WO2022110267A1 - 一种双向dc/dc变流器、城轨车辆及其牵引系统 - Google Patents

一种双向dc/dc变流器、城轨车辆及其牵引系统 Download PDF

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Publication number
WO2022110267A1
WO2022110267A1 PCT/CN2020/133547 CN2020133547W WO2022110267A1 WO 2022110267 A1 WO2022110267 A1 WO 2022110267A1 CN 2020133547 W CN2020133547 W CN 2020133547W WO 2022110267 A1 WO2022110267 A1 WO 2022110267A1
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Prior art keywords
module
converter
bidirectional
contactor
voltage
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PCT/CN2020/133547
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English (en)
French (fr)
Inventor
付小龙
万伟伟
焦毕
林珍君
陈文光
赵清良
何红成
陈玉其
肖伟华
姚伍军
曾小钦
Original Assignee
株洲中车时代电气股份有限公司
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Application filed by 株洲中车时代电气股份有限公司 filed Critical 株洲中车时代电气股份有限公司
Priority to AU2020478433A priority Critical patent/AU2020478433B2/en
Priority to EP20963155.5A priority patent/EP4246792A4/en
Publication of WO2022110267A1 publication Critical patent/WO2022110267A1/zh
Priority to ZA2023/06444A priority patent/ZA202306444B/en

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/02—Conversion of dc power input into dc power output without intermediate conversion into ac
    • H02M3/04—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters
    • H02M3/10—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M3/145—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M3/155—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
    • H02M3/158—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
    • H02M3/1582—Buck-boost converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
    • B60L9/22—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines polyphase motors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/32—Means for protecting converters other than automatic disconnection
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/32—Means for protecting converters other than automatic disconnection
    • H02M1/322—Means for rapidly discharging a capacitor of the converter for protecting electrical components or for preventing electrical shock
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/003—Constructional details, e.g. physical layout, assembly, wiring or busbar connections
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/02—Conversion of dc power input into dc power output without intermediate conversion into ac
    • H02M3/04—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters
    • H02M3/10—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M3/145—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M3/155—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
    • H02M3/158—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
    • H02M3/1584—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load with a plurality of power processing stages connected in parallel
    • H02M3/1586—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load with a plurality of power processing stages connected in parallel switched with a phase shift, i.e. interleaved
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/12—Buck converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/526—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/527—Voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/0043—Converters switched with a phase shift, i.e. interleaved
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/0067—Converter structures employing plural converter units, other than for parallel operation of the units on a single load
    • H02M1/007—Plural converter units in cascade
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/08—Circuits specially adapted for the generation of control voltages for semiconductor devices incorporated in static converters
    • H02M1/088—Circuits specially adapted for the generation of control voltages for semiconductor devices incorporated in static converters for the simultaneous control of series or parallel connected semiconductor devices
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/02—Conversion of dc power input into dc power output without intermediate conversion into ac
    • H02M3/04—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters
    • H02M3/10—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M3/145—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M3/155—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
    • H02M3/158—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present application relates to the field of rail transportation, in particular to a bidirectional DC/DC converter, an urban rail vehicle and a traction system thereof.
  • the bidirectional DC/DC converter is the core of regulating and managing the energy flow between energy storage, energy supply and load. It can store and release electric energy by controlling the energy flow, and it plays an important role in the energy management system of urban rail vehicles.
  • Location At present, urban rail vehicles work in the DC1500V system, which cannot be directly operated on the DC3000V network voltage line. If you want to operate on the DC3000V network voltage line, there are the following two ways. First, the entire traction system is redesigned according to the DC3000V line network voltage requirements. The second is to set up a bidirectional DC/DC converter for assistance, while the conventional bidirectional DC/DC converter adopts a single topology scheme and has a small range of boost and voltage, which cannot meet the requirements of the urban rail vehicle traction system.
  • the purpose of this application is to provide a bidirectional DC/DC converter, an urban rail vehicle and its traction system, which does not require redesign of the original traction system, has a large range of boost and voltage, and can meet the requirements of the urban rail vehicle traction system. Small size and low cost.
  • the present application provides a bidirectional DC/DC converter, including a DC/DC module, a control module, a chopper inductance module and a bypass contactor, wherein:
  • the DC/DC module includes n upper bridge arms and n lower bridge arms connected in one-to-one correspondence, and each of the upper bridge arms and each of the lower bridge arms includes m parallel switch tube modules, Each of the switch tube modules includes a thyristor element and a diode in anti-parallel with the thyristor element, and the DC/DC module further includes a first end connected to the first end of each of the upper bridge arms, The second end of the input capacitor is connected to the second end of each of the lower bridge arms, the input end of the DC/DC module is connected to the power supply module, and the output end of the DC/DC module is connected to the chopper inductance module connection, the chopper inductance module is connected to the traction converter, the first end of the bypass contactor is connected to the power supply module, and the second end of the bypass contactor is connected to the traction converter , n is an integer not less than 2, m is a positive integer;
  • the control module is configured to detect the output voltage of the power supply module, and control the DC/DC module to work or control the bypass contactor to close according to the output voltage.
  • the power supply module is a DC3000V power grid, a DC1500V power grid or a regenerative braking energy feedback module.
  • control module is also used for:
  • the protection parameters of the bidirectional DC/DC converter determine whether the working parameters meet the protection conditions, and if so, execute the protection measures corresponding to the protection conditions, and the protection conditions are overvoltage protection conditions, undervoltage protection conditions condition and overcurrent protection condition.
  • the chopper inductor module includes n chopper inductors.
  • the DC/DC converter further includes:
  • the control module is further configured to control the output contactor to close when the output voltage of the DC/DC module increases to a preset voltage value.
  • the DC/DC converter further includes:
  • An input filter reactor arranged between the power supply module and the DC/DC module.
  • the DC/DC converter further includes:
  • An output capacitor arranged between the chopper inductance module and the traction converter.
  • the DC/DC converter further includes:
  • the first end of the shorting contactor is connected to the power module and the first end of the charging contactor respectively, the second end of the shorting contactor is connected to the input capacitor, and the charging contactor The second end of the contactor is connected to the second end of the shorting contactor through the charging resistor.
  • the DC/DC converter further includes:
  • the process of controlling the operation of the DC/DC module according to the output voltage is specifically:
  • the DC/DC module is controlled to work in the buck step-down state through the phase-shift control signal corresponding to the traction working condition. model;
  • the DC/DC is controlled by the phase-shift control signal corresponding to the regenerative braking condition.
  • the module works in boost boost mode.
  • the DC/DC converter further includes a cabinet, and the left side inside the cabinet is provided with the DC/DC module, the cooling module and the input filter reactor which are distributed in sequence from front to back, and the cooling module
  • the right side is provided with the chopper inductance module
  • the cooling module is used to cool the DC/DC module, the input filter reactor and the chopper inductance module
  • the right side of the DC/DC module is A low pressure cavity
  • the control module, the network pressure sensor, the intermediate voltage sensor, the output voltage sensor and the output current sensor are arranged in the low pressure cavity
  • the right side of the input filter reactor is the high pressure cavity
  • the high pressure cavity is provided with There are charging and discharging modules, the bypass contactor, the output contactor, the input current sensor and the input wiring busbar.
  • the cooling module includes a cooling fan and a fan contactor
  • the cabinet is provided with an air inlet filter located on the top or front side of the DC/DC module
  • the cabinet is provided with an input filter reactor The air inlet filter on the top of the unit.
  • the interior of the cabinet is divided into two sets of installation cavities distributed on the left and right by partitions, and the installation cavity on the left includes three left cavities distributed in sequence from front to back, and the three left cavities
  • the DC/DC module, the cooling module and the input filter reactor are respectively installed in the cavity;
  • the installation cavity on the right includes the high-voltage cavity distributed in sequence from front to back, and the chopper inductor is installed The middle cavity of the module and the low pressure cavity.
