ZA200400747B - Multiple-voltage power supply for railway vehicle. - Google Patents
Multiple-voltage power supply for railway vehicle. Download PDFInfo
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- ZA200400747B ZA200400747B ZA200400747A ZA200400747A ZA200400747B ZA 200400747 B ZA200400747 B ZA 200400747B ZA 200400747 A ZA200400747 A ZA 200400747A ZA 200400747 A ZA200400747 A ZA 200400747A ZA 200400747 B ZA200400747 B ZA 200400747B
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- voltage
- catenary
- power
- arms
- voltages
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- 239000004065 semiconductor Substances 0.000 claims abstract description 37
- 238000000034 method Methods 0.000 claims description 22
- 238000010586 diagram Methods 0.000 claims description 20
- 239000003990 capacitor Substances 0.000 claims description 16
- 230000006698 induction Effects 0.000 claims description 15
- 230000002441 reversible effect Effects 0.000 claims description 12
- 230000003137 locomotive effect Effects 0.000 claims description 9
- 238000011084 recovery Methods 0.000 claims description 9
- 230000001747 exhibiting effect Effects 0.000 claims description 6
- 238000001914 filtration Methods 0.000 claims description 4
- 230000005284 excitation Effects 0.000 claims description 3
- 238000009434 installation Methods 0.000 claims description 3
- 230000010355 oscillation Effects 0.000 claims description 3
- 230000001419 dependent effect Effects 0.000 claims description 2
- 208000019300 CLIPPERS Diseases 0.000 abstract description 7
- 208000021930 chronic lymphocytic inflammation with pontine perivascular enhancement responsive to steroids Diseases 0.000 abstract description 7
- 238000004804 winding Methods 0.000 description 4
- 230000001360 synchronised effect Effects 0.000 description 3
- 101000907912 Homo sapiens Pre-mRNA-splicing factor ATP-dependent RNA helicase DHX16 Proteins 0.000 description 1
- 101000577652 Homo sapiens Serine/threonine-protein kinase PRP4 homolog Proteins 0.000 description 1
- 101000610640 Homo sapiens U4/U6 small nuclear ribonucleoprotein Prp3 Proteins 0.000 description 1
- 102100023390 Pre-mRNA-splicing factor ATP-dependent RNA helicase DHX16 Human genes 0.000 description 1
- 102100028868 Serine/threonine-protein kinase PRP4 homolog Human genes 0.000 description 1
- 102100040374 U4/U6 small nuclear ribonucleoprotein Prp3 Human genes 0.000 description 1
- 239000013256 coordination polymer Substances 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 230000001939 inductive effect Effects 0.000 description 1
- 230000011664 signaling Effects 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
Classifications
-
- 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
- B60L9/30—Electric propulsion with power supply external to the vehicle using ac induction motors fed from different kinds of power-supply lines
-
- 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
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Life Sciences & Earth Sciences (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Inverter Devices (AREA)
- Emergency Protection Circuit Devices (AREA)
- Direct Current Feeding And Distribution (AREA)
- Relay Circuits (AREA)
- Rectifiers (AREA)
Abstract
The multiple voltage electrical supply for a railway vehicle has preferably single phase forced switching rectifier bridge (A1,2). A reactive input filter (A3) has a capacity and a choke. A braking pulser also operates as a clipper (B). There is a multi-level multiphase preferably triphase oscillator (C1-3) and power semiconductors for each component.
Description
CP
® WO 03/018346 -1- PCT/BE02/00133
MULTIPLE-VOLTAGE POWER SUPPLY FOR RAILWAY VEHICLE
The present invention relates to a process for the powering of a propulsion chain of a railway vehicle, typically a locomotive.
The present invention relates more particularly to a powering process with a reconfiguration of the circuit diagram under various catenary service voltages.
The invention also relates to the device for implementing said process.
Technological background and state of the art
The area of application of the present invention relates to the variable-speed control of synchronous or asynchronous machines using several service voltages, alternating or direct, present at the catenary.
The propulsion chains are therefore made up of a certain number of elements intended to convert the voltage of the catenary with a view to providing a voltage for the control of said motor.
These propulsion chains are made up of at least one converter, inverter or rectifier intended to convert the voltage present at the catenary into a three-phase voltage as close as possible to a frequency- and amplitude-variable balanced sinusoidal three-phase system with a view to controlling the synchronous or asynchronous motor. In certain cases, they also comprise a braking chopper, possibly associated with a clipper, and various filters.
Examples of propulsion chains are given hereinbelow for specific examples of voltage present at the catenary.
¢ WO 03/018346 -2- PCT/BE02/00133
At 25 kV-50 Hz AC - a power transformer; ~ a controlled rectifier, typically an FSMB (single- phase bridge with forced switching); - a power supply inverter for the propulsion motors; - a rheostatic braking chopper (recovery not always being possible).
