WO2021109456A1 - Electric locomotive and traction circuit thereof - Google Patents

Electric locomotive and traction circuit thereof Download PDF

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Publication number
WO2021109456A1
WO2021109456A1 PCT/CN2020/089921 CN2020089921W WO2021109456A1 WO 2021109456 A1 WO2021109456 A1 WO 2021109456A1 CN 2020089921 W CN2020089921 W CN 2020089921W WO 2021109456 A1 WO2021109456 A1 WO 2021109456A1
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WO
WIPO (PCT)
Prior art keywords
switch
battery
circuit
traction
power supply
Prior art date
Application number
PCT/CN2020/089921
Other languages
French (fr)
Chinese (zh)
Inventor
索建国
康明明
邹焕青
雷欣
赵玉玲
贾岩鑫
Original Assignee
中车株洲电力机车有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Application filed by 中车株洲电力机车有限公司 filed Critical 中车株洲电力机车有限公司
Publication of WO2021109456A1 publication Critical patent/WO2021109456A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C3/00—Electric locomotives or railcars
    • 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
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • 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

Definitions

  • the present invention relates to the technical field of rail transit, in particular to an electric locomotive and its traction circuit.
  • the traction electric drive system generally adopts an AC-DC-AC structure, and the voltage of the intermediate DC link is generally between 1800V and 3600V.
  • the power supply voltage of the traction battery pack is generally within 1000V. Therefore, for catenary-battery electric locomotives, it is usually not possible to directly connect the battery to the intermediate DC link, but after boosting it through an additional chopper boost circuit, Then connect to the intermediate DC link to meet the auxiliary power supply of the locomotive.
  • an additional chopper boost circuit it will increase the cost, the reliability of the train circuit will also be reduced, and it is also not conducive to the spatial arrangement of the traction circuit.
  • the purpose of the present invention is to provide an electric locomotive and its traction circuit, so as to reduce the cost of the traction circuit of the electric locomotive and ensure the reliability of the train.
  • the present invention provides the following technical solutions:
  • a traction circuit for electric locomotives including:
  • a traction transformer connected to the contact net, the main body of the first power supply circuit, and the main body of the second power supply circuit;
  • the battery charger is used to charge the first battery and the second battery in the charging mode, and to invert the output current of the second battery in the battery mode to supply power to the constant voltage and constant frequency load ;
  • the main body of the first power supply circuit is used to convert the electrical energy provided by the contact network in the catenary power supply mode to supply power to the first traction motor and the variable voltage and variable frequency load; in the battery mode, to convert the power provided by the first battery
  • the electric energy is used to supply power to the first traction motor and the variable-voltage and variable-frequency load;
  • the second power supply circuit main body is used to convert the electrical energy provided by the contact network in the catenary power supply mode to supply power to the second traction motor and the constant voltage and constant frequency load; in the battery mode, to convert the first The electric energy provided by the second storage battery supplies power to the second traction motor.
  • the main body of the first power supply circuit includes: a first rectifier, a first intermediate DC circuit connected to the first rectifier, a first traction inverter connected to the first intermediate DC circuit, and a first auxiliary An inverter, a first auxiliary transformer connected to the first auxiliary inverter;
  • the first intermediate DC circuit includes: a first capacitor, a first inductor, and a first supporting capacitor;
  • the main body of the first power supply circuit converts the electric energy provided by the first battery in the battery mode through the first switch, the second switch and the third switch to supply power to the first traction motor and the variable voltage and variable frequency load ;
  • the first terminal of the first switch is connected to the positive electrode of the first battery, and the second terminal of the first switch is connected to the first input terminal of the first rectifier;
  • the first end of the second switch is connected to the negative electrode of the first battery, and the second end of the second switch is connected to the second end of the third switch and the first end of the first inductor;
  • the first end of the third switch is connected to the second end of the first capacitor
  • the first end of the first capacitor is connected to the first output end of the first rectifier, and the second end of the first inductor is connected to the second output end of the first rectifier;
  • the first switch and the second switch are turned off, and the third switch is turned on; in the battery mode, the first switch and the second switch are turned on, and the The third switch is turned off.
  • the second power supply circuit main body includes: a second rectifier, a second intermediate DC circuit connected to the second rectifier, a second traction inverter connected to the second intermediate DC circuit, and a second auxiliary An inverter, a second auxiliary transformer connected to the second auxiliary inverter;
  • the second intermediate DC circuit includes: a second capacitor, a second inductor, and a second supporting capacitor;
  • the main body of the second power supply circuit can convert the electric energy provided by the second battery to supply power to the second traction motor when in the battery mode, and When the battery charger realizes in the battery mode, inverting the output current of the second battery to supply power to the constant voltage and constant frequency load;
  • the first terminal of the fourth switch is connected to the positive electrode of the second battery, and the second terminal of the fourth switch is connected to the first input terminal of the second rectifier;
  • the first end of the fifth switch is connected to the negative electrode of the second battery, and the second end of the fifth switch is connected to the second end of the sixth switch and the first end of the second inductor;
  • the first end of the sixth switch is connected to the second end of the second capacitor
  • the first end of the second capacitor is connected to the first output end of the second rectifier, and the second end of the second inductor is connected to the second output end of the second rectifier;
  • the first end of the seventh switch is connected to the second auxiliary transformer, and the second end of the seventh switch is connected to the constant voltage and constant frequency load;
  • the fourth switch and the fifth switch are turned off, and the sixth switch and the seventh switch are turned on; in the battery mode, the fourth switch and the fifth switch are turned off. The switch is turned on, and the sixth switch and the seventh switch are turned off.
  • it further includes: an eighth switch whose first end is connected to the second end of the fourth switch and the traction transformer, and the second end is connected to the first input end of the second rectifier;
  • the second battery is also used to: in the first emergency mode, boost voltage through the second rectifier and the traction transformer to supply power to the second traction motor and the constant voltage and constant frequency load;
  • the eighth switch is turned on;
  • the fourth switch, the fifth switch and the seventh switch are turned on, and the sixth switch and the eighth switch are turned off.
  • it also includes:
  • a ninth switch connected to the first auxiliary transformer at the first end and connected to the variable-voltage and variable-frequency load at the second end;
  • the first end is respectively connected to the second end of the first switch and the traction transformer, and the second end is connected to the tenth switch of the first input end of the first rectifier.
  • it also includes:
  • the first end is respectively connected to the second end of the ninth switch and the variable voltage and variable frequency load, and the second end is respectively connected to the second end of the seventh switch and the first end of the twelfth switch.
  • the twelfth switch connected to the constant voltage and constant frequency load and the battery charger at the second end;
  • a thirteenth switch provided between the first battery and the battery charger
  • a fourteenth switch provided between the second battery and the battery charger
  • the seventh switch, the eleventh switch, and the thirteenth switch are turned on, and the ninth switch, the twelfth switch, and the fourteenth switch are turned off.
  • the battery charger is also used to: in the second emergency mode, invert the output current of the first battery to supply power to the constant voltage and constant frequency load;
  • the main body of the second power supply circuit is also used to: in the second emergency mode, convert the electric energy provided by the second battery to supply power to the variable voltage and variable frequency load.
  • it also includes:
  • the first end is respectively connected to the second end of the twelfth switch and the constant voltage and constant frequency load, and the second end is connected to the fifteenth switch of the battery charger.
  • An electric locomotive includes the traction circuit of any one of the above-mentioned electric locomotives.
  • the first power supply circuit main body in the catenary power supply mode, can receive electrical energy input from the catenary and supply power to the first traction motor and the variable voltage and variable frequency load, and the second power supply circuit main body can receive The electrical energy of the catenary is input and supplies power to the second traction motor and the constant voltage and constant frequency load. If the catenary power supply cannot be performed, in the battery mode.
  • the first battery can supply power to the first traction motor and the variable-voltage and variable-frequency load through the main body of the first power supply circuit. This is because the voltage level requirements of the variable-voltage and variable-frequency load are low, so the voltage of the first battery can be directly applied to the first battery.
  • the intermediate DC link of the main body of a power supply circuit, the first traction motor and the variable-voltage and variable-frequency load can be operated at a lower power.
  • the constant voltage and constant frequency load has higher requirements for the voltage level. Therefore, in the battery mode, the second battery supplies power to the second traction motor through the main body of the second power supply circuit.
  • the battery charger is used as the inverter circuit for constant
  • the voltage and constant frequency load is supplied with power, that is, the voltage step-down of the auxiliary transformer in the main body of the second power supply circuit is avoided, so the second storage battery can meet the voltage demand of the constant voltage and constant frequency load. It can be seen that there is no need to add an additional chopper boost circuit in the solution of this application.
  • the battery charger is used as the inverter circuit in the battery mode to supply power to the constant voltage and constant frequency load, thus helping to reduce the traction of electric locomotives.
  • the cost of the circuit guarantees the reliability of the circuit.
  • the power supply of the constant voltage and constant frequency load can be realized, which is also conducive to improving the energy conversion utilization rate and also conducive to the spatial arrangement of the traction circuit. .
  • Figure 1 is a schematic structural diagram of a traction circuit of an electric locomotive in the present invention
  • FIG. 2 is a schematic diagram of the circuit structure of the main body of the first power supply circuit in a specific embodiment
  • FIG. 3 is a schematic diagram of a circuit structure of a second power supply circuit main body in a specific embodiment
  • FIG. 4 is a schematic diagram of the circuit structure of the second power supply circuit main body in another specific embodiment
  • FIG. 5 is a schematic diagram of the circuit structure of the main body of the first power supply circuit in another specific embodiment
  • FIG. 6 is a schematic diagram of a battery charger in a specific embodiment, the second power supply circuit main body and the circuit structure between the first power supply circuit main body and the load.
  • the core of the present invention is to provide a traction circuit of an electric locomotive, which is beneficial to reduce the cost of the traction circuit of the electric locomotive and ensure the reliability of the circuit. In addition, it is also conducive to improving energy conversion efficiency.
  • Figure 1 is a schematic structural diagram of a traction circuit of an electric locomotive according to the present invention.
  • the traction circuit of the electric locomotive includes:
  • the traction transformer 10 is connected to the contact net, the first power supply circuit main body 50 and the second power supply circuit main body 60.
  • the primary winding of the traction transformer 10 is connected to the catenary, and is respectively connected to the first power supply circuit main body 50 and the second power supply circuit main body 60 through different secondary windings.
  • the first battery 20 The first battery 20;
  • the second battery 30 The second battery 30.
  • the first storage battery 20 and the second storage battery 30 are generally battery packs composed of multiple storage batteries, and the voltage is generally within 1000V.
  • the battery charger 40 is used to charge the first battery 20 and the second battery 30 in the charging mode, and in the battery mode to invert the output current of the second battery 30 to supply power to the constant voltage and constant frequency load.
  • the first power supply circuit main body 50 is used to convert the electrical energy provided by the contact network to supply power to the first traction motor and the variable-voltage and variable-frequency load in the catenary power supply mode; in the battery mode, to convert the electrical energy provided by the first battery 20 to The first traction motor and variable voltage and variable frequency load supply power;
  • the second power supply circuit main body 60 is used to convert the electrical energy provided by the contact network in the catenary power supply mode to supply power to the second traction motor and the constant voltage and constant frequency load; in the battery mode, to convert the electrical energy provided by the second battery 30, Power the second traction motor.
  • the train can run at normal power.