  • the application also provides a traction system for urban rail vehicles, including a DC3000V arrester, a DC1500V arrester, a selection switch for the arrester, a high-voltage electrical box, a DC high-speed circuit breaker, a line reactor, a traction converter, Traction motor, braking resistor and bidirectional DC/DC converter as described in any of the above.
  • the present application also provides an urban rail vehicle, including the traction system of the urban rail vehicle as described above.
  • the present application provides a bidirectional DC/DC converter, which includes a DC/DC module, a control module, a chopper inductance module and a bypass contactor.
  • the control module selects the DC/DC module to work or to operate according to the output voltage of the power supply module. Close the bypass contactor to complete the power transmission. For example, when the output voltage is DC3000V, the DC/DC module can be controlled to work, and the DC3000V voltage can be reduced to DC1500V and then output to the back-end equipment. When the output voltage is DC1500V, it can be controlled The bypass contactor is closed, so that the output voltage of the power module can be directly transmitted to the back-end equipment, and the original traction system does not need to be redesigned, which saves costs.
  • the output power of the bidirectional DC/DC converter is improved, and the range of boost and voltage is large, which can meet the requirements of the traction system of urban rail vehicles.
  • the volume of the device saves the cost.
  • the present application also provides an urban rail vehicle and a traction system thereof, which have the same beneficial effects as the above-mentioned bidirectional DC/DC converter.
  • FIG. 1 is a schematic structural diagram of a bidirectional DC/DC converter provided by the application.
  • FIG. 2 is a schematic diagram of an equivalent circuit of a DC/DC module when a bidirectional DC/DC converter provided by the application operates in a forward buck step-down mode;
  • FIG. 3 is a schematic diagram of an equivalent circuit of a DC/DC module when a bidirectional DC/DC converter provided by the application works in a reverse boost mode;
  • FIG. 4 is a schematic structural diagram of another bidirectional DC/DC converter provided by the application.
  • FIG. 5 is a schematic structural diagram of another bidirectional DC/DC converter provided by the application.
  • FIG. 6 is a schematic structural diagram of another bidirectional DC/DC converter provided by the application.
  • FIG. 7 is a schematic structural diagram of a traction system of an urban rail vehicle provided by the application.
  • the core of this application is to provide a bidirectional DC/DC converter, an urban rail vehicle and its traction system, which does not require redesign of the original traction system, has a large range of buck-boost, and can meet the requirements of the urban rail vehicle traction system. Small size and low cost.
  • FIG. 1 is a schematic structural diagram of a bidirectional DC/DC converter provided by the application.
  • the bidirectional DC/DC converter includes a DC/DC module 1 , a control module 3 , and a chopper inductance module 2 . and bypass contactor KM31, where:
  • the DC/DC module 1 includes n upper bridge arms and n lower bridge arms connected in one-to-one correspondence, each upper bridge arm and each lower bridge arm includes m parallel switch tube modules, and each switch tube module It includes a thyristor element V and a diode D in anti-parallel with the thyristor element V.
  • the DC/DC module 1 also includes a first end connected to the first end of each upper bridge arm, and a second end connected to each lower bridge arm.
  • the second end of the input capacitor C31 is connected to the input capacitor C31, the input end of the DC/DC module is connected to the power supply module, the output end of the DC/DC module 1 is connected to the chopper inductance module 2, and the chopper inductance module 2 is connected to the traction converter.
  • the first end of the bypass contactor KM31 is connected to the power supply module, the second end of the bypass contactor KM31 is connected to the traction converter, n is an integer not less than 2, and m is a positive integer;
  • the control module 3 is used to detect the output voltage of the power supply module, and control the DC/DC module 1 to work or control the bypass contactor KM31 to close according to the output voltage.
  • the chopping inductor module 2 includes n chopping inductors
  • the DC/DC converter further includes: an input filter reactor L31 arranged between the power supply module and the DC/DC module 1, and arranged in the chopping inductor module 2 and the output capacitor C32 between the traction converter.
  • the DC/DC module 1 in the present application is the core component of the bidirectional DC/DC converter, which includes n upper bridge arms and n lower bridge arms connected in one-to-one correspondence, each upper bridge arm and each Each of the lower bridge arms includes m parallel switch tube modules, and each switch tube module includes a thyristor element V and a diode D in anti-parallel with the thyristor element V, that is, the DC/DC module 1 in this application adopts Multiple multi-phase, staggered parallel circuit structure, each phase is composed of multi-channel thyristor components V in parallel, which can improve the current capacity, thereby improving the output power and buck-boost range of the bidirectional DC/DC converter to meet the needs of urban rail transit. Requirements for vehicle traction systems.
  • FIG. 1 shows the structure of a two-phase two-phase DC/DC module 1 , and the solution of the present application is described by taking the two-layer two-phase DC/DC module 1 as an example.
  • the structure of triple-three-phase, quadruple-four-phase, or even more staggered parallel structures can be selected according to actual engineering needs, which is not specifically limited in this application.
  • the two-phase two-phase DC/DC module 1 mainly integrates eight 750A/6500V thyristor elements V with reverse diode D.
  • the thyristor element V is represented in the form of a voltage-type IGBT element.
  • silicon controlled components V can also choose MOS tubes, triodes, high-frequency silicon carbide components, and so on.
  • the DC/DC module 1 also integrates components such as capacitors, radiators, pulse distribution boards, composite bus bars, drive boards, power modules, temperature relays, etc., which are not shown in FIG. 1 .
  • the key parameters V of the two thyristors connected in parallel that form the same bridge arm must be close, and the same pulse signal controls the turn-on and turn-off to ensure the turn-on and turn-off synchronization and current sharing.
  • the DC3000V+ input terminal of the DC/DC module 1 is connected to the input filter reactor L31, and the output terminals P1 and P2 are respectively connected to the chopper inductors L32 and L33 in the chopper inductor module 2.
  • DC3000V and DC1500V share the same negative line and are connected to the negative line of the main circuit of DC/DC module 1.
  • one end of the chopper inductors L32 and L33 in the chopper inductor module 2 is connected to P1 and P2 of the DC/DC module 1, and the other end is connected to the output capacitor C32.
  • the chopper inductors L32 and L33 are formed together with the output capacitor C32.
  • Output filter for buck chopping Further, in the traction system of the urban rail vehicle, the output capacitor C32 can be omitted.
  • the intermediate support capacitor in the traction converter can be directly connected to the output capacitor of the bidirectional DC/DC converter, effectively reducing the power consumption. cost, space and weight savings.
  • the process of controlling the operation of the DC/DC module 1 according to the output voltage is as follows:
  • the DC/DC module 1 is controlled to work in the buck step-down mode through the phase-shift control signal corresponding to the traction working condition;
  • the DC/DC module 1 is controlled to work in the boost boost mode through the phase-shift control signal corresponding to the regenerative braking condition. .
  • the power module can provide DC3000V or DC1500V voltage.
  • the power module can be DC1500V power grid, DC3000V power grid or regenerative braking energy.
  • the current working condition is the traction working condition
  • the power supply module is a DC3000V power grid, that is, the output voltage of the power supply module is DC3000V
  • the DC/DC converter is controlled to work in the buck mode , to step down the DC3000V voltage to a stable DC1500V output and supply the back-end traction inverter and auxiliary inverter; if the current working condition is the regenerative braking condition, the power module is the regenerative braking energy feedback module at this time.
  • the output voltage of the power module is in the preset range (such as 1650V ⁇ 1950V), it is determined that the starting conditions corresponding to the regenerative braking condition are met, and the DC/DC converter is controlled to work in the boost mode, which can reduce the regenerative braking of the traction motor.
  • the energy is fed back to the DC side of the traction inverter, which increases the DC1500V to DC3000V and feeds it back to the grid.
