WO2024050981A1 - Système d'alimentation électrique de train, procédé d'alimentation électrique de train et train - Google Patents

Système d'alimentation électrique de train, procédé d'alimentation électrique de train et train Download PDF

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Publication number
WO2024050981A1
WO2024050981A1 PCT/CN2022/134168 CN2022134168W WO2024050981A1 WO 2024050981 A1 WO2024050981 A1 WO 2024050981A1 CN 2022134168 W CN2022134168 W CN 2022134168W WO 2024050981 A1 WO2024050981 A1 WO 2024050981A1
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WO
WIPO (PCT)
Prior art keywords
bus
voltage
power
train
power supply
Prior art date
Application number
PCT/CN2022/134168
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English (en)
Chinese (zh)
Inventor
哈大雷
陈天宇
陶然
金文斌
Original Assignee
中车长春轨道客车股份有限公司
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Application filed by 中车长春轨道客车股份有限公司 filed Critical 中车长春轨道客车股份有限公司
Publication of WO2024050981A1 publication Critical patent/WO2024050981A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging 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
    • B60L9/02—Electric propulsion with power supply external to the vehicle using dc motors
    • B60L9/04—Electric propulsion with power supply external to the vehicle using dc motors fed from dc supply lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00—Power supply lines for contact with collector on vehicle
    • 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
    • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
    • H02J1/10—Parallel operation of dc sources
    • 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 vehicles, for example, to a train power supply system, a train power supply method and a train.
  • the power dispersion architecture has become the mainstream solution for EMUs around the world.
  • the train power supply system using the power dispersion architecture includes the AC bus.
  • there are reactive power transmission and Frequency stability issues, AC voltage distortion when connected to a rectified load, large power loss and capacity requirements make it impossible to improve the lightweight level.
  • the purpose of this application is to provide a train power supply system, a train power supply method and a train, which reduce power loss and capacity requirements, effectively improve power supply capacity and power quality, and fundamentally improve the lightweight level.
  • embodiments of the present application provide a train power supply system, including a plurality of DC auxiliary converters, a first DC bus and a rectifying load connected in sequence;
  • the rectifying load includes a variable frequency air conditioner, a variable frequency motor and a Various DC loads;
  • the plurality of DC auxiliary converters are used to step down high-voltage DC power and output low-voltage DC power to the first DC bus;
  • the first DC bus is used to transmit the low-voltage direct current to the rectifying load
  • the rectifying load is used to convert the low-voltage direct current into alternating current to drive the rectifying load to work.
  • embodiments of the present application provide a train power supply method, using a train power supply system to provide power to the train.
  • embodiments of the present application also provide a train, which includes a train power supply system.
  • Embodiments of the present application provide a train power supply system, a train power supply method and a train.
  • the power supply system includes a plurality of DC auxiliary converters, a first DC bus and a rectifying load connected in sequence; the rectifying load includes a variable frequency air conditioner, a variable frequency air conditioner and a rectifying load.
  • the first DC bus is used to transmit low-voltage DC power to rectifying loads.
  • the power supply system does not include the AC bus, and there are no problems such as reactive power transmission, frequency stability, and AC voltage distortion when connected to a rectifier load that are inevitably associated with the AC system.
  • the rectifier load is used to convert low-voltage DC power into AC power. It works by driving the rectifying load. In this way, DC power is directly input to the rectifying load.
  • the rectifying load can drive the rectifying load without rectifying the AC power into DC power, thereby reducing the power loss and capacity requirements, and effectively improving the power supply capacity and Power quality, fundamentally improve the level of lightweight.
  • Figure 1 shows a schematic structural diagram of a train power supply system provided by an embodiment of the present application
  • Figure 2 shows a schematic structural diagram of yet another train power supply system provided by an embodiment of the present application.
  • the traditional train power supply system using a power decentralized architecture includes a high-voltage DC bus, an AC auxiliary converter, a medium-voltage AC bus and a rectifying load connected in sequence.
  • the AC auxiliary converter converts DC power into three-phase AC power 380V. , three-phase AC power is transmitted to the rectifying load through the medium voltage AC bus.