  • the first power supply circuit main body 50 converts the electric energy provided by the catenary to supply power to the first traction motor and the variable voltage and variable frequency load.
  • the second power supply circuit main body 60 converts the power provided by the catenary Electric energy supplies power for the second traction motor and constant voltage and constant frequency loads.
  • the specific circuit composition of the first power supply circuit main body 50 and the second power supply circuit main body 60 can refer to the traditional train traction circuit. Usually, it can include a traction converter and an auxiliary transformer, and the traction converter usually consists of a rectifier and an intermediate DC link. Traction inverter and auxiliary inverter constitute.
  • this application considers that the voltage level requirements of the variable-voltage and variable-frequency load are relatively low. If the voltage of the first battery 20 is directly applied to the intermediate DC link of the first power supply circuit main body 50, the first traction motor and the variable-voltage and variable-frequency load are both Can run at lower power. The constant voltage and constant frequency load has higher requirements on the voltage level. If the voltage of the second battery 30 is directly applied to the intermediate DC link of the second power supply circuit main body 60, due to the step-down of the auxiliary transformer in the second power supply circuit main body 60 , Will make the voltage unable to meet the requirement of constant voltage and constant frequency load.
  • the second battery 30 supplies power to the second traction motor through the second power supply circuit main body 60, and at the same time, uses the battery charger 40 as an inverter circuit to supply power to the constant voltage and constant frequency load, that is, avoids the second power supply circuit main body 60.
  • the battery charger 40 as an inverter circuit to supply power to the constant voltage and constant frequency load, that is, avoids the second power supply circuit main body 60.
  • Auxiliary transformer in the step-down so the voltage can meet the voltage demand of the constant voltage and constant frequency load.
  • FIG. 2 is a schematic diagram of the circuit structure of the first power supply circuit main body 50 in a specific embodiment, and it should be noted that the second power supply circuit is not shown in FIG. The circuit part of the main body 60 of the power supply circuit.
  • the first power supply circuit main body 50 includes: a first rectifier, a first intermediate DC circuit connected to the first rectifier, a first traction inverter connected to the first intermediate DC circuit, and a first auxiliary inverter A first auxiliary transformer connected to the first auxiliary inverter; the first intermediate DC circuit includes: a first capacitor C1, a first inductor L1, and a first supporting capacitor C11.
  • the structure of the first power supply circuit main body 50 in this embodiment is also a relatively common structure.
  • the first power supply circuit main body 50 can convert the electric energy provided by the first battery 20 in the battery mode through the first switch K1, the second switch K2, and the third switch K3 to supply power to the first traction motor and the variable voltage and variable frequency load.
  • the first terminal of the first switch K1 is connected to the positive electrode of the first battery 20, and the second terminal of the first switch K1 is connected to the first input terminal of the first rectifier;
  • the first end of the second switch K2 is connected to the negative electrode of the first battery 20, and the second end of the second switch K2 is connected to the second end of the third switch K3 and the first end of the first inductor L1;
  • the first end of the third switch K3 is connected to the second end of the first capacitor C1;
  • the first end of the first capacitor C1 is connected to the first output end of the first rectifier, and the second end of the first inductor L1 is connected to the second output end of the first rectifier;
  • the first switch K1 and the second switch K2 are turned off, and the third switch K3 is turned on.
  • the traction transformer 10 supplies power to the first rectifier.
  • the first rectifier can usually be a four-quadrant rectifier.
  • the first capacitor C1 and the first inductor L1 in the intermediate DC circuit form a resonant circuit to achieve filtering.
  • the catenary supplies power to the first traction inverter and the first auxiliary inverter at the same time, thereby realizing the power supply for the first traction motor and the variable voltage and variable frequency load.
  • the battery mode it refers to the situation where the catenary cannot supply power, the battery is powered, and the traction battery charger 40, the first power supply circuit main body 50, and the second power supply circuit main body 60 are all faultless.
  • the first switch K1 and the second switch K2 are turned on, and the third switch K3 is turned off.
  • the positive pole of the first battery 20 is connected to the positive busbar of the first intermediate DC circuit through the first switch K1 and the bridge arm of the first rectifier, and the negative pole of the first battery 20 is directly connected to the first intermediate through the second switch K2.
  • the negative busbar of the DC circuit uses the first inductance L1 as a filter reactor.
  • FIG. 3 is a schematic diagram of the circuit structure of the second power supply circuit main body 60 in a specific embodiment, and it should be noted that the first power supply circuit is not shown in FIG. The circuit part of the main body 50 of the power supply circuit.
  • the second power supply circuit main body 60 includes: a second rectifier, a second intermediate DC circuit connected to the second rectifier, a second traction inverter connected to the second intermediate DC circuit, and a second auxiliary inverter A second auxiliary transformer connected to the second auxiliary inverter;
  • the second intermediate DC circuit includes: a second capacitor C2, a second inductor L2, and a second supporting capacitor C22;
  • the second power supply circuit main body 60 realizes that in the battery mode, it converts the electrical energy provided by the second battery 30 to supply power to the second traction motor, and When the battery charger 40 is in the battery mode, it reverses the output current of the second battery 30 to supply power to the constant voltage and constant frequency load;
  • the first terminal of the fourth switch K4 is connected to the positive electrode of the second battery 30, and the second terminal of the fourth switch K4 is connected to the first input terminal of the second rectifier;
  • the first end of the fifth switch K5 is connected to the negative electrode of the second battery 30, and the second end of the fifth switch K5 is connected to the second end of the sixth switch K6 and the first end of the second inductor L2;
  • the first end of the sixth switch K6 is connected to the second end of the second capacitor C2;
  • the first end of the second capacitor C2 is connected to the first output end of the second rectifier, and the second end of the second inductor L2 is connected to the second output end of the second rectifier;
  • the first end of the seventh switch K7 is connected to the second auxiliary transformer, and the second end of the seventh switch K7 is connected to the constant voltage and constant frequency load;
  • the fourth switch K4 and the fifth switch K5 are turned off, the sixth switch K6 and the seventh switch K7 are turned on; in the battery mode, the fourth switch K4 and the fifth switch K5 are turned on, and the sixth switch K5 is turned on. The switch K6 and the seventh switch K7 are turned off.
  • the embodiment of FIG. 3 additionally provides a seventh switch K7 for the circuit structure of the second power supply circuit main body 60.
  • the seventh switch K7 In the catenary power supply mode, the seventh switch K7 is turned on, so that the catenary can supply power to the second traction motor and the constant voltage and constant frequency load at the same time.
  • the seventh switch K7 In the battery mode, the seventh switch K7 needs to be turned off, and the battery charger 40 inverts the output current of the second battery 30 to supply power to the constant voltage and constant frequency load.
  • the first end is respectively connected to the second end of the fourth switch K4 and the traction transformer 10, and the second end is connected to the second end of the second rectifier.
  • An eighth switch K8 connected to an input terminal;
  • the second battery 30 is also used to: in the first emergency mode, boost the voltage through the second rectifier and the traction transformer 10 to supply power to the second traction motor and the constant voltage and constant frequency load;
  • the eighth switch K8 is turned on
  • the fourth switch K4, the fifth switch K5, and the seventh switch K7 are turned on, and the sixth switch K6 and the eighth switch K8 are turned off.
  • the first emergency mode refers to a situation where the catenary cannot be powered, the battery is powered, and the traction battery charger 40 fails. Due to the failure of the traction battery charger 40, the current of the second battery 30 cannot be inverted to supply power to the constant voltage and constant frequency load. Therefore, in this embodiment, in the first emergency mode, the fourth switch K4 and the fifth switch K4 The switch K5 and the seventh switch K7 are turned on, and the sixth switch K6 and the eighth switch K8 are turned off. At this time, the secondary winding of the traction transformer 10 is used to appropriately switch on and off the switch tube in the second rectifier. Control can form a chopper boost circuit.
  • the second intermediate DC circuit is supplied with power
  • the second traction motor is supplied with power through the second traction inverter
  • the second auxiliary inverter and the second auxiliary transformer are used for constant voltage and constant frequency. Load power supply to complete the traction of the train in this emergency situation.
  • a corresponding switch is usually provided to allow the voltage of the first storage battery 20 to be boosted and then provided to the first intermediate DC circuit.
  • Fig. 5 also includes:
  • the first end is connected to the first auxiliary transformer, and the second end is connected to the ninth switch K9 of the variable-voltage and variable-frequency load;
  • the first end is respectively connected to the second end of the first switch K1 and the traction transformer 10, and the second end is connected to the tenth switch K10 of the first input end of the first rectifier.
  • the ninth switch K9 can cut off the electrical connection between the first auxiliary transformer and the variable-voltage and variable-frequency load.
  • the ninth switch K9 can be turned off when the first auxiliary inverter or the first auxiliary transformer fails.
  • the traction battery charger 40 is connected to the variable voltage and variable frequency load. This method is usually applied to the first auxiliary inverse in the main body 50 of the first power supply circuit. In the implementation of the fault of the transformer or the first auxiliary transformer, the details can be seen in the following description. In some embodiments, if you just want to invert the current of the second battery 30 through the traction battery charger 40 to supply power to the constant voltage and constant frequency load, you may not need to connect the traction battery charger 40 with the variable voltage and variable frequency load. connection.
  • FIG. 6 further includes:
  • the first end is respectively connected to the second end of the ninth switch K9 and the variable voltage and variable frequency load, and the second end is respectively connected to the second end of the seventh switch K7 and the first end of the twelfth switch K12.
  • the eleventh switch K11 is respectively connected to the second end of the ninth switch K9 and the variable voltage and variable frequency load, and the second end is respectively connected to the second end of the seventh switch K7 and the first end of the twelfth switch K12.
  • the twelfth switch K12 connected to the constant voltage and constant frequency load and the battery charger 40 at the second end;
  • a thirteenth switch K13 provided between the first battery 20 and the battery charger 40;
  • a fourteenth switch K14 provided between the second battery 30 and the battery charger 40;
  • the seventh switch K7, the eleventh switch K11, and the thirteenth switch K13 are turned on, and the ninth switch K9, the twelfth switch K12, and the fourteenth switch K14 are turned off;
  • the battery charger 40 is also used to: in the second emergency mode, invert the output current of the first battery 20 to supply power to the constant voltage and constant frequency load;
  • the second power supply circuit main body 60 is also used to: in the second emergency mode, convert the electric energy provided by the second storage battery 30 to supply power to the variable voltage and variable frequency load.
  • FIG. 6 only shows the first auxiliary inverter and the first auxiliary transformer in the main body of the first power supply circuit, and does not show the rest of the main body of the first power supply circuit, and the same applies to the main body of the second power supply circuit.
  • this embodiment can deal with the failure of the first power supply circuit main body 50, that is, realize the redundant function.
  • the second emergency mode refers to a situation where the catenary cannot be powered, the battery is powered, and the first auxiliary inverter or the first auxiliary transformer fails. Due to the failure of the first auxiliary inverter or the first auxiliary transformer, the first battery 20 cannot realize its function of supplying power to the variable voltage and variable frequency load in the battery mode through the first power supply circuit main body 50.
  • the first battery 20 The seventh switch K7, the eleventh switch K11 and the thirteenth switch K13 are turned on, the ninth switch K9, the twelfth switch K12 and the fourteenth switch K14 are turned off, and the second storage battery 30 can pass through the second power supply circuit main body 60 It supplies power to the variable voltage and variable frequency load, and the first battery 20 outputs current to the battery charger 40. After the battery charger 40 inverts the current, it can supply power to the constant voltage and constant frequency load.