  • the input DC1500V voltage can be directly sent to the output end without any change by turning on the bypass contactor KM31 for the back-end traction inverter and auxiliary inverter or feedback to the grid.
  • FIG. 2 is a schematic diagram of the equivalent circuit of the DC/DC module 1 when the bidirectional DC/DC converter operates in the forward buck step-down mode.
  • the diodes VD2, VD4, the chopping inductor L32 and the output capacitor C32 on the periphery of the DC/DC module 1 together form the first buck circuit
  • the chopper inductor L33 and the output capacitor C32 on the periphery of the DC/DC module 1 together form the second heavy buck circuit.
  • the first heavy buck circuit and the second heavy buck circuit adopt 180° phase shift control, and the two phases are superimposed and output.
  • FIG. 3 is a schematic diagram of the equivalent circuit of the DC/DC module 1 when the bidirectional DC/DC converter works in the reverse boost mode.
  • the diodes VD1, VD3, the chopping inductor L32 and the output capacitor C32 on the periphery of the DC/DC module 1 together form the first boost circuit
  • the chopper inductor L33 and the output capacitor C32 on the periphery of the DC/DC module 1 together form the second boost circuit.
  • the first boost circuit and the second boost circuit adopt 180° phase shift control, and the output is performed after the two phases are superimposed.
  • the phase-shifting control angle is determined according to n. For example, when n is 2, 180° phase-shifting control is adopted, and n When n is 3, adopt 120° phase shift control, when n is 4, adopt 90° phase shift control, and so on.
  • the control module selects the DC/DC module to work or closes the bypass contactor to complete the power transmission according to the output voltage of the power supply module.
  • the DC/DC module can be controlled
  • the bypass contactor can be controlled to close, so that the output voltage of the power module can be directly transmitted to the back-end equipment, without the need for the original traction system Redesigned to save costs.
  • the DC/DC module adopts a multi-phase, interleaved and parallel circuit structure, which on the one hand improves the output power of the bidirectional DC/DC converter.
  • the requirements of the system on the other hand, due to the fact that multiple phases share a control module, the volume of the bidirectional DC/DC converter is further reduced, and the cost is saved.
  • control module 3 is also used for:
  • the protection conditions are overvoltage protection conditions, undervoltage protection conditions and overcurrent protection conditions. any one.
  • control module 3 is also used to obtain the working parameters of the bidirectional DC/DC converter, wherein the working parameters include but are not limited to: the output voltage of the power supply module, that is, the grid voltage, the output current of the power supply module, the intermediate voltage, the DC/DC The output voltage of the DC module 1, the output current of the DC/DC module 1, etc.
  • the present application also sets a voltage sensor and a current sensor at the corresponding position of the bidirectional DC/DC converter, as shown in FIG. 1 , wherein:
  • the first voltage sensor SV31 is a network voltage sensor, which is used to detect the network voltage of the grid (pantograph) at the front end of the system, and send the detection signal including the grid voltage to the control module 3.
  • the control module 3 detects that the grid voltage is DC3000V , will control the DC/DC module 1 to start work, carry out step-down conversion, reduce the grid voltage to DC1500V, and then output to the back-end equipment, when the DC/DC module 1 detects that the grid voltage is DC1500V, the DC/DC module 1 will not be activated , control the bypass contactor KM31 to close, and send the unchanged grid voltage directly to the back-end equipment.
  • the first voltage sensor SV31 is also used for grid voltage overvoltage and undervoltage protection control. When the grid voltage meets the overvoltage protection condition or undervoltage protection condition, the corresponding protection operation is performed to ensure the safety of the bidirectional DC/DC converter. .
  • the second voltage sensor SV32 is an intermediate voltage sensor, which is used to detect the intermediate voltage of the bidirectional DC/DC converter, that is, the voltage across the input capacitor C31, and is also used for intermediate voltage overvoltage and undervoltage protection control. If the voltage protection condition or the undervoltage protection condition is satisfied, the corresponding protection operation is performed to ensure the safety of the bidirectional DC/DC converter.
  • the third voltage sensor SV33 is an output voltage sensor, used for detecting the output voltage of the DC/DC module 1, and sending the detection signal including the output voltage to the control module 3 for closed-loop control.
  • the first current sensor SC31 is a positive line current sensor at the input terminal, which is mainly used for input overcurrent protection control. When the input current meets the overcurrent protection condition, corresponding protection operations are performed to ensure the safety of the bidirectional DC/DC converter.
  • the second current sensor SC32 and the third current sensor SC33 are output current sensors, which are mainly used for output overcurrent protection control. They are respectively connected in series with the rear ends of the chopper inductors L32 and L33. When the output current meets the overcurrent protection conditions, Then the corresponding protection operation is performed to ensure the safety of the bidirectional DC/DC converter.
  • the voltage sensor and current sensor in this application use the principle of magnetic balance of active sensors, and other passive voltage/current transformers, or sensors based on the principle of direct amplification can also be used instead.
  • the DC/DC converter further includes:
  • the output contactor KM32 is set between the chopper inductance module 2 and the traction converter;
  • the control module 3 is further configured to control the output contactor KM32 to close when the output voltage of the DC/DC module 1 increases to a preset voltage value.
  • one end of the output contactor KM32 is connected to the chopper inductor, and the other end is connected to the back-end load or the traction converter, which mainly plays the role of turning on the output and isolating it.
  • the control module 3 controls the DC/DC module 1 to start working, and the third voltage sensor SV33 detects that the output voltage of the DC/DC module 1 linearly increases gradually from 0 to a preset output voltage value, the DC/DC module 1 controls the output voltage
  • the contactor KM32 is closed, and the output voltage is sent to the back-end load or traction converter, which improves the operation safety of the bidirectional DC/DC converter.
  • the DC/DC converter further includes:
  • the charging short-circuit module located between the power supply module and the DC/DC module 1.
  • the charging short-circuit module includes a charging contactor KM33, a short-circuit contactor KM34, a charging resistor R31 and an input capacitor C31, among which:
  • the first end of the short-circuit contactor KM34 is connected to the power module and the first end of the charging contactor KM33 respectively, the second end of the short-circuit contactor KM34 is connected to the input capacitor C31, and the second end of the charging contactor KM33 is connected to the charging resistor.
  • R31 is connected to the second end of the shorting contactor KM34.
  • the charging shorting module is composed of a charging contactor KM33, a shorting contactor KM34, a charging resistor R31 and an input capacitor C31.
  • the input capacitor C31 is also used as an output filter capacitor for boosting and chopping.
  • the control module 3 detects the front-end high voltage, it first closes the charging contactor KM33, and the input capacitor C31 starts to charge.
  • the preset value which can be set to 85% of the rated value
  • the shorting contactor is closed.
  • KM34 and then disconnect the charging contactor KM33 for a preset time to avoid voltage shocks on the input capacitor C31 and the emptied silicon components in the DC/DC module 1, further improving safety.
  • the DC/DC converter further includes:
  • Cooling fan M for cooling the bidirectional DC/DC converter.
  • the cooling fan M is connected to the AC380 power supply through the fan contactor KF31, and performs forced cooling for the input filter reactor L31, DC/DC module 1, chopper inductors L32 and L33 in the bidirectional converter, so as to ensure the normal cooling of the system. Can continue to work stably.
  • the DC/DC converter further includes a constant discharge resistor R32 and a discharge resistor R33.
  • the DC/DC converter further includes a cabinet, and the left side of the inside of the cabinet is provided with a DC/DC module 1, a cooling module and an input filter reactor L31 distributed in sequence from front to back.
  • the right side of the module is provided with a chopper inductance module 2.
  • the cooling module is used to cool the DC/DC module 1, the input filter reactor L31 and the chopper inductance module 2.
  • the right side of the DC/DC module 1 is a low-voltage cavity, and the There are control module 3, network pressure sensor, intermediate voltage sensor, output voltage sensor and output current sensor.