At 15 kV-16 Hz 2/3 AC - a power transformer (the same as at 25 kV-50 Hz); - a controlled rectifier (ditto); - a power supply inverter for the propulsion motors; - the braking chopper is not indispensable under this voltage.
At 3 kV DC - an input filter; - a power supply inverter for the propulsion motors; - a braking chopper (necessary since recovery is possible only if there is another user on the line); this braking chopper also carries out the voltage clipper function (which limits the voltage on the semiconductors) .
At 1500 V DC - an input filter; : - a power supply inverter for the propulsion motors; - a braking chopper (necessary since recovery is possible only if there 1s another user on the line); this braking chopper also carries out the voltage clipper function (which limits the voltage on the semiconductors) .
Under certain networks, such as typically that of the
SNCF, it 1s necessary to ensure that no current is returned to the catenary. The whole of the braking is then effected by dissipating the energy in the braking resistors.
C WO 03/018346 -3 - PCT/BE02/00133
This inventory of functions may also be extended to other alternating or direct voltages.
In addition to these functions connected with the propulsion chain itself, it is necessary to add an auxiliary converter function (CVS) making it possible to power the propulsion auxiliaries such as fans, compressors, etc.
The problem becomes complicated on account of the fact that not all countries employ the same power supply. In particular, when locomotives make journeys involving the crossing of a border from one country to another, it is indispensable for the synchronous or asynchronous motor to be capable of being powered under various service voltages present at the catenary.
Most of the elements present described hereinabove in the propulsion chains are made up of switches using power components such as thyristors or GTOs (used until very recently).
In the particular case of GTOs, which are semiconductors which exhibit a voltage withstand of 4.5 kV; the latter are necessarily furnished with "snubber" type protection circuits, that is to say with switching aid circuits.
These semiconductors exhibited the following advantages: - no need for a clipper device, seeing that the withstand voltage is then sufficient for a nominal voltage of 3 kV; - the possibility of opening the circuit so as to place a contact switch therein, even between the input capacitor and the converter, in the switching loop, by virtue of the snubber, the nuisance induction coil of the switching circuit having no importance.
® WO 03/018346 -4 - PCT/BE02/00133
Moreover, in view of the maximum withstand voltage of 4.5 kV of the GTOs, it is inconceivable to withstand the catenary DC voltage of 3 kV with only one component. In view of the difficulty in placing two switches of this type directly in series, it is often preferable to involve an input device which steps down the voltage (with indirect series placement of the
GTOs) and to then place an inverter under a lower voltage.
New types of static semiconductors that can be defined by the term "IGBT" (Insulated Gate Bipolar Transistor) appeared some time ago.
Until very recently, these IGBT type semiconductors exhibited a maximum voltage withstand of 3.3 kV. The latest advances have allowed the development of semiconductors that can reach voltages of the order of 6.5 kv. This implies that it is therefore possible to place a single semiconductor with a view to directly withstanding the nominal DC network voltage of 3 kV.
Semiconductors of the IGBT type for example no longer require a snubber. Therefore, the nuisance induction coil between the capacitor and the converter must be minimized and it is no longer possible to place a contact switch in this switching loop.
This situation therefore compels the designer to rethink the circuit diagram, in view of the appearance of this problem connected with the new generation of semiconductors, but at the same time offers possibilities for considerable simplification thereof and potentially offers novel solutions for the diagrams relating to the propulsion chains of multi-voltage railway vehicles.
® WO 03/018346 -5- PCT/BE02/00133
Finally, it has been observed that the managers of DC
AC networks impose maximum templates for the rejection of catenary current harmonics, doing so in order not to disturb the track circuits that are used to provide for signaling. These templates are specific to each network as a function of the track circuits employed. Certain networks, such as the 3 kV of the Italian railway network, impose rejections of very low current, even for the low and very low frequencies, which are in fact the resonant frequencies of the input filter (induction coil + capacitor). Therefore, the least excitation (turning off of the inverter, catenary voltage jump, etc.) of this input filter causes these templates to be overstepped. . 15
Aims of the invention
The present invention aims at providing a solution that makes it possible to circumvent the drawbacks of the state of the art.
More particularly, an aim of the invention is to provide a reconfiguration of the circuit diagram, under the various service voltages, by limiting to the maximum the number of elementary electrical components necessary for the operation of a railway propulsion chain, with a view to optimizing the number thereof.
The main aim of the present invention is to propose a solution that avoids a return of the current to the catenary.
The present invention supplementary aims at solving the problem of the overstepping of templates, including for very low frequencies.
A second aim of the present invention is the reuse of components of the existing circuit diagram for the power supply of at least one auxiliary converter.