  • the power supply is switched for the auxiliary load to cope with the failure of the first auxiliary inverter or the first auxiliary transformer.
  • the first auxiliary inverter can usually be switched.
  • the battery 20 supplies power to the first traction motor
  • the second battery 30 supplies power to the second traction motor, that is, the content of this part is the same as the battery mode.
  • FIG. 6 further includes:
  • the first end is respectively connected to the second end of the twelfth switch K12 and the constant voltage and constant frequency load, and the second end is connected to the fifteenth switch K15 of the battery charger 40.
  • the fifteenth switch K15 is provided in this embodiment, the output current of the battery charger 40 can be cut off conveniently.
  • the second end of the fifteenth switch K15 is connected to the battery charger 40, which does not mean that the second end of the fifteenth switch K15 must be a contact, but refers to the line provided on the line There is a fifteenth switch K15, which can adjust the on-off state of the line.
  • the output of the first auxiliary transformer is three-phase electricity
  • the first end of the ninth switch K9 can be composed of three contacts, which are arranged on the three-phase line to realize the connection with the first auxiliary transformer.
  • the ninth switch The second end of K9 can also be composed of 3 contacts, which are respectively arranged on the three-phase circuit to realize the connection with the variable voltage and frequency conversion branch.
  • the ninth switch K9 When the ninth switch K9 is in the off state, the three-phase lines are all off, and when the ninth switch K9 is in the on state, the three-phase lines are all on.
  • the loads in the variable-voltage and variable-frequency branch in FIG. 6 are all variable-voltage and variable-frequency loads, and the loads in the constant-voltage and constant-frequency branch are all constant-voltage and constant-frequency loads.
  • the first power supply circuit main body 50 in the catenary power supply mode, can receive the electrical energy input of the catenary and supply power to the first traction motor and the variable voltage and variable frequency load, and the second power supply circuit main body 60 can receive the power input of the catenary. Electric energy inputs and supplies power to the second traction motor and constant voltage and constant frequency loads. If the catenary power supply cannot be performed, in the battery mode.
  • the first battery 20 can supply power to the first traction motor and the variable voltage and variable frequency load through the first power supply circuit body 50. This is because the voltage level of the variable voltage and variable frequency load is relatively low, so the voltage of the first battery 20 can be directly changed.
  • the first traction motor and the variable voltage and variable frequency load can be operated at a lower power.
  • the constant voltage and constant frequency load has higher requirements on the voltage level. Therefore, in the battery mode, the second battery 30 supplies power to the second traction motor through the second power supply circuit main body 60, and at the same time, the battery charger 40 is used as the inverter circuit In this way, power is supplied to the constant voltage and constant frequency load, that is, the step-down of the auxiliary transformer in the second power supply circuit main body 60 is avoided, so the second storage battery 30 can meet the voltage demand of the constant voltage and constant frequency load.
  • the battery charger 40 is used as the inverter circuit in the battery mode to supply power to the constant voltage and constant frequency load, which is beneficial to reduce the power of the electric locomotive.
  • the cost of the traction circuit guarantees the reliability of the circuit.
  • the power supply of the constant voltage and constant frequency load can be realized, which is also conducive to improving the energy conversion utilization rate and also conducive to the space for the traction circuit. Layout.
  • the embodiment of the present invention also provides an electric locomotive, including the traction circuit of the electric locomotive in any of the above embodiments. Repeat the description again.

Abstract

A traction circuit of an electric locomotive. The traction circuit comprises: a traction transformer (10); first and second storage batteries (20; 30); a storage battery charger (40), which charges the first and second storage batteries (20; 30) when in a charging mode, and which inverts the output current of the second storage battery (30) in order to supply power to a constant-voltage constant-frequency load when in a storage battery mode; a first power supply circuit main body (50), which converts the electric energy of an overhead contact system in order to supply power to a first traction electric motor and a variable-voltage variable-frequency load when in an overhead contact system power supply mode, and which converts the electric energy of the first storage battery (20) in order to supply power to the first traction electric motor and the variable-voltage variable-frequency load when in the storage battery mode; and a second power supply circuit main body (60), which converts the electric energy of the overhead contact system in order to supply power to a second traction electric motor and the constant-voltage constant-frequency load when in the overhead contact system power supply mode, and which converts the electric energy of the second storage battery (30) in order to supply power to the second traction electric motor when in the storage battery mode. Further disclosed is an electric locomotive provided with the traction circuit. The present application facilitates a reduction in costs, a guarantee of the reliability of the circuit, and an increase in the energy conversion utilization rate.

Description

一种电力机车及其牵引电路Electric locomotive and its traction circuit
本申请要求于2019年12月04日提交至中国专利局、申请号为201911227538.5、发明名称为“一种电力机车及其牵引电路”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。This application claims the priority of a Chinese patent application filed to the Chinese Patent Office on December 04, 2019, with the application number 201911227538.5, and the invention title "an electric locomotive and its traction circuit", the entire content of which is incorporated herein by reference Applying.
技术领域Technical field
本发明涉及轨道交通技术领域，特别是涉及一种电力机车及其牵引电路。The present invention relates to the technical field of rail transit, in particular to an electric locomotive and its traction circuit.
背景技术Background technique
传统的电力机车供电形式单一，严重依赖接触网供电，当脱离接触网时，或者接触网线路发生故障时，机车便会因为无法受流而停止运行。因此，带辅助动力的电力机车应用地越来越多。例如目前出现了内燃发动机-蓄电池，内燃发动机-超级电容，内燃发动机-燃料电池，燃料电池-蓄电池，接触网-蓄电池等多种形式的带辅助动力的电力机车。Traditional electric locomotives have a single form of power supply and rely heavily on catenary power supply. When the catenary is disconnected or the catenary line fails, the locomotive will stop running because it cannot receive current. Therefore, more and more electric locomotives with auxiliary power are used. For example, there are various forms of electric locomotives with auxiliary power, such as internal combustion engine-battery, internal combustion engine-supercapacitor, internal combustion engine-fuel cell, fuel cell-battery, and contact net-battery.
目前，对于交流接触网供电的大功率机车，牵引电传动系统普遍采用交-直-交结构，中间直流环节的电压一般在1800V～3600V之间。而牵引蓄电池组的电源电压一般在1000V以内，因此，对于接触网-蓄电池的电力机车，通常不能直接将蓄电池接入中间直流环节，而是通过额外增加的斩波升压电路进行升压之后，再接入中间直流环节，从而满足机车的辅助供电。但由于需要增加额外的斩波升压电路，因此会增加成本，列车电路的可靠性也会因此降低，并且也不利于进行牵引电路的空间布置。At present, for high-power locomotives powered by AC catenary, the traction electric drive system generally adopts an AC-DC-AC structure, and the voltage of the intermediate DC link is generally between 1800V and 3600V. The power supply voltage of the traction battery pack is generally within 1000V. Therefore, for catenary-battery electric locomotives, it is usually not possible to directly connect the battery to the intermediate DC link, but after boosting it through an additional chopper boost circuit, Then connect to the intermediate DC link to meet the auxiliary power supply of the locomotive. However, due to the need to add an additional chopper boost circuit, it will increase the cost, the reliability of the train circuit will also be reduced, and it is also not conducive to the spatial arrangement of the traction circuit.
综上所述，如何降低电力机车的牵引电路的成本，保障列车的可靠性，利于牵引电路的进行空间布置，是目前本领域技术人员急需解决的技术问题。In summary, how to reduce the cost of the traction circuit of an electric locomotive, ensure the reliability of the train, and facilitate the spatial arrangement of the traction circuit is a technical problem urgently needed to be solved by those skilled in the art.
发明内容Summary of the invention
本发明的目的是提供一种电力机车及其牵引电路，以降低电力机车的牵引电路的成本，保障列车的可靠性。The purpose of the present invention is to provide an electric locomotive and its traction circuit, so as to reduce the cost of the traction circuit of the electric locomotive and ensure the reliability of the train.
为解决上述技术问题，本发明提供如下技术方案：In order to solve the above technical problems, the present invention provides the following technical solutions:
一种电力机车的牵引电路，包括：A traction circuit for electric locomotives, including:
与接触网，第一供电电路主体以及第二供电电路主体连接的牵引变压器；A traction transformer connected to the contact net, the main body of the first power supply circuit, and the main body of the second power supply circuit;
第一蓄电池；First battery
第二蓄电池；Second battery
蓄电池充电机，用于在充电模式时，为所述第一蓄电池以及所述第二蓄电池充电，在蓄电池模式时，将所述第二蓄电池的输出电流进行逆变，为恒压恒频负载供电；The battery charger is used to charge the first battery and the second battery in the charging mode, and to invert the output current of the second battery in the battery mode to supply power to the constant voltage and constant frequency load ；
所述第一供电电路主体，用于在接触网供电模式时，转换所述接触网提供的电能，为第一牵引电机以及变压变频负载供电；在蓄电池模式时，转换所述第一蓄电池提供的电能，为所述第一牵引电机以及所述变压变频负载供电；The main body of the first power supply circuit is used to convert the electrical energy provided by the contact network in the catenary power supply mode to supply power to the first traction motor and the variable voltage and variable frequency load; in the battery mode, to convert the power provided by the first battery The electric energy is used to supply power to the first traction motor and the variable-voltage and variable-frequency load;
所述第二供电电路主体，用于在接触网供电模式时，转换所述接触网提供的电能，为第二牵引电机以及所述恒压恒频负载供电；在蓄电池模式时，转换所述第二蓄电池提供的电能，为所述第二牵引电机供电。The second power supply circuit main body is used to convert the electrical energy provided by the contact network in the catenary power supply mode to supply power to the second traction motor and the constant voltage and constant frequency load; in the battery mode, to convert the first The electric energy provided by the second storage battery supplies power to the second traction motor.
优选的，所述第一供电电路主体包括：第一整流器，与所述第一整流器连接的第一中间直流电路，与所述第一中间直流电路连接的第一牵引逆变器以及第一辅助逆变器，与所述第一辅助逆变器连接的第一辅助变压器；所述第一中间直流电路包括：第一电容，第一电感，第一支撑电容；Preferably, the main body of the first power supply circuit includes: a first rectifier, a first intermediate DC circuit connected to the first rectifier, a first traction inverter connected to the first intermediate DC circuit, and a first auxiliary An inverter, a first auxiliary transformer connected to the first auxiliary inverter; the first intermediate DC circuit includes: a first capacitor, a first inductor, and a first supporting capacitor;
所述第一供电电路主体通过第一开关，第二开关以及第三开关实现在蓄电池模式时，转换所述第一蓄电池提供的电能，为所述第一牵引电机以及所述变压变频负载供电；The main body of the first power supply circuit converts the electric energy provided by the first battery in the battery mode through the first switch, the second switch and the third switch to supply power to the first traction motor and the variable voltage and variable frequency load ；
所述第一开关的第一端与所述第一蓄电池正极连接，所述第一开关的第二端与所述第一整流器的第一输入端连接；The first terminal of the first switch is connected to the positive electrode of the first battery, and the second terminal of the first switch is connected to the first input terminal of the first rectifier;
所述第二开关的第一端与所述第一蓄电池负极连接，所述第二开关的第二端与所述第三开关的第二端以及所述第一电感的第一端连接；The first end of the second switch is connected to the negative electrode of the first battery, and the second end of the second switch is connected to the second end of the third switch and the first end of the first inductor;
所述第三开关的第一端与所述第一电容的第二端连接；The first end of the third switch is connected to the second end of the first capacitor;
所述第一电容的第一端与所述第一整流器的第一输出端连接，所述第 一电感的第二端与所述第一整流器的第二输出端连接；The first end of the first capacitor is connected to the first output end of the first rectifier, and the second end of the first inductor is connected to the second output end of the first rectifier;
在接触网供电模式时，所述第一开关和所述第二开关关断，所述第三开关导通；在蓄电池模式时，所述第一开关和所述第二开关导通，所述第三开关关断。In the catenary power supply mode, the first switch and the second switch are turned off, and the third switch is turned on; in the battery mode, the first switch and the second switch are turned on, and the The third switch is turned off.
