CN210578241U - Permanent magnet traction converter main circuit, permanent magnet traction system and vehicle traction system - Google Patents
Permanent magnet traction converter main circuit, permanent magnet traction system and vehicle traction system Download PDFInfo
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- CN210578241U CN210578241U CN201922054431.7U CN201922054431U CN210578241U CN 210578241 U CN210578241 U CN 210578241U CN 201922054431 U CN201922054431 U CN 201922054431U CN 210578241 U CN210578241 U CN 210578241U
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Abstract
The utility model provides a permanent magnetism traction current transformer main circuit, permanent magnetism traction system and vehicle traction system, permanent magnetism traction current transformer main circuit include precharge circuit, discharge circuit, LC filter circuit, braking chopper circuit, middle direct current breaking circuit, inverter unit and motor isolating circuit, and LC filter circuit includes filter capacitor and direct current filter reactor. The pre-charging circuit and the discharging circuit are connected with the input end of the direct current filter reactor, the output end of the direct current filter reactor is connected with the input end of the braking chopper circuit, the output end of the braking chopper circuit is connected with the input end of the middle direct current breaking circuit, the output end of the middle direct current breaking circuit is connected with the input end of the filter capacitor, the output end of the filter capacitor is connected with the input end of the inversion unit, and the motor isolation circuit is connected with the output end of the inversion unit. The utility model discloses can carry out the branch of trouble unit when a set of contravariant unit breaks down, improve the redundancy of permanent magnetism traction system power.
Description
Technical Field
The utility model relates to a track traffic technical field especially relates to a permanent magnetism pulls converter main circuit, permanent magnetism traction system and vehicle traction system.
Background
Permanent magnet synchronous machines have been widely used in recent years with their advantages of high efficiency density, fast response, low loss, light weight, etc., and have been applied to traction systems of vehicles. The traction converter is a core component of the vehicle and mainly used for converting the network line voltage into variable-voltage variable-frequency alternating current under the condition that the network line voltage is DC 1000V-DC 1800V, providing power for the permanent magnet traction motor and meeting the requirements of traction and braking performance so as to drag the motor to drive the vehicle to run, and therefore the performance of the traction converter directly influences the running condition of the vehicle.
In the prior art, a vehicle control mode that one traction inverter supplies power to four asynchronous traction motors of the same vehicle is generally adopted, or a permanent magnet traction system which is configured with the same dynamic traction ratio as an asynchronous traction system is adopted. When a vehicle control mode that one traction inverter supplies power to four asynchronous traction motors of the same vehicle is adopted, a fault unit cannot be cut off when a single traction inverter or a single motor fails in the prior art; due to the difference in wheel diameter, the adhesion cannot be fully utilized, resulting in power loss of the train. When the permanent magnet traction system inverter unit which is configured with the same dynamic traction ratio as the asynchronous traction system is adopted, a motor isolation circuit, a traction inverter unit and the like are added, and the cost of the traction system is improved.
SUMMERY OF THE UTILITY MODEL
In order to solve at least one problem mentioned in the background art, the utility model provides a permanent magnetism traction converter main circuit, permanent magnetism traction system and vehicle traction system, this permanent magnetism traction converter main circuit can realize carrying out the branch of trouble unit under the circumstances that a set of traction inverter broke down, guarantees the continuation operation of remaining unit, improves the redundancy of permanent magnetism traction system power.
In order to achieve the above object, in a first aspect, the present invention provides a permanent magnet traction converter main circuit, including pre-charging circuit, discharging circuit, LC filter circuit, brake chopper circuit, middle dc breaking circuit and motor isolating circuit, the LC filter circuit includes first filter capacitor, second filter capacitor and dc filter reactor.
The pre-charging circuit and the discharging circuit are respectively connected with the input end of the direct current filter reactor, the output end of the direct current filter reactor is connected with the input end of the braking chopper circuit, and the output end of the braking chopper circuit is connected with the input end of the middle direct current breaking circuit.
The intermediate direct current breaking circuit comprises a first intermediate direct current breaking circuit and a second intermediate direct current breaking circuit, and the first intermediate direct current breaking circuit and the second intermediate direct current breaking circuit are connected in parallel; the output end of the first intermediate direct current breaking circuit is connected with the input end of the first filter capacitor, and the output end of the second intermediate direct current breaking circuit is connected with the input end of the second filter capacitor.
The inversion unit comprises a first inversion unit, a second inversion unit, a third inversion unit and a fourth inversion unit, and the first inversion unit and the second inversion unit are connected in parallel to form a first inverter group; and the third inversion unit and the fourth inversion unit are connected in parallel to form a second inverter group.
