WO2020133196A1 - Internal combustion traction system - Google Patents

Abstract

Disclosed is an internal combustion traction system, comprising a diesel engine power unit (1) used for outputting DC power to a converter (2); a super capacitor (3) used for outputting DC power to the converter (2) when a traction motor (M) executes a traction mode, and also used for storing regenerative braking energy when the traction motor (M) executes a braking mode. The converter (2) is used for converting the DC power output by the diesel engine power unit (1) and the super capacitor (3) into AC power for a corresponding load. A control module (4) is used for controlling the traction motor (M) to execute the traction mode when receiving a traction command, and is also used for controlling the traction motor (M) to execute the braking mode when receiving a brake command. Hence, the converter is powered by two-path inputs in parallel connection; the electric energy output by the diesel engine via a rectifier is used as a primary power input, and the energy stored in the super capacitor is used as a secondary power input; the regenerative braking energy is stored by the super capacitor so as to save energy.

Description

Internal combustion traction system Technical field

This application relates to the field of internal combustion traction systems, in particular to an internal combustion traction system.

Background technique

The traditional internal combustion traction system is powered by a diesel engine. It cannot use regenerative braking energy like an electric car that uses a VVVF (Variable Voltage and Variable Frequency) inverter. When the traction motor is in braking mode At this time, the generated energy can only be consumed in the form of heat energy, resulting in waste of energy.

Therefore, how to provide a solution to the above technical problems is a problem that those skilled in the art need to solve at present.

Summary of the invention

The purpose of this application is to provide an internal combustion traction system, the converter is powered by two parallel inputs, the electrical energy output from the diesel engine power generation through the rectifier is used as the main power input, and the regenerative braking energy stored in the super capacitor is used as the secondary power input. Save energy.

To solve the above technical problems, the present application provides an internal combustion traction system, including: a diesel engine power device, a converter, a super capacitor, a control module, and a traction motor. The diesel engine power device includes a permanent magnet generator and a rectifier;

The diesel engine power device is used to output DC power to power the converter;

The super capacitor is used to output DC power to the converter when the traction motor is performing a traction mode; and is also used to store regenerative braking energy when the traction motor is performing a braking mode;

The converter is used to convert the DC power output from the diesel power plant and/or the super capacitor to AC power to supply power to the corresponding load;

The control module is configured to control the traction motor to execute the traction mode when receiving a traction command; and also to control the traction motor to execute the braking mode when receiving a brake command.

Preferably, the control module is further configured to obtain the remaining energy of the super capacitor, and when the remaining energy is less than the first preset value, generate a power supply stop instruction;

The super capacitor is also used to stop power supply to the converter after receiving the power supply stop instruction.

Preferably, the control module is further used to obtain the output power of the diesel power plant, and when the output power does not meet the power demand of the traction motor, generate a continuous discharge command;

The super capacitor is also used to output DC power to power the converter when the continuous discharge command is received.

Preferably, the converter includes: a cabinet, N traction inverters, auxiliary inverters and chargers provided in the cabinet, N is a positive integer;

Each of the traction inverters is used to invert the DC power output from the diesel power plant and/or the super capacitor into AC power and output it to the corresponding traction motor;

The auxiliary inverter is used for inverting the DC power output from the diesel power plant and/or the super capacitor into AC power and outputting it to an auxiliary load;

The charger is used to convert the AC power output by the auxiliary inverter into DC power and output it to the train control power supply or the storage battery.

Preferably, the converter further includes an intermediate DC circuit and a pre-charging circuit, the intermediate DC circuit includes a supporting capacitor module and a discharge resistor module, and the pre-charging circuit includes a first contactor, a second contactor and The first resistor, where:

The first end of the first contactor is connected to the first end of the second contactor, the diesel power plant and the super capacitor, respectively, and the second end of the first contactor is connected to the first The first end of the resistor is connected, and the second end of the first resistor is connected to the second end of the second contactor and the first end of the intermediate DC loop, respectively, and the second end of the intermediate DC loop is respectively Connected with each of the traction inverter and the auxiliary inverter;

The control module is used to control the first contactor to close after receiving the charging command, so that the super capacitor and/or the diesel engine power device charges the support capacitor module; When the voltage of the supporting capacitor module reaches the second preset value, the first contactor is controlled to be opened, and the second contactor is controlled to be closed, so that the super capacitor and/or the diesel power plant The traction inverter and the auxiliary inverter output direct current.

