CN110949416B - Electric locomotive and traction circuit thereof - Google Patents
Electric locomotive and traction circuit thereof Download PDFInfo
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- CN110949416B CN110949416B CN201911227538.5A CN201911227538A CN110949416B CN 110949416 B CN110949416 B CN 110949416B CN 201911227538 A CN201911227538 A CN 201911227538A CN 110949416 B CN110949416 B CN 110949416B
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- switch
- storage battery
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- mode
- traction
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C3/00—Electric locomotives or railcars
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C3/00—Electric locomotives or railcars
- B61C3/02—Electric locomotives or railcars with electric accumulators
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M5/00—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases
- H02M5/40—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc
- H02M5/42—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc by static converters
- H02M5/44—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc by static converters using discharge tubes or semiconductor devices to convert the intermediate dc into ac
- H02M5/453—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc by static converters using discharge tubes or semiconductor devices to convert the intermediate dc into ac using devices of a triode or transistor type requiring continuous application of a control signal
- H02M5/458—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc by static converters using discharge tubes or semiconductor devices to convert the intermediate dc into ac using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
- H02M5/4585—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc by static converters using discharge tubes or semiconductor devices to convert the intermediate dc into ac using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only having a rectifier with controlled elements
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
- H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
- H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
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- 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
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Abstract
The application discloses electric locomotive's traction circuit includes: a traction transformer; first and second batteries; when the storage battery charger is in a charging mode, the storage battery charger charges the first storage battery and the second storage battery, and when the storage battery charger is in a storage battery mode, the output current of the second storage battery is inverted into a constant-voltage constant-frequency load for supplying power; when the first power supply circuit main body is in a contact network power supply mode, converting electric energy of a contact network to supply power for a first traction motor and a variable-voltage variable-frequency load; in the storage battery mode, converting the electric energy of the first storage battery to supply power for the first traction motor and the variable-voltage variable-frequency load; when the second power supply circuit main body is in a contact network power supply mode, converting electric energy of the contact network to supply power for a second traction motor and a constant-voltage constant-frequency load; in the battery mode, electrical energy from the second battery is converted to power the second traction motor. By applying the scheme, the cost is reduced, the reliability of the circuit is guaranteed, and the energy conversion utilization rate is improved. The application also discloses an electric locomotive, which has corresponding effects.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to an electric locomotive and a traction circuit thereof.
Background
Traditional electric locomotive power supply form is single, relies on the contact net power supply seriously, when breaking away from the contact net, perhaps when the contact net circuit broke down, the locomotive just can be because unable current collection and stop the operation. Therefore, electric locomotives with auxiliary power are increasingly used. For example, various forms of electric locomotives with auxiliary power, such as internal combustion engines, storage batteries, internal combustion engines, super capacitors, internal combustion engines, fuel cells, contact networks, storage batteries and the like, are in existence at present.
At present, for a high-power locomotive powered by an alternating-current contact network, a traction electric transmission system generally adopts an alternating-direct-alternating structure, and the voltage of an intermediate direct-current link is generally 1800V-3600V. The power supply voltage of the traction storage battery pack is generally within 1000V, so that for an electric locomotive with a contact network-storage battery, the storage battery cannot be directly connected to an intermediate direct current link, and the storage battery is connected to the intermediate direct current link after being boosted by an additionally-added chopping booster circuit, so that auxiliary power supply of the locomotive is met. However, since an additional chopper boost circuit is required, the cost is increased, and the reliability of the train circuit is reduced.
In summary, how to reduce the cost of the traction circuit of the electric locomotive and ensure the reliability of the train is a technical problem that needs to be solved urgently by those skilled in the art at present.
Disclosure of Invention
The invention aims to provide an electric locomotive and a traction circuit thereof, so as to reduce the cost of the traction circuit of the electric locomotive and ensure the reliability of a train.