优选的，所述第二供电电路主体包括：第二整流器，与所述第二整流器连接的第二中间直流电路，与所述第二中间直流电路连接的第二牵引逆变器以及第二辅助逆变器，与所述第二辅助逆变器连接的第二辅助变压器；所述第二中间直流电路包括：第二电容，第二电感，第二支撑电容；Preferably, the second power supply circuit main body includes: a second rectifier, a second intermediate DC circuit connected to the second rectifier, a second traction inverter connected to the second intermediate DC circuit, and a second auxiliary An inverter, a second auxiliary transformer connected to the second auxiliary inverter; the second intermediate DC circuit includes: a second capacitor, a second inductor, and a second supporting capacitor;
通过第四开关，第五开关，第六开关以及第七开关，所述第二供电电路主体实现在蓄电池模式时，转换所述第二蓄电池提供的电能，为所述第二牵引电机供电，且所述蓄电池充电机实现在蓄电池模式时，将所述第二蓄电池的输出电流进行逆变，为恒压恒频负载供电；Through the fourth switch, the fifth switch, the sixth switch and the seventh switch, the main body of the second power supply circuit can convert the electric energy provided by the second battery to supply power to the second traction motor when in the battery mode, and When the battery charger realizes in the battery mode, inverting the output current of the second battery to supply power to the constant voltage and constant frequency load;
所述第四开关的第一端与所述第二蓄电池正极连接，所述第四开关的第二端与所述第二整流器的第一输入端连接；The first terminal of the fourth switch is connected to the positive electrode of the second battery, and the second terminal of the fourth switch is connected to the first input terminal of the second rectifier;
所述第五开关的第一端与所述第二蓄电池负极连接，所述第五开关的第二端与所述第六开关的第二端以及所述第二电感的第一端连接；The first end of the fifth switch is connected to the negative electrode of the second battery, and the second end of the fifth switch is connected to the second end of the sixth switch and the first end of the second inductor;
所述第六开关的第一端与所述第二电容的第二端连接；The first end of the sixth switch is connected to the second end of the second capacitor;
所述第二电容的第一端与所述第二整流器的第一输出端连接，所述第二电感的第二端与所述第二整流器的第二输出端连接；The first end of the second capacitor is connected to the first output end of the second rectifier, and the second end of the second inductor is connected to the second output end of the second rectifier;
所述第七开关的第一端与所述第二辅助变压器连接，所述第七开关的第二端与所述恒压恒频负载连接；The first end of the seventh switch is connected to the second auxiliary transformer, and the second end of the seventh switch is connected to the constant voltage and constant frequency load;
在接触网供电模式时，所述第四开关和所述第五开关关断，所述第六开关和所述第七开关导通；在蓄电池模式时，所述第四开关和所述第五开关导通，所述第六开关和所述第七开关关断。In the catenary power supply mode, the fourth switch and the fifth switch are turned off, and the sixth switch and the seventh switch are turned on; in the battery mode, the fourth switch and the fifth switch are turned off. The switch is turned on, and the sixth switch and the seventh switch are turned off.
优选的，还包括：第一端分别与所述第四开关的第二端以及所述牵引变压器连接，第二端与所述第二整流器的第一输入端连接的第八开关；Preferably, it further includes: an eighth switch whose first end is connected to the second end of the fourth switch and the traction transformer, and the second end is connected to the first input end of the second rectifier;
所述第二蓄电池，还用于：在第一应急模式时，通过所述第二整流器以及所述牵引变压器进行升压，为所述第二牵引电机以及所述恒压恒频负载供电；The second battery is also used to: in the first emergency mode, boost voltage through the second rectifier and the traction transformer to supply power to the second traction motor and the constant voltage and constant frequency load;
在接触网供电模式以及蓄电池模式时，所述第八开关导通；In the catenary power supply mode and the storage battery mode, the eighth switch is turned on;
在第一应急模式时，所述第四开关，所述第五开关以及所述第七开关导通，所述第六开关和所述第八开关关断。In the first emergency mode, the fourth switch, the fifth switch and the seventh switch are turned on, and the sixth switch and the eighth switch are turned off.
优选的，还包括：Preferably, it also includes:
第一端与所述第一辅助变压器连接，第二端与所述变压变频负载连接的第九开关；A ninth switch connected to the first auxiliary transformer at the first end and connected to the variable-voltage and variable-frequency load at the second end;
第一端分别与所述第一开关的第二端以及所述牵引变压器连接，第二端与所述第一整流器的第一输入端连接的第十开关。The first end is respectively connected to the second end of the first switch and the traction transformer, and the second end is connected to the tenth switch of the first input end of the first rectifier.
优选的，还包括：Preferably, it also includes:
第一端分别与所述第九开关的第二端以及所述变压变频负载连接，第二端分别与所述第七开关的第二端以及第十二开关的第一端连接的第十一开关；The first end is respectively connected to the second end of the ninth switch and the variable voltage and variable frequency load, and the second end is respectively connected to the second end of the seventh switch and the first end of the twelfth switch. A switch
第二端分别与所述恒压恒频负载以及所述蓄电池充电机连接的所述第十二开关；The twelfth switch connected to the constant voltage and constant frequency load and the battery charger at the second end;
设置在所述第一蓄电池与所述蓄电池充电机之间的第十三开关；A thirteenth switch provided between the first battery and the battery charger;
设置在所述第二蓄电池与所述蓄电池充电机之间的第十四开关；A fourteenth switch provided between the second battery and the battery charger;
且在第二应急模式时，所述第七开关，所述第十一开关以及所述第十三开关导通，所述第九开关，所述第十二开关以及所述第十四开关关断；And in the second emergency mode, the seventh switch, the eleventh switch, and the thirteenth switch are turned on, and the ninth switch, the twelfth switch, and the fourteenth switch are turned off. Break
所述蓄电池充电机还用于：在第二应急模式时，将所述第一蓄电池的输出电流进行逆变，为所述恒压恒频负载供电；The battery charger is also used to: in the second emergency mode, invert the output current of the first battery to supply power to the constant voltage and constant frequency load;
所述第二供电电路主体还用于：在第二应急模式时，转换所述第二蓄电池提供的电能，为所述变压变频负载供电。The main body of the second power supply circuit is also used to: in the second emergency mode, convert the electric energy provided by the second battery to supply power to the variable voltage and variable frequency load.
优选的，还包括：Preferably, it also includes:
第一端分别与所述第十二开关的第二端以及所述恒压恒频负载连接，第二端与所述蓄电池充电机连接的第十五开关。The first end is respectively connected to the second end of the twelfth switch and the constant voltage and constant frequency load, and the second end is connected to the fifteenth switch of the battery charger.
一种电力机车，包括上述任一项所述的电力机车的牵引电路。An electric locomotive includes the traction circuit of any one of the above-mentioned electric locomotives.
应用本发明实施例所提供的技术方案，在接触网供电模式时，第一供电电路主体可以接收接触网的电能输入并为第一牵引电机以及变压变频负载供电，第二供电电路主体可以接收接触网的电能输入并为第二牵引电机 以及恒压恒频负载供电。如果接触网供电无法执行，在蓄电池模式时。第一蓄电池可以通过第一供电电路主体为第一牵引电机以及变压变频负载供电，这是考虑到变压变频负载对电压等级的要求较低，因此可以直接将第一蓄电池的电压施加在第一供电电路主体的中间直流环节，第一牵引电机以及变压变频负载可以以较低的功率下运行。而恒压恒频负载对电压等级的要求较高，因此，在蓄电池模式时，第二蓄电池通过第二供电电路主体为第二牵引电机供电，同时，利用蓄电池充电机作为逆变电路从而为恒压恒频负载供电，也就是说，避开了第二供电电路主体中的辅助变压器的降压，因此第二蓄电池能够满足恒压恒频负载的电压需求。可以看出，本申请的方案中无需增加额外斩波升压电路，而是在蓄电池模式时利用蓄电池充电机作为逆变电路，从而为恒压恒频负载供电，因此有利于降低电力机车的牵引电路的成本，保障电路的可靠性。此外，由于无需利用额外增加的斩波升压电路对第二蓄电池进行升压，即可实现恒压恒频负载的供电，因此也有利于提高能源转换利用率，也利于进行牵引电路的空间布置。Applying the technical solutions provided by the embodiments of the present invention, in the catenary power supply mode, the first power supply circuit main body can receive electrical energy input from the catenary and supply power to the first traction motor and the variable voltage and variable frequency load, and the second power supply circuit main body can receive The electrical energy of the catenary is input and supplies power to the second traction motor and the constant voltage and constant frequency load. If the catenary power supply cannot be performed, in the battery mode. The first battery can supply power to the first traction motor and the variable-voltage and variable-frequency load through the main body of the first power supply circuit. This is because the voltage level requirements of the variable-voltage and variable-frequency load are low, so the voltage of the first battery can be directly applied to the first battery. The intermediate DC link of the main body of a power supply circuit, the first traction motor and the variable-voltage and variable-frequency load can be operated at a lower power. The constant voltage and constant frequency load has higher requirements for the voltage level. Therefore, in the battery mode, the second battery supplies power to the second traction motor through the main body of the second power supply circuit. At the same time, the battery charger is used as the inverter circuit for constant The voltage and constant frequency load is supplied with power, that is, the voltage step-down of the auxiliary transformer in the main body of the second power supply circuit is avoided, so the second storage battery can meet the voltage demand of the constant voltage and constant frequency load. It can be seen that there is no need to add an additional chopper boost circuit in the solution of this application. Instead, the battery charger is used as the inverter circuit in the battery mode to supply power to the constant voltage and constant frequency load, thus helping to reduce the traction of electric locomotives. The cost of the circuit guarantees the reliability of the circuit. In addition, since there is no need to use an additional chopper boost circuit to boost the second battery, the power supply of the constant voltage and constant frequency load can be realized, which is also conducive to improving the energy conversion utilization rate and also conducive to the spatial arrangement of the traction circuit. .
附图说明Description of the drawings
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。In order to explain the embodiments of the present invention or the technical solutions in the prior art more clearly, the following will briefly introduce the drawings that need to be used in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only These are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative work.
