WO2024036821A1 - 一种利用铁路货车车轴发电的混合供电系统 - Google Patents

一种利用铁路货车车轴发电的混合供电系统 Download PDF

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WO2024036821A1
WO2024036821A1 PCT/CN2022/136751 CN2022136751W WO2024036821A1 WO 2024036821 A1 WO2024036821 A1 WO 2024036821A1 CN 2022136751 W CN2022136751 W CN 2022136751W WO 2024036821 A1 WO2024036821 A1 WO 2024036821A1
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power
output
control unit
voltage conversion
power supply
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PCT/CN2022/136751
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English (en)
French (fr)
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李国锋
李勇斌
董启政
张晋军
李先亮
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西安中车永电电气有限公司
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Publication of WO2024036821A1 publication Critical patent/WO2024036821A1/zh

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1438—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle in combination with power supplies for loads other than batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/00032—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries characterised by data exchange
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0068—Battery or charger load switching, e.g. concurrent charging and load supply
    • 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
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/02—Conversion of ac power input into dc power output without possibility of reversal
    • H02M7/04—Conversion of ac power input into dc power output without possibility of reversal by static converters
    • H02M7/06—Conversion of ac power input into dc power output without possibility of reversal by static converters using discharge tubes without control electrode or semiconductor devices without control electrode

Definitions

  • the invention belongs to the technical field of on-board electrical power supply for railway trucks, and specifically relates to a hybrid power supply system that utilizes the axle of railway trucks to generate electricity, and is used to solve the power supply needs of on-board equipment such as electronic monitoring and protection required for the automation and intelligence of railway trucks.
  • some trucks implement functions such as electronic monitoring (such as monitoring vehicle status, recording cargo information and real-time positioning of vehicles) and vehicle protection (such as electronic anti-skid devices), and are usually equipped with large-capacity batteries to achieve
  • electronic monitoring such as monitoring vehicle status, recording cargo information and real-time positioning of vehicles
  • vehicle protection such as electronic anti-skid devices
  • the purpose is to supply power to each carriage of railway freight cars.
  • the power supply of large-capacity storage batteries is limited and requires frequent disassembly and charging. It is difficult to meet the needs of long-distance operation of railway freight cars and the long-term operation of multiple devices (on-board equipment such as electronic monitoring and protection). Therefore, how to provide stable power supply for railway trucks for a long time is an urgent technical problem that needs to be solved.
  • the inventor proposes a hybrid power supply system that uses railway freight train axles to generate electricity to solve the above power supply problem.
  • the object of the present invention is to overcome the above-mentioned shortcomings of the prior art and provide a hybrid power supply system that utilizes the axle of a railway wagon to generate electricity.
  • the hybrid power supply system utilizes the rotation of the axle of a railway wagon to convert mechanical energy into electrical energy, and the generator is a double-winding permanent magnet.
  • an energy storage unit composed of a power battery and a battery management module is set on the line output by any winding, and then through circuit isolation technology, the winding line can be independently powered or powered in conjunction with the power battery or independently powered by the power battery to meet the needs of Electrical load requirements under different working conditions.
  • a hybrid power supply system that utilizes railway freight train axles to generate electricity.
  • the hybrid power supply system includes a permanent magnet generator, a voltage conversion and power monitoring control unit, an energy storage unit and a one-way conduction isolator;
  • the permanent magnet generator is connected to a railway freight car axle, and is used to convert mechanical energy into alternating current electrical energy under the rotation of the railway freight car axle;
  • the voltage conversion and power monitoring control unit includes an AC/DC conversion module and a power monitoring control module.
  • the output end of the permanent magnet generator is electrically connected to the railway freight car electrical load through the voltage conversion control unit, and is connected through the AC
  • the /DC conversion module converts the AC power generated by the permanent magnet generator into DC power, and outputs a DC voltage within a preset range for the truck's electrical load;
  • the energy storage unit is arranged between the voltage conversion and power monitoring control unit and the railway freight car electrical load.
  • the energy storage unit includes a power battery and a battery management module.
  • the power monitoring control module is used to monitor the permanent magnet generator in real time. The output power, when the output power is greater than the railway truck electrical load threshold, the power monitoring control module controls the battery management module to charge the power battery, and vice versa to discharge;
  • One-way conduction isolators are provided between the voltage conversion and power monitoring control unit and the energy storage unit, and between the energy storage unit and the railway freight car electrical load.
  • the permanent magnet generator is a double-winding permanent magnet generator.
  • the double-winding permanent magnet generator includes a first group of single-phase winding AC output and a second group of single-phase winding AC output, and the lines of the first group of single-phase winding AC output and the second group of single-phase winding AC output The lines are redundant circuits for each other.