  • rectifier loads such as variable frequency air conditioners and speed-adjustable fans are increasingly widely used.
  • the rectifying load receives three-phase AC power.
  • the rectifying load first converts the three-phase AC power supply into DC power supply through the rectifier, and then drives the air conditioning compressor, fan and other motor loads through the inverter. This has the inevitable problems of reactive power transmission and frequency stability associated with AC systems, as well as the problem of AC voltage distortion when connected to a rectified load.
  • the power loss and capacity requirements are large, making it impossible to improve the lightweight level.
  • inventions of the present application provide a train power supply system, a train power supply method and a train.
  • the power supply system includes a plurality of DC auxiliary converters, a first DC bus and a rectifying load connected in sequence; Loads include variable frequency air conditioners, variable frequency motors and various DC loads. Multiple DC auxiliary converters are used to step down high-voltage DC power, so that low-voltage DC power can be output to the first DC bus.
  • the first DC bus is used to The rectifying load transmits low-voltage direct current, so that the power supply system does not include the AC bus, and there are no problems such as reactive power transmission, frequency stability, and AC voltage distortion that are inevitably associated with the AC system.
  • the rectifying load is used to Low-voltage DC power is converted into AC power to drive the rectifying load. In this way, DC power is directly input to the rectifying load.
  • the rectifying load can drive the rectifying load without rectifying the AC power into DC power, thereby reducing power loss and capacity requirements. It effectively improves the power supply capacity and power quality, and fundamentally improves the lightweight level.
  • the train power supply system includes a plurality of DC auxiliary converters, a first DC bus and a rectifying load connected in sequence.
  • Each DC auxiliary converter can be located in different compartments, and the rectifying loads include variable frequency air conditioners, variable frequency motors and various DC loads.
  • multiple DC auxiliary converters are used to step down high-voltage DC power and output low-voltage DC power to the first DC bus.
  • the first DC bus is used to transmit low-voltage DC power to the rectifying load, so that The power supply system does not include an AC bus, and there are no issues such as reactive power transmission, frequency stability, and AC voltage distortion when connected to a rectified load that are inevitably associated with the AC system.
  • the rectifying load is used to convert low-voltage direct current into alternating current to drive the rectifying load to work.
  • AC power is connected from the AC bus, and the rectifying load needs to convert the AC power into DC power in order to drive the load.
  • DC power can be directly input to the rectifying load, and the rectifying load does not need to convert the AC power into the load.
  • the rectified power can be used to drive the rectified load.
  • the auxiliary converter and electrical load can eliminate the inversion and rectification links. The overall efficiency is expected to increase by more than 5%.
  • the above characteristics will be more prominent, thereby reducing power loss and capacity requirements, effectively improving power supply capacity and power quality; in addition, the power conversion process is simplified from the DC-AC-DC mode in the existing technology to a DC-DC mode. It can save the rectifier module and inverter module of all levels of load and auxiliary converter of the power supply, and the weight of the vehicle power supply system can be reduced by 20% to 30%, fundamentally improving the lightweight level.
  • the power supply system may also include multiple four-quadrant rectifiers and a second DC bus.
  • Figure 2 is a schematic structural diagram of another train power supply system provided by the embodiment of the present application.
  • Multiple four-quadrant rectifiers The rectifiers are located in power car 02, power car 04, power car 05 and power car 07 respectively.
  • Multiple DC auxiliary converters are located in head car 01, transformer car 03, transformer car 06 and head car 08 respectively.
  • Multiple four-quadrant rectifiers It is used to convert high-voltage alternating current into high-voltage direct current.
  • the high-voltage direct current output by multiple four-quadrant rectifiers is connected in parallel to power the second DC bus.
  • the voltage of the second DC bus is higher than the voltage of the first DC bus.
  • the four-quadrant rectifier in the power car 02 only supplies power to the DC auxiliary converter in the lead car 01
  • the four-quadrant rectifier in the power car 04 only supplies power to the DC auxiliary converter in the transformer car 03. power supply, this will easily lead to the failure of the four-quadrant rectifier in the power car 02, and the DC auxiliary converter in the lead car 01 will also stop working.