The output end of the first filter capacitor is connected with the first inverter group in parallel, and the output end of the second filter capacitor is connected with the second inverter group in parallel.
The motor isolation circuit comprises a first motor isolation circuit, a second motor isolation circuit, a third motor isolation circuit and a fourth motor isolation circuit.
The first motor isolation circuit is connected with the first inversion unit, the second motor isolation circuit is connected with the second inversion unit, the third motor isolation circuit is connected with the third inversion unit, and the fourth motor isolation circuit is connected with the fourth inversion unit.
In the above permanent magnet traction system, optionally, the system further includes: the voltage detection circuit comprises a first voltage detection circuit and a second voltage detection circuit, and the first voltage detection circuit is connected with the pre-charging circuit and is used for detecting the voltage of the network line at the input end; the second voltage detection circuit is connected between the braking chopper circuit and the intermediate direct current breaking circuit and used for detecting the voltage of the intermediate direct current capacitor.
In the above permanent magnet traction system, optionally, the system further includes: and the current detection circuit is connected between the inverter unit and the motor isolation circuit and is used for detecting the output current of the inverter unit, the grounding current of the permanent magnet synchronous traction converter and the current passing through the brake chopper circuit.
The current detection circuit comprises a first current detection circuit, a second current detection circuit, a third current detection circuit and a fourth current detection circuit; the first current detection circuit is connected between the first inversion unit and the first motor isolation circuit, the second current detection circuit is connected between the second inversion unit and the second motor isolation circuit, the third current detection circuit is connected between the third inversion unit and the third motor isolation circuit, and the fourth current detection circuit is connected between the fourth inversion unit and the fourth motor isolation circuit.
In the above permanent magnet traction system, optionally, the pre-charging circuit includes a pre-charging contactor and a pre-charging resistor, and the pre-charging contactor and the pre-charging resistor are connected in series.
In the above permanent magnet traction system, optionally, the discharge circuit includes a discharge resistor.
In the above permanent magnet traction system, optionally, the braking chopper circuit includes a chopping power device and a braking resistor.
In the above permanent magnet traction system, optionally, the intermediate dc disconnection circuit is composed of a dc vacuum contactor, and the motor isolation circuit is composed of an ac vacuum contactor; and
the inversion unit is a three-phase inverter.
In the above permanent magnet traction system, optionally, the voltage detection circuit includes a voltage detection board and a voltage dividing resistor, and the current detection circuit includes a current transformer.
In a second aspect, the utility model also provides a permanent magnet traction system, draw the converter main circuit including high-speed circuit breaker, isolator, permanent magnet traction motor and as above-mentioned permanent magnet.
The input end of the main circuit of the permanent magnet traction converter is connected with the voltage of an external network cable through a high-speed circuit breaker and an isolating switch, and the output end of the main circuit of the permanent magnet traction converter is connected with the permanent magnet traction motor.
In a third aspect, the present invention further provides a vehicle traction system, comprising a plurality of motor cars and a plurality of trailers; the permanent magnet traction system is applied to the motor train unit.
The motor train unit comprises a first motor train unit and a second motor train unit, and the trailer comprises a first trailer, a second trailer, a third trailer and a fourth trailer; the first railcar is coupled between the first trailer and the second trailer, the second railcar is coupled between the third trailer and the fourth trailer, and the second trailer and the third trailer are coupled.
The utility model provides a permanent magnetism traction converter main circuit, permanent magnetism traction system and vehicle traction system, through setting up middle direct current breaking circuit in this permanent magnetism traction converter main circuit, when the contravariant unit breaks down, can come the segmentation that the trouble unit carries out trouble unit through breaking off this circuit, avoid the trouble unit to the influence of normal operating unit simultaneously, guarantee the continuation operation of surplus unit, improved the redundancy of traction system power. The inverter unit adopts the double-tube power device module, so that the using amount of the power device module is reduced by half, and the size and the weight of the inverter circuit are effectively reduced. The contactors required by the intermediate direct-current breaking circuit and the motor isolation circuit are vacuum contactors, and compared with common electromagnetic contactors, the vacuum contactors are small in size and light in weight, are arranged in a box body of the traction converter, so that the layout in the box body is optimized, and the weight of the box body is reduced. In addition, the pre-charging circuit adopts a mode that the pre-charging contactor and the pre-charging resistor are connected in series, so that the current passing through the pre-charging contactor in the pre-charging process is reduced, the weight and the volume of the pre-charging contactor are reduced, and the miniaturization and the light weight of the converter are realized.
The structure of the present invention and other objects and advantages thereof will be more clearly understood from the following description of the preferred embodiments taken in conjunction with the accompanying drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without inventive exercise.