® WO 03/018346 -6 - PCT/BE02/00133
An additional aim of the invention is to cancel the switching losses when the semiconductor is turned on with a view to allowing an increase in the frequency and a decrease in the output induction coil for the power supply of the auxiliary converter.
A third aim of the present invention is the recovery of the necessary filter 2f capacitor under the voltage kv-16 Hz 2/3 for operation without filter 2f under 25 kV-50 Hz or under DC voltages.
Main characteristic elements of the invention 15 A first object of the present invention relates to a process for the AC and/or DC multi-voltage electrical power supply from a catenary, intended to provide by way of at least one propulsion chain, the required voltage to an electric motor of a railway vehicle, preferably a locomotive, said propulsion chain exhibiting a modular circuit diagram that comprises a plurality of elementary power arms, each of said arms comprising at least one diode reverse-biased with respect to the high voltage and a semiconductor, and that is reconfigurable as a function of the various © service voltages, by optimizing the number used of said arms, said power supply furthermore comprising sequentially in the power electrical circuit, between a power transformer powered by the catenary and the electric motor of said vehicle, a controlled rectifier bridge each arm of which comprises at least one reverse diode serving to rectify an AC voltage provided by the catenary via the transformer into a DC voltage, a substantially reactive input filter, a braking chopper that can also have a clipping function and a multiphase inverter, these various elements comprising electronic components such as power semiconductors, said inverter being linked directly to the catenary in respect of the
DC service voltages, characterized in that the diode of
(1) WO 03/0183456 -7 - PCT/BE02/00133 the first arm of the controlled rectifier bridge under
DC voltage of the catenary is reused to prevent the recovery of electrical energy by the catenary, during the braking mode of operation.
If necessary, the first arm of the controlled rectifier bridge, under low DC voltage, is reused to provide for a voltage step-up chopper function making it possible to increase the power of said propulsion chain under this low DC voltage.
According to a preferred embodiment, the secondaries of the power transformer can be recovered with a view to carrying out the input induction coil function of the step-up chopper.
Advantageously, the recovery of the electrical energy by the catenary can thus be provided for, during the braking mode of operation, by short-circuiting said diode by turning on the semiconductor arranged in parallel with this diode.
Moreover, under DC voltage, said diode may be intended to reduce, during a possible short-circuit on a propulsion chain, the short-circuit current supplied by the capacitors of the other propulsion chains.
Furthermore, the present invention aims at solving the problem of the overstepping of templates by proposing a process in which said diode prevents an oscillation of the current in the input filter under the DC voltages upon an occasional excitation of said filter, thereby reducing the harmonic currents of said filter.
A second object of the present invention relates to a process for the AC and/or DC multi-voltage electrical power supply from of a catenary, intended to provide by way of at least one propulsion chain, the required voltage to an electric motor of a railway vehicle,
® WO 03/018346 -8 - PCT/BE02/00133 preferably a locomotive, said propulsion chain exhibiting a modular circuit diagram that comprises a plurality of elementary power arms, each of said arms comprising at least one diode reverse-biased with respect to the high voltage and a semiconductor, and that is reconfigurable as a function of the various service voltages, by optimizing the number used of said arms, said power supply furthermore comprising sequentially in the power electrical circuit, between a power transformer powered by the catenary and the electric motor of said vehicle, a controlled rectifier bridge each arm of which comprises at least one reverse diode serving to rectify an AC voltage provided by the catenary via the transformer into a DC voltage, a substantially reactive input filter, a braking chopper that can also have a clipping function and a multiphase inverter, these various elements comprising electronic components such as power semiconductors, said inverter being linked directly to the catenary in respect of the
DC service voltages, characterized in that the second arm of the controlled rectifier bridge is reused under the DC voltages to afford a voltage step-down chopper function with a view to producing a lower voltage making it possible to supply power preferably to an auxiliary converter of said vehicle.
Advantageously, the step-down chopper comprising said second reused arm of the controlled rectifier bridge, having an upper semiconductor and a lower semiconductor, is controlled in such a way as to obtain a very considerable current ripple with a view to reversing the output current on the output induction coil. Thereupon, the switching on of the semiconductor is effected at zero current and the switching of the diodes is effected in a gentle manner during the zero crossing so as to cancel the switching losses when said semiconductor is turned on and when the corresponding diode is turned off. In this way, it 1s possible to advantageously increase the switching frequency.
® WO 03/0183456 -9 - PCT/BE02/00133
Preferably, the number of arms actually used depends on the voltage selected, said number being implemented by means of a plurality of contact switches whose open or closed position is dependent on said selected voltage.
The inverter may be three-phase, preferably with two voltage levels and may comprise three arms.