  • the one-way conducting isolator is a diode.
  • a first voltage conversion and power monitoring and control unit is provided on the AC output line of the first group of single-phase windings, and a second voltage conversion and power monitoring and control unit is provided on the AC output line of the second group of single-phase windings.
  • a first diode is provided on the AC output line of the first group of single-phase windings between the first voltage conversion and power monitoring control unit and the railway freight car electrical load;
  • An energy storage unit is provided on the AC output line of the second group of single-phase windings between the second voltage conversion and power monitoring control unit and the railway truck electrical load, and the energy storage unit is connected to the second voltage conversion and power monitoring control unit.
  • a second diode is disposed between the monitoring and control units, a third diode is disposed between the energy storage unit and the railway truck electrical load, and the AC output line of the second group of single-phase windings passes through the second diode. After the unidirectional output of the diode and the third diode, the line of the AC output of the first group of single-phase windings intersects after the unidirectional output of the first diode.
  • the power battery in the energy storage unit is a lead-acid battery.
  • the permanent magnet generator After being converted by the AC/DC conversion module in the voltage conversion and power monitoring control unit, the permanent magnet generator outputs a DC voltage ranging from DC21V to DC26V.
  • the nominal voltage of the power battery in the energy storage unit is DC24V.
  • the present invention has the following beneficial effects:
  • the invention provides a hybrid power supply system that utilizes railway freight train axles to generate electricity.
  • the hybrid power supply system mainly consists of a double-winding permanent magnet generator, a voltage conversion and power monitoring control unit, an energy storage unit and a one-way conduction isolator.
  • the double-winding The permanent magnet generator is connected to the railway wagon axle, and uses the rotation of the railway wagon axle to convert mechanical energy into AC electrical energy.
  • Each set of winding lines is equipped with a voltage conversion and power monitoring control unit to convert AC electrical energy into DC electrical energy and output it. It is a DC regulated power supply that supplies power to the electrical load of railway trucks, and an energy storage unit is provided on the second winding line.
  • the constant current charging and constant voltage charging process of the power battery is realized under the control of the AC/DC conversion module and the battery management module; when When the axle speed is lower than 5km/h and the vehicle is parked, it is powered by the power battery; when the axle speed is between 5km/h and 10km/h, the voltage conversion and power monitoring control unit detects that the output power of the two windings is insufficient, and the battery management The module controls the discharge output of the power battery to meet the load power requirements.
  • the two winding outputs and the output of the energy storage unit are isolated by diodes to ensure that the railway freight car operates from the lowest operating speed (not higher than 5km/h) to the highest operating speed (not lower than 120km/h or 160km/h), the power supply system can not only supply normal power to ensure load operation, but also charge the power battery normally. Under quasi-stop conditions (less than 5km/h), the power battery can supply power to the load, that is, through The cooperation between the permanent magnet generator, voltage conversion and power monitoring control unit, energy storage unit and one-way conduction isolator realizes intelligent distribution of power and improves the redundancy and reliability of the system.
  • Figure 1 is a schematic diagram of a hybrid power supply system using a railway freight train axle to generate electricity according to the present invention.
  • the present invention provides a hybrid power supply system that utilizes railway freight train axles to generate electricity.
  • the hybrid power supply system includes a permanent magnet generator 1, a voltage conversion and power monitoring control unit 2, an energy storage unit 3 and a one-way conduction unit. Isolator 4; the permanent magnet generator 1 is arranged at the end of the railway truck axle, so that when the railway truck is running, the permanent magnet generator 1 generates electricity driven by the railway truck axle and converts mechanical energy into AC electrical energy.
  • the embodiment of the invention uses a shaft-end permanent magnet generator to generate electricity, which can effectively improve the power generation efficiency of the railway wagon power supply system, reduce the size of the shaft-end generator, increase the output power of the shaft-end generator, and reduce the need to install shaft-end generators in the railway wagon power supply system.
  • the number of machines will help save the cost of the railway freight power supply system.
  • the voltage conversion and power monitoring and control unit 2 of the present invention includes an AC/DC conversion module and a power monitoring and control module.
  • the output end of the permanent magnet generator 1 is electrically connected to the railway freight vehicle electrical load through the voltage conversion control unit 2, and through the AC
  • the /DC conversion module converts the AC power generated by the permanent magnet generator 1 into DC power, and outputs a DC voltage within a preset range for the truck's electrical load.
  • the voltage variation range is DC21V ⁇ DC26V.
  • the energy storage unit 3 of the hybrid power supply system of the present invention is arranged between the voltage conversion and power monitoring control unit 2 and the railway freight vehicle electrical load.
  • the energy storage unit 3 includes a power battery and a battery management module.