图1为本发明中一种电力机车的牵引电路的结构示意图；Figure 1 is a schematic structural diagram of a traction circuit of an electric locomotive in the present invention;
图2为一种具体实施方式中的第一供电电路主体的电路结构示意图；2 is a schematic diagram of the circuit structure of the main body of the first power supply circuit in a specific embodiment;
图3为一种具体实施方式中的第二供电电路主体的电路结构示意图；3 is a schematic diagram of a circuit structure of a second power supply circuit main body in a specific embodiment;
图4为另一种具体实施方式中的第二供电电路主体的电路结构示意图；4 is a schematic diagram of the circuit structure of the second power supply circuit main body in another specific embodiment;
图5为另一种具体实施方式中的第一供电电路主体的电路结构示意图；5 is a schematic diagram of the circuit structure of the main body of the first power supply circuit in another specific embodiment;
图6为一种具体实施方式中的蓄电池充电机，第二供电电路主体以及 第一供电电路主体与负载之间的电路结构示意图。6 is a schematic diagram of a battery charger in a specific embodiment, the second power supply circuit main body and the circuit structure between the first power supply circuit main body and the load.
具体实施方式Detailed ways
本发明的核心是提供中一种电力机车的牵引电路，有利于降低电力机车的牵引电路的成本，保障电路的可靠性。此外也有利于提高能源转换利用率。The core of the present invention is to provide a traction circuit of an electric locomotive, which is beneficial to reduce the cost of the traction circuit of the electric locomotive and ensure the reliability of the circuit. In addition, it is also conducive to improving energy conversion efficiency.
为了使本技术领域的人员更好地理解本发明方案，下面结合附图和具体实施方式对本发明作进一步的详细说明。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。In order to enable those skilled in the art to better understand the solution of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative work shall fall within the protection scope of the present invention.
请参考图1，图1为本发明中一种电力机车的牵引电路的结构示意图，该电力机车的牵引电路包括：Please refer to Figure 1. Figure 1 is a schematic structural diagram of a traction circuit of an electric locomotive according to the present invention. The traction circuit of the electric locomotive includes:
与接触网，第一供电电路主体50以及第二供电电路主体60连接的牵引变压器10。The traction transformer 10 is connected to the contact net, the first power supply circuit main body 50 and the second power supply circuit main body 60.
通常，牵引变压器10的原边绕组与接触网连接，并通过不同的副边绕组分别与第一供电电路主体50以及第二供电电路主体60连接。Generally, the primary winding of the traction transformer 10 is connected to the catenary, and is respectively connected to the first power supply circuit main body 50 and the second power supply circuit main body 60 through different secondary windings.
第一蓄电池20；The first battery 20;
第二蓄电池30。The second battery 30.
第一蓄电池20和第二蓄电池30通常均是由多个蓄电池构成的蓄电池组，电压一般在1000V以内。The first storage battery 20 and the second storage battery 30 are generally battery packs composed of multiple storage batteries, and the voltage is generally within 1000V.
蓄电池充电机40，用于在充电模式时，为第一蓄电池20以及第二蓄电池30充电，在蓄电池模式时，将第二蓄电池30的输出电流进行逆变，为恒压恒频负载供电。The battery charger 40 is used to charge the first battery 20 and the second battery 30 in the charging mode, and in the battery mode to invert the output current of the second battery 30 to supply power to the constant voltage and constant frequency load.
第一供电电路主体50，用于在接触网供电模式时，转换接触网提供的电能，为第一牵引电机以及变压变频负载供电；在蓄电池模式时，转换第一蓄电池20提供的电能，为第一牵引电机以及变压变频负载供电；The first power supply circuit main body 50 is used to convert the electrical energy provided by the contact network to supply power to the first traction motor and the variable-voltage and variable-frequency load in the catenary power supply mode; in the battery mode, to convert the electrical energy provided by the first battery 20 to The first traction motor and variable voltage and variable frequency load supply power;
第二供电电路主体60，用于在接触网供电模式时，转换接触网提供的电能，为第二牵引电机以及恒压恒频负载供电；在蓄电池模式时，转换第 二蓄电池30提供的电能，为第二牵引电机供电。The second power supply circuit main body 60 is used to convert the electrical energy provided by the contact network in the catenary power supply mode to supply power to the second traction motor and the constant voltage and constant frequency load; in the battery mode, to convert the electrical energy provided by the second battery 30, Power the second traction motor.
在接触网供电模式时，列车可以按照正常功率运行，第一供电电路主体50转换接触网提供的电能，为第一牵引电机以及变压变频负载供电，第二供电电路主体60转换接触网提供的电能，为第二牵引电机以及恒压恒频负载供电。In the catenary power supply mode, the train can run at normal power. The first power supply circuit main body 50 converts the electric energy provided by the catenary to supply power to the first traction motor and the variable voltage and variable frequency load. The second power supply circuit main body 60 converts the power provided by the catenary Electric energy supplies power for the second traction motor and constant voltage and constant frequency loads.
第一供电电路主体50以及第二供电电路主体60的具体电路构成可以参照传统的列车牵引电路，通常，可以包括牵引变流器以及辅助变压器，而牵引变流器通常由整流器，中间直流环节，牵引逆变器以及辅助逆变器构成。The specific circuit composition of the first power supply circuit main body 50 and the second power supply circuit main body 60 can refer to the traditional train traction circuit. Usually, it can include a traction converter and an auxiliary transformer, and the traction converter usually consists of a rectifier and an intermediate DC link. Traction inverter and auxiliary inverter constitute.
而本申请考虑到，变压变频负载对电压等级的要求较低，如果直接将第一蓄电池20的电压施加在第一供电电路主体50的中间直流环节，第一牵引电机以及变压变频负载都可以以较低的功率运行。而恒压恒频负载对电压等级的要求较高，如果直接将第二蓄电池30的电压施加在第二供电电路主体60的中间直流环节，由于第二供电电路主体60中的辅助变压器的降压，会使得电压无法达到恒压恒频负载的要求。因此，第二蓄电池30通过第二供电电路主体60为第二牵引电机供电，同时，利用蓄电池充电机40作为逆变电路从而为恒压恒频负载供电，即避开了第二供电电路主体60中的辅助变压器的降压，因此电压能够满足恒压恒频负载的电压需求。However, this application considers that the voltage level requirements of the variable-voltage and variable-frequency load are relatively low. If the voltage of the first battery 20 is directly applied to the intermediate DC link of the first power supply circuit main body 50, the first traction motor and the variable-voltage and variable-frequency load are both Can run at lower power. The constant voltage and constant frequency load has higher requirements on the voltage level. If the voltage of the second battery 30 is directly applied to the intermediate DC link of the second power supply circuit main body 60, due to the step-down of the auxiliary transformer in the second power supply circuit main body 60 , Will make the voltage unable to meet the requirement of constant voltage and constant frequency load. Therefore, the second battery 30 supplies power to the second traction motor through the second power supply circuit main body 60, and at the same time, uses the battery charger 40 as an inverter circuit to supply power to the constant voltage and constant frequency load, that is, avoids the second power supply circuit main body 60. Auxiliary transformer in the step-down, so the voltage can meet the voltage demand of the constant voltage and constant frequency load.
在本发明的一种具体实施方式中，可参阅图2，为一种具体实施方式中的第一供电电路主体50的电路结构示意图，并且需要说明的是，图2中并未示出第二供电电路主体60的电路部分。In a specific embodiment of the present invention, refer to FIG. 2, which is a schematic diagram of the circuit structure of the first power supply circuit main body 50 in a specific embodiment, and it should be noted that the second power supply circuit is not shown in FIG. The circuit part of the main body 60 of the power supply circuit.
该种实施方式中，第一供电电路主体50包括：第一整流器，与第一整流器连接的第一中间直流电路，与第一中间直流电路连接的第一牵引逆变器以及第一辅助逆变器，与第一辅助逆变器连接的第一辅助变压器；第一中间直流电路包括：第一电容C1，第一电感L1，第一支撑电容C11。该种实施方式中的第一供电电路主体50的结构也是较为常用的结构。In this embodiment, the first power supply circuit main body 50 includes: a first rectifier, a first intermediate DC circuit connected to the first rectifier, a first traction inverter connected to the first intermediate DC circuit, and a first auxiliary inverter A first auxiliary transformer connected to the first auxiliary inverter; the first intermediate DC circuit includes: a first capacitor C1, a first inductor L1, and a first supporting capacitor C11. The structure of the first power supply circuit main body 50 in this embodiment is also a relatively common structure.
第一供电电路主体50通过第一开关K1，第二开关K2以及第三开关K3可以实现在蓄电池模式时，转换第一蓄电池20提供的电能，为第一牵引电机以及变压变频负载供电。The first power supply circuit main body 50 can convert the electric energy provided by the first battery 20 in the battery mode through the first switch K1, the second switch K2, and the third switch K3 to supply power to the first traction motor and the variable voltage and variable frequency load.
具体的，第一开关K1的第一端与第一蓄电池20正极连接，第一开关K1的第二端与第一整流器的第一输入端连接；Specifically, the first terminal of the first switch K1 is connected to the positive electrode of the first battery 20, and the second terminal of the first switch K1 is connected to the first input terminal of the first rectifier;
第二开关K2的第一端与第一蓄电池20负极连接，第二开关K2的第二端与第三开关K3的第二端以及第一电感L1的第一端连接；The first end of the second switch K2 is connected to the negative electrode of the first battery 20, and the second end of the second switch K2 is connected to the second end of the third switch K3 and the first end of the first inductor L1;
第三开关K3的第一端与第一电容C1的第二端连接；The first end of the third switch K3 is connected to the second end of the first capacitor C1;
第一电容C1的第一端与第一整流器的第一输出端连接，第一电感L1的第二端与第一整流器的第二输出端连接；The first end of the first capacitor C1 is connected to the first output end of the first rectifier, and the second end of the first inductor L1 is connected to the second output end of the first rectifier;
在接触网供电模式时，第一开关K1和第二开关K2关断，第三开关K3导通，此时，牵引变压器10向第一整流器供电，第一整流器通常可以是四象限整流器，第一中间直流电路中的第一电容C1和第一电感L1构成谐振电路实现滤波。在接触网供电模式时，接触网同时向第一牵引逆变器和第一辅助逆变器供电，进而实现了为第一牵引电机以及变压变频负载的供电。In the catenary power supply mode, the first switch K1 and the second switch K2 are turned off, and the third switch K3 is turned on. At this time, the traction transformer 10 supplies power to the first rectifier. The first rectifier can usually be a four-quadrant rectifier. The first capacitor C1 and the first inductor L1 in the intermediate DC circuit form a resonant circuit to achieve filtering. In the catenary power supply mode, the catenary supplies power to the first traction inverter and the first auxiliary inverter at the same time, thereby realizing the power supply for the first traction motor and the variable voltage and variable frequency load.
在蓄电池模式时，指的是接触网无法供电，由蓄电池进行供电，且牵引蓄电池充电机40，第一供电电路主体50以及第二供电电路主体60均无故障的情况。在蓄电池模式时，第一开关K1和第二开关K2导通，第三开关K3关断。此时，第一蓄电池20的正极经过第一开关K1、第一整流器的桥臂接入第一中间直流电路的正母排，第一蓄电池20的负极经第二开关K2直接接入第一中间直流电路的负母排，利用第一电感L1作为滤波电抗器。In the battery mode, it refers to the situation where the catenary cannot supply power, the battery is powered, and the traction battery charger 40, the first power supply circuit main body 50, and the second power supply circuit main body 60 are all faultless. In the battery mode, the first switch K1 and the second switch K2 are turned on, and the third switch K3 is turned off. At this time, the positive pole of the first battery 20 is connected to the positive busbar of the first intermediate DC circuit through the first switch K1 and the bridge arm of the first rectifier, and the negative pole of the first battery 20 is directly connected to the first intermediate through the second switch K2. The negative busbar of the DC circuit uses the first inductance L1 as a filter reactor.