A third object of the present invention aims at proposing a process for the AC and/or DC multi-voltage electrical power supply from a catenary, intended to provide by way of at least one propulsion chain, the required voltage to an electric motor of a railway vehicle, preferably a locomotive, said propulsion chain exhibiting a modular circuit diagram that comprises a plurality of elementary power arms, each of said arms comprising at least one diode vreverse-biased with respect to the high voltage and a semiconductor, and that is reconfigurable as a function of the various service voltages, by optimizing the number used of said arms, said power supply furthermore comprising sequentially in the power electrical circuit, between a power transformer powered by the catenary and the electric motor of said vehicle, a controlled rectifier : bridge each arm of which comprises at least one reverse diode serving to rectify an AC voltage provided by the catenary via the transformer into a DC voltage, a substantially reactive input filter, a braking chopper that can also have a clipping function and a multiphase inverter, these various elements comprising electronic components such as power semiconductors, said inverter being linked directly to the catenary in respect of the
DC service voltages, characterized in that the capacitor used under the AC voltage of lowest frequency, preferably under 15 kVac/16 Hz 2/3, in combination with a series induction coil, to filter the harmonics at twice the fundamental frequency that are generated by the controlled rectifier, said filter
® WO 03/018346 -10- PCT/BE02/00133 being called "filter 2f", said filter 2f not being necessary under the other AC or DC voltages, is reused to increase the value of the capacitor for filtering the DC voltage, under the other service voltages. : 5
In a particularly advantageous manner, the various processes according to the present invention may be used in combination for multi-voltage propulsion chains selected from the group comprising at least the following voltages: 25 kvac/50 Hz, 15 kVac/lé Hz 2/3, 3 kVdc and 1.5 kvdc.
The present invention also relates to an installation intended for the implementation of the various processes of the present invention. This installation constituting the propulsion chain comprises, at least sequentially, in the power electrical circuit, between a power transformer powered by a catenary and an electric motor of said vehicle, said catenary being able to provide a plurality of network voltages, alternating or direct, said electrical circuit comprising a plurality of contact switches for selecting a given catenary voltage: - a controlled rectifier bridge, preferably a single-phase bridge with forced switching (FSMB) ; : - a substantially reactive input filter, preferably comprising at least a capacitance and/or at least one induction coil; - a braking chopper capable of including also a clipping function; - a multilevel multiphase inverter, preferably three-phase; - electronic components, preferably power semiconductors of IGBT type, of each element belonging to at least one elementary power arm of the modular circuit diagram.
Brief description of the figures " Figure 1 represents the general power circuit diagram of a power supply of a railway vehicle, typically a locomotive, from the catenary to the propulsion chains (n = 4). Propulsion chain number 1, comprising the motor M, is represented in detail.
Figure 2 represents a variant of figure 1 according to a preferred embodiment of the present invention.
Figure 3 schematically represents the reversible arm of the FSMB producing a step-down chopper of the auxiliary converter.
Figure 4 represents, as a function of time, the current and the voltage at the output of the reversible arm represented in figure 3 to the auxiliary converter.
Description of a preferred embodiment of the invention
The basic idea that underlies the invention is the following: given that the circuit diagram of the power circuit of the multi-voltage propulsion chain must be reconfigured specifically for each service voltage and given that the power circuit is modular and comprises a certain number of elementary arms, one or more of these arms 1s reused, with each given service voltage, to provide for functionalities having to be ideally fulfilled at said service voltage. It should be noted that the arms reused in this context are moreover either surplus and unnecessary or else already possess a well-defined function at said service voltage.
The reconfigured diagram presented in the context of a preferred embodiment of the invention is given in figure 1.
® WO 03/018346 -12- PCT/BE02/00133
The voltage is tapped off at the catenary 1 either in
AC form (25 kV-50 Hz or 15 kV-16 Hz 2/3), or in DC form (3 kV or 1.5 kV).
A power transformer is supplied with AC current by the catenary 1. The transformer comprises as many secondary windings as there are propulsion chains to be powered (11, 12, 13, 14) and possibly auxiliary secondary windings (15, 16), for example for the AC power supply of a secondary converter (CVS) or to provide for the heating of the train. Detailed in figure 1 is the complete diagram in respect of a propulsion chain, the other identical diagrams not being represented (Prp2,
Prp3, Prp4).
A solution is proposed that makes it possible to use just the 6 arms strictly necessary for operation at 25 kV-50 Hz and to reuse them in the other cases of voltage. In this diagram, the three-phase inverter supplying each propulsion chain M is linked directly to the catenary.
The uses of the arms under the various voltages are described hereinbelow:
At 25 kV-50 Hz AC
We use: : - a controlled rectifier FSMB: consisting of two arms or half-bridges (Al, A2); - a power supply inverter for the propulsion motors: consisting of three arms (Cl, C2, C3); - a braking chopper (B): consisting of a chopper arm; - an auxiliary converter AC (CVS): linked to a dedicated low-voltage winding 15 of the main transformer.