  • the nominal voltage of the power battery is DC24V.
  • the output power of the permanent magnet generator 1 is monitored in real time through the power monitoring control module in the voltage conversion and power monitoring control unit 2. When the output power is greater than the railway freight train electrical load threshold, the power monitoring control module controls the battery management module to supply power to the power battery. Charge, otherwise discharge;
  • a one-way conduction isolator 4 is provided between the voltage conversion and power monitoring control unit 2 and the energy storage unit 3 of the present invention, and between the energy storage unit 3 and the railway truck electrical load.
  • the permanent magnet generator 1 used in the embodiment of the present invention is a double-winding permanent magnet generator, which includes a first group of single-phase winding AC output 11 and a second group of single-phase winding AC output 12. Moreover, the lines of the first group of single-phase winding AC output 11 and the lines of the second group of single-phase winding AC output 12 are redundant circuits for each other.
  • the first voltage conversion and power monitoring and control unit 21 is provided on the line of the first group of single-phase winding AC output 11, and the second voltage conversion and power monitoring and control unit is provided on the line of the second group of single-phase winding AC output 12. twenty two.
  • a first diode 41 is provided on the line of the first group of single-phase winding AC output 11 between the first voltage conversion and power monitoring control unit 21 and the railway freight car electrical load, so that the first group of single-phase windings After AC output 11, the AC/DC conversion module in the first voltage conversion and power monitoring control unit 21 performs voltage conversion. After the AC/DC conversion module outputs, it passes through the first diode 41 and then outputs in one direction, and ensures that the output voltage meets System Requirements.
  • An energy storage unit 3 is provided on the line of the second group of single-phase winding AC output 12 between the second voltage conversion and power monitoring control unit 22 and the railway freight car electrical load, and the energy storage unit 3 is connected to the second voltage conversion and power monitoring control unit 22 .
  • a second diode 42 is provided between the monitoring and control unit 22, a third diode 43 is provided between the energy storage unit 3 and the railway truck electrical load, and the line of the second group of single-phase winding AC output 12 passes through the second diode 43.
  • the unidirectional output of the diode 42 and the third diode 43 intersects with the line of the AC output 11 of the first group of single-phase windings after the unidirectional output of the first diode 41 .
  • the second group of single-phase winding AC output 12 is converted into voltage by the AC/DC conversion module in the second voltage conversion and power monitoring control unit 22.
  • the output of the AC/DC conversion module passes through the second diode The tube 42 and the third diode 43 output in one direction, that is, the lines with the first group of single-phase winding AC output 11 are mutually redundant, thereby ensuring the reliability of the power supply system; on the other hand, when the two groups of single-phase winding AC output When the total power is greater than the electrical load, the AC/DC conversion module performs voltage conversion after the second group of single-phase windings AC output 12.
  • the output of the AC/DC conversion module is unidirectionally output through the second diode 42, and then is output in the battery management module.
  • the constant current charging and constant voltage charging process of the power battery is realized under control. At this time, the isolation of the first winding working power supply and the second winding charging power supply is achieved through the third diode 43.
  • the first winding works normally for power supply + the second winding works normally for power supply + the power battery output is supplemented to meet the power requirement of the electrical load.
  • the diode 41, the second diode 42 and the third diode 43 realize the output isolation of each power supply part; when the truck is parked, the power supply system supplies power to the electrical load through the power battery. At this time, the battery output passes through the first The diode 41 and the second diode 42 are isolated from the permanent magnet generator 1 and the voltage conversion and power monitoring control unit 2 to ensure system safety.
  • the power battery can be used to power the load for a short period of time.
  • the permanent magnet generator 1 of the present invention uses the axle as power to output electric energy, and the voltage and power of the output electric energy are proportional to the rotation speed of the axle. Therefore, in order to further illustrate the effectiveness of the hybrid power supply system of the present invention, the inventor conducted corresponding working conditions at different vehicle speeds. Instructions, specifically as follows:
  • the first working condition when the truck's running speed is lower than 5km/h or the truck is parked, the hybrid power supply system supplies power to the electrical load from the power battery.
  • the second working condition the rotation speed of the permanent magnet generator 1 is linearly proportional to the output voltage.
  • the truck running speed is higher than 5km/h and lower than 10km/h, there is voltage through the input terminal of the voltage conversion and power monitoring control unit 2.
  • the detection device detects the voltage and determines the output power of the permanent magnet generator side.
  • the first group of single-phase windings AC output Line 11 works normally + the first group of single-phase winding AC output line 12 works normally + the power battery output supplements to meet the power requirements of the electrical load; the first group of single-phase winding AC output 11 undergoes corresponding AC/DC conversion After the module performs voltage conversion, the output voltage is defined as V1; after the second group of single-phase winding AC output 12 is voltage converted by the corresponding AC/DC conversion module, the output voltage is defined as V2.