Fig. 1 is a schematic structural diagram of a main circuit of a permanent magnet traction converter according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a prior art asynchronous traction system;
fig. 3 is a schematic structural diagram of a permanent magnet traction system according to a second embodiment of the present invention;
FIG. 4 is a schematic illustration of a prior art consist configuration of a vehicle;
fig. 5 is a schematic diagram of a marshalling configuration of a vehicle according to a third embodiment of the present invention;
fig. 6 is a graph illustrating an adhesion test during a driving process of a vehicle according to a third embodiment of the present invention.
Description of reference numerals:
100-a permanent magnet traction converter main circuit;
101-a precharge circuit;
201-a discharge circuit;
301-a first filter capacitance;
302-a second filter capacitance;
303-direct current filter reactor;
401-brake chopper circuit;
501-a first intermediate direct current breaking circuit;
502-a second intermediate dc breaking circuit;
601-a first inverter unit;
602-a second inverter unit;
603-a third inverter unit;
604-a fourth inversion unit;
701-a first motor isolation circuit;
702-a second motor isolation circuit;
703-a third motor isolation circuit;
704-a fourth motor isolation circuit;
801-a first voltage detection circuit;
802-a second voltage detection circuit;
901-a first current detection circuit;
902-a second current detection circuit;
903 — a third current detection circuit;
904-fourth current detection circuit;
200-an asynchronous traction converter main circuit;
10-bus fuse;
20-an isolating switch;
30-high speed circuit breaker;
40-a first permanent magnet traction motor;
50-a second permanent magnet traction motor;
60-a third permanent magnet traction motor;
70-a fourth permanent magnet traction motor;
40 a-a first asynchronous traction motor;
50 a-a second asynchronous traction motor;
60 a-a third asynchronous traction motor;
70 a-a fourth asynchronous traction motor;
11-Tc trailer;
a 12-T trailer;
13-Mp motor cars;
14-M motor cars;
1-a first motor car;
2-a second motor car;
3-a first trailer;
4-a fourth trailer;
5-a second trailer;
6-third trailer.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions in the embodiments of the present invention will be described in more detail below with reference to the drawings in the preferred embodiments of the present invention. In the drawings, the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The described embodiments are only some, but not all embodiments of the invention. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present invention, and should not be construed as limiting the present invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention. Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
In the present invention, unless otherwise explicitly specified or limited, terms such as "mounted," "connected," and "fixed" are to be understood in a broad sense, and may be, for example, fixedly connected, detachably connected, or integrated; it can be mechanically coupled, directly coupled, indirectly coupled through intervening media, coupled between two elements, or coupled between two elements in a mutual relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.
Example one
Fig. 1 is a schematic structural diagram of a main circuit of a permanent magnet traction converter according to an embodiment of the present invention.
As shown in fig. 1, a permanent magnet traction converter main circuit 100 provided in the embodiment of the present invention includes a pre-charging circuit 101, a discharging circuit 201, an LC filter circuit, a braking chopper circuit 401, an intermediate dc breaking circuit, an inverter unit, and a motor isolation circuit.
The LC filter circuit is composed of a first filter capacitor 301, a second filter capacitor 302 and a dc filter reactor 303, and is used for filtering out harmonic waves generated when the inverter works and preventing harmonic wave current from generating interference on network side equipment.
It should be noted that the dc filter reactor may not be included in the box of the traction converter as a single device, or may be included in the box of the traction converter as a whole, which is not limited by the present invention.
The pre-charging circuit 101 and the discharging circuit 201 are respectively connected with the input end of the direct current filter reactor 303, the output end of the direct current filter reactor 303 is connected with the input end of the braking chopper circuit 401, and the output end of the braking chopper circuit 401 is connected with the input end of the intermediate direct current breaking circuit.
It should be noted that the pre-charging circuit 101 is composed of a pre-charging contactor and a pre-charging resistor, and is configured to charge the first filter capacitor 301 and the second filter capacitor 302 first when the traction converter starts to operate, so as to avoid that a suddenly applied high voltage causes an impact on the first filter capacitor 301 and the second filter capacitor 302. In addition, the pre-charging contactor and the pre-charging resistor are connected in series, so that the current passing through the pre-charging contactor in the pre-charging process is reduced, and the capacity and the volume of the pre-charging contactor are reduced.
It should be noted that the discharge circuit 201 is composed of a discharge resistor, and is used for rapidly releasing energy on the first filter capacitor 301 and the second filter capacitor 302 when the traction converter stops working or is subjected to maintenance.
It should be noted that the braking chopper circuit 401 is composed of a chopping power device and a braking resistor, and is used for consuming redundant electric energy through the braking resistor during electric braking. Wherein, the brake resistance can not contain in traction converter's box, also can contain in traction converter's box, the utility model discloses this is not restricted.
