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WO2014206080A1 - Traction system for motor train unit hybridly powered by power pack and energy storage device - Google Patents

Traction system for motor train unit hybridly powered by power pack and energy storage device Download PDF

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Publication number
WO2014206080A1
WO2014206080A1 PCT/CN2014/071304 CN2014071304W WO2014206080A1 WO 2014206080 A1 WO2014206080 A1 WO 2014206080A1 CN 2014071304 W CN2014071304 W CN 2014071304W WO 2014206080 A1 WO2014206080 A1 WO 2014206080A1
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WO
WIPO (PCT)
Prior art keywords
energy storage
storage device
traction
power pack
interface
Prior art date
Application number
PCT/CN2014/071304
Other languages
French (fr)
Chinese (zh)
Inventor
赵明花
李军
王成涛
王树宾
荀玉涛
李雪飞
韩伟
况阳
哈大雷
解枫
周勇志
马昭钰
翟黎渊
刘俊明
万争
田伟
翟丽佳
王颖超
蒋英智
张金龙
金鑫
Original Assignee
长春轨道客车股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 长春轨道客车股份有限公司 filed Critical 长春轨道客车股份有限公司
Publication of WO2014206080A1 publication Critical patent/WO2014206080A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/13—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using AC generators and AC motors
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • 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
    • B60L9/24—Electric propulsion with power supply external to the vehicle using ac induction motors fed from ac supply lines
    • B60L9/28—Electric propulsion with power supply external to the vehicle using ac induction motors fed from ac supply lines polyphase motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/12—Buck converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/14—Boost converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to an EMU traction system, in particular to an EMU electric traction system which is powered by a power package and an energy storage device.
  • the traction system is the core of the EMU transmission system, shouldering the task of providing driving power for the train.
  • the traditional EMU traction system is mainly a single electric traction, which adopts the contact network power supply mode and can only run on the electrified railway.
  • China railway planning, as of At the end of 2012, China's electrified railways accounted for 53% of the national railway lines.
  • the Medium and Long-term Railway Network Plan it is estimated that in 2020, electrified railways will account for 60% of the national railway lines. Non-electrified railways will still occupy a large proportion in the long run. All single electric traction EMUs cannot meet the requirements of running on non-electrified railways, and they cannot implement self-rescue in time when the electrified road section fails or the vehicle's own high-voltage system fails.
  • the traditional centralized power supply train adopts the method of centralized power supply and traction of the thermal power source, that is, the diesel locomotive.
  • the thermal power source that is, the diesel locomotive.
  • the braking energy is mainly consumed by the braking resistor, resulting in huge waste of energy.
  • the present invention provides an EMU traction system in which a power pack and an energy storage device are hybridly powered, characterized in that: It mainly includes a power pack, an energy storage device, a traction converter, a traction motor, a traction converter and a traction motor; the diesel engine and the generator constitute an internal combustion power package, and the three-phase output of the generator is directly connected to the traction converter.
  • the energy storage device is connected to the intermediate DC bus of the traction converter.
  • the traction converter includes a power pack interface, an energy storage device interface, a first pre-charging device, a second pre-charging device, a four-quadrant rectifier, an intermediate DC link, a traction inverter, a bidirectional DC/DC Chopper, overvoltage suppression circuit, traction motor interface and auxiliary converter interface
  • the power pack interface is connected to an input end of the four-quadrant rectifier
  • the energy storage device interface is connected to the bidirectional DC/DC chopper, and is connected in parallel to the DC bus of the output of the four-quadrant rectifier.
  • the first pre-charging device is disposed on a circuit between the power pack interface and the rectifier
  • the second pre-charging device is disposed on a circuit between the energy storage device interface and the rectifier
  • the output of the four-quadrant rectifier is connected to the output of the traction inverter
  • the intermediate DC link is connected in parallel to the DC bus of the output of the four-quadrant rectifier
  • the output of the traction inverter is used for
  • the traction motor is connected to the interface
  • the overvoltage suppression circuit is connected in parallel to the DC bus of the output of the rectifier
  • the auxiliary converter interface is connected in parallel to the DC bus of the output of the four-quadrant rectifier.
  • the first pre-charging device and the second pre-charging device each include a main contactor, a pre-charging contactor and a pre-charging resistor; the main contactor is for controlling the on-off of the main circuit, and the pre-charging contactor is used for separately controlling The first pre-charging device and the second pre-charging device pre-charge the supporting capacitor.
  • the DC link includes a support capacitor and a capacitor discharge resistor.
  • the bidirectional DC/DC chopper comprises two IGBT power devices and a reactor, the two IGBT power devices being connected to a reactor.
  • the overvoltage suppression circuit includes an IGBT power device and an energy absorbing resistor connected in series.