  • V2 passes through the third diode 43, the output satisfies the system Requirements:
  • the output voltage and power of permanent magnet generator 1 are low at low speed. At this time, the power energy mainly flows to the load. Therefore, under this working condition, the output voltages of V1 and V2 are set through the voltage conversion and power detection control unit. At DC21V ⁇ DC24V.
  • the third working condition When the running speed of the truck is higher than 10km/h, and the total output power of the two winding lines is greater than the electrical load, the second group of single-phase windings AC outputs 12, and then the corresponding AC/DC conversion module converts the voltage conversion, after the output of the AC/DC conversion module is unidirectionally outputted by the second diode 42, the constant current charging and constant voltage charging processes of the power battery can be realized through the battery management module.
  • the output voltage at the output end of the second diode 42 is V2, the voltage of V2 is defined as less than DC25V and less than V1 at the same time. At this time, the second voltage conversion and power detection control unit 22 mainly charges the battery.
  • the fourth working condition When the running speed of the truck is 10km/h higher than the second speed, and the output power of each winding line is greater than the electrical load, the voltage values of V1 and V2 are defined as DC25V ⁇ DC26V.
  • the second voltage conversion and power detection control unit 22 when the power battery energy is insufficient, the second voltage conversion and power detection control unit 22 mainly charges the power battery, and the first voltage conversion and power detection control unit 21 mainly transmits energy to the load. When the power battery energy is sufficient, it can Only one of the voltage conversion and power detection control units 22 is selected to work.
  • the fifth working condition When the two sets of windings of the permanent magnet generator 1 and the matching voltage conversion and power monitoring control unit fail, the power battery is used to supply power to the load.

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Abstract