Specifically, the intermediate direct current breaking circuit comprises a first intermediate direct current breaking circuit 501 and a second intermediate direct current breaking circuit 502, and the first intermediate direct current breaking circuit 501 and the second intermediate direct current breaking circuit 502 are connected in parallel; the output end of the first intermediate dc breaking circuit 501 is connected to the input end of the first filter capacitor 301, and the output end of the second intermediate dc breaking circuit 502 is connected to the input end of the second filter capacitor 302.
It should be noted that the first intermediate dc breaking circuit 501 and the second intermediate dc breaking circuit 502 may be composed of dc vacuum contactors. When an inverter unit breaks down, the circuit can be disconnected to remove the fault unit, the influence of the fault unit on a normally operating unit is avoided, the operation of the normally operating unit is ensured, and the redundancy of the power of the traction system is improved.
In addition, compared with a common electromagnetic contactor, the vacuum contactor is small in size and light in weight, is arranged in a box body of the traction converter, optimizes the layout in the box body and reduces the weight of the box body.
Specifically, the inverter unit includes a first inverter unit 601, a second inverter unit 602, a third inverter unit 603, and a fourth inverter unit 604, and the first inverter unit 601 and the second inverter unit 602 are connected in parallel to form a first inverter group; the third inverter unit 603 and the fourth inverter unit 604 are connected in parallel to form a second inverter group.
It should be noted that the inverter unit adopts a dual-transistor power device module, so that the usage amount of the power device module is reduced by half, and the volume and the weight of the inverter circuit are effectively reduced.
The output end of the first filter capacitor 301 is connected in parallel with the first inverter group, and the output end of the second filter capacitor 302 is connected in parallel with the second inverter group.
Further, the motor isolation circuitry includes first motor isolation circuitry 701, second motor isolation circuitry 702, third motor isolation circuitry 703, and fourth motor isolation circuitry 704.
The first motor isolation circuit 701 is connected to the first inverter unit 601, the second motor isolation circuit 702 is connected to the second inverter unit 602, the third motor isolation circuit 703 is connected to the third inverter unit 603, and the fourth motor isolation circuit 704 is connected to the fourth inverter unit 604.
It should be noted that the first motor isolation circuit 701, the second motor isolation circuit 702, the third motor isolation circuit 703 and the fourth motor isolation circuit 704 are composed of ac vacuum contactors, and are used for the permanent magnet traction converter main circuit 100 and the permanent magnet synchronous traction motor to prevent the back electromotive force of the synchronous traction motor from damaging the main circuit equipment.
In addition, compared with a common electromagnetic contactor, the vacuum contactor is small in size and light in weight, is arranged in a box body of the traction converter, optimizes the layout in the box body and reduces the weight of the box body.
As an optional implementation manner, the first permanent magnet traction converter main circuit 100 provided in the embodiment of the present invention further includes: the voltage detection circuit comprises a first voltage detection circuit 801 and a second voltage detection circuit 802, wherein the first voltage detection circuit 801 is connected with the pre-charging circuit 1 and is used for detecting the voltage of the input end network line. The second voltage detection circuit 802 is connected between the brake chopper circuit 401 and the intermediate dc link circuit, and is configured to detect the intermediate dc capacitor voltage.
The first voltage detection circuit 801 and the second voltage detection circuit 802 include a voltage detection board and a voltage dividing resistor.
As an optional implementation manner, the first permanent magnet traction converter main circuit 100 provided in the embodiment of the present invention further includes: and the current detection circuit is connected between the inverter unit and the motor isolation circuit and is used for detecting the output current of the inverter unit, the grounding current of the permanent magnet synchronous traction converter and the current passing through the brake chopper circuit 401.
Specifically, the current detection circuit includes a first current detection circuit 901, a second current detection circuit 902, a third current detection circuit 903, and a fourth current detection circuit 904; the first current detection circuit 901 is connected between the first inverter unit 601 and the first motor isolation circuit 701, the second current detection circuit 902 is connected between the second inverter unit 602 and the second motor isolation circuit 702, the third current detection circuit 903 is connected between the third inverter unit 603 and the third motor isolation circuit 703, and the fourth current detection circuit 904 is connected between the fourth inverter unit 604 and the fourth motor isolation circuit 704.
It should be noted that the first current detection circuit 901, the second current detection circuit 902, the third current detection circuit 903, and the fourth current detection circuit 904 include current transformers.