In this configuration, the contact switch 34 is closed in order to apply the 50 Hz AC voltage to the complete
® WO 03/018346 -13- PCT/BE02/00133 controlled rectifier bridge (Al, 2A2). The rectified voltage is applied to the braking chopper (B) by way of the capacitive input filter (A3, contact switch 25 closed) and then to the inverter (Cl, C2, C3).
At 15 kvV-16 Hz 2/3 AC
We use: - a controlled rectifier (Al, A2): consisting of two arms or half-bridges; - a power supply inverter for the propulsion motors: consisting of three arms (Cl, C2, C3); - an AC (CVS: linked to a dedicated low-voltage winding 15 of the main transformer.
In this configuration, the contact switch 35 is closed in order to apply the 16 Hz 2/3 AC voltage to the complete controlled rectifier bridge (Al, A2). The AC voltage is applied by way of the reactive input filter, that is to say a capacitive/inductive filter (A3, an induction coil L, contact switch 25 open) and then to the inverter (C1, C2, C3).
At 3 kV DC
We use: - a power supply inverter for the propulsion motors: consisting of three arms (Cl, C2, C3); - a braking chopper and clipper (B and/or Al): consisting of a chopper arm; - a DC CVS: supplied from a step-down chopper made up of the FSMB second arm (A2, contact switch 24 closed on CVS). This is a reversible chopper arm.
At 1500 V DC
We use: - a power supply inverter for the propulsion motors: consisting of three arms (Cl, C2, C3); - a braking chopper and clipper (B): consisting of a chopper arm;
- a step-up chopper can be produced with the first arm of the FSMB (Al); - the DC CVS is supplied from a step-down chopper made up of the second FSMB arm (A2, contact switch 24 closed on CVS). This is a reversible chopper arm.
The CVS does not therefore need a 3 kV stage and comprises only components powered by voltages of less than 1000 V (industrial components). Stated otherwise, there is no need to split the high-voltage stages on the propulsion chains and the auxiliary converters.
These arms are reconfigured with a minimum of contact switches and no contact switch is placed in the loop composed of the input capacitor of the inverter and of the arms composed of the semiconductors, thereby not imposing the use of a snubber.
It is possible to supply the propulsion chain 1 with catenary voltage through the first FSMB arm Al (contact switch 23 closed). In this case, the diode D1 of the first FSMB arm Al makes it possible to ensure that the current is not returned to the catenary while braking.
This configuration also makes it possible to continue to supply the auxiliary converter through the catenary while ensuring that no current is returned to the latter. If need be, it is possible to reconfigure this arm as a step-up chopper by simply controlling the IGBT semiconductor in parallel with the diode. If for other 1500 V DC networks, recovery braking is required, it is then sufficient to control the turned on IGBT.
Placing the diode in the circuit also makes it possible to reduce the short-circuit currents under the DC networks. Specifically, should there be a short-circuit on the propulsion chain 1, the capacitors of the other propulsion chains no longer discharge into the short- circuit.
® WO 03/018346 -15- PCT/BE02/00133
The use of a reversible arm to produce the step-down chopper of the auxiliary converter makes it possible to permit very considerable current ripple and to permit the output current to reverse in the output induction coil.
Therefore the switching on of the semiconductor is effected at zero current and the switching of the diodes is effected in a gentle manner during the zero crossing.
Figure 2 represents a preferred embodiment where the input induction coils have been dispensed with and have been replaced by the secondaries of the power transformer. In this case, it is observed that a direct link between the input of the inverter and the secondary appears.
The diagram and the mode of operation are represented in figures 3 and 4 respectively.
Finally, the advantageous reuse of the capacitor used under the AC voltage of lowest frequency, typically 15 kv-16 Hz 2/3, in combination with an inductance in series ("filter 2f", A3), with a view to filtering the harmonics at twice the fundamental frequency that are generated by the controlled rectifier on the DC voltage should be pointed out. This filter is not necessary under the other AC voltages (higher frequency) and DC voltages. The capacitor is then reused in such a way as to increase the value of the capacitor for low-pass filtering on the DC voltage so as to render acceptable the harmonic content of the currents rejected at the catenary or else the oscillation in voltage on the DC bus.
Claims (13)
1. A process for the AC and/or DC multi-voltage electrical power supply from a catenary, intended to provide by way of at least one propulsion chain, the required voltage to an electric motor of a railway vehicle, preferably a locomotive, said propulsion chain exhibiting a modular circuit diagram that comprises a plurality of elementary power arms, each of said arms comprising at least one diode reverse-biased with respect to the high voltage and a semiconductor, and that is reconfigurable as a function of the various service voltages, by optimizing the number used of said arms, said power supply furthermore comprising sequentially in the power electrical circuit, between a power transformer powered by the catenary and the electric motor of said vehicle, a controlled rectifier bridge (Al, A2) each arm of which comprises at least one reverse diode (D1, D2) serving to rectify an AC voltage provided by the catenary via the transformer into a DC voltage, a substantially reactive input filter (A3), a braking chopper that can alsc have a clipping function (B) and a multiphase inverter (QC), these various elements comprising electronic components such as power semiconductors, sald inverter (C) being linked directly to the catenary in respect of the DC service voltages, characterized in that the diode (D1) of the first arm (Al) of the controlled rectifier bridge under DC voltage of the catenary is reused to prevent the recovery of electrical energy by the catenary, during the braking mode of operation.