  • the four-quadrant rectifiers are independent of each other and lack the ability to support each other. When one of them When a component fails, it often also causes other equipment connected to it to shut down.
  • the high-voltage DC output from multiple four-quadrant rectifiers is connected in parallel to power the second DC bus, and multiple DC auxiliary converters are connected to the second DC bus.
  • the four-quadrant rectifier in the power vehicle 02 When a fault occurs, the outputs of multiple high-voltage DC power supplies are connected in parallel to supply power to the high-voltage DC bus.
  • the four-quadrant rectifiers in Power Car 04, Power Car 05 and Power Car 07 all supply power to the second DC bus, and the one connected to the second DC bus is located at the head
  • the DC auxiliary converter in Car 01 can still work normally, increasing the redundancy of the power supply system.
  • the first DC bus may be a medium voltage DC bus
  • the second DC bus may be a high voltage DC bus
  • the third DC bus may be a low voltage DC bus.
  • a four-quadrant rectifier can convert the output of the traction transformer into DC power.
  • the power supply system may further include an energy storage device, which is connected to the first DC bus and used to supply power to the first DC bus and provide energy thereto.
  • the power supply system may also include a charger.
  • the charger is connected to the first DC bus.
  • the energy storage device supplies power to the third DC bus through the charger.
  • the voltage of the third DC bus is lower than that of the second DC bus.
  • the charger is a low-voltage DC power supply.
  • the charger is a load on the medium-voltage DC bus, responsible for charging the battery and providing 110V control power for the train.
  • the 110V low-voltage DC bus on the train runs through the train, and various network control equipment, brake controllers, traction controllers and other loads are connected to the 110V low-voltage DC bus.
  • the energy storage device can supply power to the second DC bus through the DC auxiliary converter.
  • the DC auxiliary converter steps down the voltage of the high-voltage DC bus and achieves electrical isolation. It can also control the bidirectional flow of energy.
  • the voltage of the first DC bus may be 600V
  • the voltage of the second DC bus may be 1800V or 3600V
  • the voltage of the third DC bus may be 110V.
  • the voltage level of the high-voltage DC bus can be 1800V or 3600V
  • the voltage level of the medium-voltage DC bus can be 600V
  • the voltage level of the low-voltage DC bus can be 110V.
  • the system also includes multiple traction inverters connected to the second DC bus for converting high-voltage DC power into AC power to control the operation of the motor.
  • all traction inverters and DC auxiliary converters serve as loads and draw power from the high-voltage DC bus; the traction inverter converts DC power into AC power and controls the motor to convert electrical energy into mechanical energy.
  • the system also includes a traction transformer connected to multiple four-quadrant rectifiers for isolating and reducing single-phase AC power and outputting high-voltage AC power to multiple four-quadrant rectifiers.
  • the traction transformer isolates and steps down the 25kV/50Hz single-phase AC power and outputs it to the four-quadrant rectifier.
  • the four-quadrant rectifier rectifies the AC power output from the traction transformer into DC power and transmits it to the high-voltage DC bus.
  • the traction inverter converts the high-voltage DC power into DC power. It is alternating current with variable voltage and frequency, which is used to drive the traction motor for traction or braking.
  • the embodiment of the present application provides a train power supply system.
  • the power supply system includes a plurality of DC auxiliary converters, a first DC bus and a rectifying load connected in sequence; the rectifying load includes a variable frequency air conditioner, a variable frequency motor and various DC loads. , multiple DC auxiliary converters, used to step down high-voltage DC, so that low-voltage DC can be output to the first DC bus.
  • the first DC bus is used to transmit low-voltage DC to rectifying loads, so that the power supply system does not include
  • the AC bus does not have the problems of reactive power transmission, frequency stability, and AC voltage distortion that are inevitably associated with the AC system, as well as AC voltage distortion when connected to a rectified load.
  • the rectified load is used to convert low-voltage DC power into AC power to drive the rectified load. , in this way, direct current is input to the rectifying load, and the rectifying load can drive the rectifying load without rectifying the alternating current into direct current, thus reducing the power loss and capacity requirements, effectively improving the power supply capacity and power quality, and fundamentally Improve the level of lightweight.
  • embodiments of the present application also provide a train power supply method, using the train power supply system as described above to supply power to the train.
  • embodiments of the present application also provide a train, which includes the train power supply system as described above.

