电；且，所述第一直流电经过所述高频隔离双向DC/DC变换器变换成第二直流电，所述第二直流电经过所述双向DC/DC变换器，为所述动力电池供电；
当所述外接交流电网处于断电状态时，所述动力电池通过所述双向DC/DC变换器以及所述高频隔离双向DC/DC变换器为所述牵引逆变器提供电能，为所述牵引电机供电。
可选的，还包括：辅助逆变器以及辅助负载，
所述辅助逆变器的输入端与所述高频隔离双向DC/DC变换器的第二端相连，所述辅助负载与所述辅助逆变器的输出端相连。
可选的，还包括：DC/DC变换器、直流负载以及蓄电池，
所述DC/DC变换器的输入端与所述四象限整流器的输出端相连，所述DC/DC变换器的输出端分别与所述直流负载以及所述蓄电池相连。
可选的，所述第一直流电为2700V-3850V，所述目标交流电为2800V，所述第二直流电为700V，所述外接交流电网为交流25kV，所述动力电池的输出电压为直流电650V。
可选的，所述辅助逆变器的输出端电压为交流380V。
可选的，所述蓄电池的输出电压为直流110V。
基于上述技术方案，本发明实施例提供了一种应急自行走的动车牵引系统，包括：四象限整流器、牵引逆变器、牵引电机、高频隔离双向DC/DC变换器、双向DC/DC变换器以及动力电池。其中，所述四象限整流器的输入端与外接交流电网电连接，所述四象限整流器的输出端分别与所述牵引逆变器的输入端以及所述双向DC/DC变换器的第一端相连，所述双向DC/DC变换器的第二端与所述动力电池相连。所述牵引逆变器的输出端与所述牵引电机相连。当所述外接交流电网处于正常供电状态时，所述四象限整流器将所述外接交流电网的交流电转换成第一直流电，所述牵引逆变器将所述第一直流电转换成目标交流电，以使所述目标交流电为所述牵引电机供电；且，所述第一直流电经过所述高频隔离双向DC/DC变换器变换成第二直流电，所述第二直流电经过所述双向DC/DC变换器，为所述动力电池供电。当所述外接交流电网处于断电状态时，所述动力电池通过所述 双向DC/DC变换器以及所述高频隔离双向DC/DC变换器为所述牵引逆变器提供电能，为所述牵引电机供电。即，本发明实施例提供的应急自行走的动车牵引系统，能够在接触网断电时，维持动车组牵引系统的行走。
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，还可以根据提供的附图获得其他的附图。
图1为本发明实施例提供的一种应急自行走的动车牵引系统的结构示意图；
图2为本发明实施例提供的一种应急自行走的动车牵引系统的又一结构示意图；
图3为本发明实施例提供的一种应急自行走的动车牵引系统的又一结构示意图；
图4为本发明实施例提供的一种应急自行走的动车牵引系统的具体结构示意图。
具体实施方式
请参阅图1，图1为本发明实施例提供的一种应急自行走的动车牵引系统的结构示意图。该动车牵引系统包括：四象限整流器11、牵引逆变器12、牵引电机13、高频隔离双向DC/DC变换器14、双向DC/DC变换器15以及动力电池16。
其中，所述四象限整流器的输入端与外接交流电网电连接，所述四象限整流器的输出端分别与所述牵引逆变器的输入端以及所述双向DC/DC变换器的第一端相连，所述双向DC/DC变换器的第二端与所述动力电池相 连；
所述牵引逆变器的输出端与所述牵引电机相连。
当所述外接交流电网处于正常供电状态时，所述四象限整流器将所述外接交流电网的交流电转换成第一直流电，所述牵引逆变器将所述第一直流电转换成目标交流电，以使所述目标交流电为所述牵引电机供电；且，所述第一直流电经过所述高频隔离双向DC/DC变换器变换成第二直流电，所述第二直流电经过所述双向DC/DC变换器，为所述动力电池供电；
当所述外接交流电网处于断电状态时，所述动力电池通过所述双向DC/DC变换器以及所述高频隔离双向DC/DC变换器为所述牵引逆变器提供电能，为所述牵引电机供电。
即，本发明实施例提供的应急自行走的动车牵引系统，能够在接触网断电时，维持动车组牵引系统的行走。
需要说明的是，在本实施中，所述第一直流电为2700V-3850V，所述目标交流电为2800V，所述第二直流电为700V，所述外接交流电网为交流25kV，所述动力电池的输出电压为直流电650V。
在上述实施例的基础上，如图2所示，本实施例提供的应急自行走的动车牵引系统，还包括：辅助逆变器21以及辅助负载22。
其中，所述辅助逆变器的输入端与所述高频隔离双向DC/DC变换器的第二端相连，所述辅助负载与所述辅助逆变器的输出端相连。所述辅助逆变器的输出端电压可以为交流380V。
在上述实施例的基础上，如图3所示，本实施例提供的应急自行走的动车牵引系统，还包括：DC/DC变换器31、直流负载32以及蓄电池33。
其中，所述DC/DC变换器的输入端与所述四象限整流器的输出端相连，所述DC/DC变换器的输出端分别与所述直流负载以及所述蓄电池相连。所述蓄电池的输出电压可以为直流110V。