The embodiment of the utility model provides a permanent magnetism traction converter main circuit, through setting up middle direct current breaking circuit in this permanent magnetism traction converter main circuit, when the contravariant unit breaks down, can excise the segmentation that the trouble unit carried out the trouble unit through breaking off this circuit, avoids the influence of trouble unit to the unit of normally operating simultaneously, guarantees the continuation operation of remaining unit, has improved the redundancy of traction system power. The inverter unit adopts the double-tube power device module, so that the using amount of the power device module is reduced by half, and the size and the weight of the inverter circuit are effectively reduced. The contactors required by the intermediate direct-current breaking circuit and the motor isolation circuit are vacuum contactors, and compared with common electromagnetic contactors, the vacuum contactors are small in size and light in weight, are arranged in a box body of the traction converter, so that the layout in the box body is optimized, and the weight of the box body is reduced. In addition, the pre-charging circuit adopts a mode that the pre-charging contactor and the pre-charging resistor are connected in series, so that the current passing through the pre-charging contactor in the pre-charging process is reduced, the weight and the volume of the pre-charging contactor are reduced, and the miniaturization and the light weight of the converter are realized.
Example two
Fig. 2 is a schematic diagram of a prior art asynchronous traction system. Fig. 3 is a schematic structural diagram of a permanent magnet traction system according to a second embodiment of the present invention.
In the prior art, most of the urban rail transit train traction devices adopt asynchronous traction systems, and mainly adopt a train control mode, as shown in fig. 2, an input end of an asynchronous traction converter main circuit 200 is connected with an external network line voltage through a high-speed circuit breaker 30 and an isolating switch 20, and an output end of the asynchronous traction converter main circuit 200 is connected with a first asynchronous traction motor 40a, a second asynchronous traction motor 50a, a third asynchronous traction motor 60a and a fourth asynchronous traction motor 70 a. And a bus fuse 10 is also connected between the isolating switch 20 and the external network line voltage.
Only one group of traction inverters is in the main circuit 200 of the asynchronous traction converter, that is, one group of traction inverters simultaneously drives four asynchronous traction motors. In an actual application scene, because the wheel diameters of vehicles are different, the rotating speeds of a plurality of asynchronous traction motors controlled by the same traction inverter are different, and when the actual rotating speed difference of any motor exceeds an idling/sliding set value, a traction system can reduce a motor traction/braking torque control value, so that the traction/braking torques of all motors are reduced, the maximum motor adhesion control cannot be realized, namely, a train traction/braking system cannot fully exert a required acting force, and the power loss of a train can be caused.
On the basis of the first embodiment, as shown in fig. 3, the second embodiment of the present invention provides a permanent magnet traction system, which includes a high-speed circuit breaker 30, a disconnecting switch 20, a permanent magnet traction motor and a permanent magnet traction converter main circuit 100 as described in the first embodiment.
It should be noted that, the permanent magnet synchronous motor is used in the permanent magnet traction system, and a shaft control mode is adopted, that is, one traction inverter unit drags one permanent magnet traction motor, because there is difference in actual wheel diameter of the vehicle, the actual rotation speed of each motor is different, when the acceleration/deceleration of the motor exceeds the idle sliding set value, the control torque of the corresponding motor is reduced, so that the idle sliding motor returns to the normal adhesion state of the wheel rail, the traction motor which does not generate idle sliding still operates at the normal traction/braking torque, each traction motor of the train gives out the due maximum traction/braking torque, and the train traction/braking system also gives out the due maximum acting force.
The input end of the main circuit 100 of the permanent magnet traction converter is connected with the voltage of an external network cable through a high-speed circuit breaker 30 and an isolating switch 20, and the output end of the main circuit 100 of the permanent magnet traction converter is connected with a permanent magnet traction motor. And a bus fuse 10 is also connected between the isolating switch 20 and the external network line voltage. Specifically, the permanent magnet traction motors include a first permanent magnet traction motor 40, a second permanent magnet traction motor 50, a third permanent magnet traction motor 60, and a fourth permanent magnet traction motor 70.
Different from the asynchronous traction system, the structure of the permanent magnet traction converter main circuit 100 in the permanent magnet traction system in the second embodiment of the present invention is different from that of the asynchronous traction converter main circuit 200 in the prior art.
The related technical features of the main circuit 100 of the permanent magnet traction converter are the same as those of the first embodiment, and the same technical effects can be achieved, which are not described in detail herein.