  • the hybrid power supply mode of the power pack and the energy storage device is adopted to realize the normal operation of the contactless network working condition.
  • the braking energy is absorbed by the energy storage device, realizing the recycling of energy and embodying the concept of green energy conservation.
  • the energy replenishment during the acceleration process of the train can be realized by the energy storage device to achieve the best acceleration performance, but the power, volume and weight of the power pack are greatly reduced, and the optimal power density is achieved.
  • the EMU not only has the operational capability of non-electrified sections, but also has emergency rescue and combat readiness functions in special rain or snow weather or contact network damage, and can also be used as a mobile power source.
  • FIG. 1 is a schematic diagram of a main circuit according to an embodiment of the present invention.
  • Figure 2 is a block diagram of the composition of the traction converter
  • Figure 3 is a schematic diagram of the main circuit of the traction converter.
  • an embodiment of the present invention includes a power pack, an energy storage device, a traction converter, a traction motor, a traction converter and a traction motor; a diesel engine and a generator form an internal combustion power package, and the generator three-phase output directly and traction
  • the converter is connected,
  • the energy storage device is connected to the intermediate DC bus of the traction converter.
  • the power pack interface 2 is connected to the input of the four-quadrant rectifier 5, and the energy storage device interface 3 is connected to the bidirectional DC/DC chopper 8 and is connected in parallel in four quadrants.
  • the output of the rectifier 5 is on the DC bus, and the intermediate DC link 6 is connected in parallel to the DC bus of the output of the four-quadrant rectifier 5, four quadrants.
  • the output of the rectifier 5 is connected to the output of the traction inverter 7, and the output of the traction inverter 7 is used for connection to the traction motor interface 10 of the EMU, to supply power to the traction motor interface 10, and to the EMU through the traction motor interface 10.
  • the group provides power.
  • the intermediate DC link 6 may include a supporting capacitor C1 and a capacitor discharging resistor Rc1, and a supporting capacitor C1 pair Four-quadrant
  • the output of the rectifier 5 has a filtering function to stabilize the four quadrants.
  • the energy storage device interface 3 can be connected to a battery or a super capacitor, or to other energy storage components such as a flywheel or a fuel cell.
  • Overvoltage suppression circuit 9 is connected in parallel in four quadrants The output of the rectifier 5 is on the DC bus.
  • the overvoltage suppression circuit 9 includes an IGBT power device IV7 and an energy absorbing resistor Rov connected in series. The overvoltage suppression circuit 9 is used to absorb the instantaneous voltage spike in the intermediate DC link 6 to ensure the circuit.
  • Auxiliary converter interface 1 is connected in parallel Four-quadrant The output of the rectifier 5 is on the DC bus.
  • the auxiliary converter interface 1 is powered by the intermediate DC link 6.
  • the auxiliary converter interface 1 is used to supply power to the auxiliary load of the EMU.
  • the first pre-charging device 4 is disposed at the power pack interface 2
  • the second pre-charging device 11 is disposed at the energy storage device interface 3 and the bidirectional DC/DC chopper 8
  • the first precharge device 4 includes a first main contactor LK2, a first precharge contactor K2 and a first precharge resistor R2.
  • the second pre-charging device 11 includes a second main contactor K4, a second pre-charging contactor K3, and a second pre-charging resistor R3.
  • the first pre-charging contactor K2 can be closed first, and the supporting capacitor C1 is charged by the first pre-charging resistor R2 and the anti-parallel diode of the four-quadrant rectifier 5.
  • the voltage across the supporting capacitor C1 reaches a certain value, the first main contact LK2 is closed, and the first pre-charging contactor K2 is turned off.
  • the second main contactor K4 is used for controlling the on and off of the main circuit, and the second pre-charge contactor K3 is separately controlled.
  • the second pre-charging resistor R3 pre-charges the supporting capacitor C1.
  • the second pre-charging contactor K3 is first closed, and the intermediate supporting capacitor C1 is charged by the anti-parallel diode of the second pre-charging resistor R3, the reactor L1 and the IGNT power device BV1. .
  • the main contact K4 is closed, the pre-charging contactor K3 is turned off, and then the bidirectional DC/DC chopper 8 is activated.
  • the four-quadrant rectifier 5 includes eight IGBTs (Insulated Gate Bipolar) Transistor, insulated gate bipolar transistor) power device, specifically IGBT Power device CV1-CV8, four-quadrant rectifier 5 is used to implement AC/DC (AC-DC) conversion.
  • IGBTs Insulated Gate Bipolar
  • CV1-CV8 IGBT Power device
  • four-quadrant rectifier 5 is used to implement AC/DC (AC-DC) conversion.
  • AC/DC AC-DC
  • the four-quadrant rectifier 5 adopts a two-level main circuit topology, which is made by phase shift pulse width modulation technology.