将上述实施例结合，如图4所示，图4为本发明实施例提供的一种应 急自行走的动车牵引系统的具体结构示意图。采用本实施例提供的应急自行走的动车牵引系统，可以在断电时，为牵引电机和辅助设备提供电能，双向充电机与高频辅助DC/AC模块相连，再与变流器中间直流环节相连，为牵引逆变器供电，为永磁牵引电机，效率更高。
值得一提的是，采用与高频双向辅助逆变器配合，可充分发挥软开关优势，降低系统损耗。除此，高频辅助逆变器效率更高，采用永磁牵引电机，在低速区段，牵引系统的效率更高，进而节能。
综上，本发明实施例提供了一种应急自行走的动车牵引系统，包括：四象限整流器、牵引逆变器、牵引电机、高频隔离双向DC/DC变换器、双向DC/DC变换器以及动力电池。其中，所述四象限整流器的输入端与外接交流电网电连接，所述四象限整流器的输出端分别与所述牵引逆变器的输入端以及所述双向DC/DC变换器的第一端相连，所述双向DC/DC变换器的第二端与所述动力电池相连。所述牵引逆变器的输出端与所述牵引电机相连。当所述外接交流电网处于正常供电状态时，所述四象限整流器将所述外接交流电网的交流电转换成第一直流电，所述牵引逆变器将所述第一直流电转换成目标交流电，以使所述目标交流电为所述牵引电机供电；且，所述第一直流电经过所述高频隔离双向DC/DC变换器变换成第二直流电，所述第二直流电经过所述双向DC/DC变换器，为所述动力电池供电。当所述外接交流电网处于断电状态时，所述动力电池通过所述双向DC/DC变换器以及所述高频隔离双向DC/DC变换器为所述牵引逆变器提供电能，为所述牵引电机供电。即，本发明实施例提供的应急自行走的动车牵引系统，能够在接触网断电时，维持动车组牵引系统的行走。
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。对于实施例公开的装置而言，由于其与实施例公开的方法相对应，所以描述的比较简单，相关之处参见方法部分说明即可。
专业人员还可以进一步意识到，结合本文中所公开的实施例描述的各 示例的单元及算法步骤，能够以电子硬件、计算机软件或者二者的结合来实现，为了清楚地说明硬件和软件的可互换性，在上述说明中已经按照功能一般性地描述了各示例的组成及步骤。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本发明的范围。
结合本文中所公开的实施例描述的方法或算法的步骤可以直接用硬件、处理器执行的软件模块，或者二者的结合来实施。软件模块可以置于随机存储器(RAM)、内存、只读存储器(ROM)、电可编程ROM、电可擦除可编程ROM、寄存器、硬盘、可移动磁盘、CD-ROM、或技术领域内所公知的任意其它形式的存储介质中。
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 (6)

  1. 一种应急自行走的动车牵引系统，其特征在于，包括：四象限整流器、牵引逆变器、牵引电机、高频隔离双向DC/DC变换器、双向DC/DC变换器以及动力电池，
    所述四象限整流器的输入端与外接交流电网电连接，所述四象限整流器的输出端分别与所述牵引逆变器的输入端以及所述双向DC/DC变换器的第一端相连，所述双向DC/DC变换器的第二端与所述动力电池相连；
    所述牵引逆变器的输出端与所述牵引电机相连；
    当所述外接交流电网处于正常供电状态时，所述四象限整流器将所述外接交流电网的交流电转换成第一直流电，所述牵引逆变器将所述第一直流电转换成目标交流电，以使所述目标交流电为所述牵引电机供电；且，所述第一直流电经过所述高频隔离双向DC/DC变换器变换成第二直流电，所述第二直流电经过所述双向DC/DC变换器，为所述动力电池供电；
    当所述外接交流电网处于断电状态时，所述动力电池通过所述双向DC/DC变换器以及所述高频隔离双向DC/DC变换器为所述牵引逆变器提供电能，为所述牵引电机供电。
  2. 根据权利要求1所述的应急自行走的动车牵引系统，其特征在于，还包括：辅助逆变器以及辅助负载，
    所述辅助逆变器的输入端与所述高频隔离双向DC/DC变换器的第二端相连，所述辅助负载与所述辅助逆变器的输出端相连。
  3. 根据权利要求1所述的应急自行走的动车牵引系统，其特征在于，还包括：DC/DC变换器、直流负载以及蓄电池，
    所述DC/DC变换器的输入端与所述四象限整流器的输出端相连，所述DC/DC变换器的输出端分别与所述直流负载以及所述蓄电池相连。
  4. 根据权利要求1所述的应急自行走的动车牵引系统，其特征在于，
    所述第一直流电为2700V-3850V，所述目标交流电为2800V，所述第二直流电为700V，所述外接交流电网为交流25kV，所述动力电池的输出电压为直流电650V。
  5. 根据权利要求2所述的应急自行走的动车牵引系统，其特征在于， 所述辅助逆变器的输出端电压为交流380V。
  6. 根据权利要求3所述的应急自行走的动车牵引系统，其特征在于，所述蓄电池的输出电压为直流110V。
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