  • the right side of the input filter reactor L31 is the high-voltage cavity, and the high-voltage cavity is equipped with a charging and discharging module, bypass contactor KM31, output Contactor KM32, input current sensor and input wiring busbar.
  • the cooling module includes a cooling fan M and a fan contactor KF31
  • the cabinet is provided with an air inlet filter located on the top or front side of the DC/DC module 1
  • the cabinet is provided with an input filter reactor L31 Air intake filter at the top.
  • the interior of the cabinet is divided into two sets of installation cavities distributed on the left and right by the partition plate, and the installation cavity on the left includes three left cavities distributed in sequence from front to back, and the three left cavities
  • the body is respectively installed with DC/DC module 1, cooling module and input filter reactor L31; the installation cavity on the right includes the high-voltage cavity distributed in sequence from front to back, the middle cavity and the low-voltage cavity where the chopper inductance module 2 is installed.
  • the cooling device is embodied in the form of a fan, of course, it can also be a water cooling device, which is not limited in this application.
  • the DC/DC module 1 can be installed on the backplane of the corresponding cavity
  • the input filter reactor L31 is installed on the other side of the cabinet that is symmetrical with the DC/DC module 1, and the connection between the DC/DC module 1 and the input filter reactor L31
  • the room is a cooling fan M, which is installed on the mounting beam of the left panel, and the cooling fan M sucks air to cool the DC/DC module 1 and the input filter reactor L31.
  • a filter screen is provided on the top of the cabinet of the cavity where the DC/DC module 1 and the input filter reactor L31 are located.
  • the chopper inductance module 2 is supported on the two main through-bearing beams in the middle of the cabinet, and is structurally connected in series with the cooling fan M.
  • the cooling fan M blows air to cool the chopper inductance module 2, and the air outlet is arranged in the chopper inductance module 2 cabinet. body bottom.
  • the high-voltage cavity is mainly equipped with charging short-circuit unit, bypass contactor KM31, output contactor KM32, input current sensor, input wiring busbar, other wiring structures, etc.
  • the charging short-circuit unit is mainly composed of charging contactor KM33, short-circuit contactor It consists of device KM34 and charging resistor R31.
  • the control module 3 is installed on the backplane of the low-voltage cavity on the right side of the DDM module cavity and stacked with the power board.
  • the left side of the low-voltage chamber is the control contactor unit, which mainly includes the fan control contactor, the relay of the short-circuit contactor KM34, the relay of the bypass contactor KM31, the control power filter, and the control branch circular connector.
  • the first voltage sensor SV31, the second voltage sensor SV32, the third voltage sensor SV33, the current sensor, etc. are arranged in the back cavity of the low voltage control contactor unit.
  • the DC/DC module 1 in this application does not include the chopper inductor and the output capacitor C32.
  • the chopper inductor and the output capacitor C32 are separately installed on the periphery of the DC/DC module 1 in the cabinet, but if the DC/DC module 1 is integrated
  • Controllable power electronic components, resistors, and capacitors can also be used instead.
  • the cooling method and air duct form of the DC/DC module 1 and the input filter reactor L31 can be changed. Inlet air, natural cooling is used instead of forced air cooling in the case of low power, and water cooling is used instead of forced air cooling in the case of super power.
  • the cabinet of the bidirectional DC/DC converter in this application can be replaced by other forms. Without limitation, it can be implemented in other ways.
  • the arrangement position and method of the main components of the present invention such as the DC/DC module 1, the cooling fan M, the chopper inductor, the input filter reactor L31, the control module 3, etc., can be adjusted, and these changes based on this application should be considered.
  • the present application solves the limitations of traditional single-layer bidirectional DC/DC or multiple single-layer bidirectional DC/DC in parallel with low output power, high cost and large volume, and is not suitable for applications in high-power applications.
  • the output power of the bidirectional DC/DC converter is improved, and multiple phases share a control module, so it has the characteristics of small size and low cost.
  • the phase-shifting method is adopted for the driving pulses of each phase, so it has the advantages of low output voltage ripple and fast dynamic response speed, which solves the problem that urban rail vehicles can operate normally on DC1500V and DC3000V hybrid power supply lines. running problem.
  • FIG. 7 is a schematic structural diagram of a traction system of an urban rail vehicle provided by the application.
  • the traction system includes a DC3000V surge arrester 21, a DC1500V surge arrester 22, a surge arrester selection switch KM2, a high-voltage electrical box 23, and a DC high-speed circuit breaker. 24 , line reactor L1 , bidirectional DC/DC converter 25 as described in any of the above, traction converter 26 , traction motor 27 and braking resistor 28 .
  • FIG. 7 is a schematic diagram of an application circuit of the bidirectional DC/DC converter provided by the present application in a dual-current power supply (DC3000V/DC1500V) subway traction system.
  • the DC3000V arrester 21 and the DC1500V arrester 22 are arranged close to the pantograph, wherein the DC3000V arrester 21 is connected to the pantograph, and the front end of the DC1500V arrester 22 is provided with a contactor.
  • the vehicle control is connected to the DC1500V arrester 22 by controlling the contactor to close.
  • the vehicle control contactor is disconnected, and the DC1500V arrester 22 is removed.
  • the rear end of the pantograph is the high-voltage electrical box 23, the rear end of the high-voltage electrical box 23 is the DC high-speed circuit breaker 24, the rear end of the high-speed circuit breaker 24 is the line reactor L1 in the traction converter 26, and the rear end of the line reactor L1 is connected to
  • the one is the bidirectional DC/DC converter 25 provided by the present application.
  • the rear end of the bidirectional DC/DC converter 25 is connected to the traction converter 26, and the rear end of the traction converter is connected to the braking resistor 27 and the traction motor 28. Whether the DC/DC module in the DC/DC converter 25 works depends on the line network voltage, which is controlled by the control module.
  • the bidirectional DC/DC converter 25 works in the buck mode or the boost mode, depending on the traction system in the traction system. Whether the converter 26 works in the traction state or the regenerative braking state, the control systems of the bidirectional DC/DC converter 25 , the traction inverter 26 and the urban rail vehicle need to be closely integrated to complete the corresponding logic control.
  • the present application also provides an urban rail vehicle, including the traction system of the urban rail vehicle as described above.
  • An urban rail vehicle provided by the present application has the same beneficial effects as the above-mentioned bidirectional DC/DC converter.