Preferably, the converter further includes:

The auxiliary transformer is used for filtering the alternating current output by the auxiliary inverter, and outputting the filtered alternating current to the auxiliary load.

Preferably, the internal combustion traction system further includes:

The braking resistor module is used to consume the energy generated by the traction motor when the traction motor executes the braking mode.

Preferably, the converter further includes:

A fan installed in the cabinet and used for heat dissipation.

Preferably, the high-voltage electrical wiring in the internal combustion traction system uses a busbar connection.

Preferably, the fan is located in the middle of the cabinet.

This application provides an internal combustion traction system, including a diesel engine power unit, a converter, a super capacitor, a control module, and a traction motor. The diesel engine power unit includes a permanent magnet generator and a rectifier; the diesel engine power unit is used to output DC power as a converter Power supply; super capacitor, used to output DC power to the converter when the traction motor is performing the traction mode; also used to store regenerative braking energy when the traction motor is performing the braking mode; the converter is used to power the diesel engine power unit and super The DC output from the capacitor is converted into AC to supply the corresponding load; the control module is used to control the traction motor to perform the traction mode when the traction command is received; it is also used to control the traction motor to perform the braking mode when the brake command is received . It can be seen that in practical applications, using the scheme of this application, the converter is powered by two parallel inputs, the electrical energy output from the diesel engine power generation through the rectifier is used as the main power input, and the energy stored in the super capacitor is used as the secondary power input. In the prior art, this application uses supercapacitors to store regenerative braking energy to provide power for the converter and save energy.

BRIEF DESCRIPTION

In order to more clearly explain the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required in the prior art and the embodiments. Obviously, the drawings in the following description are only some of the applications of the present application For the embodiment, for those of ordinary skill in the art, without paying any creative labor, other drawings may be obtained based on these drawings.

1 is a schematic structural diagram of an internal combustion traction system provided by this application;

2 is a schematic structural diagram of another internal combustion traction system provided by this application;

FIG. 3 is a schematic diagram of an internal structure of a converter provided by this application.

detailed description

The core of this application is to provide an internal combustion traction system. The converter is powered by two parallel inputs. The electrical energy output from the diesel engine through the rectifier is used as the main power input. The regenerative braking energy stored in the super capacitor is used as the secondary power input. Save energy.

To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments It is a part of the embodiments of this application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without making creative efforts fall within the protection scope of the present application.

Please refer to FIG. 1. FIG. 1 is a schematic structural diagram of an internal combustion traction system provided by the present application, including: diesel engine power unit 1, converter 2, super capacitor 3, control module 4 and traction motor M, diesel engine power unit 1 Including permanent magnet generator 11 and rectifier 12;

Diesel engine power plant 1, used to output DC power to power converter 2;

Specifically, the diesel power plant 1 includes a permanent magnet generator 11 and a rectifier 12, the diesel power pack coaxially drives the permanent magnet generator 11, the permanent magnet generator 11 outputs a no-load back EMF three-phase power supply to the COM rectifier, and the COM rectifier Direct current is output through AC-DC conversion to supply power to the converter 2.

The super capacitor 3 is used to output DC power to the converter 2 when the traction motor M is performing the traction mode; it is also used to store regenerative braking energy when the traction motor M is performing the braking mode;

Specifically, the super capacitor 3 is directly connected in the intermediate voltage circuit. When the traction motor M performs the traction mode, it provides a certain energy source for the converter 2, and when the traction motor M performs the braking mode, it absorbs part of the braking energy.

The converter 2 is used to convert the DC power output from the diesel power plant 1 and/or the super capacitor 3 into AC power to supply the corresponding load;

Specifically, the converter 2 is used to convert the direct current output by the super capacitor 3 or the diesel engine power unit 1 into alternating current with adjustable voltage and frequency, and output it to the load connected to it. The load may include the traction motor M, auxiliary load, and train control. Power supply and battery etc.