一种利用铁路货车车轴发电的混合供电系统，包括双绕组永磁发电机（1）、电压转换及功率监测控制单元（2）、储能单元（3）和单向导通隔离件（4）；双绕组永磁发电机（1）设置于车轴端部将机械能转化为交流电能，电压转换及功率监测控制单元（2）包括AC/DC转换模块和功率监测控制模块，用于将交流电能转化为供货车用电负载或者动力蓄电池使用的直流电、并监测发电机（1）的输出功率，当输出功率大于负载阈值时，可在蓄电池管理模块控制下向动力蓄电池充电，反之则放电，另外各个电源通过二极管输出隔离。混合供电系统经过实际验证，能够满足铁路货车不同运行速度的工况下供电需求，且通过设置二极管，实现电机输出的冗余性和可靠性。

Description

一种利用铁路货车车轴发电的混合供电系统 技术领域
本发明属于铁路货车车载电器供电技术领域，具体涉及一种利用铁路货车车轴发电的混合供电系统，用于解决铁路货车自动化、智能化所需的电子监控与保护等车载设备的供电需求。
背景技术
我国地域辽阔，铁路覆盖面广，是国民经济的大动脉，交通运输体系的骨干，加之铁路货运相较于公路运输、航空运输等运输途径具有运量大、成本低以及节能环保等优点。近年来，随着社会经济的高速发展，铁路货运业务需求不断增长，但目前铁路部门只能增加货车数量、发车频次以及提高行车速度来提高运行，但上述效果有限，为了更大幅提高货运能力，相关科研人员不断研究探索，并在交规划发【2020】75号)《交通运输部关于推动交通运输领域新型基础设施建设的指导意见》中明确指出货车的信息化、自动化、智能化是未来发展趋势。
众所周知，在客运方面，我国高速铁路和动车组取得巨大的突破，尤其是动车组，由于每节车厢都有供电系统作电源，电子监测与保护等车载设备在信息化、自动化、智能化方面得到很大的提升，确保了动车组运行的安全可靠，提高了乘坐的舒适度。而在货运方面，由于货车与客车在车辆结构、运用维护体制上存在较大差别，例如货车根据货量需要不时拆解各节车厢，并根据不同类型的货物 重新编组，导致机车通过电缆向各节车厢供电的方式难以实现，因而制约了铁路运力及安全运行性能的提高。
目前，根据现有技术记载部分货车实现电子监测(如监控车辆状态、记录车厢运输货物信息和车辆实时定位等功能)和保护车载(如电子防滑器)等功能，通常配备大容量蓄电池，以达到为铁路货车各节车厢供电的目的，但是大容量蓄电池的电量供应有限，需要频繁拆解充电，难以满足铁路货车长距离运行以及多设备(电子监测与保护等车载设备)长时间工作的需要。因此，如何能够为铁路货车长时间提供稳定供电是亟待解决的技术问题。
有鉴于此，本发明人提出一种利用铁路货车车轴发电的混合供电系统，以解决上述供电问题。
发明内容
本发明的目的在于克服上述现有技术的缺点，提供一种利用铁路货车车轴发电的混合供电系统，该混合供电系统利用铁路货车车轴的转动将机械能转化为电能，且发电机为双绕组永磁发电机，同时在任一绕组输出的线路上设置由动力蓄电池和蓄电池管理模块组成的储能单元，再通过电路隔离技术实现绕组线路独立供电或与动力蓄电池协同供电或者由动力蓄电池独立供电，以满足不同工况条件下用电负载的需求。
本发明的目的是通过以下技术方案来解决的：
一种利用铁路货车车轴发电的混合供电系统，所述混合供电系统包括永磁发电机、电压转换及功率监测控制单元、储能单元和单 向导通隔离件；
其中，所述永磁发电机与铁路货车车轴连接，用于在所述铁路货车车轴的转动下将机械能转化为交流电能；
所述电压转换及功率监测控制单元包括AC/DC转换模块和功率监测控制模块，所述永磁发电机的输出端经电压转换控制单元与铁路货车用电负载电性连接，并通过所述AC/DC转换模块将永磁发电机产生的交流电能转换为直流电能，并输出供货车用电负载电使用的预设范围内直流电压；
所述储能单元设置于电压转换及功率监测控制单元和铁路货车用电负载之间，所述储能单元包括动力蓄电池和蓄电池管理模块，所述功率监测控制模块用于实时监测永磁发电机的输出功率，当所述输出功率大于铁路货车用电负载阈值时，所述功率监测控制模块控制蓄电池管理模块向动力蓄电池进行充电，反之则进行放电；
所述电压转换及功率监测控制单元和储能单元之间以及储能单元和铁路货车用电负载之间均设置有单向导通隔离件。
进一步地，所述永磁发电机为双绕组永磁发电机。
进一步地，所述双绕组永磁发电机包括第一组单相绕组交流输出和第二组单相绕组交流输出，且第一组单相绕组交流输出的线路与第二组单相绕组交流输出的线路互为冗余电路。
进一步地，所述单向导通隔离件为二极管。
进一步地，所述第一组单相绕组交流输出的线路上设置有第一电压转换及功率监测控制单元，第二组单相绕组交流输出的线路上 设置有第二电压转换及功率监测控制单元；
其中，所述第一组单相绕组交流输出的线路上在第一电压转换及功率监测控制单元与铁路货车用电负载之间设置有第一二极管；
所述第二组单相绕组交流输出的线路上在第二电压转换及功率监测控制单元与铁路货车用电负载之间设置有储能单元，且所述储能单元与第二电压转换及功率监测控制单元之间设置有第二二极管，所述储能单元与铁路货车用电负载之间设置有第三二极管，所述第二组单相绕组交流输出的线路经过第二二极管和第三二极管单向输出后与第一组单相绕组交流输出的线路经过第一二极管单向输出后交汇。