  • the equivalent switching frequency of the quadrant rectifier 5 becomes twice the switching frequency of the single rectifier, thereby greatly reducing the current harmonics of the four-quadrant rectifier 5; in the power pack supply mode, the diode can be controlled only by the three-phase bridge arm or four Quadrant rectification to provide a stable DC voltage.
  • the traction inverter 7 can comprise six IGBT power devices IV1-IV6, which are converted to a voltage and frequency adjustable three-phase alternating current by DC/AC (DC/AC) conversion for driving parallel traction
  • the motor interface 10 provides power to the EMU.
  • the traction inverter 7 can adopt high-performance motor control algorithm. On the basis of accurate flux linkage observation, accurate torque control can be performed on the traction motor interface 10 to ensure good acceleration and deceleration performance and stable and reliable operation of the EMU.
  • multi-mode modulation algorithms can be employed to take full advantage of DC voltage and reduce power device losses and noise.
  • the bidirectional DC/DC chopper 8 comprises two IGBT power devices BV1, BV2 and a reactor L1.
  • the two IGBT power devices BV1 and BV2 are connected and connected to the reactor L1.
  • the charging and discharging control of the energy storage device is realized by different switching modes, specifically: in the power package power supply mode, when the vehicle is in the traction state, if the power package power is insufficient, the energy storage device interface 3 passes through the bidirectional DC/DC chopper 8 Perform boost control to output traction energy to compensate for insufficient power of the power pack; when the vehicle is in a braking state, The DC/DC chopper 8 performs step-down control to charge the energy storage device to absorb braking energy and achieve energy recycling.
  • the four-quadrant converter is used to rectify the output of the thermodynamic source, using bidirectional DC/DC
  • the chopper performs discharge of the energy storage device, and the power supply mode combined with the heat energy source and the energy storage device satisfies the demand of the train operation and obtains the best acceleration performance.
  • the train power is completely provided by the thermal power source, and the energy storage device is not put into use;
  • the braking energy is all fed back to the energy storage device to achieve energy efficient utilization and energy saving.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Disclosed is a traction system for a motor train unit hybridly powered by a power pack and an energy storage device, which system mainly comprises a power pack, an energy storage device, a traction convertor and a traction motor, wherein the traction convertor is connected to the traction motor; a diesel engine and a generator constitute the internal combustion power pack, and three phase outputs of the generator are directly connected to the traction convertor; and the energy storage device is connected to an intermediate DC bus of the traction convertor. The present invention can achieve cross-line operation, and can be suitable for different transportation demands in different environments. In a non-electrified section of railway, the mode of hybrid power supply of a power pack and an energy storage device is adopted, thereby achieving the normal operation in the condition without an overhead contact system; when the power supply capacity of the power pack is in an operating condition without an overhead contact system, a braking energy is absorbed by the energy storage device, thereby achieving the cyclic utilization of energy and reflecting the green energy-saving idea; and the power replenishment in an acceleration process of a train can be achieved via the energy storage device, thereby achieving the best acceleration performance, and since the energy storage device is adopted, the motor train unit not only has the operation capability in a non-electrified section of railway and has the functions of emergency rescue and combat readiness in special rainy and snowy weathers or in the condition where an overhead contact system is damaged, but also can be used as a mobile power supply.

Description

一种动力包和储能装置混合供电的动车组牵引系统 EMU traction system with hybrid power supply and energy storage device
技术领域 Technical field
本发明涉及动车组牵引系统，尤其涉及一种 动力包和储能装置 混合供电的动车组电力牵引系统。 The invention relates to an EMU traction system, in particular to an EMU electric traction system which is powered by a power package and an energy storage device.
背景技术 Background technique
牵引系统是动车组传动系统的核心，肩负着为列车提供行驶动力的任务。传统的动车组牵引系统主要为单一的电力牵引，采用接触网供电模式，只能运行在电气化铁路上。而根据我国铁路规划，截至 2012 年底，我国电气化铁路占全国铁路线路的 53% ；根据《中长期铁路网规划》，预计 2020 年，电气化铁路将占全国铁路线路的 60% ，非电气化铁路仍将长期占有很大比例。所有单一电力牵引的动车组无法满足在非电气化铁路上运行，并且在电气化路段发生故障或者车辆本身高压系统发生故障时，无法及时实行自救。 The traction system is the core of the EMU transmission system, shouldering the task of providing driving power for the train. The traditional EMU traction system is mainly a single electric traction, which adopts the contact network power supply mode and can only run on the electrified railway. According to China’s railway planning, as of At the end of 2012, China's electrified railways accounted for 53% of the national railway lines. According to the Medium and Long-term Railway Network Plan, it is estimated that in 2020, electrified railways will account for 60% of the national railway lines. Non-electrified railways will still occupy a large proportion in the long run. All single electric traction EMUs cannot meet the requirements of running on non-electrified railways, and they cannot implement self-rescue in time when the electrified road section fails or the vehicle's own high-voltage system fails.