The embodiment of the utility model provides a two permanent magnet traction systems, this permanent magnet traction system include permanent magnet traction converter main circuit, through setting up middle direct current breaking circuit in this permanent magnet traction converter main circuit, when the inverter unit breaks down, can excise the segmentation that the fault unit carried out the fault unit through breaking off this circuit, avoid the influence of fault unit to the normal operating unit simultaneously, guarantee the continuation operation of remaining unit, improved the redundancy of traction system power. The inverter unit adopts the double-tube power device module, so that the using amount of the power device module is reduced by half, and the size and the weight of the inverter circuit are effectively reduced. The contactors required by the intermediate direct-current breaking circuit and the motor isolation circuit are vacuum contactors, and compared with common electromagnetic contactors, the vacuum contactors are small in size and light in weight, are arranged in a box body of the traction converter, so that the layout in the box body is optimized, and the weight of the box body is reduced. In addition, the pre-charging circuit adopts a mode that the pre-charging contactor and the pre-charging resistor are connected in series, so that the current passing through the pre-charging contactor in the pre-charging process is reduced, the weight and the volume of the pre-charging contactor are reduced, and the miniaturization and the light weight of the converter are realized.
EXAMPLE III
Fig. 5 is a schematic diagram of a configuration of a vehicle in the related art. Fig. 6 is a schematic diagram of a marshalling configuration of a vehicle according to a third embodiment of the present invention. Fig. 4 is a graph illustrating an adhesion test during a driving process of a vehicle according to a third embodiment of the present invention.
In the prior art, due to the low adhesion utilization rate of the asynchronous traction system, the marshalling configuration of the vehicles is usually 3-motor and 3-trailer, that is, 3 motor cars are required to drive 3 trailers to operate. Specifically, as shown in fig. 4, the consist configuration includes two Mp cars 13, one M car 14, two Tc trailers 11, and one T trailer 12.
It should be noted that Tc represents a trailer with a cab, T represents a trailer without a cab, Mp represents a railcar with a pantograph, and M represents a railcar without a pantograph.
However, on the basis of the first and second embodiments, the third embodiment of the present invention provides a vehicle traction system, especially an urban rail vehicle traction system, comprising a plurality of motor cars and a plurality of trailers. Wherein the permanent magnet traction system as described in the second embodiment is applied in a motor car.
In particular, the railcars comprise a first railcar 1 and a second railcar 2, the trailers comprising a first trailer 3, a second trailer 5, a third trailer 6 and a fourth trailer 4; the first wagon 1 is connected between the first trailer 3 and the second trailer 5, the second wagon 2 is connected between the third trailer 6 and the fourth trailer 4, and the second trailer 5 is connected to the third trailer 6.
The first motor car 1 and the second motor car 2 are Mp motor cars, the first trailer 3 and the fourth trailer 4 are Tc trailers, and the second trailer 5 and the third trailer 6 are T trailers.
Therefore, the marshalling configuration of the vehicle that the embodiment two of the utility model provides is that 2 move 4 and drag, 2 motor cars drive 4 trailer operations promptly. Because the power density of the permanent magnet motor is high and the axle control technology is adopted, the 2-action 4-drag marshalling is used for replacing the 3-action 3-drag marshalling of the asynchronous traction system, and the traction performance of the whole train can be unchanged by implementing high adhesion control on the traction motor and configuring the traction motor with a low dynamic drag ratio under the conditions of keeping the quality of the whole train unchanged and load unchanged.
Specifically, the asynchronous traction system is compared with the permanent magnet traction system,
the asynchronous traction system vehicle parameters are shown in table 1 below:
table 1: asynchronous traction system vehicle parameters
The adhesion coefficient of the asynchronous traction system is calculated:
the motor traction force TE is [ starting acceleration X (whole vehicle mass + motor train inertial mass + trailer inertial mass) + inertial resistance ]/motor train shaft number;
wherein the starting acceleration is 0.83m2The total vehicle mass is 303.2t, the train inertia mass is 0.1 × the train empty mass is 0.1 × (35 × 3) ═ 10.5, the trailer inertia mass is 0.05 × the trailer empty mass is 0.05 × (30 × 2+29) × (4.45), and the inertial resistance is 4 × 9.8 × 10-3X total mass 4 × 9.8 × 10-3X 303.2 ═ 11.885, number of axles 12;
therefore, the motor traction TE is 23.00 kN.
Full train normal consist starting tractive effort: 23 × 12 ═ 276 kN.
The adhesion coefficient is equal to motor traction/adhesion quality, specifically, motor traction is 23kN, and the adhesion quality is (53.6/4) × 9.8 is 131.32, and therefore, the adhesion coefficient is 0.185.
The adhesion coefficient is a ratio of a maximum wheel-periphery traction force to an adhesion mass when the locomotive wheel does not idle.
Secondly, if the permanent magnet traction system 2 moves 4 drags instead of the asynchronous traction system 3 moves 3 drags in the prior art, the adhesion coefficient of the permanent magnet traction system is calculated:
motor traction TE 276/8 34.5kN, adhesion coefficient 34.5/adhesion mass,
namely, the sticking coefficient is 34.5/[ (53.6/4) × 9.8 is 34.5/131.32 is 0.263.