进一步地，所述储能单元中的动力蓄电池为铅酸蓄电池。
进一步地，所述永磁发电机经电压转换及功率监测控制单元中的AC/DC转换模块转换后输出直流电压范围为DC21V～DC26V。
进一步地，所述储能单元中动力蓄电池的标称电压为DC24V。
与现有技术相比，本发明具有以下有益效果：
本发明提供一种利用铁路货车车轴发电的混合供电系统，该混合供电系统主要由双绕组永磁发电机、电压转换及功率监测控制单元、储能单元和单向导通隔离件组成，将双绕组永磁发电机与铁路货车车轴连接，利用铁路货车车轴的转动将机械能转化为交流电能，在每组绕组线路上均设置有电压转换及功率监测控制单元，将交流电能转换为直流电能，并输出供铁路货车用电负载供电的直流稳压电源，同时在第二绕组线路上设置有储能单元。这样当车轴转速高 于10km/h，且两个绕组线路输出功率合计大于用电负载时，通过AC/DC转换模块和蓄电池管理模块控制下实现动力蓄电池的恒流充电和恒压充电过程；当车轴转速低于5km/h停车时，此时由动力蓄电池供电；当车轴转速介于5km/h～10km/h时，电压转换及功率监测控制单元监测到两个绕组输出功率不足时，蓄电池管理模块控制动力蓄电池放电输出以满足负载功率要求，其中两个绕组输出与储能单元输出均通过二极管隔离，保证铁路货车从最低运行速度(不高于5km/h)到最高运行速度(不低于120km/h或者160km/h)之间电源系统既能正常供电保证负载工作，又可以同步对动力蓄电池正常充电，准停车工况下(小于5km/h)可以由动力蓄电池为负载供电，即通过永磁发电机、电压转换及功率监测控制单元、储能单元和单向导通隔离件之间的相互配合，实现电源的智能分配，提升了系统的冗余性和可靠性。
附图说明
此处的附图被并入说明书中并构成本说明书的一部分，与说明书一起用于解释本发明的原理。
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，对于本领域普通技术人员而言，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1是本发明一种利用铁路货车车轴发电的混合供电系统原理图。
图中：1为磁发电机；2为电压转换及功率监测控制单元；3为储能单元；4为单向导通隔离件；11为第一组单相绕组交流输出；12为第二组单相绕组交流输出；21为第一电压转换及功率监测控制单元；22为第二电压转换及功率监测控制单元；41为第一二极管；42为第二二极管；43为第三二极管。
具体实施方式
这里将详细地对示例性实施例进行说明，其示例表示在附图中。下面的描述涉及附图时，除非另有表示，不同附图中的相同数字表示相同或相似的要素。以下示例性实施例中所描述的实施方式并不代表与本发明相一致的所有实施方式。相反，它们仅是与所附权利要求书中所详述的、本发明的一些方面相一致的装置的例子。
为了使本领域的技术人员更好地理解本发明的技术方案，下面结合附图及实施例对本发明作进一步详细描述。
请参见图1所示，本发明提供一种利用铁路货车车轴发电的混合供电系统，该混合供电系统包括永磁发电机1、电压转换及功率监测控制单元2、储能单元3和单向导通隔离件4；所述永磁发电机1设置于铁路货车车轴的端部，这样当铁路货车运行时，永磁发电机1在铁路货车车轴的带动下发电，将机械能转化为交流电能，由于本发明实施例采用轴端永磁发电机发电，可以有效提高铁路货车供电系统的发电效率，减小轴端发电机的体积，提高轴端发电机的输出功率，减少铁路货车供电系统安装轴端发电机的台数，有利于节约铁路货车供电系统的成本。
其中，本发明电压转换及功率监测控制单元2包括AC/DC转换模块和功率监测控制模块，永磁发电机1的输出端经电压转换控制单元2与铁路货车用电负载电性连接，通过AC/DC转换模块将永磁发电机1产生的交流电能转换为直流电能，并输出供货车用电负载电使用的预设范围内直流电压，该电压变化范围为DC21V～DC26V。
本发明混合供电系统的储能单元3设置于电压转换及功率监测控制单元2和铁路货车用电负载之间，储能单元3包括动力蓄电池和蓄电池管理模块，动力蓄电池的标称电压为DC24V，通过电压转换及功率监测控制单元2中的功率监测控制模块实时监测永磁发电机1的输出功率，当该输出功率大于铁路货车用电负载阈值时，功率监测控制模块控制蓄电池管理模块向动力蓄电池进行充电，反之则进行放电；
优选的，本发明电压转换及功率监测控制单元2和储能单元3之间以及储能单元3和铁路货车用电负载之间均设置有单向导通隔离件4，所述单向导通隔离件4采用二极管，用于将各电源(如动力蓄电池与永磁发电机1)部分的输出隔离，防止相互干扰，提高混合供电系统的可靠性；通过电压转换及功率检测控制单元2能保证铁路货车从最低运行速度(5km/h)到最高运行速度(不低于120km/h或者160km/h)较宽的速度范围内，电源系统既能正常供电保证负载工作，又可以同步对动力蓄电池正常充电，实现电源的智能分配。
为了进一步提高供电系统的可靠性，本发明实施例采用的永磁 发电机1为双绕组永磁发电机，其包括第一组单相绕组交流输出11和第二组单相绕组交流输出12，且第一组单相绕组交流输出11的线路与第二组单相绕组交流输出12的线路互为冗余电路。