另外，在目前非电气化路段，传统集中供电的列车采用热动力源即内燃机车集中供电牵引的方式，在制动过程中，制动能量主要通过制动电阻的方式消耗，造成能源的巨大浪费。 In addition, in the current non-electrified sections, the traditional centralized power supply train adopts the method of centralized power supply and traction of the thermal power source, that is, the diesel locomotive. During the braking process, the braking energy is mainly consumed by the braking resistor, resulting in huge waste of energy.
发明内容 Summary of the invention
本发明的目的是提供一种 混合动力的动车组牵引系统， 实现动车组有、无接触网的情况下都能正常运行的同时，实现能量的循环利用，同时实现混合动力的最佳加速性能和应急救援、战备等目的。 It is an object of the present invention to provide a hybrid EMU traction system, It can realize the normal operation of the EMU with and without the contact net, realize the recycling of energy, and achieve the best acceleration performance of hybrid power and emergency rescue and combat preparation.
为实现上述目的，本发明提供一种 动力包和储能装置 混合供电的动车组牵引系统 ，其特征在于： 主要包括动力包、储能装置、牵引变流器、牵引电机，牵引变流器与牵引电机连接；柴油机与发电机组成内燃动力包，发电机三相输出直接与牵引变流器相连， 储能装置与牵引变流器中间直流母线相连。 To achieve the above object, the present invention provides an EMU traction system in which a power pack and an energy storage device are hybridly powered, characterized in that: It mainly includes a power pack, an energy storage device, a traction converter, a traction motor, a traction converter and a traction motor; the diesel engine and the generator constitute an internal combustion power package, and the three-phase output of the generator is directly connected to the traction converter. The energy storage device is connected to the intermediate DC bus of the traction converter.
牵引变流器包括动力包接口、储能装置接口、第一预充电装置、第二预充电装置、四象限整流器、中间直流环节、牵引逆变器、双向 DC/DC 斩波器、过压抑制电路、牵引电机接口和辅助变流器接口 ，所述动力包接口与所述四象限整流器的输入端连接，所述储能装置接口与所述双向DC/DC斩波器连接，且并联在所述四象限整流器的输出端直流母线上，所述第一预充电装置设置在所述动力包接口与所述整流器之间的电路上，所述第二预充电装置设置在所述储能装置接口与所述整流器之间的电路上，所述四象限整流器的输出端与所述牵引逆变器的输出端连接，所述中间直流环节并联在所述四象限整流器的输出端直流母线上，所述牵引逆变器的输出端用于与所述牵引电机接口连接，所述过压抑制电路并联在所述整流器的输出端直流母线上，所述辅助变流器接口并联在所述四象限整流器的输出端直流母线上。 The traction converter includes a power pack interface, an energy storage device interface, a first pre-charging device, a second pre-charging device, a four-quadrant rectifier, an intermediate DC link, a traction inverter, a bidirectional DC/DC Chopper, overvoltage suppression circuit, traction motor interface and auxiliary converter interface The power pack interface is connected to an input end of the four-quadrant rectifier, the energy storage device interface is connected to the bidirectional DC/DC chopper, and is connected in parallel to the DC bus of the output of the four-quadrant rectifier. The first pre-charging device is disposed on a circuit between the power pack interface and the rectifier, and the second pre-charging device is disposed on a circuit between the energy storage device interface and the rectifier, The output of the four-quadrant rectifier is connected to the output of the traction inverter, and the intermediate DC link is connected in parallel to the DC bus of the output of the four-quadrant rectifier, and the output of the traction inverter is used for The traction motor is connected to the interface, the overvoltage suppression circuit is connected in parallel to the DC bus of the output of the rectifier, and the auxiliary converter interface is connected in parallel to the DC bus of the output of the four-quadrant rectifier.
所述第一预充电装置和第二预充电装置均包括主接触器、预充电接触器和预充电电阻；所述主接触器用于控制主电路的通断，所述预充电接触器用于分别控制所述第一预充电装置和第二预充电装置向所述支撑电容预充电。 The first pre-charging device and the second pre-charging device each include a main contactor, a pre-charging contactor and a pre-charging resistor; the main contactor is for controlling the on-off of the main circuit, and the pre-charging contactor is used for separately controlling The first pre-charging device and the second pre-charging device pre-charge the supporting capacitor.
所述直流环节包括支撑电容和电容放电电阻。 The DC link includes a support capacitor and a capacitor discharge resistor.
所述双向DC/DC斩波器包括两个IGBT功率器件和一个电抗器，所述两个IGBT功率器件连接后与电抗器连接。 The bidirectional DC/DC chopper comprises two IGBT power devices and a reactor, the two IGBT power devices being connected to a reactor.