The control module 4 is used to control the traction motor M to execute the traction mode when receiving the traction command; and to control the traction motor M to execute the braking mode when receiving the brake command.

Specifically, when the traction motor M executes the traction mode, it converts the three-phase AC electrical energy output by the inverter into mechanical energy, and operates the locomotive traction function by dragging the wheelset through gears; the energy generated by the traction motor M when performing the braking mode Part of the regenerative braking energy is stored by the super capacitor 3, so that when the traction motor M performs the traction mode, the super capacitor 3 outputs the regenerative braking energy and the diesel power unit 1 to power the converter 2 and reduce the diesel power unit 1 Power supply pressure to save energy.

The present application provides an internal combustion traction system, including a diesel engine power unit, a converter, a super capacitor, a control module, and a traction motor. The diesel engine power unit includes a permanent magnet generator and a rectifier; the diesel engine power unit is used to output direct current as a converter Power supply; super capacitor, used to output DC power to the converter when the traction motor is performing the traction mode; also used to store regenerative braking energy when the traction motor is performing the braking mode; the converter is used to power the diesel engine power unit and super The DC output from the capacitor is converted into AC to supply the corresponding load; the control module is used to control the traction motor to perform the traction mode when the traction command is received; it is also used to control the traction motor to perform the braking mode when the brake command is received . It can be seen that in practical applications, using the scheme of this application, the converter is powered by two parallel inputs, the electrical energy output from the diesel engine power generation through the rectifier is used as the main power input, and the energy stored in the super capacitor is used as the secondary power input. In the prior art, this application uses supercapacitors to store regenerative braking energy to provide power for the converter and save energy.

On the basis of the above embodiments:

As a preferred embodiment, the control module 4 is further used to obtain the remaining energy of the super capacitor 3, and when the remaining energy is less than the first preset value, generate a power supply stop instruction;

The super capacitor 3 is also used to stop power supply to the converter 2 after receiving the power supply stop instruction.

As a preferred embodiment, the control module 4 is also used to obtain the output power of the diesel power plant 1 and generate a continuous discharge command when the output power does not meet the power requirement of the traction motor M;

The super capacitor 3 is also used to output DC power to the converter 2 when receiving the continuous discharge command.

Specifically, in the traction mode, the diesel power plant 1 and the super capacitor 3 simultaneously provide power to the converter 2. When the remaining energy of the super capacitor 3 is less than the first preset value, the super capacitor 3 is controlled to stop as the converter 2. The power supply is provided by the diesel engine power unit 1 alone, where the first preset value can be set to 70% of the total energy. When the output power of the diesel engine power unit 1 cannot meet the power demand of the traction motor M, the super capacitor 3 is controlled to continue to provide When the super capacitor 3 is no longer needed for power supply, the diesel engine power unit 1 charges the super capacitor 3 so that the super capacitor 3 maintains the energy at about 70%. In the braking mode of the traction motor M, the energy fed back by the electric system of the traction motor M preferentially charges the super capacitor 3.

Please refer to FIG. 2, which is a schematic structural diagram of another internal combustion traction system provided by the present application. The internal combustion traction system is based on the foregoing embodiment:

As a preferred embodiment, the converter 2 includes: a cabinet, N traction inverters 21, an auxiliary inverter 22 and a charger 23 provided in the cabinet, N is a positive integer;

Specifically, the converter 2 provided in the present application is fixed to the bottom of the vehicle body by eight M16 bolts, and the cabinet of the converter 2 is installed with N traction inverters 21, auxiliary inverters 22, and chargers 23 , And key components such as DCU chassis, current sensor, voltage sensor, low-inductance busbar, charging contactor, short-circuit contactor, charging resistance, discharge resistance, supporting capacitor, auxiliary transformer 26, AC filter capacitor, fan 27 and so on.