其中，第一组单相绕组交流输出11的线路上设置有第一电压转换及功率监测控制单元21，第二组单相绕组交流输出12的线路上设置有第二电压转换及功率监测控制单元22。
具体的，第一组单相绕组交流输出11的线路上在第一电压转换及功率监测控制单元21与铁路货车用电负载之间设置有第一二极管41，这样第一组单相绕组交流输出11后由第一电压转换及功率监测控制单元21中的AC/DC转换模块进行电压转换，AC/DC转换模块输出后经过第一二极管41后单向输出，且保证输出电压满足系统要求。
第二组单相绕组交流输出12的线路上在第二电压转换及功率监测控制单元22与铁路货车用电负载之间设置有储能单元3，且储能单元3与第二电压转换及功率监测控制单元22之间设置有第二二极管42，储能单元3与铁路货车用电负载之间设置有第三二极管43，第二组单相绕组交流输出12的线路经过第二二极管42和第三二极管43单向输出后与第一组单相绕组交流输出11的线路经过第一二极管41单向输出后交汇。这样设置后，一方面第二组单相绕组交流输出12后由第二电压转换及功率监测控制单元22中的AC/DC转换模块进行电压转换，AC/DC转换模块输出后经过第二二极管42和第三二极管43单向输出，即实现与第一组单相绕组交流输出11的 线路互为冗余，从而保证供电系统可靠性；另一方面当两组单相绕组交流输出功率合计大于用电负载时，第二组单相绕组交流输出12后由AC/DC转换模块进行电压转换，AC/DC转换模块输出经过第二二极管42单向输出后，在蓄电池管理模块控制下实现对动力蓄电池的恒流充电和恒压充电过程，此时经过第三二极管43实现第一绕组工作电源和第二绕组充电电源的隔离。
通过以上设置，当货车速度较低永磁发电机1输出功率不足时，第一绕组正常供电工作+第二绕组正常供电工作+动力蓄电池输出补充以满足用电负载功率要求，此时借助第一二极管41、第二二极管42和第三二极管43，实现各电源部分的输出隔离；当货车停车时，供电系统通过动力蓄电池为用电负载供电，此时蓄电池输出经过第一二极管41和第二二极管42与永磁发电机1和电压转换及功率监测控制单元2相隔离，保证系统安全。另外当永磁发电机1两套绕组及其配套的电压转换及功率监测控制单元均故障时，可短时间利用动力蓄电池为负载供电。
本发明永磁发电机1以车轴为动力输出电能，且输出电能的电压和功率与车轴转速成正比，因此，为了进一步说明本发明混合供电系统的功效，发明人以不同车速进行相应的工况说明，具体如下：
第一种工况：当货车运行速度低于5km/h或者停车工况，此时混合供电系统由动力蓄电池向用电负载供电。
第二种工况：永磁发电机1的转速与输出电压成线性正比关系，当货车运行速度高于5km/h低于10km/h，电压转换及功率监测控制 单元2中通过输入端有电压检测装置检测电压，判断永磁发电机侧的输出功率，且电压转换及功率监测控制单元2中的功率监测控制模块监测到永磁发电机1输出功率不足时，第一组单相绕组交流输出11的线路正常供电工作+第一组单相绕组交流输出12的线路正常供电工作+动力蓄电池输出补充以满足用电负载功率要求；第一组单相绕组交流输出11经相应的AC/DC转换模块进行电压转换后输出电压定义为V1；第二组单相绕组交流输出12经相应的AC/DC转换模块进行电压转换后输出电压定义为V2，V2经过第三二极管43后输出满足系统要求；低转速下永磁发电机1输出电压及功率较低，此时电源能量主要向负载流动，因此在此工况下，通过电压转换及功率检测控制单元将V1和V2的输出电压设定在DC21V～DC24V。
第三种工况：当货车运行速度高于10km/h，且两个绕组线路输出功率合计大于用电负载时，第二组单相绕组交流输出12后由相应的AC/DC转换模块进行电压转换，AC/DC转换模块输出经过第二二极管42单向输出后，通过蓄电池管理模块可实现动力蓄电池的恒流充电和恒压充电过程，输出电压在第二二极管42输出端为V2，V2的电压定义为小于DC25V，同时小于V1，此时第二电压转换及功率检测控制单元22主要向蓄电池充电。
第四种工况：当货车运行速度高于第二转速10km/h，且每个绕组线路输出功率均大于用电负载时，此时V1和V2的电压值定义为DC25V～DC26V，在此工况下，当动力蓄电池能量不足时，第二电压转换及功率检测控制单元22主要向动力蓄电池充电，第一电压转 换及功率检测控制单元21主要向负载传送能量，当动力蓄电池能量充足时，可只选择其中一个电压转换及功率检测控制单元22工作。
第五种工况：当永磁发电机1的两套绕组及配套的电压转换及功率监测控制单元均故障时，此时利用动力蓄电池为负载供电。
以上所述仅是本发明的具体实施方式，使本领域技术人员能够理解或实现本发明。对这些实施例的多种修改对本领域的技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本发明的精神或范围的情况下，在其它实施例中实现。
应当理解的是，本发明并不局限于上述已经描述的内容，并且可以在不脱离其范围进行各种修改和改变。本发明的范围仅由所附的权利要求来限制。

Claims (8)

  1. 一种利用铁路货车车轴发电的混合供电系统，其特征在于，所述混合供电系统包括永磁发电机(1)、电压转换及功率监测控制单元(2)、储能单元(3)和单向导通隔离件(4)；