Therefore, according to the above calculation, the adhesion coefficient of the permanent magnet traction system 2 and the traction system 4 is larger than that of the asynchronous traction system 3 and the traction system 3 in the prior art.
In addition, as shown in table 2, the configuration comparison table of the asynchronous traction system and the permanent magnet traction system in the third embodiment of the present invention is as follows:
table 2: configuration comparison table for asynchronous traction system and permanent magnet traction system
| Serial number | Item | Asynchronous traction system | Permanent |
|
| 1 | Dynamic drag | 3M3T | 2M4T | |
| 2 | Sticking coefficient | 0.175 | 0.264 | |
| 3 | Failure to run |
1/3 | 1/4 | |
| 4 | Same volume, same weight power (kW) | 180 | 235 |
It should be noted that, when the vehicle normally operates, each group of frequency converters and the permanent magnet motor independently control to operate, and each group of frequency converters independently operate according to the train network operation instruction. When the train breaks down, the train needs to run in a fault, corresponding KM contactors and MCOS contactors are disconnected, the fault frequency converter stops running, the normal frequency converter continues running, and the power loss of the whole train is 1/4 of the power of the whole train. However, when the asynchronous traction system operates in a fault, the power loss of the whole train is 1/3 of the power of the whole train.
In addition, as shown in fig. 4, according to the method of calculating traction force based on driving resistance and train instantaneous acceleration, test the embodiment of the present invention provides a permanent magnet traction system adhesion-speed curve, which can be known from the test curve, through implementing high adhesion control on the traction motor, configured with a low dynamic traction ratio, and under the condition of vehicle speed variation, the adhesion variation amplitude is basically kept unchanged, therefore, the traction performance of the whole train is unchanged.
It should be noted that, in this embodiment, it is not limited to use only 2-move 4-drag instead of 3-move 3-drag, and it is also possible to configure grouping for other lower-move drag ratios, which is not limited by the present invention.
Other technical features are the same as those of the first embodiment and the second embodiment, and the same technical effects can be achieved, and are not described in detail herein.
The embodiment of the utility model provides a vehicle traction system, through lower tow ratio configuration that moves, the motor car that makes the permutation vehicle need is small in quantity, and the manufacturing cost of permutation vehicle reduces. And because the permanent magnet motor does not need reactive power excitation, has high power density and less motor cars, the weight of the vehicle can be greatly reduced, the electric energy is saved, and the running energy consumption and the cost of the vehicle are reduced. In addition, the permanent magnet traction system has strong fault operation capability, so that the safety performance of system operation is further improved.
In the description of the above embodiments, it is to be understood that the terms "center", "longitudinal", "lateral", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of describing the embodiments and simplifying the description, but do not indicate or imply that the referred devices or components must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the scope of the present embodiments.
Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the description of the present invention, it is to be understood that the description of the terms "some embodiments" or the like is intended to mean that a particular feature, structure, material, or characteristic described in connection with the embodiments or examples is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples described in this specification can be combined and combined by those skilled in the art.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention.
Claims (10)
1. A main circuit of a permanent magnet traction converter is characterized by comprising a pre-charging circuit, a discharging circuit, an LC filter circuit, a braking chopper circuit, an intermediate direct current breaking circuit, an inversion unit and a motor isolation circuit, wherein the LC filter circuit comprises a first filter capacitor, a second filter capacitor and a direct current filter reactor;
the pre-charging circuit and the discharging circuit are respectively connected with the input end of the direct current filter reactor, the output end of the direct current filter reactor is connected with the input end of the braking chopper circuit, and the output end of the braking chopper circuit is connected with the input end of the intermediate direct current breaking circuit;
the intermediate direct current breaking circuit comprises a first intermediate direct current breaking circuit and a second intermediate direct current breaking circuit, and the first intermediate direct current breaking circuit and the second intermediate direct current breaking circuit are connected in parallel; the output end of the first intermediate direct current breaking circuit is connected with the input end of the first filter capacitor, and the output end of the second intermediate direct current breaking circuit is connected with the input end of the second filter capacitor;
the inversion unit comprises a first inversion unit, a second inversion unit, a third inversion unit and a fourth inversion unit, and the first inversion unit and the second inversion unit are connected in parallel to form a first inverter group; the third inversion unit and the fourth inversion unit are connected in parallel to form a second inverter group;
the output end of the first filter capacitor is connected with the first inverter group in parallel, and the output end of the second filter capacitor is connected with the second inverter group in parallel;
the motor isolation circuit comprises a first motor isolation circuit, a second motor isolation circuit, a third motor isolation circuit and a fourth motor isolation circuit;
the first motor isolation circuit is connected with the first inversion unit, the second motor isolation circuit is connected with the second inversion unit, the third motor isolation circuit is connected with the third inversion unit, and the fourth motor isolation circuit is connected with the fourth inversion unit.