在本发明的一种具体实施方式中，可参阅图3，为一种具体实施方式中的第二供电电路主体60的电路结构示意图，并且需要说明的是，图3中并未示出第一供电电路主体50的电路部分。In a specific embodiment of the present invention, refer to FIG. 3, which is a schematic diagram of the circuit structure of the second power supply circuit main body 60 in a specific embodiment, and it should be noted that the first power supply circuit is not shown in FIG. The circuit part of the main body 50 of the power supply circuit.
该种实施方式中，第二供电电路主体60包括：第二整流器，与第二整流器连接的第二中间直流电路，与第二中间直流电路连接的第二牵引逆变器以及第二辅助逆变器，与第二辅助逆变器连接的第二辅助变压器；第二中间直流电路包括：第二电容C2，第二电感L2，第二支撑电容C22；In this embodiment, the second power supply circuit main body 60 includes: a second rectifier, a second intermediate DC circuit connected to the second rectifier, a second traction inverter connected to the second intermediate DC circuit, and a second auxiliary inverter A second auxiliary transformer connected to the second auxiliary inverter; the second intermediate DC circuit includes: a second capacitor C2, a second inductor L2, and a second supporting capacitor C22;
通过第四开关K4，第五开关K5，第六开关K6以及第七开关K7，第二供电电路主体60实现在蓄电池模式时，转换第二蓄电池30提供的电能， 为第二牵引电机供电，且蓄电池充电机40实现在蓄电池模式时，将第二蓄电池30的输出电流进行逆变，为恒压恒频负载供电；Through the fourth switch K4, the fifth switch K5, the sixth switch K6, and the seventh switch K7, the second power supply circuit main body 60 realizes that in the battery mode, it converts the electrical energy provided by the second battery 30 to supply power to the second traction motor, and When the battery charger 40 is in the battery mode, it reverses the output current of the second battery 30 to supply power to the constant voltage and constant frequency load;
第四开关K4的第一端与第二蓄电池30正极连接，第四开关K4的第二端与第二整流器的第一输入端连接；The first terminal of the fourth switch K4 is connected to the positive electrode of the second battery 30, and the second terminal of the fourth switch K4 is connected to the first input terminal of the second rectifier;
第五开关K5的第一端与第二蓄电池30负极连接，第五开关K5的第二端与第六开关K6的第二端以及第二电感L2的第一端连接；The first end of the fifth switch K5 is connected to the negative electrode of the second battery 30, and the second end of the fifth switch K5 is connected to the second end of the sixth switch K6 and the first end of the second inductor L2;
第六开关K6的第一端与第二电容C2的第二端连接；The first end of the sixth switch K6 is connected to the second end of the second capacitor C2;
第二电容C2的第一端与第二整流器的第一输出端连接，第二电感L2的第二端与第二整流器的第二输出端连接；The first end of the second capacitor C2 is connected to the first output end of the second rectifier, and the second end of the second inductor L2 is connected to the second output end of the second rectifier;
第七开关K7的第一端与第二辅助变压器连接，第七开关K7的第二端与恒压恒频负载连接；The first end of the seventh switch K7 is connected to the second auxiliary transformer, and the second end of the seventh switch K7 is connected to the constant voltage and constant frequency load;
在接触网供电模式时，第四开关K4和第五开关K5关断，第六开关K6和第七开关K7导通；在蓄电池模式时，第四开关K4和第五开关K5导通，第六开关K6和第七开关K7关断。In the catenary power supply mode, the fourth switch K4 and the fifth switch K5 are turned off, the sixth switch K6 and the seventh switch K7 are turned on; in the battery mode, the fourth switch K4 and the fifth switch K5 are turned on, and the sixth switch K5 is turned on. The switch K6 and the seventh switch K7 are turned off.
相较于图2的针对第一供电电路主体50的电路结构，图3的实施方式针对第二供电电路主体60的电路结构额外设置了第七开关K7。在接触网供电模式时，第七开关K7导通，使得接触网可以同时向第二牵引电机以及恒压恒频负载供电。而在蓄电池模式时，需要将第七开关K7关断，由蓄电池充电机40将第二蓄电池30的输出电流进行逆变，为恒压恒频负载供电。Compared with the circuit structure of the first power supply circuit main body 50 in FIG. 2, the embodiment of FIG. 3 additionally provides a seventh switch K7 for the circuit structure of the second power supply circuit main body 60. In the catenary power supply mode, the seventh switch K7 is turned on, so that the catenary can supply power to the second traction motor and the constant voltage and constant frequency load at the same time. In the battery mode, the seventh switch K7 needs to be turned off, and the battery charger 40 inverts the output current of the second battery 30 to supply power to the constant voltage and constant frequency load.
进一步地，在本发明的一种具体实施方式中，可参阅图4，还包括：第一端分别与第四开关K4的第二端以及牵引变压器10连接，第二端与第二整流器的第一输入端连接的第八开关K8；Further, in a specific embodiment of the present invention, referring to FIG. 4, it further includes: the first end is respectively connected to the second end of the fourth switch K4 and the traction transformer 10, and the second end is connected to the second end of the second rectifier. An eighth switch K8 connected to an input terminal;
第二蓄电池30，还用于：在第一应急模式时，通过第二整流器以及牵引变压器10进行升压，为第二牵引电机以及恒压恒频负载供电；The second battery 30 is also used to: in the first emergency mode, boost the voltage through the second rectifier and the traction transformer 10 to supply power to the second traction motor and the constant voltage and constant frequency load;
在接触网供电模式以及蓄电池模式时，第八开关K8导通；In the catenary power supply mode and the battery mode, the eighth switch K8 is turned on;
在第一应急模式时，第四开关K4，第五开关K5以及第七开关K7导通，第六开关K6和第八开关K8关断。In the first emergency mode, the fourth switch K4, the fifth switch K5, and the seventh switch K7 are turned on, and the sixth switch K6 and the eighth switch K8 are turned off.
第一应急模式指的是接触网无法供电，由蓄电池进行供电，且牵引蓄 电池充电机40故障的情况。由于牵引蓄电池充电机40故障，因此无法对第二蓄电池30的电流进行逆变而为恒压恒频负载供电，因此，该种实施方式，在第一应急模式时，第四开关K4，第五开关K5以及第七开关K7导通，第六开关K6和第八开关K8关断，此时，利用牵引变压器10的副边绕组，并相适应地对第二整流器中的开关管的开断进行控制，可以形成一个斩波升压电路。将第二蓄电池30的电压升高后，给第二中间直流电路供电，通过第二牵引逆变器给第二牵引电机供电，通过第二辅助逆变器以及第二辅助变压器为恒压恒频负载供电，完成列车在此种应急情况下的牵引。The first emergency mode refers to a situation where the catenary cannot be powered, the battery is powered, and the traction battery charger 40 fails. Due to the failure of the traction battery charger 40, the current of the second battery 30 cannot be inverted to supply power to the constant voltage and constant frequency load. Therefore, in this embodiment, in the first emergency mode, the fourth switch K4 and the fifth switch K4 The switch K5 and the seventh switch K7 are turned on, and the sixth switch K6 and the eighth switch K8 are turned off. At this time, the secondary winding of the traction transformer 10 is used to appropriately switch on and off the switch tube in the second rectifier. Control can form a chopper boost circuit. After the voltage of the second battery 30 is increased, the second intermediate DC circuit is supplied with power, the second traction motor is supplied with power through the second traction inverter, and the second auxiliary inverter and the second auxiliary transformer are used for constant voltage and constant frequency. Load power supply to complete the traction of the train in this emergency situation.
可以看出，该种实施方式中，即使牵引蓄电池充电机40故障，也仍然能够保障列车在此种应急情况下的牵引，并且仍然是在无需额外设置升压电路的前提下实现的该功能。It can be seen that in this embodiment, even if the traction battery charger 40 fails, it can still ensure the traction of the train in such an emergency situation, and this function is still realized without the need for an additional booster circuit.
此外需要说明的是，在实际应用中，针对第一供电电路主体50的电路结构，通常也会设置有相应开关，允许将第一蓄电池20的电压升压之后提供给第一中间直流电路。具体的，可参阅图5，该种实施方式中还包括了：In addition, it should be noted that in practical applications, for the circuit structure of the first power supply circuit main body 50, a corresponding switch is usually provided to allow the voltage of the first storage battery 20 to be boosted and then provided to the first intermediate DC circuit. Specifically, refer to Fig. 5, which also includes:
第一端与第一辅助变压器连接，第二端与变压变频负载连接的第九开关K9；The first end is connected to the first auxiliary transformer, and the second end is connected to the ninth switch K9 of the variable-voltage and variable-frequency load;
第一端分别与第一开关K1的第二端以及牵引变压器10连接，第二端与第一整流器的第一输入端连接的第十开关K10。The first end is respectively connected to the second end of the first switch K1 and the traction transformer 10, and the second end is connected to the tenth switch K10 of the first input end of the first rectifier.
第九开关K9则可以切断第一辅助变压器与变压变频负载之间的电连接，例如可以在第一辅助逆变器或者第一辅助变压器故障时关断第九开关K9。The ninth switch K9 can cut off the electrical connection between the first auxiliary transformer and the variable-voltage and variable-frequency load. For example, the ninth switch K9 can be turned off when the first auxiliary inverter or the first auxiliary transformer fails.
并且需要指出的是，本申请的图2和图5中，牵引蓄电池充电机40均与变压变频负载连接，这样的方式通常是应用在能够应对第一供电电路主体50中的第一辅助逆变器或者第一辅助变压器故障的实施方式中，具体可见后文的描述。在部分实施方式中，如果只是想满足通过牵引蓄电池充电机40对第二蓄电池30的电流进行逆变，为恒压恒频负载进行供电，则可以无需将牵引蓄电池充电机40与变压变频负载连接。And it should be pointed out that in Fig. 2 and Fig. 5 of the present application, the traction battery charger 40 is connected to the variable voltage and variable frequency load. This method is usually applied to the first auxiliary inverse in the main body 50 of the first power supply circuit. In the implementation of the fault of the transformer or the first auxiliary transformer, the details can be seen in the following description. In some embodiments, if you just want to invert the current of the second battery 30 through the traction battery charger 40 to supply power to the constant voltage and constant frequency load, you may not need to connect the traction battery charger 40 with the variable voltage and variable frequency load. connection.
在本发明的一种具体实施方式中，可参阅图6，还包括：In a specific embodiment of the present invention, refer to FIG. 6, which further includes:
第一端分别与第九开关K9的第二端以及变压变频负载连接，第二端 分别与第七开关K7的第二端以及第十二开关K12的第一端连接的第十一开关K11；The first end is respectively connected to the second end of the ninth switch K9 and the variable voltage and variable frequency load, and the second end is respectively connected to the second end of the seventh switch K7 and the first end of the twelfth switch K12. The eleventh switch K11 ；
第二端分别与恒压恒频负载以及蓄电池充电机40连接的第十二开关K12；The twelfth switch K12 connected to the constant voltage and constant frequency load and the battery charger 40 at the second end;
设置在第一蓄电池20与蓄电池充电机40之间的第十三开关K13；A thirteenth switch K13 provided between the first battery 20 and the battery charger 40;
设置在第二蓄电池30与蓄电池充电机40之间的第十四开关K14；A fourteenth switch K14 provided between the second battery 30 and the battery charger 40;
且在第二应急模式时，第七开关K7，第十一开关K11以及第十三开关K13导通，第九开关K9，第十二开关K12以及第十四开关K14关断；And in the second emergency mode, the seventh switch K7, the eleventh switch K11, and the thirteenth switch K13 are turned on, and the ninth switch K9, the twelfth switch K12, and the fourteenth switch K14 are turned off;
蓄电池充电机40还用于：在第二应急模式时，将第一蓄电池20的输出电流进行逆变，为恒压恒频负载供电；The battery charger 40 is also used to: in the second emergency mode, invert the output current of the first battery 20 to supply power to the constant voltage and constant frequency load;
第二供电电路主体60还用于：在第二应急模式时，转换第二蓄电池30提供的电能，为变压变频负载供电。The second power supply circuit main body 60 is also used to: in the second emergency mode, convert the electric energy provided by the second storage battery 30 to supply power to the variable voltage and variable frequency load.