In order to solve the technical problems, the invention provides the following technical scheme:
a traction circuit for an electric locomotive comprising:
the traction transformer is connected with the contact network, the first power supply circuit main body and the second power supply circuit main body;
a first storage battery;
a second storage battery;
the storage battery charger is used for charging the first storage battery and the second storage battery in a charging mode, and inverting the output current of the second storage battery in the storage battery mode to supply power for a constant-voltage constant-frequency load;
the first power supply circuit main body is used for converting electric energy provided by a contact network to supply power to the first traction motor and the variable-voltage variable-frequency load when the contact network is in a power supply mode; in the storage battery mode, converting the electric energy provided by the first storage battery to supply power for the first traction motor and the variable-voltage variable-frequency load;
the second power supply circuit main body is used for converting electric energy provided by the overhead line system in an overhead line system power supply mode and supplying power to a second traction motor and the constant-voltage constant-frequency load; and when in the storage battery mode, converting the electric energy provided by the second storage battery to supply power for the second traction motor.
Preferably, the first power supply circuit main body includes: a first rectifier, a first intermediate dc circuit connected to the first rectifier, a first traction inverter and a first auxiliary inverter connected to the first intermediate dc circuit, a first auxiliary transformer connected to the first auxiliary inverter; the first intermediate dc circuit includes: the first capacitor, the first inductor and the first supporting capacitor;
the first power supply circuit main body converts the electric energy provided by the first storage battery through a first switch, a second switch and a third switch when in a storage battery mode to supply power to the first traction motor and the variable-voltage variable-frequency load;
the first end of the first switch is connected with the positive electrode of the first storage battery, and the second end of the first switch is connected with the first input end of the first rectifier;
the first end of the second switch is connected with the negative electrode of the first storage battery, and the second end of the second switch is connected with the second end of the third switch and the first end of the first inductor;
a first end of the third switch is connected with a second end of the first capacitor;
a first end of the first capacitor is connected with a first output end of the first rectifier, and a second end of the first inductor is connected with a second output end of the first rectifier;
when the power supply mode of the overhead line system is in the overhead line system power supply mode, the first switch and the second switch are turned off, and the third switch is turned on; in the battery mode, the first switch and the second switch are turned on, and the third switch is turned off.
Preferably, the second power supply circuit main body includes: a second rectifier, a second intermediate dc circuit connected to the second rectifier, a second traction inverter and a second auxiliary inverter connected to the second intermediate dc circuit, and a second auxiliary transformer connected to the second auxiliary inverter; the second intermediate dc circuit includes: the second capacitor, the second inductor and the second supporting capacitor;
through a fourth switch, a fifth switch, a sixth switch and a seventh switch, the second power supply circuit main body converts electric energy provided by the second storage battery to supply power to the second traction motor when in a storage battery mode, and the storage battery charger inverts output current of the second storage battery to supply power to a constant-voltage constant-frequency load when in the storage battery mode;
a first end of the fourth switch is connected with the positive electrode of the second storage battery, and a second end of the fourth switch is connected with a first input end of the second rectifier;
a first end of the fifth switch is connected with the negative electrode of the second storage battery, and a second end of the fifth switch is connected with a second end of the sixth switch and a first end of the second inductor;
a first end of the sixth switch is connected with a second end of the second capacitor;
a first end of the second capacitor is connected with a first output end of the second rectifier, and a second end of the second inductor is connected with a second output end of the second rectifier;
a first end of the seventh switch is connected with the second auxiliary transformer, and a second end of the seventh switch is connected with the constant-voltage constant-frequency load;
when the power supply mode of the overhead line system is started, the fourth switch and the fifth switch are turned off, and the sixth switch and the seventh switch are turned on; in the battery mode, the fourth switch and the fifth switch are turned on, and the sixth switch and the seventh switch are turned off.
Preferably, the method further comprises the following steps: the first end of the eighth switch is connected with the second end of the fourth switch and the traction transformer respectively, and the second end of the eighth switch is connected with the first input end of the second rectifier;
the second battery is further configured to: in a first emergency mode, boosting is carried out through the second rectifier and the traction transformer to supply power to the second traction motor and the constant-voltage constant-frequency load;
when the contact network is in a power supply mode and a storage battery mode, the eighth switch is switched on;
in the first emergency mode, the fourth switch, the fifth switch and the seventh switch are turned on, and the sixth switch and the eighth switch are turned off.