所述过压抑制电路包括串联的IGBT功率器件和能量吸收电阻。 The overvoltage suppression circuit includes an IGBT power device and an energy absorbing resistor connected in series.
本发明与现有技术相比所具有的有益效果： The invention has the beneficial effects compared with the prior art:
1 ）能够实现跨线运行，可适应不同环境的不同运输需求。 1) It can realize cross-line operation and can adapt to different transportation needs of different environments.
2 ）在非电气化路段，采用动力包与储能装置混合供电模式，实现无接触网工况的正常运行。 2) In the non-electrified section, the hybrid power supply mode of the power pack and the energy storage device is adopted to realize the normal operation of the contactless network working condition.
3 ）在市区内非电气化路段，实现'零'排放。 3) Realize 'zero' emissions in non-electrified sections of urban areas.
4 ）在动力包供电能力在无接触网工况下，制动能量通过储能装置进行吸收，实现了能量的循环利用，体现绿色节能理念。 4 In the power supply capacity of the power pack under the condition of contactless network, the braking energy is absorbed by the energy storage device, realizing the recycling of energy and embodying the concept of green energy conservation.
5 ）能够通过储能装置实现列车加速过程中的功率补给，实现最佳加速性能，却又大大减小了动力包的功率和体积、重量，实现最佳的功率密度。 5 The energy replenishment during the acceleration process of the train can be realized by the energy storage device to achieve the best acceleration performance, but the power, volume and weight of the power pack are greatly reduced, and the optimal power density is achieved.
6 ）由于采用了储能装置，该动车组不仅具有非电气化路段的运行能力，在特殊的雨雪天气或接触网受损时有应急救援和战备功能，还可以作为移动电源使用。 6 Due to the use of energy storage devices, the EMU not only has the operational capability of non-electrified sections, but also has emergency rescue and combat readiness functions in special rain or snow weather or contact network damage, and can also be used as a mobile power source.
附图说明 DRAWINGS
图1为本发明实施方式主电路原理图； 1 is a schematic diagram of a main circuit according to an embodiment of the present invention;
图2为牵引变流器组成框图； Figure 2 is a block diagram of the composition of the traction converter;
图3为牵引变流器主电路原理图。 Figure 3 is a schematic diagram of the main circuit of the traction converter.
具体实施方式 detailed description
参照图1，本发明实施方式包括动力包、储能装置、牵引变流器、牵引电机，牵引变流器与牵引电机连接；柴油机与发电机组成内燃动力包，发电机三相输出直接与牵引变流器相连， 储能装置与牵引变流器中间直流母线相连。 Referring to FIG. 1 , an embodiment of the present invention includes a power pack, an energy storage device, a traction converter, a traction motor, a traction converter and a traction motor; a diesel engine and a generator form an internal combustion power package, and the generator three-phase output directly and traction The converter is connected, The energy storage device is connected to the intermediate DC bus of the traction converter.
参照图2、图3， 1. 辅助变流器接口 2. 动力包接口 3. 储能装置接口 4. 第一预充电装置 5. 四象限整流器 6. 中间直流环节 7. 牵引逆变器 8. 双向 DC/DC 斩波器 9. 过压抑制电路 10. 牵引电机接口 11. 第二预充电装置 Refer to Figure 2, Figure 3, 1. Auxiliary converter interface 2. Power pack interface 3. Energy storage device interface 4. First pre-charge device 5. Four-quadrant rectifier 6. Intermediate DC link 7. Traction inverter 8. Bidirectional DC/DC chopper 9. Overvoltage suppression circuit 10. Traction motor interface 11. Second pre-charger
动力包接口2与 四象限 整流器5的输入端连接，储能装置接口3与双向DC/DC斩波器8连接，且并联在 四象限 整流器5的输出端直流母线上，中间直流环节6并联在 四象限 整流器5的输出端直流母线上， 四象限 整流器5的输出端与牵引逆变器7的输出端连接，牵引逆变器7的输出端用于与动车组的牵引电机接口10连接，为牵引电机接口10供电，通过牵引电机接口10为动车组提供动力。中间直流环节6可以包括支撑电容C1和电容放电电阻Rc1,支撑电容C1对 四象限 整流器5的输出端具有滤波作用，能够稳定 四象限 整流器5输出端的直流电压。储能装置接口3可以与蓄电池或超级电容连接，也可以与飞轮或燃料电池等其他储能元件连接。过压抑制电路9并联在 四象限 整流器5的输出端直流母线上的，过压抑制电路9包括串联的IGBT功率器件IV7和能量吸收电阻Rov，过压抑制电路9用于吸收中间直流环节6中的瞬时电压尖峰，以保证电路中IGBT功率器件的安全。辅助变流器接口1并联在 四象限 整流器5的输出端直流母线上，通过中间直流环节6为辅助变流器接口1供电，辅助变流器接口1用于向动车组的辅助负载供电。第一预充电装置4设置在动力包接口2与 四象限 整流器5之间的电路上，第二预充电装置11设置在储能装置接口3与 双向 DC/DC 斩波器 8 之间的电路上；其中，第一预充电装置4和第二预充电装置11相同，第一预充电装置4包括第一主接触器LK2、第一预充电接触器K2和第一预充电电阻R2。第二预充电装置11包括第二主接触器K4、第二预充电接触器K3和第二预充电电阻R3。 