图6中仅示出了第一供电电路主体中的第一辅助逆变器以及第一辅助变压器，未示出第一供电电路主体中的其余部分，第二供电电路主体同理。FIG. 6 only shows the first auxiliary inverter and the first auxiliary transformer in the main body of the first power supply circuit, and does not show the rest of the main body of the first power supply circuit, and the same applies to the main body of the second power supply circuit.
该种实施方式中，由于增设了用于进行转换的第十二开关K12，使得该种实施方式可以应对第一供电电路主体50故障的情况，即实现了冗余的功能。In this embodiment, since the twelfth switch K12 for switching is added, this embodiment can deal with the failure of the first power supply circuit main body 50, that is, realize the redundant function.
具体的，第二应急模式指的是接触网无法供电，由蓄电池进行供电，且第一辅助逆变器或者第一辅助变压器发生了故障的情况。由于第一辅助逆变器或者第一辅助变压器发生了故障，因此第一蓄电池20无法通过第一供电电路主体50实现其在蓄电池模式下的为变压变频负载供电的功能，此时，将第七开关K7，第十一开关K11以及第十三开关K13导通，第九开关K9，第十二开关K12以及第十四开关K14关断，第二蓄电池30便可以通过第二供电电路主体60为变压变频负载供电，而第一蓄电池20则输出电流至蓄电池充电机40，蓄电池充电机40对电流进行逆变之后，可以为恒压恒频负载供电。Specifically, the second emergency mode refers to a situation where the catenary cannot be powered, the battery is powered, and the first auxiliary inverter or the first auxiliary transformer fails. Due to the failure of the first auxiliary inverter or the first auxiliary transformer, the first battery 20 cannot realize its function of supplying power to the variable voltage and variable frequency load in the battery mode through the first power supply circuit main body 50. At this time, the first battery 20 The seventh switch K7, the eleventh switch K11 and the thirteenth switch K13 are turned on, the ninth switch K9, the twelfth switch K12 and the fourteenth switch K14 are turned off, and the second storage battery 30 can pass through the second power supply circuit main body 60 It supplies power to the variable voltage and variable frequency load, and the first battery 20 outputs current to the battery charger 40. After the battery charger 40 inverts the current, it can supply power to the constant voltage and constant frequency load.
此外，该种实施方式中，是针对辅助负载进行供电方的切换，以应对第一辅助逆变器或者第一辅助变压器发生故障的情况，当电路的其他部分正常时，通常仍然可以由第一蓄电池20为第一牵引电机供电，由第二蓄电 池30为第二牵引电机供电，即该部分内容与蓄电池模式相同。In addition, in this embodiment, the power supply is switched for the auxiliary load to cope with the failure of the first auxiliary inverter or the first auxiliary transformer. When the other parts of the circuit are normal, the first auxiliary inverter can usually be switched. The battery 20 supplies power to the first traction motor, and the second battery 30 supplies power to the second traction motor, that is, the content of this part is the same as the battery mode.
进一步的，图6的实施方式，还包括：Further, the embodiment of FIG. 6 further includes:
第一端分别与第十二开关K12的第二端以及恒压恒频负载连接，第二端与蓄电池充电机40连接的第十五开关K15。The first end is respectively connected to the second end of the twelfth switch K12 and the constant voltage and constant frequency load, and the second end is connected to the fifteenth switch K15 of the battery charger 40.
由于该种实施方式中设置了第十五开关K15，使得可以方便地进行蓄电池充电机40的输出电流的切断。Since the fifteenth switch K15 is provided in this embodiment, the output current of the battery charger 40 can be cut off conveniently.
还需要说明的是，第十五开关K15的第二端与蓄电池充电机40连接，并不是在限定第十五开关K15的第二端一定是一个触点，而是指的是该线路上设置有第十五开关K15，可以调整该线路的通断状态。第七开关K7，第九开关K9，第十一开关K11以及第十二开关K12也是同理。例如第一辅助变压器输出的是三相电，第九开关K9的第一端可以由3个触点构成，分别布置在三相线路上，实现与第一辅助变压器之间的连接，第九开关K9的第二端也可以由3个触点构成，分别布置在三相线路上，实现与变压变频支路的连接。当第九开关K9为关断状态时，三相线路均关断，为导通状态时，三相线路均导通。此外，图6中的变压变频支路中的负载均为变压变频负载，而恒压恒频支路中的负载均为恒压恒频负载。It should also be noted that the second end of the fifteenth switch K15 is connected to the battery charger 40, which does not mean that the second end of the fifteenth switch K15 must be a contact, but refers to the line provided on the line There is a fifteenth switch K15, which can adjust the on-off state of the line. The same applies to the seventh switch K7, the ninth switch K9, the eleventh switch K11, and the twelfth switch K12. For example, the output of the first auxiliary transformer is three-phase electricity, and the first end of the ninth switch K9 can be composed of three contacts, which are arranged on the three-phase line to realize the connection with the first auxiliary transformer. The ninth switch The second end of K9 can also be composed of 3 contacts, which are respectively arranged on the three-phase circuit to realize the connection with the variable voltage and frequency conversion branch. When the ninth switch K9 is in the off state, the three-phase lines are all off, and when the ninth switch K9 is in the on state, the three-phase lines are all on. In addition, the loads in the variable-voltage and variable-frequency branch in FIG. 6 are all variable-voltage and variable-frequency loads, and the loads in the constant-voltage and constant-frequency branch are all constant-voltage and constant-frequency loads.
本申请的方案中，在接触网供电模式时，第一供电电路主体50可以接收接触网的电能输入并为第一牵引电机以及变压变频负载供电，第二供电电路主体60可以接收接触网的电能输入并为第二牵引电机以及恒压恒频负载供电。如果接触网供电无法执行，在蓄电池模式时。第一蓄电池20可以通过第一供电电路主体50为第一牵引电机以及变压变频负载供电，这是考虑到变压变频负载对电压等级的要求较低，因此可以直接将第一蓄电池20的电压施加在第一供电电路主体50的中间直流环节，第一牵引电机以及变压变频负载可以以较低的功率下运行。而恒压恒频负载对电压等级的要求较高，因此，在蓄电池模式时，第二蓄电池30通过第二供电电路主体60为第二牵引电机供电，同时，利用蓄电池充电机40作为逆变电路从而为恒压恒频负载供电，也就是说，避开了第二供电电路主体60中的辅助变压器的降压，因此第二蓄电池30能够满足恒压恒频负载的电压需求。可以看出，本申请的方案中无需增加额外斩波升压电路，而是在蓄电池模式 时利用蓄电池充电机40作为逆变电路，从而为恒压恒频负载供电，因此有利于降低电力机车的牵引电路的成本，保障电路的可靠性。此外，由于无需利用额外增加的斩波升压电路对第二蓄电池30进行升压，即可实现恒压恒频负载的供电，因此也有利于提高能源转换利用率，也利于进行牵引电路的空间布置。In the solution of the present application, in the catenary power supply mode, the first power supply circuit main body 50 can receive the electrical energy input of the catenary and supply power to the first traction motor and the variable voltage and variable frequency load, and the second power supply circuit main body 60 can receive the power input of the catenary. Electric energy inputs and supplies power to the second traction motor and constant voltage and constant frequency loads. If the catenary power supply cannot be performed, in the battery mode. The first battery 20 can supply power to the first traction motor and the variable voltage and variable frequency load through the first power supply circuit body 50. This is because the voltage level of the variable voltage and variable frequency load is relatively low, so the voltage of the first battery 20 can be directly changed. Applied to the intermediate DC link of the main body 50 of the first power supply circuit, the first traction motor and the variable voltage and variable frequency load can be operated at a lower power. The constant voltage and constant frequency load has higher requirements on the voltage level. Therefore, in the battery mode, the second battery 30 supplies power to the second traction motor through the second power supply circuit main body 60, and at the same time, the battery charger 40 is used as the inverter circuit In this way, power is supplied to the constant voltage and constant frequency load, that is, the step-down of the auxiliary transformer in the second power supply circuit main body 60 is avoided, so the second storage battery 30 can meet the voltage demand of the constant voltage and constant frequency load. It can be seen that there is no need to add an additional chopper boost circuit in the solution of the present application, but the battery charger 40 is used as the inverter circuit in the battery mode to supply power to the constant voltage and constant frequency load, which is beneficial to reduce the power of the electric locomotive. The cost of the traction circuit guarantees the reliability of the circuit. In addition, since there is no need to use an additional chopper boost circuit to boost the second battery 30, the power supply of the constant voltage and constant frequency load can be realized, which is also conducive to improving the energy conversion utilization rate and also conducive to the space for the traction circuit. Layout.
相应于上面的电力机车的牵引电路的实施例，本发明实施例还提供了一种电力机车，包括上述任一实施例中的电力机车的牵引电路，可与上文相互对应参照，此处不再重复说明。Corresponding to the embodiment of the traction circuit of the electric locomotive above, the embodiment of the present invention also provides an electric locomotive, including the traction circuit of the electric locomotive in any of the above embodiments. Repeat the description again.
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。Professionals may further realize that the units and algorithm steps of the examples described in the embodiments disclosed in this article can be implemented by electronic hardware, computer software, or a combination of the two, in order to clearly illustrate the possibilities of hardware and software. Interchangeability, in the above description, the composition and steps of each example have been generally described in accordance with the function. Whether these functions are executed by hardware or software depends on the specific application and design constraint conditions of the technical solution. Professionals and technicians can use different methods for each specific application to implement the described functions, but such implementation should not be considered as going beyond the scope of the present invention.
本文中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的技术方案及其核心思想。应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以对本发明进行若干改进和修饰，这些改进和修饰也落入本发明权利要求的保护范围内。Specific examples are used in this article to describe the principle and implementation of the present invention. The description of the above embodiments is only used to help understand the technical solutions and core ideas of the present invention. It should be pointed out that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and modifications can be made to the present invention, and these improvements and modifications also fall within the protection scope of the claims of the present invention.