Each traction inverter 21 is used to invert the DC power output from the diesel engine power unit 1 and/or super capacitor 3 into AC power and output it to the corresponding traction motor M;

Specifically, the first end of the traction inverter 21 is connected to the diesel engine power unit 1 and/or the super capacitor 3, respectively, and the second end of the traction inverter 21 is connected to the corresponding traction motor M. Through the traction inverter 21, The DC power output from the diesel engine power unit 1 and/or the super capacitor 3 is inverted into AC power with adjustable voltage and frequency, which is supplied to the traction motor M to realize the traction work of the motor vehicle.

The auxiliary inverter 22 is used to invert the DC power output from the diesel power plant 1 and/or the super capacitor 3 into AC power and output it to the auxiliary load;

As a preferred embodiment, the converter 2 further includes:

The auxiliary transformer 26 is used to filter the AC power output from the auxiliary inverter 22 and output the filtered AC power to the auxiliary load.

Specifically, the first end of the auxiliary inverter 22 is connected to the diesel power plant 1 and/or the super capacitor 3, respectively, and the second end of the auxiliary inverter 22 is connected to the auxiliary load on the train through the auxiliary transformer 26, and the auxiliary reverse The transformer 22 inverts the DC power output from the diesel power plant 1 and/or the super capacitor 3 into AC power with adjustable voltage and frequency, and filters it through an auxiliary transformer 26 to supply the auxiliary load of the train.

The charger 23 is used to convert the AC power output by the auxiliary inverter 22 into DC power and output it to the train control power supply or the storage battery.

Specifically, the charger 23 takes power from the output of the auxiliary inverter 22, converts the three-phase AC V into a stable DCV power source, and charges the train control power source or the battery.

Specifically, the control module 4 can be specifically arranged inside the converter 2, and can complete real-time control of the traction inverter 21 and the AC asynchronous traction motor M according to the driver's instructions, and can be used for adhesion utilization, while having complete fault protection function and module level. The self-diagnosis function of the fault and the self-reset function of the minor fault, the control module 4 is externally connected to the train MVB bus, and connects the electric drive system with the TCMS network control system to form a control and communication system. The network module performs network communication.

It can be understood that in this application, the main converter device (including N traction inverters 21), the auxiliary converter device (including auxiliary inverter 22 and auxiliary transformer 26), and the charger 23 are integrated and integrated The degree is high, the number of independent cabinet equipment is reduced, saving manpower and material resources, and saving the installation space at the bottom of the EMU.

As a preferred embodiment, the converter 2 further includes an intermediate DC circuit 24 and a pre-charging circuit 25. The intermediate DC circuit 24 includes a supporting capacitor module and a discharge resistor module. The pre-charging circuit 25 includes a first contactor J1. The second contactor J2 and the first resistor R1, where:

The first end of the first contactor J1 is connected to the first end of the second contactor J2, the diesel power plant 1 and the super capacitor 3, respectively, and the second end of the first contactor J1 is connected to the first end of the first resistor R1 , The second end of the first resistor R1 is connected to the second end of the second contactor J2 and the first end of the intermediate DC circuit 24 respectively, and the second end of the intermediate DC circuit 24 is connected to each traction inverter 21 and auxiliary respectively Inverter 22 connection;

The control module 4 is used to control the first contactor J1 to close after receiving the charging command, so that the super capacitor 3 and/or the diesel power plant 1 charges the support capacitor module; also used when the voltage of the support capacitor module reaches the second At a preset value, the first contactor J1 is controlled to open, and the second contactor J2 is controlled to be closed, so that the super capacitor 3 and/or the diesel power plant 1 output to each traction inverter 21 and auxiliary inverter 22 Direct current.

Specifically, the converter 2 provided by the present application further includes an intermediate DC circuit 24 and a pre-charging circuit 25 provided between the rectifier 12 and the inverter. The pre-charging circuit 25 includes a first contactor J1, a second contactor J2 and a first resistor R1. The intermediate circuit includes a supporting capacitor module. The function of the supporting capacitor in the supporting capacitor module is to stabilize the intermediate DC voltage and provide instantaneous energy exchange. , Realizing the exchange of reactive power with the power supply and the motor load, the intermediate DC circuit 24 also includes a discharge resistance module, which is used to transfer the energy of the supporting capacitor in the intermediate DC circuit 24 in the form of heat when the system is stopped or the converter 2 fails Released to ensure personal safety.