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Abstract

一种双向DC/DC变流器、城轨车辆及其牵引系统，该双向DC/DC变流器包括DC/DC模块、控制模块、斩波电感模块及旁路接触器，通过控制模块根据供电模块的输出电压选择由DC/DC模块工作或将旁路接触器闭合来完成电能传输，不需要对原牵引系统进行重新设计，节约成本，同时DC/DC模块采用多重多相、交错并联的电路结构，一方面提高了双向DC/DC变流器的输出功率，升降压范围大，可满足城轨车辆牵引系统的要求，另一方面由于多相共用一个控制模块，进一步缩小了双向DC/DC变流器的体积，节约了成本。

Description

一种双向DC/DC变流器、城轨车辆及其牵引系统
本申请要求于2020年11月27日提交中国专利局、申请号为202011364325.X、发明名称为“一种双向DC/DC变流器、城轨车辆及其牵引系统”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及轨道交通领域，特别涉及一种双向DC/DC变流器、城轨车辆及其牵引系统。
背景技术
双向DC/DC变流器作为储能、供能和负载之间的能量流动的调节和管理核心，通过对能量流向的控制完成电能的存储和释放，在城轨车辆的能量管理系统中占据重要位置。目前，城轨车辆工作在DC1500V系统，其无法直接在DC3000V网压线路运行，若要在DC3000V网压线路运行，有以下两种方式，一是整套牵引系统按照DC3000V线路网压要求重新设计，成本较高；二是设置双向DC/DC变流器进行辅助，而常规的双向DC/DC变流器采用单重拓扑方案，升降压范围小，无法满足城轨车辆牵引系统的要求。
因此，如何提供一种解决上述技术问题的方案是本领域技术人员目前需要解决的问题。
发明内容
本申请的目的是提供一种双向DC/DC变流器、城轨车辆及其牵引系统，不需要对原牵引系统进行重新设计，升降压范围大，可满足城轨车辆牵引系统的要求，体积小，成本低。
为解决上述技术问题，本申请提供了一种双向DC/DC变流器，包括DC/DC模块、控制模块、斩波电感模块及旁路接触器，其中：
所述DC/DC模块中包括一一对应连接的n个上桥臂和n个下桥臂，每个所述上桥臂和每个所述下桥臂均包括m个并联的开关管模块，每个所述 开关管模块包括可控硅元件及与所述可控硅元件反并联的二极管，所述DC/DC模块还包括第一端与每个所述上桥臂的第一端连接、第二端与每个所述下桥臂的第二端连接的输入电容，所述DC/DC模块的输入端与供电模块连接，所述DC/DC模块的输出端与所述斩波电感模块连接，所述斩波电感模块与牵引变流器连接，所述旁路接触器的第一端与所述供电模块连接，所述旁路接触器的第二端与所述牵引变流器连接，n为不小于2的整数，m为正整数；
所述控制模块，用于检测所述供电模块的输出电压，根据所述输出电压控制所述DC/DC模块工作或控制所述旁路接触器闭合。
优选的，所述供电模块为DC3000V电网、DC1500V电网或再生制动能量回馈模块。
优选的，所述控制模块还用于：
获取所述双向DC/DC变流器的工作参数，判断所述工作参数是否满足保护条件，若是，执行与所述保护条件对应的保护措施，所述保护条件为过压保护条件、欠压保护条件及过流保护条件中的任意一项。
优选的，所述斩波电感模块包括n个斩波电感。
优选的，该DC/DC变流器还包括：
设于所述斩波电感模块和所述牵引变流器之间的输出接触器；
所述控制模块，还用于当所述DC/DC模块的输出电压增大至预设电压值，控制所述输出接触器闭合。
优选的，该DC/DC变流器还包括：
设于所述电源模块和所述DC/DC模块之间的输入滤波电抗器。
优选的，该DC/DC变流器还包括：
设于所述斩波电感模块和所述牵引变流器之间的输出电容。
优选的，该DC/DC变流器还包括：
设于所述电源模块和所述DC/DC模块之间的充电短接模块，所述充电短接模块包括充电接触器、短接接触器、充电电阻及所述输入电容，其中：
所述短接接触器的第一端分别与所述电源模块和所述充电接触器的第一端连接，所述短接接触器的第二端与所述输入电容连接，所述充电接触 器的第二端通过所述充电电阻与所述短接接触器的第二端连接。
优选的，该DC/DC变流器还包括：
用于为所述双向DC/DC变流器散热的散热风机。
优选的，所述根据所述输出电压控制所述DC/DC模块工作的过程具体为：
若当前工况为牵引工况，且所述输出电压满足所述牵引工况对应的启动条件，通过与所述牵引工况对应的移相控制信号控制所述DC/DC模块工作在buck降压模式；
若当前工况为再生制动工况，且所述输出电压满足所述再生制动工况对应的启动条件，通过与所述再生制动工况对应的移相控制信号控制所述DC/DC模块工作在boost升压模式。
优选的，该DC/DC变流器还包括柜体，所述柜体内部的左侧设有从前至后依次分布的所述DC/DC模块、冷却模块和输入滤波电抗器，所述冷却模块的右侧设有所述斩波电感模块，所述冷却模块用于冷却所述DC/DC模块、所述输入滤波电抗器和所述斩波电感模块，所述DC/DC模块的右侧为低压腔，所述低压腔中设有所述控制模块、网压传感器、中间电压传感器、输出电压传感器及输出电流传感器，所述输入滤波电抗器的右侧为高压腔，所述高压腔中设有充放电模块、所述旁路接触器、输出接触器、输入电流传感器及输入接线母排。
优选的，所述冷却模块包括散热风机和风机接触器，所述柜体设有位于所述DC/DC模块顶部或前侧的进风滤网，所述柜体设有位于所述输入滤波电抗器顶部的进风滤网。
优选的，所述柜体的内部通过隔板分割为左右分布的两组安装腔，左侧的所述安装腔包括从前至后依次分布的三个左侧腔体，且三个所述左侧腔体分别安装有所述DC/DC模块、所述冷却模块和所述输入滤波电抗器；右侧的所述安装腔包括从前至后依次分布的所述高压腔、安装有所述斩波电感模块的中部腔和所述低压腔。
为解决上述技术问题，本申请还提供了一种城轨车辆的牵引系统，包括DC3000V避雷器、DC1500V避雷器、避雷器选择转换开关、高压电器 箱、直流高速断路器、线路电抗器、牵引变流器、牵引电机、制动电阻及如上文任意一项所述的双向DC/DC变流器。
为解决上述技术问题，本申请还提供了一种城轨车辆，包括如上文所述的城轨车辆的牵引系统。
本申请提供了一种双向DC/DC变流器，包括DC/DC模块、控制模块、斩波电感模块及旁路接触器，通过控制模块根据供电模块的输出电压选择由DC/DC模块工作或将旁路接触器闭合来完成电能传输，如当输出电压为DC3000V时，则可控制DC/DC模块工作，将DC3000V电压降低至DC1500V再输出至后端设备，当输出电压为DC1500V，则可控制旁路接触器闭合，以便将电源模块的输出电压直接传输至后端设备，不需要对原牵引系统进行重新设计，节约成本，同时DC/DC模块采用多重多相、交错并联的电路结构，一方面提高了双向DC/DC变流器的输出功率，升降压范围大，可满足城轨车辆牵引系统的要求，另一方面由于多相共用一个控制模块，进一步缩小了双向DC/DC变流器的体积，节约了成本。本申请还提供了一种城轨车辆及其牵引系统，具有和上述双向DC/DC变流器相同的有益效果。
附图说明
为了更清楚地说明本申请实施例，下面将对实施例中所需要使用的附图做简单的介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本申请所提供的一种双向DC/DC变流器的结构示意图；
图2为本申请所提供的一种双向DC/DC变流器工作在正向buck降压模式时DC/DC模块的等效电路示意图；
图3为本申请所提供的一种双向DC/DC变流器工作在反向boost升压模式时DC/DC模块的等效电路示意图；
图4为本申请所提供的另一种双向DC/DC变流器的结构示意图；
图5为本申请所提供的另一种双向DC/DC变流器的结构示意图；
图6为本申请所提供的另一种双向DC/DC变流器的结构示意图；