Claims (8)

  1. 一种电力机车的牵引电路，其特征在于，包括：A traction circuit for an electric locomotive, characterized in that it includes:
    与接触网，第一供电电路主体以及第二供电电路主体连接的牵引变压器；A traction transformer connected to the contact net, the main body of the first power supply circuit, and the main body of the second power supply circuit;
    第一蓄电池；First battery
    第二蓄电池；Second battery
    蓄电池充电机，用于在充电模式时，为所述第一蓄电池以及所述第二蓄电池充电，在蓄电池模式时，将所述第二蓄电池的输出电流进行逆变，为恒压恒频负载供电；The battery charger is used to charge the first battery and the second battery in the charging mode, and to invert the output current of the second battery in the battery mode to supply power to the constant voltage and constant frequency load ；
    所述第一供电电路主体，用于在接触网供电模式时，转换所述接触网提供的电能，为第一牵引电机以及变压变频负载供电；在蓄电池模式时，转换所述第一蓄电池提供的电能，为所述第一牵引电机以及所述变压变频负载供电；The main body of the first power supply circuit is used to convert the electrical energy provided by the contact network in the catenary power supply mode to supply power to the first traction motor and the variable voltage and variable frequency load; in the battery mode, to convert the power provided by the first battery The electric energy is used to supply power to the first traction motor and the variable-voltage and variable-frequency load;
    所述第二供电电路主体，用于在接触网供电模式时，转换所述接触网提供的电能，为第二牵引电机以及所述恒压恒频负载供电；在蓄电池模式时，转换所述第二蓄电池提供的电能，为所述第二牵引电机供电。The second power supply circuit main body is used to convert the electrical energy provided by the contact network in the catenary power supply mode to supply power to the second traction motor and the constant voltage and constant frequency load; in the battery mode, to convert the first The electric energy provided by the second storage battery supplies power to the second traction motor.
  2. 根据权利要求1所述的电力机车的牵引电路，其特征在于，所述第一供电电路主体包括：第一整流器，与所述第一整流器连接的第一中间直流电路，与所述第一中间直流电路连接的第一牵引逆变器以及第一辅助逆变器，与所述第一辅助逆变器连接的第一辅助变压器；所述第一中间直流电路包括：第一电容，第一电感，第一支撑电容；The traction circuit of an electric locomotive according to claim 1, wherein the main body of the first power supply circuit comprises: a first rectifier, a first intermediate DC circuit connected to the first rectifier, and a first intermediate DC circuit connected to the first rectifier. The first traction inverter and the first auxiliary inverter connected to the DC circuit, the first auxiliary transformer connected to the first auxiliary inverter; the first intermediate DC circuit includes: a first capacitor, a first inductor , The first supporting capacitor;
    所述第一供电电路主体通过第一开关，第二开关以及第三开关实现在蓄电池模式时，转换所述第一蓄电池提供的电能，为所述第一牵引电机以及所述变压变频负载供电；The main body of the first power supply circuit converts the electric energy provided by the first battery in the battery mode through the first switch, the second switch and the third switch to supply power to the first traction motor and the variable voltage and variable frequency load ；
    所述第一开关的第一端与所述第一蓄电池正极连接，所述第一开关的第二端与所述第一整流器的第一输入端连接；The first terminal of the first switch is connected to the positive electrode of the first battery, and the second terminal of the first switch is connected to the first input terminal of the first rectifier;
    所述第二开关的第一端与所述第一蓄电池负极连接，所述第二开关的第二端与所述第三开关的第二端以及所述第一电感的第一端连接；The first end of the second switch is connected to the negative electrode of the first battery, and the second end of the second switch is connected to the second end of the third switch and the first end of the first inductor;
    所述第三开关的第一端与所述第一电容的第二端连接；The first end of the third switch is connected to the second end of the first capacitor;
    所述第一电容的第一端与所述第一整流器的第一输出端连接，所述第一电感的第二端与所述第一整流器的第二输出端连接；The first end of the first capacitor is connected to the first output end of the first rectifier, and the second end of the first inductor is connected to the second output end of the first rectifier;
    在接触网供电模式时，所述第一开关和所述第二开关关断，所述第三开关导通；在蓄电池模式时，所述第一开关和所述第二开关导通，所述第三开关关断。In the catenary power supply mode, the first switch and the second switch are turned off, and the third switch is turned on; in the battery mode, the first switch and the second switch are turned on, and the The third switch is turned off.
  3. 根据权利要求2所述的电力机车的牵引电路，其特征在于，所述第二供电电路主体包括：第二整流器，与所述第二整流器连接的第二中间直流电路，与所述第二中间直流电路连接的第二牵引逆变器以及第二辅助逆变器，与所述第二辅助逆变器连接的第二辅助变压器；所述第二中间直流电路包括：第二电容，第二电感，第二支撑电容；The traction circuit of an electric locomotive according to claim 2, wherein the main body of the second power supply circuit comprises: a second rectifier, a second intermediate DC circuit connected to the second rectifier, and a second intermediate DC circuit connected to the second rectifier. The second traction inverter and the second auxiliary inverter connected to the DC circuit, and the second auxiliary transformer connected to the second auxiliary inverter; the second intermediate DC circuit includes: a second capacitor, a second inductor , The second supporting capacitor;
    通过第四开关，第五开关，第六开关以及第七开关，所述第二供电电路主体实现在蓄电池模式时，转换所述第二蓄电池提供的电能，为所述第二牵引电机供电，且所述蓄电池充电机实现在蓄电池模式时，将所述第二蓄电池的输出电流进行逆变，为恒压恒频负载供电；Through the fourth switch, the fifth switch, the sixth switch and the seventh switch, the main body of the second power supply circuit can convert the electric energy provided by the second battery to supply power to the second traction motor when in the battery mode, and When the battery charger realizes in the battery mode, inverting the output current of the second battery to supply power to the constant voltage and constant frequency load;
    所述第四开关的第一端与所述第二蓄电池正极连接，所述第四开关的第二端与所述第二整流器的第一输入端连接；The first terminal of the fourth switch is connected to the positive electrode of the second battery, and the second terminal of the fourth switch is connected to the first input terminal of the second rectifier;
    所述第五开关的第一端与所述第二蓄电池负极连接，所述第五开关的第二端与所述第六开关的第二端以及所述第二电感的第一端连接；The first end of the fifth switch is connected to the negative electrode of the second battery, and the second end of the fifth switch is connected to the second end of the sixth switch and the first end of the second inductor;
    所述第六开关的第一端与所述第二电容的第二端连接；The first end of the sixth switch is connected to the second end of the second capacitor;
    所述第二电容的第一端与所述第二整流器的第一输出端连接，所述第二电感的第二端与所述第二整流器的第二输出端连接；The first end of the second capacitor is connected to the first output end of the second rectifier, and the second end of the second inductor is connected to the second output end of the second rectifier;
    所述第七开关的第一端与所述第二辅助变压器连接，所述第七开关的第二端与所述恒压恒频负载连接；The first end of the seventh switch is connected to the second auxiliary transformer, and the second end of the seventh switch is connected to the constant voltage and constant frequency load;
    在接触网供电模式时，所述第四开关和所述第五开关关断，所述第六开关和所述第七开关导通；在蓄电池模式时，所述第四开关和所述第五开关导通，所述第六开关和所述第七开关关断。In the catenary power supply mode, the fourth switch and the fifth switch are turned off, and the sixth switch and the seventh switch are turned on; in the battery mode, the fourth switch and the fifth switch are turned off. The switch is turned on, and the sixth switch and the seventh switch are turned off.
  4. 根据权利要求3所述的电力机车的牵引电路，其特征在于，还包括：第一端分别与所述第四开关的第二端以及所述牵引变压器连接，第二端与所述第二整流器的第一输入端连接的第八开关；The traction circuit of an electric locomotive according to claim 3, further comprising: a first end is respectively connected to the second end of the fourth switch and the traction transformer, and the second end is connected to the second rectifier An eighth switch connected to the first input terminal of
    所述第二蓄电池，还用于：在第一应急模式时，通过所述第二整流器以及所述牵引变压器进行升压，为所述第二牵引电机以及所述恒压恒频负载供电；The second battery is also used to: in the first emergency mode, boost voltage through the second rectifier and the traction transformer to supply power to the second traction motor and the constant voltage and constant frequency load;
    在接触网供电模式以及蓄电池模式时，所述第八开关导通；In the catenary power supply mode and the storage battery mode, the eighth switch is turned on;
    在第一应急模式时，所述第四开关，所述第五开关以及所述第七开关导通，所述第六开关和所述第八开关关断。In the first emergency mode, the fourth switch, the fifth switch and the seventh switch are turned on, and the sixth switch and the eighth switch are turned off.
  5. 根据权利要求4所述的电力机车的牵引电路，其特征在于，还包括：The traction circuit of an electric locomotive according to claim 4, further comprising:
    第一端与所述第一辅助变压器连接，第二端与所述变压变频负载连接的第九开关；A ninth switch connected to the first auxiliary transformer at the first end and connected to the variable-voltage and variable-frequency load at the second end;
    第一端分别与所述第一开关的第二端以及所述牵引变压器连接，第二端与所述第一整流器的第一输入端连接的第十开关。The first end is respectively connected to the second end of the first switch and the traction transformer, and the second end is connected to the tenth switch of the first input end of the first rectifier.
  6. 根据权利要求5所述的电力机车的牵引电路，其特征在于，还包括：The traction circuit of an electric locomotive according to claim 5, further comprising:
    第一端分别与所述第九开关的第二端以及所述变压变频负载连接，第二端分别与所述第七开关的第二端以及第十二开关的第一端连接的第十一开关；The first end is respectively connected to the second end of the ninth switch and the variable voltage and variable frequency load, and the second end is respectively connected to the second end of the seventh switch and the first end of the twelfth switch. A switch
    第二端分别与所述恒压恒频负载以及所述蓄电池充电机连接的所述第十二开关；The twelfth switch connected to the constant voltage and constant frequency load and the battery charger at the second end;
    设置在所述第一蓄电池与所述蓄电池充电机之间的第十三开关；A thirteenth switch provided between the first battery and the battery charger;
    设置在所述第二蓄电池与所述蓄电池充电机之间的第十四开关；A fourteenth switch provided between the second battery and the battery charger;
    且在第二应急模式时，所述第七开关，所述第十一开关以及所述第十三开关导通，所述第九开关，所述第十二开关以及所述第十四开关关断；And in the second emergency mode, the seventh switch, the eleventh switch, and the thirteenth switch are turned on, and the ninth switch, the twelfth switch, and the fourteenth switch are turned off. Break
    所述蓄电池充电机还用于：在第二应急模式时，将所述第一蓄电池的输出电流进行逆变，为所述恒压恒频负载供电；The battery charger is also used to: in the second emergency mode, invert the output current of the first battery to supply power to the constant voltage and constant frequency load;
    所述第二供电电路主体还用于：在第二应急模式时，转换所述第二蓄电池提供的电能，为所述变压变频负载供电。The main body of the second power supply circuit is also used to: in the second emergency mode, convert the electric energy provided by the second battery to supply power to the variable voltage and variable frequency load.
  7. 根据权利要求6所述的电力机车的牵引电路，其特征在于，还包括：The traction circuit of an electric locomotive according to claim 6, further comprising:
    第一端分别与所述第十二开关的第二端以及所述恒压恒频负载连接，第二端与所述蓄电池充电机连接的第十五开关。The first end is respectively connected to the second end of the twelfth switch and the constant voltage and constant frequency load, and the second end is connected to the fifteenth switch of the battery charger.
  8. 一种电力机车，其特征在于，包括如权利要求1至7任一项所述的 电力机车的牵引电路。An electric locomotive, characterized by comprising the traction circuit of the electric locomotive according to any one of claims 1 to 7.
PCT/CN2020/089921 2019-12-04 2020-05-13 Electric locomotive and traction circuit thereof WO2021109456A1 (en)

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