Specifically, the control module 4 controls the closing of the first contactor J1 in the pre-charging circuit 25 to realize the charging operation of the support capacitor in the intermediate DC circuit 24 to avoid the impact damage of the support capacitor when the control module 4 passes the voltage sensor When it is detected that the voltage of the supporting capacitor module reaches the second preset value, the second contactor J2 is controlled to be closed, and at the same time the first contactor J1 is opened to perform the rated traction work.

As a preferred embodiment, the internal combustion traction system further includes:

The braking resistor module 5 is used to consume the energy generated by the traction motor M when the traction motor M performs the braking mode.

It can be understood that when the traction motor M executes the braking mode, the energy fed back by the traction motor M is preferentially absorbed by the super capacitor 3 and the auxiliary inverter 22, and the remaining energy is consumed by the braking resistor module 5.

Generally, the traction inverter 21 is a three-bridge arm. The traction inverter 21 of the present application is designed as a four-bridge arm. The first to third bridge arms are respectively connected to the three-phase of the traction motor M. The dynamic resistance module 5 is connected. When the traction motor M executes the braking mode, the control module 4 controls the switch tube of the fourth arm in the traction inverter 21 to be turned on, so that the braking resistor module 5 consumes the power generated by the traction motor M. The excess energy, that is, the energy generated by the traction motor M when performing the braking mode, is partially charged for the super capacitor 3, and the other part is consumed through the auxiliary inverter 22 and the braking resistor module 5, where the braking resistor module 5 can specifically It is the braking resistor cabinet.

As a preferred embodiment, the converter 2 further includes:

Fan 27 installed in the cabinet for heat dissipation.

As a preferred embodiment, the fan 27 is located in the middle of the cabinet.

It can be understood that the cooling technology is one of the key technologies of the converter 2. The cooling effect is related to the stable operation, safety and service life of the internal components of the converter 2, and the water cooling system is generally used in the prior art, but The use of a water cooling system will increase the design difficulty of the converter 2 and the cost is relatively high. Considering this, this application is provided with a fan 27 inside the converter 2, which is generated when the converter 2 is operated by forced air cooling. The heat is taken away to ensure the normal operation of the converter 2 to ensure the safe operation of the vehicle. The cooling scheme provided by this application has a simple structure and can save costs. The hybrid main and auxiliary integrated converter 2 provided by this application 3, the one side of the converter 2 is a cavity for placing the auxiliary inverter 22, a cavity for placing the charger 23, and a cavity for placing the control module 4 The secondary side is the cavity for placing the traction inverter 21 and the auxiliary transformer output cavity, and the middle is the charging and discharging cavity and the cooling air duct. It can be understood that the fan 27 is provided in the middle of the cabinet, It can make the fan evenly radiate the components in the cabinet, and the heat dissipation effect is better. As shown in Figure 3, placing the components symmetrically can ensure the weight balance and higher safety in the cabinet. Of course, other components in the cabinet except the fan The position of can be adjusted according to the actual project needs, this application is not limited here. The converter 2 is the upper air inlet side outlet air, which is cooled by the module radiator and the auxiliary transformer 26, and then discharged.

It can be understood that the converter 2 provided by the present application adopts the integration of main and auxiliary, and integrates the main converter device (including N traction inverters 21), the auxiliary converter device (including the auxiliary inverter 22 and the auxiliary transformer 26). The charger 23 is integrated together, which has the advantages of cost reduction, miniaturization, light weight, etc. The overall internal structural layout adopts optimized design, and the rational structural layout arranges the modules in partitions, which simplifies the structure and also enables installation And maintenance is more convenient.

As a preferred embodiment, the high-voltage electrical wiring in the internal combustion traction system uses a busbar connection.

Specifically, the high-voltage electrical wiring in the internal combustion traction system uses a busbar connection to reduce the electromagnetic interference of the system, the eddy current phenomenon between the lines, and the problem of heat generation.