Abstract

L'invention concerne un système d'alimentation électrique de train, un procédé d'alimentation électrique de train et un train. Le système d'alimentation électrique comprend une pluralité de convertisseurs auxiliaires à courant continu, un premier bus à courant continu et une charge de redressement qui sont connectés en séquence ; la charge de redressement comprend un climatiseur à fréquence variable, un moteur à fréquence variable et des charges à courant continu ; la pluralité de convertisseurs auxiliaires à courant continu sont utilisés pour diminuer la tension d'un courant continu à haute tension, et délivrer ainsi un courant continu à basse tension au premier bus à courant continu ; le premier bus à courant continu est utilisé pour transmettre le courant continu à basse tension à la charge de redressement ; le système d'alimentation électrique ne comprend pas de bus à courant alternatif, de telle sorte que les problèmes de transmission de puissance réactive et de stabilité de fréquence nécessairement associés à un système à courant alternatif, et du problème de distorsion de tension à courant alternatif lorsqu'une charge de redressement est connectée ne se produisent pas ; la charge de redressement est utilisée pour convertir le courant continu à basse tension en un courant alternatif de façon à amener la charge de redressement à fonctionner. La charge de redressement peut être entraînée pour fonctionner en entrant directement un courant continu dans la charge de redressement, et la charge de redressement n'a pas besoin de redresser un courant alternatif en un courant continu, de telle sorte que la perte d'énergie électrique et l'exigence de capacité sont réduites, et la capacité d'alimentation électrique et la qualité d'énergie électrique sont améliorées.
PCT/CN2022/134168 2022-09-09 2022-11-24 Système d'alimentation électrique de train, procédé d'alimentation électrique de train et train WO2024050981A1 (fr)

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CN202211103259.X 2022-09-09
CN202211103259.XA CN115635850A (zh) 2022-09-09 2022-09-09 一种列车供电系统、列车供电方法及列车

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WO2024050981A1 true WO2024050981A1 (fr) 2024-03-14

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Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3032728A1 (fr) * 2014-12-12 2016-06-15 ABB Technology AG Agencement de circuit
WO2018184868A2 (fr) * 2017-04-05 2018-10-11 Paul Vahle Gmbh & Co. Kg Terminal à conteneurs, en particulier se présentant sous la forme d'une installation portuaire, comprenant au moins une grue de manutention de conteneurs guidée sur rails
CN109217314A (zh) * 2018-11-13 2019-01-15 中国铁道科学研究院集团有限公司 一种交直流混合辅助供电系统
CN109301811A (zh) * 2018-11-13 2019-02-01 中国铁路总公司 一种综合直流系统
CN109367398A (zh) * 2018-11-13 2019-02-22 中国铁路总公司 直流辅助供电系统
CN208835750U (zh) * 2018-11-13 2019-05-07 中国铁路总公司 一种综合直流系统
CN208923831U (zh) * 2018-11-13 2019-05-31 中国铁道科学研究院集团有限公司 一种交直流混合辅助供电系统
CN209063903U (zh) * 2018-11-13 2019-07-05 中国铁路总公司 直流辅助供电系统

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3032728A1 (fr) * 2014-12-12 2016-06-15 ABB Technology AG Agencement de circuit
WO2018184868A2 (fr) * 2017-04-05 2018-10-11 Paul Vahle Gmbh & Co. Kg Terminal à conteneurs, en particulier se présentant sous la forme d'une installation portuaire, comprenant au moins une grue de manutention de conteneurs guidée sur rails
CN109217314A (zh) * 2018-11-13 2019-01-15 中国铁道科学研究院集团有限公司 一种交直流混合辅助供电系统
CN109301811A (zh) * 2018-11-13 2019-02-01 中国铁路总公司 一种综合直流系统
CN109367398A (zh) * 2018-11-13 2019-02-22 中国铁路总公司 直流辅助供电系统
CN208835750U (zh) * 2018-11-13 2019-05-07 中国铁路总公司 一种综合直流系统
CN208923831U (zh) * 2018-11-13 2019-05-31 中国铁道科学研究院集团有限公司 一种交直流混合辅助供电系统
CN209063903U (zh) * 2018-11-13 2019-07-05 中国铁路总公司 直流辅助供电系统

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