Preferably, the method further comprises the following steps:
a ninth switch having a first end connected to the first auxiliary transformer and a second end connected to the variable voltage and variable frequency load;
and the tenth switch is connected with the first input end of the first rectifier by a first end and a second end of the first switch respectively.
Preferably, the method further comprises the following steps:
an eleventh switch having a first end connected to the second end of the ninth switch and the variable voltage and variable frequency load, and a second end connected to the second end of the seventh switch and the first end of the twelfth switch;
the twelfth switch is connected with the constant-voltage constant-frequency load and the storage battery charger at the second end;
the thirteenth switch is arranged between the first storage battery and the storage battery charger;
the fourteenth switch is arranged between the second storage battery and the storage battery charger;
and in a second emergency mode, the seventh switch, the eleventh switch and the thirteenth switch are turned on, and the ninth switch, the twelfth switch and the fourteenth switch are turned off;
the battery charger is also used for: in a second emergency mode, inverting the output current of the first storage battery to supply power to the constant-voltage constant-frequency load;
the second power supply circuit body is further configured to: and in a second emergency mode, converting the electric energy provided by the second storage battery to supply power for the variable-voltage variable-frequency load.
Preferably, the method further comprises the following steps:
and the first end of the fifth switch is connected with the second end of the twelfth switch and the constant-voltage constant-frequency load respectively, and the second end of the fifth switch is connected with the storage battery charger.
An electric locomotive comprising a traction circuit of the electric locomotive of any of the above.
By applying the technical scheme provided by the embodiment of the invention, in a power supply mode of the overhead line system, the first power supply circuit main body can receive the electric energy input of the overhead line system and supply power for the first traction motor and the variable-voltage variable-frequency load, and the second power supply circuit main body can receive the electric energy input of the overhead line system and supply power for the second traction motor and the constant-voltage constant-frequency load. If the power supply of the contact net cannot be executed, the power supply device is in a storage battery mode. The first storage battery can supply power to the first traction motor and the variable-voltage variable-frequency load through the first power supply circuit main body, and the requirement of the variable-voltage variable-frequency load on the voltage grade is low, so that the voltage of the first storage battery can be directly applied to the intermediate direct-current link of the first power supply circuit main body, and the first traction motor and the variable-voltage variable-frequency load can operate at low power. And the requirement of constant voltage constant frequency load to voltage class is higher, therefore, when the battery mode, the second battery passes through the second power supply circuit main part and supplies power for second traction motor, simultaneously, thereby utilizes the battery charger as inverter circuit for the power supply of constant voltage constant frequency load, that is to say, has avoided the step-down of the auxiliary transformer in the second power supply circuit main part, therefore the second battery can satisfy the voltage demand of constant voltage constant frequency load. It can be seen that in the scheme of the application, an additional chopping booster circuit is not needed to be added, but a storage battery charger is used as an inverter circuit in a storage battery mode, so that power is supplied to a constant-voltage constant-frequency load, the cost of a traction circuit of an electric locomotive is reduced, and the reliability of the circuit is guaranteed. In addition, because the additional chopping booster circuit is not needed to be utilized to boost the second storage battery, the power supply of the constant-voltage constant-frequency load can be realized, and the energy conversion utilization rate is also favorably improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic diagram of a traction circuit of an electric locomotive according to the present invention;
FIG. 2 is a schematic circuit diagram of a first power supply circuit according to an embodiment;
FIG. 3 is a schematic diagram of a second power supply circuit according to an embodiment;
FIG. 4 is a schematic circuit diagram of a second power supply circuit according to another embodiment;
FIG. 5 is a schematic circuit diagram of a first power supply circuit according to another embodiment;
fig. 6 is a schematic diagram of a circuit structure of the battery charger, the second power supply circuit main body, and the first power supply circuit main body and the load according to an embodiment.
Detailed Description
The core of the invention is to provide the traction circuit of the electric locomotive, which is beneficial to reducing the cost of the traction circuit of the electric locomotive and ensuring the reliability of the circuit. In addition, the energy conversion utilization rate is also improved.