It should also be noted that in this specification, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that these entities or operations There is any such actual relationship or order between operations. Moreover, the terms "include", "include" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, article, or device that includes a series of elements includes not only those elements, but also others that are not explicitly listed Elements, or include elements inherent to such processes, objects, or equipment. In the absence of more restrictions, the element defined by the sentence "include one..." does not exclude that there are other identical elements in the process, article or equipment that includes the element.

The above description of the disclosed embodiments enables those skilled in the art to implement or use this application. Various modifications to these embodiments will be apparent to those skilled in the art. The general principles defined in this document can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown in this document, but should conform to the widest scope consistent with the principles and novel features disclosed in this document.

Claims (10)

An internal combustion traction system is characterized by comprising: a diesel engine power device, a converter, a super capacitor, a control module and a traction motor, the diesel engine power device includes a permanent magnet generator and a rectifier; The diesel engine power device is used to output DC power to power the converter; The super capacitor is used to output DC power to the converter when the traction motor is performing a traction mode; and is also used to store regenerative braking energy when the traction motor is performing a braking mode; The converter is used to convert the DC power output from the diesel power plant and/or the super capacitor to AC power to supply power to the corresponding load; The control module is configured to control the traction motor to execute the traction mode when receiving a traction command; and also to control the traction motor to execute the braking mode when receiving a brake command. The internal combustion traction system according to claim 1, wherein the control module is further configured to obtain the remaining energy of the super capacitor, and when the remaining energy is less than the first preset value, generate a power supply stop instruction; The super capacitor is also used to stop power supply to the converter after receiving the power supply stop instruction. The internal combustion traction system according to claim 2, wherein the control module is further configured to obtain the output power of the diesel power plant, and when the output power does not meet the power demand of the traction motor, generate a continuous discharge instruction; The super capacitor is also used to output DC power to power the converter when the continuous discharge command is received. The internal combustion traction system according to any one of claims 1-3, wherein the converter includes: a cabinet, N traction inverters provided in the cabinet, auxiliary inverters and charging Machine, N is a positive integer; Each of the traction inverters is used to invert the DC power output from the diesel power plant and/or the super capacitor into AC power and output it to the corresponding traction motor; The auxiliary inverter is used for inverting the DC power output from the diesel power plant and/or the super capacitor into AC power and outputting it to an auxiliary load; The charger is used to convert the AC power output by the auxiliary inverter into DC power and output it to the train control power supply or the storage battery. The internal combustion traction system according to claim 4, wherein the converter further comprises: an intermediate DC circuit and a pre-charging circuit, the intermediate DC circuit includes a supporting capacitor module and a discharge resistor module, the pre-charging The loop includes a first contactor, a second contactor and a first resistor, where: The first end of the first contactor is connected to the first end of the second contactor, the diesel power plant and the super capacitor, respectively, and the second end of the first contactor is connected to the first The first end of the resistor is connected, and the second end of the first resistor is connected to the second end of the second contactor and the first end of the intermediate DC loop, respectively, and the second end of the intermediate DC loop is respectively Connected with each of the traction inverter and the auxiliary inverter; The control module is used to control the first contactor to close after receiving the charging instruction, so that the super capacitor and/or the diesel engine power device charges the supporting capacitor module; When the voltage of the supporting capacitor module reaches the second preset value, the first contactor is controlled to be opened, and the second contactor is controlled to be closed, so that the super capacitor and/or the diesel power plant The traction inverter and the auxiliary inverter output direct current. The internal combustion traction system of claim 5, wherein the converter further comprises: The auxiliary transformer is used for filtering the alternating current output by the auxiliary inverter, and outputting the filtered alternating current to the auxiliary load. The internal combustion traction system according to claim 4, wherein the internal combustion traction system further comprises: The braking resistor module is used to consume the energy generated by the traction motor when the traction motor executes the braking mode. The internal combustion traction system according to claim 4, wherein the converter further comprises: A fan installed in the cabinet and used for heat dissipation. The internal combustion traction system according to claim 4, wherein the high-voltage electrical wiring in the internal combustion traction system uses a busbar connection. The internal combustion traction system according to claim 8, wherein the fan is provided in the middle of the cabinet.

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