2. The process according to claim 1, characterized in that the first arm (Al) of the controlled rectifier bridge, under low DC voltage, is reused to provide for a voltage step-up chopper function making it possible to increase the power of said propulsion chain under this low DC voltage.
@® WO 03/0183456 -17- PCT/BE02/00133
3. The process according to claim 2, characterized in that the secondaries of the power transformer are recovered with a view to carrying out the input induction coil function of the step-up chopper.
4. The process according to claim 1, characterized in that the recovery of the electrical energy by the catenary is provided for, during the braking mode of operation, by short-circuiting said diode (D1) by turning on the semiconductor arranged in parallel with this diode.
5. The process according to claim 1, characterized in that, under DC voltage, said diode (D1) is intended to reduce, during a possible short-circuit on a propulsion chain, the short-circuit current supplied by the capacitors of the other propulsion chains.
6. The process according to claim 1, characterized in that said diode (D1) prevents an oscillation of the current in the input filter under the DC voltages upon an occasional excitation of said filter, thereby reducing the harmonic currents of said filter.
7. A process for the AC and/or DC multi-voltage electrical power supply from a catenary, intended to provide by way of at least one propulsion chain, the required voltage to an electric motor of a railway vehicle, preferably a locomotive, said propulsion chain exhibiting a modular circuit diagram that comprises a plurality of elementary power arms, each of said arms comprising at least one diode reverse-biased with respect to the high voltage and a semiconductor, and that is reconfigurable as a function of the wvarious gervice voltages, by optimizing the number used of said arms, said power supply furthermore comprising sequentially in the power electrical circuit, between a power transformer powered by the catenary and the electric motor of said vehicle, a controlled rectifier bridge (Al, A2) each arm of which comprises at least one reverse diode (D1, D2) serving to rectify an AC voltage provided by the catenary via the transformer into a DC voltage, a substantially reactive input filter (A3), a braking chopper that can also have a clipping function (B) and a multiphase inverter (C), these various elements comprising electronic components such as power semiconductors, said inverter (C) being linked directly to the catenary in respect of the DC service voltages, characterized in that the second arm (A2) of the controlled rectifier bridge is reused under the DC voltages to afford a voltage step-down chopper function with a view to producing a lower voltage making it possible to supply power preferably to an auxiliary converter of said vehicle.
8. The process according to claim 7, characterized in that the step-down chopper constituted by said second reused arm of the controlled rectifier bridge (A2), having an upper semiconductor and a lower semiconductor, is controlled in such a way as to obtain a very considerable current ripple with a view to reversing the output current on the output induction coil.
9. The process according to claim 7 ox 8, characterized in that the number of arms actually used depends on the voltage selected, said number being implemented by means of a plurality of contact switches whose open or closed position is dependent on said selected voltage.
10. The process according to claim 7 or 8, characterized in that the inverter (C) is three-phase, preferably with two voltage levels and comprises three arms (Cl, C2, C3).
11. A process for the AC and/or DC multi-voltage electrical power supply from a catenary, intended to
® WO 03/018346 -19- PCT/BE02/00133 provide by way of at least one propulsion chain, the required voltage to an electric motor of a railway vehicle, preferably a locomotive, said propulsion chain exhibiting a modular circuit diagram that comprises a plurality of elementary power arms, each of said arms comprising at least one diode reverse-biased with respect to the high voltage and a semiconductor, and that is reconfigurable as a function of the various service voltages, by optimizing the number used of said arms, said power supply furthermore comprising sequentially in the power electrical circuit, between a power transformer powered by the catenary and the electric motor of said vehicle, a controlled rectifier bridge (Al, A2) each arm of which comprises at least one reverse diode (D1, D2) serving to rectify an AC voltage provided by the catenary via the transformer into a DC voltage, a substantially reactive input filter (A3), a braking chopper that can also have a clipping function (B) and a multiphase inverter (C), these various elements comprising electronic components such as power semiconductors, said inverter (C) being linked directly to the catenary in respect of the DC service voltages, characterized in that the capacitor used under the AC voltage of lowest frequency, preferably under 15 kVac/l6 Hz 2/3, in combination with a series induction coil, to filter the harmonics at twice the fundamental frequency that are generated by the controlled rectifier, said filter being called "filter 2£f", said filter 2f not being necessary under the other AC or DC voltages, is reused to increase the value of the capacitor for filtering the DC voltage, under the other service voltages.