The power pack interface 2 is connected to the input of the four-quadrant rectifier 5, and the energy storage device interface 3 is connected to the bidirectional DC/DC chopper 8 and is connected in parallel in four quadrants. The output of the rectifier 5 is on the DC bus, and the intermediate DC link 6 is connected in parallel to the DC bus of the output of the four-quadrant rectifier 5, four quadrants. The output of the rectifier 5 is connected to the output of the traction inverter 7, and the output of the traction inverter 7 is used for connection to the traction motor interface 10 of the EMU, to supply power to the traction motor interface 10, and to the EMU through the traction motor interface 10. The group provides power. The intermediate DC link 6 may include a supporting capacitor C1 and a capacitor discharging resistor Rc1, and a supporting capacitor C1 pair Four-quadrant The output of the rectifier 5 has a filtering function to stabilize the four quadrants. The DC voltage at the output of rectifier 5. The energy storage device interface 3 can be connected to a battery or a super capacitor, or to other energy storage components such as a flywheel or a fuel cell. Overvoltage suppression circuit 9 is connected in parallel in four quadrants The output of the rectifier 5 is on the DC bus. The overvoltage suppression circuit 9 includes an IGBT power device IV7 and an energy absorbing resistor Rov connected in series. The overvoltage suppression circuit 9 is used to absorb the instantaneous voltage spike in the intermediate DC link 6 to ensure the circuit. Safety of IGBT power devices. Auxiliary converter interface 1 is connected in parallel Four-quadrant The output of the rectifier 5 is on the DC bus. The auxiliary converter interface 1 is powered by the intermediate DC link 6. The auxiliary converter interface 1 is used to supply power to the auxiliary load of the EMU. The first pre-charging device 4 is disposed at the power pack interface 2 On the circuit between the four quadrant rectifiers 5, the second pre-charging device 11 is disposed at the energy storage device interface 3 and the bidirectional DC/DC chopper 8 In the circuit between the first precharge device 4 and the second precharge device 11, the first precharge device 4 includes a first main contactor LK2, a first precharge contactor K2 and a first precharge resistor R2. The second pre-charging device 11 includes a second main contactor K4, a second pre-charging contactor K3, and a second pre-charging resistor R3.
当中间直流环节6的中间直流电压较低时，可以先闭合第一预充电接触器K2，通过第一预充电电阻R2和四象限整流器5的反并联二极管对支撑电容C1充电。当支撑电容C1两端的电压达到一定值后闭合第一主接触LK2、断开第一预充电接触器K2。 When the intermediate DC voltage of the intermediate DC link 6 is low, the first pre-charging contactor K2 can be closed first, and the supporting capacitor C1 is charged by the first pre-charging resistor R2 and the anti-parallel diode of the four-quadrant rectifier 5. When the voltage across the supporting capacitor C1 reaches a certain value, the first main contact LK2 is closed, and the first pre-charging contactor K2 is turned off.
第二主接触器K4用于控制主电路的通断，第二预充电接触器K3分别控制 第二预充电电阻R3向支撑电容C1预充电。当中间直流环节6的中间直流电压较低时，先闭合第二预充电接触器K3，同过第二预充电电阻R3、电抗器L1和IGNT功率器件BV1的反并联二极管对中间支撑电容C1充电。当中间支撑电容C1两端的电压接近储能电池电压后闭合主接触K4、断开预充电接触器K3，然后启动双向DC/DC斩波器8。 The second main contactor K4 is used for controlling the on and off of the main circuit, and the second pre-charge contactor K3 is separately controlled. The second pre-charging resistor R3 pre-charges the supporting capacitor C1. When the intermediate DC voltage of the intermediate DC link 6 is low, the second pre-charging contactor K3 is first closed, and the intermediate supporting capacitor C1 is charged by the anti-parallel diode of the second pre-charging resistor R3, the reactor L1 and the IGNT power device BV1. . When the voltage across the intermediate supporting capacitor C1 approaches the energy storage battery voltage, the main contact K4 is closed, the pre-charging contactor K3 is turned off, and then the bidirectional DC/DC chopper 8 is activated.