In order that those skilled in the art will better understand the disclosure, the invention will be described in further detail with reference to the accompanying drawings and specific embodiments. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1, fig. 1 is a schematic structural diagram of a traction circuit of an electric locomotive according to the present invention, the traction circuit of the electric locomotive includes:
and a traction transformer 10 connected to the catenary, the first power supply circuit main body 50, and the second power supply circuit main body 60.
In general, the primary winding of the traction transformer 10 is connected to the catenary and is connected to the first power supply circuit main body 50 and the second power supply circuit main body 60 through different secondary windings.
A first battery 20;
and a second battery 30.
Each of the first battery 20 and the second battery 30 is generally a battery pack including a plurality of batteries, and the voltage is generally within 1000V.
The battery charger 40 is configured to charge the first battery 20 and the second battery 30 in the charging mode, and to invert the output current of the second battery 30 to supply power to the constant-voltage constant-frequency load in the battery mode.
The first power supply circuit main body 50 is used for converting electric energy provided by the overhead line system in an overhead line system power supply mode and supplying power to the first traction motor and the variable-voltage variable-frequency load; in the battery mode, the electric energy provided by the first battery 20 is converted to supply power to the first traction motor and the variable-voltage variable-frequency load;
the second power supply circuit main body 60 is used for converting electric energy provided by the overhead line system in an overhead line system power supply mode to supply power to the second traction motor and the constant-voltage constant-frequency load; in the battery mode, the electrical energy provided by the second battery 30 is converted to power the second traction motor.
When the contact net power supply mode, the train can be according to normal power operation, and first power supply circuit main part 50 converts the electric energy that the contact net provided, for first traction motor and vary voltage frequency conversion load power supply, and second power supply circuit main part 60 converts the electric energy that the contact net provided, for second traction motor and constant voltage constant frequency load power supply.
The specific circuit configuration of the first power supply circuit body 50 and the second power supply circuit body 60 can refer to a conventional train traction circuit, and generally, the train traction circuit can include a traction converter and an auxiliary transformer, and the traction converter is generally composed of a rectifier, an intermediate dc link, a traction inverter and an auxiliary inverter.
In consideration of the low requirement of the variable voltage and variable frequency load on the voltage grade, if the voltage of the first storage battery 20 is directly applied to the intermediate direct current link of the first power supply circuit main body 50, both the first traction motor and the variable voltage and variable frequency load can operate at low power. However, the requirement of the constant voltage and constant frequency load on the voltage level is high, and if the voltage of the second battery 30 is directly applied to the intermediate dc link of the second power supply circuit main body 60, the voltage cannot meet the requirement of the constant voltage and constant frequency load due to the voltage reduction of the auxiliary transformer in the second power supply circuit main body 60. Therefore, the second battery 30 supplies power to the second traction motor through the second power supply circuit main body 60, and at the same time, the battery charger 40 is used as an inverter circuit to supply power to the constant voltage and constant frequency load, that is, the voltage reduction of the auxiliary transformer in the second power supply circuit main body 60 is avoided, so that the voltage can meet the voltage requirement of the constant voltage and constant frequency load.
In an embodiment of the present invention, reference may be made to fig. 2, which is a schematic diagram of a circuit structure of the first power supply circuit main body 50 in an embodiment, and it should be noted that a circuit portion of the second power supply circuit main body 60 is not shown in fig. 2.
In this embodiment, the first power supply circuit main body 50 includes: the system comprises a first rectifier, a first intermediate direct-current circuit connected with the first rectifier, a first traction inverter and a first auxiliary inverter connected with the first intermediate direct-current circuit, and a first auxiliary transformer connected with the first auxiliary inverter; the first intermediate dc circuit includes: the inductor comprises a first capacitor C1, a first inductor L1 and a first supporting capacitor C11. The structure of the first power supply circuit main body 50 in this embodiment is also a relatively common structure.
The first power supply circuit main body 50 can convert the electric energy provided by the first storage battery 20 to supply power to the first traction motor and the variable-voltage variable-frequency load through the first switch K1, the second switch K2 and the third switch K3 in the storage battery mode.