图7为本申请所提供的一种城轨车辆的牵引系统的结构示意图。
具体实施方式
本申请的核心是提供一种双向DC/DC变流器、城轨车辆及其牵引系统，不需要对原牵引系统进行重新设计，升降压范围大，可满足城轨车辆牵引系统的要求，体积小，成本低。
为使本申请实施例的目的、技术方案和优点更加清楚，下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，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，都属于本申请保护的范围。
请参照图1，图1为本申请所提供的一种双向DC/DC变流器的结构示意图，该双向DC/DC变流器包括DC/DC模块1、控制模块3、斩波电感模块2及旁路接触器KM31，其中：
DC/DC模块1中包括一一对应连接的n个上桥臂和n个下桥臂，每个上桥臂和每个下桥臂均包括m个并联的开关管模块，每个开关管模块包括可控硅元件V及与可控硅元件V反并联的二极管D，DC/DC模块1还包括第一端与每个上桥臂的第一端连接、第二端与每个下桥臂的第二端连接的输入电容C31，DC/DC模块的输入端与供电模块连接，DC/DC模块1的输出端与斩波电感模块2连接，斩波电感模块2与牵引变流器连接，旁路接触器KM31的第一端与供电模块连接，旁路接触器KM31的第二端与牵引变流器连接，n为不小于2的整数，m为正整数；
控制模块3，用于检测供电模块的输出电压，根据输出电压控制DC/DC模块1工作或控制旁路接触器KM31闭合。
其中，斩波电感模块2包括n个斩波电感，该DC/DC变流器还包括：设于电源模块和DC/DC模块1之间的输入滤波电抗器L31，设于斩波电感模块2和牵引变流器之间的输出电容C32。
具体的，本申请中的DC/DC模块1为双向DC/DC变流器的核心部件，其包括一一对应连接的n个上桥臂和n个下桥臂，每个上桥臂和每个下桥臂均包括m个并联的开关管模块，每个开关管模块包括可控硅元件V及与可控硅元件V反并联的二极管D，即本申请中的DC/DC模块1采用了多重多相、交错并联的电路结构，每一相由多路可控硅元件V并联构成，可以提高电流能力，从而提高双向DC/DC变流器的输出功率及升降压范围，满足城轨车辆牵引系统的要求。
具体的，参照图1所示，图1示出了两重两相的DC/DC模块1的结构，以两重两相的DC/DC模块1为例对本申请的方案进行说明，当然也可以采取三重三相，四重四相，甚至更多重交错并联的结构，根据实际工程需要选择即可，本申请在此不做具体的限定。两重两相的DC/DC模块1主要集成了8个750A/6500V带反向二极管D的可控硅元件V，图1中可控硅元件V以电压型IGBT元件的形式表示，当然，可控硅元件V除了可以选择IGBT，还可以选择MOS管、三极管、高频碳化硅元件等等。DC/DC模块1还集成有电容器、散热器、脉冲分配板、复合母排、驱动板、电源模块、温度继电器等元器件，图1中未示出。其中，构成同一桥臂的、并联的2个可控硅元件V关键参数必须接近，并由同一脉冲信号进行控制导通和关断，以保证导通、关断同步且均流。DC/DC模块1的DC3000V+输入端与输入滤波电抗器L31相连接，输出端P1和P2分别与斩波电感模块2中的斩波电感L32和L33连接。DC3000V与DC1500V共负线，共同连接到DC/DC模块1的主回路的负线上。
具体的，斩波电感模块2中的斩波电感L32和L33一端与DC/DC模块1的P1和P2连接，另外一端连接到输出电容C32上，斩波电感L32、L33与输出电容C32一起构成降压斩波时的输出滤波器。进一步的，在城轨车辆的牵引系统中，输出电容C32可以省略，通过修改控制逻辑，可以直接接入牵引变流器中的中间支撑电容作为双向DC/DC变流器的输出电容，有效降低了成本、节省空间和重量。
作为一种优选的实施例，根据输出电压控制DC/DC模块1工作的过程具体为：
若当前工况为牵引工况，且输出电压满足牵引工况对应的启动条件，通过与牵引工况对应的移相控制信号控制DC/DC模块1工作在buck降压模式；
若当前工况为再生制动工况，且输出电压满足再生制动工况对应的启动条件，通过与再生制动工况对应的移相控制信号控制DC/DC模块1工作在boost升压模式。
可以理解的是，本申请主要是实现高电压、大功率的双向DC/DC变换，电源模块可以提供DC3000V或DC1500V的电压，具体的，电源模块具体可以为DC1500V电网、DC3000V电网或再生制动能量回馈模块，其中，再生制动能量回馈模块为DC/DC工作在boost升压模式的能量输入源头。
具体的，若当前工况为牵引工况，当电源模块为DC3000V电网，即电源模块的输出电压为DC3000V，则判定满足牵引工况对应的启动条件，控制DC/DC变流器工作在buck模式，以将DC3000V电压降压到稳定的DC1500V输出，供给后端牵引逆变器和辅助逆变器；若当前工况为再生制动工况，此时电源模块为再生制动能量回馈模块，当电源模块的输出电压在预设范围(如1650V～1950V)，判定满足再生制动工况对应的启动条件，控制DC/DC变流器工作在boost模式，可以将牵引电机再生制动时产生的能量回馈到的牵引逆变器直流侧，将DC1500V升高到DC3000V，反馈回电网。DC1500V网压下，可通过接通旁路接触器KM31，将输入的DC1500V电压不经过任何变化直接送到输出端，供后端牵引逆变器和辅助逆变器或者回馈到电网。
具体的，图2为双向DC/DC变流器工作在正向buck降压模式时DC/DC模块1的等效电路示意图，第一重上桥臂V1、V3和第一重下桥臂的二极管VD2、VD4以及DC/DC模块1外围的斩波电感L32、输出电容C32一起构成第一重buck电路，第二重上桥臂V5、V7和第二重下桥臂的二极管VD6、VD8以及DC/DC模块1外围的斩波电感L33、输出电容C32一起构成第二重buck电路，第一重buck电路和第二重buck电路之间采取180°移相控制，两相叠加后进行输出。
具体的，图3为双向DC/DC变流器工作在反向boost升压模式时 DC/DC模块1的等效电路示意图，第一重下桥臂V2、V4和第一重上桥臂的二极管VD1、VD3以及DC/DC模块1外围的斩波电感L32、输出电容C32一起构成第一重boost电路，第二重下桥臂V6、V8和第二重上桥臂的二极管VD5、VD7以及DC/DC模块1外围的斩波电感L33、输出电容C32一起构成第二重boost电路，第一重boost电路和第二重boost电路之间采取180°移相控制，两相叠加后进行输出。
可以理解的是，本申请采用交错并联移相技术，使得输出电压纹波小，带负载能力强，其中，移相控制角根据n确定，如n为2时，采取180°移相控制，n为3时，采取120°移相控制，n为4时采取90°移相控制，以此类推。
可见，本实施例中，通过控制模块根据供电模块的输出电压选择由DC/DC模块工作或将旁路接触器闭合来完成电能传输，如当输出电压为DC3000V时，则可控制DC/DC模块工作，将DC3000V电压降低至DC1500V再输出至后端设备，当输出电压为DC1500V，则可控制旁路接触器闭合，以便将电源模块的输出电压直接传输至后端设备，不需要对原牵引系统进行重新设计，节约成本，同时DC/DC模块采用多重多相、交错并联的电路结构，一方面提高了双向DC/DC变流器的输出功率，升降压范围大，可满足城轨车辆牵引系统的要求，另一方面由于多相共用一个控制模块，进一步缩小了双向DC/DC变流器的体积，节约了成本。
在上述实施例的基础上：
作为一种优选的实施例，控制模块3还用于：
获取双向DC/DC变流器的工作参数，判断工作参数是否满足保护条件，若是，执行与保护条件对应的保护措施，保护条件为过压保护条件、欠压保护条件及过流保护条件中的任意一项。
具体的，控制模块3还用于获取双向DC/DC变流器的工作参数，其中，工作参数包括但不限于：供电模块的输出电压即电网电压，供电模块的输出电流，中间电压，DC/DC模块1的输出电压，DC/DC模块1的输出电流等。