在本实施例中，四象限整流器5包括八个IGBT（Insulated Gate Bipolar Transistor，绝缘栅双极型晶体管）功率器件，具体为IGBT 功率器件CV1-CV8，四象限整流器5用于实现AC/DC（交流直流）变换，接触网供电模式下，四象限整流器5采用两电平主电路拓扑，通过移相脉宽调制技术使得该四象限整流器5的等效开关频率变为单个整流器开关频率的两倍，从而大大减小四象限整流器5的电流谐波；动力包供电模式下，可以仅利用三相桥臂进行二极管不控或四象限整流，以提供稳定的直流电压。 In the present embodiment, the four-quadrant rectifier 5 includes eight IGBTs (Insulated Gate Bipolar) Transistor, insulated gate bipolar transistor) power device, specifically IGBT Power device CV1-CV8, four-quadrant rectifier 5 is used to implement AC/DC (AC-DC) conversion. In the contact network power supply mode, the four-quadrant rectifier 5 adopts a two-level main circuit topology, which is made by phase shift pulse width modulation technology. The equivalent switching frequency of the quadrant rectifier 5 becomes twice the switching frequency of the single rectifier, thereby greatly reducing the current harmonics of the four-quadrant rectifier 5; in the power pack supply mode, the diode can be controlled only by the three-phase bridge arm or four Quadrant rectification to provide a stable DC voltage.
牵引逆变器7可以包括六个IGBT功率器件IV1-IV6，通过DC/AC（直流/交流）变换，将中间直流电压逆变为电压和频率可调节的三相交流电，用于驱动并联的牵引电机接口10，为动车组提供动力。牵引逆变器7可以采用高性能电机控制算法，在准确磁链观测的基础上，可以对牵引电机接口10进行精确的转矩控制，以保证动车组良好的加减速性能和运行的平稳可靠；另外，可以采用多模式调制算法，以充分利用直流电压，并降低功率器件损耗，减小噪声。 The traction inverter 7 can comprise six IGBT power devices IV1-IV6, which are converted to a voltage and frequency adjustable three-phase alternating current by DC/AC (DC/AC) conversion for driving parallel traction The motor interface 10 provides power to the EMU. The traction inverter 7 can adopt high-performance motor control algorithm. On the basis of accurate flux linkage observation, accurate torque control can be performed on the traction motor interface 10 to ensure good acceleration and deceleration performance and stable and reliable operation of the EMU. In addition, multi-mode modulation algorithms can be employed to take full advantage of DC voltage and reduce power device losses and noise.
双向DC/DC斩波器8包括两个IGBT功率器件BV1、BV2和一个电抗器L1。两个IGBT功率器件BV1、BV2连接后与电抗器L1连接。通过不同的开关方式实现对储能装置进行充放电控制，具体为：动力包供电模式下，车辆处于牵引状态时，若动力包功率不足，储能装置接口3通过双向DC/DC斩波器8进行升压控制，以输出牵引能量，以补偿动力包的功率不足；当车辆处于制动状态时，对双向 DC/DC斩波器8进行降压控制，对储能装置充电，以吸收制动能量，实现能量循环利用。 The bidirectional DC/DC chopper 8 comprises two IGBT power devices BV1, BV2 and a reactor L1. The two IGBT power devices BV1 and BV2 are connected and connected to the reactor L1. The charging and discharging control of the energy storage device is realized by different switching modes, specifically: in the power package power supply mode, when the vehicle is in the traction state, if the power package power is insufficient, the energy storage device interface 3 passes through the bidirectional DC/DC chopper 8 Perform boost control to output traction energy to compensate for insufficient power of the power pack; when the vehicle is in a braking state, The DC/DC chopper 8 performs step-down control to charge the energy storage device to absorb braking energy and achieve energy recycling.
工作过程：在牵引工况下，使用四象限变流器对热动力源输出进行整流，使用双向 DC/DC 斩波器进行储能装置放电，通过热动力源与储能装置相结合的供电方式，满足列车运行的需求，获得最佳加速性能。 Working process: Under the traction condition, the four-quadrant converter is used to rectify the output of the thermodynamic source, using bidirectional DC/DC The chopper performs discharge of the energy storage device, and the power supply mode combined with the heat energy source and the energy storage device satisfies the demand of the train operation and obtains the best acceleration performance.
在恒速工况下，列车动力完全由热动力源提供，储能装置不投入使用； Under constant speed conditions, the train power is completely provided by the thermal power source, and the energy storage device is not put into use;
在制动工况下，制动能量全部回馈储能装置，实现能量高效利用与节能减排。 Under the braking condition, the braking energy is all fed back to the energy storage device to achieve energy efficient utilization and energy saving.