12. The use in combination of at least two processes according to any one of the preceding claims, for multi-voltage propulsion chains selected from the group comprising at least the following voltages: 25 kVac/50 Hz, 15 kVac/16 Hz 2/3, 3 kvdc and 1.5 kvdc.
® WO 03/018346 ~20- PCT/BE02/00133
13. An installation intended for the implementation of the process according to any one of the claims 1 to 11 and constituting the propulsion chain, characterized in that it comprises, sequentially arranged, in the power electrical circuit, between a power transformer powered by a catenary and an electric motor of said vehicle, said catenary being able to provide a plurality of AC or DC network voltages, said electrical «circuit comprising a plurality of contact switches for selecting a given catenary voltage, at least the following elements: - a controlled rectifier bridge (Al, A2), preferably a single-phase bridge with forced switching (FSMB) ; - a substantially reactive input filter (A3), preferably comprising at least one capacitor and/or at least one induction coil; - a braking chopper capable of including also a clipping function (B) ; - a multilevel multiphase inverter (Cl, C2, C3), preferably three-phase; - electronic components, preferably power semiconductors of IGBT type for each element, each element belonging to at least one elementary power arm of the modular circuit diagram.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| EP01870188A EP1288060A1 (en) | 2001-08-31 | 2001-08-31 | Multiple voltage power supply for railway vehicles |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| ZA200400747B true ZA200400747B (en) | 2005-01-21 |
Family
ID=8185015
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| ZA200400747A ZA200400747B (en) | 2001-08-31 | 2004-01-29 | Multiple-voltage power supply for railway vehicle. |
Country Status (13)
| Country | Link |
|---|---|
| EP (2) | EP1288060A1 (en) |
| JP (1) | JP4041798B2 (en) |
| CN (1) | CN100404304C (en) |
| AT (1) | ATE398040T1 (en) |
| AU (1) | AU2002325688B2 (en) |
| CA (1) | CA2458010C (en) |
| DE (1) | DE60227081D1 (en) |
| DK (1) | DK1420976T3 (en) |
| ES (1) | ES2307777T3 (en) |
| PL (1) | PL215457B1 (en) |
| PT (1) | PT1420976E (en) |
| WO (1) | WO2003018346A1 (en) |
| ZA (1) | ZA200400747B (en) |
Families Citing this family (25)
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|---|---|---|---|---|
| EP1749690A1 (en) * | 2005-08-03 | 2007-02-07 | ABB Technology AG | Transformer arrangement and multilevel converter |
| FR2891775B1 (en) * | 2005-10-07 | 2008-02-01 | Alstom Transport Sa | METHOD AND SYSTEM FOR POWERING AN POWER BUS OF AN ELECTRIC VEHICLE, RECORDING MEDIUM, AND VEHICLE FOR THE METHOD |
| DE102008014571A1 (en) * | 2008-03-13 | 2009-09-17 | Siemens Aktiengesellschaft | Motor drive circuit for a rail vehicle and method for its operation |
| CN104025442A (en) * | 2011-09-25 | 2014-09-03 | 伊利诺斯工具制品有限公司 | A multi-voltage power supply for a universal airplane ground support equipment cart |
| WO2013114546A1 (en) * | 2012-01-30 | 2013-08-08 | 三菱電機株式会社 | Propulsion control device of electric vehicle and control method thereof |
| JP5214065B1 (en) | 2012-01-30 | 2013-06-19 | 三菱電機株式会社 | Electric car main circuit system |
| JP5783969B2 (en) * | 2012-08-10 | 2015-09-24 | 株式会社日立製作所 | Vehicle drive device for multi-power supply railway vehicle |
| CN104736376B (en) * | 2012-10-26 | 2016-12-14 | Abb 技术有限公司 | Rail vehicle and the power distribution system for rail vehicle |
| US9941813B2 (en) | 2013-03-14 | 2018-04-10 | Solaredge Technologies Ltd. | High frequency multi-level inverter |
| US9318974B2 (en) | 2014-03-26 | 2016-04-19 | Solaredge Technologies Ltd. | Multi-level inverter with flying capacitor topology |
| EP3023291A1 (en) * | 2014-11-20 | 2016-05-25 | ABB Technology AG | Converter system for electrical drive mechanism for a rail vehicle |
| CN104477054B (en) * | 2014-11-28 | 2016-09-28 | 湖南大学 | A kind of multithread traction drive based on total power device and method |