2. The permanent magnet traction converter main circuit according to claim 1, further comprising: the voltage detection circuit comprises a first voltage detection circuit and a second voltage detection circuit, and the first voltage detection circuit is connected with the pre-charging circuit and is used for detecting the voltage of the network line at the input end; the second voltage detection circuit is connected between the braking chopper circuit and the intermediate direct current breaking circuit and used for detecting the voltage of the intermediate direct current capacitor.
3. The permanent magnet traction converter main circuit according to claim 2, further comprising: the current detection circuit is connected between the inverter unit and the motor isolation circuit and is used for detecting the output current of the inverter unit, the grounding current of the permanent magnet synchronous traction converter and the current passing through the brake chopper circuit;
the current detection circuit comprises a first current detection circuit, a second current detection circuit, a third current detection circuit and a fourth current detection circuit; the first current detection circuit is connected between the first inversion unit and the first motor isolation circuit, the second current detection circuit is connected between the second inversion unit and the second motor isolation circuit, the third current detection circuit is connected between the third inversion unit and the third motor isolation circuit, and the fourth current detection circuit is connected between the fourth inversion unit and the fourth motor isolation circuit.
4. A permanent magnet traction converter main circuit according to any of claims 1-3, characterized in that the pre-charging circuit comprises a pre-charging contactor and a pre-charging resistance, the pre-charging contactor and the pre-charging resistance being connected in series.
5. A permanent magnet traction converter main circuit according to any of claims 1-3, characterized in that the discharge circuit comprises a discharge resistor.
6. A permanent magnet traction converter main circuit according to any of claims 1-3, wherein the braking chopper circuit comprises a chopper power device and a braking resistor.
7. A permanent magnet traction converter main circuit according to any of claims 1-3, wherein the intermediate dc breaking circuit consists of a dc vacuum contactor and the motor isolation circuit consists of an ac vacuum contactor; and
the inversion unit is a three-phase inverter.
8. The permanent magnet traction converter main circuit according to claim 3, wherein said voltage detection circuit comprises a voltage detection board and a voltage dividing resistor, and said current detection circuit comprises a current transformer.
9. A permanent magnet traction system comprising a high speed circuit breaker, a disconnector, a permanent magnet traction motor and a permanent magnet traction converter main circuit according to any of claims 1-8;
the input end of the main circuit of the permanent magnet traction converter is connected with the voltage of an external network cable through a high-speed circuit breaker and an isolating switch, and the output end of the main circuit of the permanent magnet traction converter is connected with the permanent magnet traction motor.
10. A vehicle traction system comprising a plurality of railcars and a plurality of trailers; the permanent magnet traction system of claim 9, wherein the permanent magnet traction system is used in the bullet train.
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| CN201922054431.7U CN210578241U (en) | 2019-11-25 | 2019-11-25 | Permanent magnet traction converter main circuit, permanent magnet traction system and vehicle traction system |
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| CN201922054431.7U CN210578241U (en) | 2019-11-25 | 2019-11-25 | Permanent magnet traction converter main circuit, permanent magnet traction system and vehicle traction system |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111756279A (en) * | 2020-06-12 | 2020-10-09 | 中车永济电机有限公司 | Counter potential suppression method and device for permanent magnet synchronous traction motor of electric locomotive |
| CN112838752A (en) * | 2019-11-25 | 2021-05-25 | 西安中车永电捷通电气有限公司 | Permanent magnet traction converter main circuit, permanent magnet traction system and vehicle traction system |
| CN113002333A (en) * | 2021-03-24 | 2021-06-22 | 清华大学 | High-power converter grounding scheme of full-through type flexible alternating-current traction power supply system |
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2019
- 2019-11-25 CN CN201922054431.7U patent/CN210578241U/en active Active
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112838752A (en) * | 2019-11-25 | 2021-05-25 | 西安中车永电捷通电气有限公司 | Permanent magnet traction converter main circuit, permanent magnet traction system and vehicle traction system |
| CN111756279A (en) * | 2020-06-12 | 2020-10-09 | 中车永济电机有限公司 | Counter potential suppression method and device for permanent magnet synchronous traction motor of electric locomotive |
| CN113002333A (en) * | 2021-03-24 | 2021-06-22 | 清华大学 | High-power converter grounding scheme of full-through type flexible alternating-current traction power supply system |
| CN113002333B (en) * | 2021-03-24 | 2022-07-19 | 清华大学 | High-power converter grounding method of full-through type flexible alternating current traction power supply system |
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