为便于获取上述工作参数，本申请还在双向DC/DC变流器的相应位置设置了电压传感器及电流传感器，参照图1所示，其中：
第一电压传感器SV31为网压传感器，用来检测系统最前端电网(受电弓)的网压，并将包含网压的检测信号送到控制模块3，当控制模块3检测到电网电压为DC3000V，将控制DC/DC模块1启动工作，进行降压变换，将网压将至DC1500V，然后输出到后端设备，当DC/DC模块1检测电网电压为DC1500V时，不启动DC/DC模块1，控制旁路接触器KM31闭合，将不经变化的电网电压，直接送到后端设备。第一电压传感器SV31同时用于网压过压、欠压保护控制，当电网电压满足过压保护条件或欠压保护条件，则执行对应的保护操作，以保证双向DC/DC变流器的安全。
第二电压传感器SV32为中间电压传感器，用来检测双向DC/DC变流器的中间电压，即输入电容C31两端的电压，同时用于中间电压过压、欠压保护控制，当中间电压满足过压保护条件或欠压保护条件，则执行对应的保护操作，以保证双向DC/DC变流器的安全。
第三电压传感器SV33为输出电压传感器，用来检测DC/DC模块1的输出电压，并将包括输出电压的检测信号送到控制模块3进行闭环控制。
第一电流传感器SC31为输入端正线电流传感器，主要用于输入过流保护控制，当输入电流满足过流保护条件，则执行对应的保护操作，以保证双向DC/DC变流器的安全。
第二电流传感器SC32、第三电流传感器SC33为输出端电流传感器，主要用于输出过流保护控制，其分别串接在斩波电感L32和L33的后端，当输出电流满足过流保护条件，则执行对应的保护操作，以保证双向DC/DC变流器的安全。
本申请中电压传感器、电流传感器采用了有源传感器磁平衡原理，也可选用其他无源的电压\电流互感器，或直接放大等原理的传感器进行替代。
作为一种优选的实施例，该DC/DC变流器还包括：
设于斩波电感模块2和牵引变流器之间的输出接触器KM32；
控制模块3，还用于当DC/DC模块1的输出电压增大至预设电压值， 控制输出接触器KM32闭合。
具体的，输出接触器KM32一端连接到斩波电感，另外一端连接到后端负载或牵引变流器，主要起接通输出和隔离作用。当控制模块3控制DC/DC模块1开始工作，且第三电压传感器SV33检测到DC/DC模块1的输出电压线性逐步从0增长到预设的输出电压值后，DC/DC模块1控制输出接触器KM32闭合，输出电压至后端负载或牵引变流器，提高双向DC/DC变流器的运行安全。
作为一种优选的实施例，该DC/DC变流器还包括：
设于电源模块和DC/DC模块1之间的充电短接模块，充电短接模块包括充电接触器KM33、短接接触器KM34、充电电阻R31及输入电容C31，其中：
短接接触器KM34的第一端分别与电源模块和充电接触器KM33的第一端连接，短接接触器KM34的第二端与输入电容C31连接，充电接触器KM33的第二端通过充电电阻R31与短接接触器KM34的第二端连接。
具体的，充电短接模块由充电接触器KM33、短接接触器KM34、充电电阻R31及输入电容C31构成，输入电容C31同时作为为升压斩波时的输出滤波电容器使用。当控制模块3检测到前端高压后，先闭合充电接触器KM33，输入电容C31开始充电，当检测到输入电容C31充电到预设值(可以设置为额定值的85％)，闭合短接接触器KM34，然后断开充电接触器KM33预设时间，以避免输入电容C31和DC/DC模块1中的可空硅元件受到电压冲击，进一步提高安全性。
作为一种优选的实施例，该DC/DC变流器还包括：
用于为双向DC/DC变流器散热的散热风机M。
具体的，散热风机M通过风机接触器KF31与AC380电源连接，为双向变流器中的输入滤波电抗器L31、DC/DC模块1、斩波电感L32和L33进行强制散热，确保系统散热正常，能持续稳定的工作。
进一步的，该DC/DC变流器还包括定放电电阻R32和放电电阻R33。
作为一种优选的实施例，该DC/DC变流器还包括柜体，柜体内部的左侧设有从前至后依次分布的DC/DC模块1、冷却模块和输入滤波电抗器 L31，冷却模块的右侧设有斩波电感模块2，冷却模块用于冷却DC/DC模块1、输入滤波电抗器L31和斩波电感模块2，DC/DC模块1的右侧为低压腔，低压腔中设有控制模块3、网压传感器、中间电压传感器、输出电压传感器及输出电流传感器，输入滤波电抗器L31的右侧为高压腔，高压腔中设有充放电模块、旁路接触器KM31、输出接触器KM32、输入电流传感器及输入接线母排。
作为一种优选的实施例，冷却模块包括散热风机M和风机接触器KF31，柜体设有位于DC/DC模块1顶部或前侧的进风滤网，柜体设有位于输入滤波电抗器L31顶部的进风滤网。
作为一种优选的实施例，柜体的内部通过隔板分割为左右分布的两组安装腔，左侧的安装腔包括从前至后依次分布的三个左侧腔体，且三个左侧腔体分别安装有DC/DC模块1、冷却模块和输入滤波电抗器L31；右侧的安装腔包括从前至后依次分布的高压腔、安装有斩波电感模块2的中部腔和低压腔。
具体的，参照图4-图6所示，其中，冷却装置以风机形式体现，当然也可以为水冷装置，本申请在此不做限定。DC/DC模块1可以安装于对应腔体的背板上，输入滤波电抗器L31安装于与DC/DC模块1相对称的柜体另一侧，DC/DC模块1和输入滤波电抗器L31之间为散热风机M，散热风机M安装于左侧板的安装梁上，散热风机M吸风冷却DC/DC模块1和输入滤波电抗器L31。DC/DC模块1和输入滤波电抗器L31所在腔体的柜体顶部设置有滤网。斩波电感模块2托装在柜体中间两个主贯通承重梁上，与散热风机M结构上串联在一起，散热风机M吹风冷却斩波电感模块2，出风口设置在斩波电感模块2柜体底部。高压腔体内部主要设置充电短接单元、旁路接触器KM31、输出接触器KM32、输入电流传感器、输入接线母排、其他接线结构等，充电短接单元主要由充电接触器KM33、短接接触器KM34、充电电阻R31构成。控制模块3安装于与DDM模块腔右侧的低压腔背板上且与电源板叠层安装。低压腔左侧为控制接触器单元，主要有风机控制接触器、短接接触器KM34的中继、旁路接触器KM31的中继、控制电源滤波器、控制分线圆形连接器等。第一电压传感器SV31， 第二电压传感器SV32，第三电压传感器SV33，电流传感器等布置在低压控制接触器单元的背部腔体中。
具体的，本申请中DC/DC模块1不包含斩波电感和输出电容C32，斩波电感和输出电容C32单独安装于柜体中DC/DC模块1的外围，但若DC/DC模块1集成斩波电感和输出滤波电容的情况或者将DC/DC模块1重新组合的方式，也在本申请的保护范围之内；本申请中的充电短接单元采用接触器、电阻、电容的方式，若采用可控性电力电子元件、电阻、电容的方式也可以替代，本申请中DC/DC模块1和输入滤波电抗器L31的冷却方式和风道形式都是可以变化的，如采用侧进风替代顶进风，小功率情况下采用自然冷却替代强迫风冷，超大功率情况下，采用水冷替代强迫风冷等。
当然，本申请中双向DC/DC变流器的柜体，进出线位置、数量、方式等都可以通过其他形式进行替代，结构件如柜体骨架结构、柜门盖板结构形式，密封方式等不做限制，其可以通过其他方式予以实现。尤其是本发明的主要器件布置位置和方式，如DC/DC模块1、散热风机M、斩波电感、输入滤波电抗器L31、控制模块3等都可以调整，基于本申请的这些变化均应视为本申请结构布置的替代方案。
综上所述，本申请解决了传统单重双向DC/DC或多个单重双向DC/DC并联输出功率小，成本高、体积大，不适合大功率场合应用的限制，采用交错并联结构，提高双向DC/DC变流器的输出功率，且多相共用一个控制模块，因此具有体积小，成本低的特点。同时在交错并联结构的基础上，各相驱动脉冲采用了移相的方式，因此具有输出电压纹波低以及动态响应速度快的优点，解决了城轨车辆在DC1500V和DC3000V混合供电线路上能正常运行的问题。