| JP6349269B2 (en) * | 2015-02-17 | 2018-06-27 | 株式会社日立製作所 | Vehicle drive system |
| GB2536269A (en) | 2015-03-12 | 2016-09-14 | Hamilton Sundstrand Corp | Inrush limiter for motor drive AC/AC power converters |
| DE102015219643A1 (en) * | 2015-10-09 | 2017-04-27 | Conti Temic Microelectronic Gmbh | Electric motor-inverter |
| FR3050699B1 (en) * | 2016-04-28 | 2018-04-27 | Sncf Mobilites | SUPERCONDUCTING PANTOGRAPH SYSTEM AND RAILWAY VEHICLE COMPRISING SAID SYSTEM |
| CN106274920A (en) * | 2016-08-31 | 2017-01-04 | 中车唐山机车车辆有限公司 | The pulliung circuit of dual power source EMUs |
| CN107901791B (en) * | 2017-11-21 | 2021-03-26 | 中车株洲电力机车有限公司 | Method, system and device for detecting multi-power supply loop |
| EP3581429B1 (en) * | 2018-06-14 | 2022-08-10 | ABB Schweiz AG | Traction converter with ac and dc operation modes |
| CN108819800B (en) * | 2018-06-26 | 2021-06-01 | 贾晶艳 | Processing method and device for network side converter of multi-system electric locomotive |
| CN108900136A (en) * | 2018-07-31 | 2018-11-27 | 中车永济电机有限公司 | A kind of multiphase Frac unit electric driving control system |
| CN110549861B (en) * | 2019-09-26 | 2020-11-24 | 湖南大学 | Multi-system traction transmission system based on multiple Boost/Buck choppers |
| US11742332B2 (en) | 2019-12-06 | 2023-08-29 | Wolfspeed, Inc. | Methods and systems for matching both dynamic and static parameters in dies, discretes, and/or modules, and methods and systems based on the same |
| FR3112728B1 (en) * | 2020-07-27 | 2022-09-09 | Alstom Transp Tech | Traction set consisting of a locomotive and a tender; associated process. |
| US12002720B2 (en) * | 2020-11-23 | 2024-06-04 | Wolfspeed, Inc. | Methods and systems for component analysis, sorting, and sequencing based on component parameters and devices utilizing the methods and systems |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19843110A1 (en) * | 1998-09-21 | 2000-03-23 | Abb Daimler Benz Transp | Power converter circuit with variable configuration for traction applications |
| EP1022181A1 (en) * | 1999-01-19 | 2000-07-26 | Alstom Belgium Transport | Protection method and device for converters |
-
2001
- 2001-08-31 EP EP01870188A patent/EP1288060A1/en not_active Withdrawn
-
2002
- 2002-08-01 CN CNB028161432A patent/CN100404304C/en not_active Expired - Fee Related
- 2002-08-01 WO PCT/BE2002/000133 patent/WO2003018346A1/en active IP Right Grant
- 2002-08-01 AU AU2002325688A patent/AU2002325688B2/en not_active Ceased
- 2002-08-01 JP JP2003522834A patent/JP4041798B2/en not_active Expired - Fee Related
- 2002-08-01 CA CA002458010A patent/CA2458010C/en not_active Expired - Fee Related
- 2002-08-01 PL PL367834A patent/PL215457B1/en unknown
- 2002-08-01 EP EP02759941A patent/EP1420976B1/en not_active Expired - Lifetime
- 2002-08-01 PT PT02759941T patent/PT1420976E/en unknown
- 2002-08-01 AT AT02759941T patent/ATE398040T1/en active
- 2002-08-01 DE DE60227081T patent/DE60227081D1/en not_active Expired - Lifetime
- 2002-08-01 ES ES02759941T patent/ES2307777T3/en not_active Expired - Lifetime
- 2002-08-01 DK DK02759941T patent/DK1420976T3/en active
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2004
- 2004-01-29 ZA ZA200400747A patent/ZA200400747B/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| DK1420976T3 (en) | 2008-10-13 |
| CA2458010A1 (en) | 2003-03-06 |
| AU2002325688B2 (en) | 2007-08-16 |
| EP1420976A1 (en) | 2004-05-26 |
| PL367834A1 (en) | 2005-03-07 |
| CN100404304C (en) | 2008-07-23 |
| WO2003018346A1 (en) | 2003-03-06 |
| PL215457B1 (en) | 2013-12-31 |
| EP1420976B1 (en) | 2008-06-11 |
| JP4041798B2 (en) | 2008-01-30 |
| EP1288060A1 (en) | 2003-03-05 |
| ATE398040T1 (en) | 2008-07-15 |
| CN1543406A (en) | 2004-11-03 |
| JP2005500797A (en) | 2005-01-06 |
| CA2458010C (en) | 2008-07-29 |
| DE60227081D1 (en) | 2008-07-24 |
| ES2307777T3 (en) | 2008-12-01 |
| PT1420976E (en) | 2008-09-11 |
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