    其中，所述永磁发电机(1)与铁路货车车轴连接，用于在所述铁路货车车轴的转动下将机械能转化为交流电能；
    所述电压转换及功率监测控制单元(2)包括AC/DC转换模块和功率监测控制模块，所述永磁发电机(1)的输出端经电压转换控制单元(2)与铁路货车用电负载电性连接，并通过所述AC/DC转换模块将永磁发电机(1)产生的交流电能转换为直流电，并输出供货车用电负载电使用的预设范围内直流电压；
    所述储能单元(3)设置于电压转换及功率监测控制单元(2)和铁路货车用电负载之间，所述储能单元(3)包括动力蓄电池和蓄电池管理模块，所述功率监测控制模块用于实时监测永磁发电机(1)的输出功率，当所述输出功率大于铁路货车用电负载阈值时，所述功率监测控制模块控制蓄电池管理模块向动力蓄电池进行充电，反之则进行放电；
    所述电压转换及功率监测控制单元(2)和储能单元(3)之间以及储能单元(3)和铁路货车用电负载之间均设置有单向导通隔离件(4)。
  2. 根据权利要求1所述的一种利用铁路货车车轴发电的混合供电系统，其特征在于，所述永磁发电机(1)为双绕组永磁发电机。
  3. 根据权利要求2所述的一种利用铁路货车车轴发电的混合供电系统，其特征在于，所述双绕组永磁发电机包括第一组单相绕组交流输出(11)和第二组单相绕组交流输出(12)，且第一组单相绕组交流输出(11)的线路与第二组单相绕组交流输出(12)的线路互为冗余电路。
  4. 根据权利要求3所述的一种利用铁路货车车轴发电的混合供电系统，其特征在于，所述单向导通隔离件(4)为二极管。
  5. 根据权利要求4所述的一种利用铁路货车车轴发电的混合供电系统，其特征在于，所述第一组单相绕组交流输出(11)的线路上设置有第一电压转换及功率监测控制单元(21)，第二组单相绕组交流输出(12)的线路上设置有第二电压转换及功率监测控制单元(22)；
    其中，所述第一组单相绕组交流输出(11)的线路上在第一电压转换及功率监测控制单元(21)与铁路货车用电负载之间设置有第一二极管(41)；
    所述第二组单相绕组交流输出(12)的线路上在第二电压转换及功率监测控制单元(22)与铁路货车用电负载之间设置有储能单元(3)，且所述储能单元(3)与第二电压转换及功率监测控制单元(22)之间设置有第二二极管(42)，所述储能单元(3)与铁路货车用电负载之间设置有第三二极管(43)，所述第二组单相绕组交流输出(12)的线路经过第二二极管(42)和第三二极管(43)单向输出后与第一组单相绕组交流输出(11)的线路经过第一二极管(41)单向输出后交汇。
  6. 根据权利要求1所述的一种利用铁路货车车轴发电的混合供电系统，其特征在于，所述储能单元(3)中的动力蓄电池为铅酸蓄电池。
  7. 根据权利要求1所述的一种利用铁路货车车轴发电的混合供电系统，其特征在于，所述永磁发电机(1)经电压转换及功率监测控制单元(2)中的AC/DC转换模块转换后输出直流电压范围为DC21V～DC26V。
  8. 根据权利要求1所述的一种利用铁路货车车轴发电的混合供电系统，其特征在于，所述储能单元(3)中动力蓄电池的标称电压为DC24V。
PCT/CN2022/136751 2022-08-19 2022-12-06 一种利用铁路货车车轴发电的混合供电系统 WO2024036821A1 (zh)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012249381A (ja) * 2011-05-26 2012-12-13 Mitsubishi Electric Corp 車両用電源システム
CN105346394A (zh) * 2015-10-12 2016-02-24 株洲科盟车辆配件有限责任公司 一种铁路货车自供电装置及方法
CN110797956A (zh) * 2018-08-01 2020-02-14 株洲中车时代电气股份有限公司 铁路货车供电系统
CN111478416A (zh) * 2020-05-15 2020-07-31 江苏广义牵引技术研究所有限公司 一种公铁两用车轴端发电机发电储能供电系统的控制方法

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012249381A (ja) * 2011-05-26 2012-12-13 Mitsubishi Electric Corp 車両用電源システム
CN105346394A (zh) * 2015-10-12 2016-02-24 株洲科盟车辆配件有限责任公司 一种铁路货车自供电装置及方法
CN110797956A (zh) * 2018-08-01 2020-02-14 株洲中车时代电气股份有限公司 铁路货车供电系统
CN111478416A (zh) * 2020-05-15 2020-07-31 江苏广义牵引技术研究所有限公司 一种公铁两用车轴端发电机发电储能供电系统的控制方法

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