请参照图7，图7为本申请所提供的一种城轨车辆的牵引系统的结构示意图，该牵引系统包括DC3000V避雷器21、DC1500V避雷器22、避雷器选择开关KM2、高压电器箱23、直流高速断路器24、线路电抗器L1、如上文任意一项所述的双向DC/DC变流器25、牵引变流器26、牵引电机 27及制动电阻28。
具体的，参照图7所示，图7为本申请所提供的双向DC/DC变流器在双流制电源(DC3000V/DC1500V)地铁牵引系统中的应用电路示意图。DC3000V避雷器21和DC1500V避雷器22靠近受电弓设置，其中DC3000V避雷器21死接在受电弓上，DC1500V避雷器22前端设置一个接触器。车辆运行在DC1500V系统中时，车辆控制通过控制接触器闭合接入DC1500V避雷器22。当车辆运行在DC3000V系统时，车辆控制接触器断开，切除DC1500V避雷器22。受电弓后端为高压电器箱23，高压电器箱23后端为直流高速断路器24，高速断路器24后端为牵引变流器26中的线路电抗器L1，线路电抗器L1后端接的便是本申请所提供的双向DC/DC变流器25，双向DC/DC变流器25后端接牵引变流器26，牵引变流器后端接制动电阻27和牵引电机28。DC/DC变流器25中DC/DC模块是否工作取决于线路网压，由控制模块进行控制，双向DC/DC变流器25工作于降压模式还是升压模式，取决于牵引系统中牵引变流器26工作于牵引状态还是再生制动状态，双向DC/DC变流器25、牵引逆变器26、城轨车辆三者的控制系统需要紧密结合，完成相应的逻辑控制。
另一方面，本申请还提供了一种城轨车辆，包括如上文所述的城轨车辆的牵引系统。
对于本申请所提供的一种轨道车辆的介绍请参照上文所述，本申请在此不再赘述。
本申请所提供的一种城轨车辆具有和上述双向DC/DC变流器相同的有益效果。
还需要说明的是，在本说明书中，诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而 使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的状况下，由语句“包括一个……”限定的要素，并不排除在包括所述要素的过程、方法、物品或者设备中还存在另外的相同要素。
对所公开的实施例的上述说明，使本领域专业技术人员能够实现或使用本申请。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本申请的精神或范围的情况下，在其他实施例中实现。因此，本申请将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。

Claims (15)

  1. 一种双向DC/DC变流器，其特征在于，包括DC/DC模块、控制模块、斩波电感模块及旁路接触器，其中：
    所述DC/DC模块中包括一一对应连接的n个上桥臂和n个下桥臂，每个所述上桥臂和每个所述下桥臂均包括m个并联的开关管模块，每个所述开关管模块包括可控硅元件及与所述可控硅元件反并联的二极管，所述DC/DC模块还包括第一端与每个所述上桥臂的第一端连接、第二端与每个所述下桥臂的第二端连接的输入电容，所述DC/DC模块的输入端与供电模块连接，所述DC/DC模块的输出端与所述斩波电感模块连接，所述斩波电感模块与牵引变流器连接，所述旁路接触器的第一端与所述供电模块连接，所述旁路接触器的第二端与所述牵引变流器连接，n为不小于2的整数，m为正整数；
    所述控制模块，用于检测所述供电模块的输出电压，根据所述输出电压控制所述DC/DC模块工作或控制所述旁路接触器闭合。
  2. 根据权利要求1所述的双向DC/DC变流器，其特征在于，所述供电模块为DC3000V电网、DC1500V电网或再生制动能量回馈模块。
  3. 根据权利要求1所述的双向DC/DC变流器，其特征在于，所述控制模块还用于：
    获取所述双向DC/DC变流器的工作参数，判断所述工作参数是否满足保护条件，若是，执行与所述保护条件对应的保护措施，所述保护条件为过压保护条件、欠压保护条件及过流保护条件中的任意一项。
  4. 根据权利要求1所述的双向DC/DC变流器，其特征在于，所述斩波电感模块包括n个斩波电感。
  5. 根据权利要求1所述的双向DC/DC变流器，其特征在于，该DC/DC变流器还包括：
    设于所述斩波电感模块和所述牵引变流器之间的输出接触器；
    所述控制模块，还用于当所述DC/DC模块的输出电压增大至预设电压值，控制所述输出接触器闭合。
  6. 根据权利要求1所述的双向DC/DC变流器，其特征在于，该DC/DC 变流器还包括：
    设于所述电源模块和所述DC/DC模块之间的输入滤波电抗器。
  7. 根据权利要求1所述的双向DC/DC变流器，其特征在于，该DC/DC变流器还包括：
    设于所述斩波电感模块和所述牵引变流器之间的输出电容。
  8. 根据权利要求1所述的双向DC/DC变流器，其特征在于，该DC/DC变流器还包括：
    设于所述电源模块和所述DC/DC模块之间的充电短接模块，所述充电短接模块包括充电接触器、短接接触器、充电电阻及所述输入电容，其中：
    所述短接接触器的第一端分别与所述电源模块和所述充电接触器的第一端连接，所述短接接触器的第二端与所述输入电容连接，所述充电接触器的第二端通过所述充电电阻与所述短接接触器的第二端连接。
  9. 根据权利要求1所述的双向DC/DC变流器，其特征在于，该DC/DC变流器还包括：
    用于为所述双向DC/DC变流器散热的散热风机。
  10. 根据权利要求2-9任意一项所述的双向DC/DC变流器，其特征在于，所述根据所述输出电压控制所述DC/DC模块工作的过程具体为：
    若当前工况为牵引工况，且所述输出电压满足所述牵引工况对应的启动条件，通过与所述牵引工况对应的移相控制信号控制所述DC/DC模块工作在buck降压模式；
    若当前工况为再生制动工况，且所述输出电压满足所述再生制动工况对应的启动条件，通过与所述再生制动工况对应的移相控制信号控制所述DC/DC模块工作在boost升压模式。
  11. 根据权利要求10所述的双向DC/DC变流器，其特征在于，该DC/DC变流器还包括柜体，所述柜体内部的左侧设有从前至后依次分布的所述DC/DC模块、冷却模块和输入滤波电抗器，所述冷却模块的右侧设有所述斩波电感模块，所述冷却模块用于冷却所述DC/DC模块、所述输入滤波电抗器和所述斩波电感模块，所述DC/DC模块的右侧为低压腔，所述低压腔中设有所述控制模块、网压传感器、中间电压传感器、输出电压传感 器及输出电流传感器，所述输入滤波电抗器的右侧为高压腔，所述高压腔中设有充放电模块、所述旁路接触器、输出接触器、输入电流传感器及输入接线母排。
  12. 根据权利要求11所述的双向DC/DC变流器，其特征在于，所述冷却模块包括散热风机和风机接触器，所述柜体设有位于所述DC/DC模块顶部或前侧的进风滤网，所述柜体设有位于所述输入滤波电抗器顶部的进风滤网。
  13. 根据权利要求12所述的双向DC/DC变流器，其特征在于，所述柜体的内部通过隔板分割为左右分布的两组安装腔，左侧的所述安装腔包括从前至后依次分布的三个左侧腔体，且三个所述左侧腔体分别安装有所述DC/DC模块、所述冷却模块和所述输入滤波电抗器；右侧的所述安装腔包括从前至后依次分布的所述高压腔、安装有所述斩波电感模块的中部腔和所述低压腔。
  14. 一种城轨车辆的牵引系统，其特征在于，包括DC3000V避雷器、DC1500V避雷器、避雷器选择转换开关、高压电器箱、直流高速断路器、线路电抗器、牵引变流器、牵引电机、制动电阻及如权利要求1-13任意一项所述的双向DC/DC变流器。
  15. 一种城轨车辆，其特征在于，包括如权利要求14所述的城轨车辆的牵引系统。
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