Claims (6)

  1. 一种 动力包和储能装置 混合供电的动车组牵引系统 ，其特征在于： 主要包括动力包、储能装置、牵引变流器、牵引电机，牵引变流器与牵引电机连接；柴油机与发电机组成内燃动力包，发电机三相输出直接与牵引变流器相连， 储能装置与牵引变流器中间直流母线相连。A power pack and energy storage device hybrid power supply EMU traction system, characterized in that: It mainly includes a power pack, an energy storage device, a traction converter, a traction motor, a traction converter and a traction motor; the diesel engine and the generator constitute an internal combustion power package, and the three-phase output of the generator is directly connected to the traction converter. The energy storage device is connected to the intermediate DC bus of the traction converter.
  2. 根据权利要求1所述的一种 动力包和储能装置 混合供电的动车组牵引系统 ，其特征在于： 牵引变流器包括动力包接口、储能装置接口、第一预充电装置、第二预充电装置、四象限整流器、中间直流环节、牵引逆变器、双向 DC/DC 斩波器、过压抑制电路、牵引电机接口和辅助变流器接口 ，所述动力包接口与所述四象限整流器的输入端连接，所述储能装置接口与所述双向DC/DC斩波器连接，且并联在所述四象限整流器的输出端直流母线上，所述第一预充电装置设置在所述动力包接口与所述整流器之间的电路上，所述第二预充电装置设置在所述储能装置接口与所述整流器之间的电路上，所述四象限整流器的输出端与所述牵引逆变器的输出端连接，所述中间直流环节并联在所述四象限整流器的输出端直流母线上，所述牵引逆变器的输出端用于与所述牵引电机接口连接，所述过压抑制电路并联在所述整流器的输出端直流母线上，所述辅助变流器接口并联在所述四象限整流器的输出端直流母线上。The hybrid power supply EMU traction system of the power pack and the energy storage device according to claim 1, wherein: The traction converter includes a power pack interface, an energy storage device interface, a first pre-charging device, a second pre-charging device, a four-quadrant rectifier, an intermediate DC link, a traction inverter, a bidirectional DC/DC Chopper, overvoltage suppression circuit, traction motor interface and auxiliary converter interface The power pack interface is connected to an input end of the four-quadrant rectifier, the energy storage device interface is connected to the bidirectional DC/DC chopper, and is connected in parallel to the DC bus of the output of the four-quadrant rectifier. The first pre-charging device is disposed on a circuit between the power pack interface and the rectifier, and the second pre-charging device is disposed on a circuit between the energy storage device interface and the rectifier, The output of the four-quadrant rectifier is connected to the output of the traction inverter, and the intermediate DC link is connected in parallel to the DC bus of the output of the four-quadrant rectifier, and the output of the traction inverter is used for The traction motor is connected to the interface, the overvoltage suppression circuit is connected in parallel to the DC bus of the output of the rectifier, and the auxiliary converter interface is connected in parallel to the DC bus of the output of the four-quadrant rectifier.
  3. 根据权利要求2所述的一种 动力包和储能装置 混合供电的动车组牵引系统 ，其特征在于： 所述第一预充电装置和第二预充电装置均包括主接触器、预充电接触器和预充电电阻；所述主接触器用于控制主电路的通断，所述预充电接触器用于分别控制所述第一预充电装置和第二预充电装置向所述支撑电容预充电。The hybrid power supply EMU traction system of the power pack and the energy storage device according to claim 2, wherein: The first pre-charging device and the second pre-charging device each include a main contactor, a pre-charging contactor and a pre-charging resistor; the main contactor is for controlling the on-off of the main circuit, and the pre-charging contactor is used for separately controlling The first pre-charging device and the second pre-charging device pre-charge the supporting capacitor.
  4. 根据权利要求2所述的一种 动力包和储能装置 混合供电的动车组牵引系统 ，其特征在于： 所述直流环节包括支撑电容和电容放电电阻。The hybrid power supply EMU traction system of the power pack and the energy storage device according to claim 2, wherein: The DC link includes a support capacitor and a capacitor discharge resistor.
  5. 根据权利要求2所述的一种 动力包和储能装置 混合供电的动车组牵引系统 ，其特征在于： 所述双向DC/DC斩波器包括两个IGBT功率器件和一个电抗器，所述两个IGBT功率器件连接后与电抗器连接。The hybrid power supply EMU traction system of the power pack and the energy storage device according to claim 2, wherein: The bidirectional DC/DC chopper comprises two IGBT power devices and a reactor, the two IGBT power devices being connected to a reactor.
  6. 根据权利要求2所述的一种 动力包和储能装置 混合供电的动车组牵引系统 ，其特征在于： 所述过压抑制电路包括串联的IGBT功率器件和能量吸收电阻。The hybrid power supply EMU traction system of the power pack and the energy storage device according to claim 2, wherein: The overvoltage suppression circuit includes an IGBT power device and an energy absorbing resistor connected in series.
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