Specifically, a first end of the first switch K1 is connected to the positive electrode of the first battery 20, and a second end of the first switch K1 is connected to a first input end of the first rectifier;
a first end of the second switch K2 is connected with the negative electrode of the first storage battery 20, and a second end of the second switch K2 is connected with a second end of the third switch K3 and a first end of the first inductor L1;
a first end of the third switch K3 is connected with a second end of the first capacitor C1;
a first end of the first capacitor C1 is connected to a first output end of the first rectifier, and a second end of the first inductor L1 is connected to a second output end of the first rectifier;
in a catenary power supply mode, the first switch K1 and the second switch K2 are turned off, the third switch K3 is turned on, and at this time, the traction transformer 10 supplies power to the first rectifier, which may be a four-quadrant rectifier, and the first capacitor C1 and the first inductor L1 in the first intermediate direct-current circuit form a resonant circuit to implement filtering. When the contact network supplies power, the contact network supplies power to the first traction inverter and the first auxiliary inverter at the same time, and then power supply for the first traction motor and the variable-voltage variable-frequency load is realized.
In the battery mode, the power is supplied from the battery because the power cannot be supplied to the overhead line system, and the battery charger 40, the first power supply circuit main body 50, and the second power supply circuit main body 60 are not in a failure state. In the battery mode, the first switch K1 and the second switch K2 are turned on, and the third switch K3 is turned off. At this time, the positive electrode of the first storage battery 20 is connected to the positive bus bar of the first intermediate dc circuit through the first switch K1 and the bridge arm of the first rectifier, the negative electrode of the first storage battery 20 is directly connected to the negative bus bar of the first intermediate dc circuit through the second switch K2, and the first inductor L1 is used as a filter reactor.
In an embodiment of the present invention, reference may be made to fig. 3, which is a schematic diagram of a circuit structure of the second power supply circuit main body 60 in an embodiment, and it should be noted that a circuit portion of the first power supply circuit main body 50 is not shown in fig. 3.
In this embodiment, the second power supply circuit main body 60 includes: the second rectifier, a second intermediate direct-current circuit connected with the second rectifier, a second traction inverter and a second auxiliary inverter connected with the second intermediate direct-current circuit, and a second auxiliary transformer connected with the second auxiliary inverter; the second intermediate dc circuit includes: a second capacitor C2, a second inductor L2, a second support capacitor C22;
through the fourth switch K4, the fifth switch K5, the sixth switch K6 and the seventh switch K7, the second power supply circuit main body 60 converts the electric energy provided by the second storage battery 30 to supply power to the second traction motor when in the storage battery mode, and the storage battery charger 40 inverts the output current of the second storage battery 30 to supply power to the constant-voltage constant-frequency load when in the storage battery mode;
a first end of the fourth switch K4 is connected with the anode of the second storage battery 30, and a second end of the fourth switch K4 is connected with a first input end of the second rectifier;
a first end of the fifth switch K5 is connected with the negative electrode of the second battery 30, and a second end of the fifth switch K5 is connected with a second end of the sixth switch K6 and a first end of the second inductor L2;
a first terminal of the sixth switch K6 is connected to a second terminal of the second capacitor C2;
a first end of the second capacitor C2 is connected to a first output end of the second rectifier, and a second end of the second inductor L2 is connected to a second output end of the second rectifier;
a first end of the seventh switch K7 is connected with the second auxiliary transformer, and a second end of the seventh switch K7 is connected with the constant-voltage constant-frequency load;
in the catenary power supply mode, the fourth switch K4 and the fifth switch K5 are turned off, and the sixth switch K6 and the seventh switch K7 are turned on; in the battery mode, the fourth switch K4 and the fifth switch K5 are turned on, and the sixth switch K6 and the seventh switch K7 are turned off.
Compared to the circuit structure of fig. 2 for the first power supply circuit main body 50, the embodiment of fig. 3 additionally provides a seventh switch K7 for the circuit structure of the second power supply circuit main body 60. And in the contact network power supply mode, the seventh switch K7 is switched on, so that the contact network can simultaneously supply power to the second traction motor and the constant-voltage constant-frequency load. In the storage battery mode, the seventh switch K7 needs to be turned off, and the storage battery charger 40 inverts the output current of the second storage battery 30 to supply power to the constant-voltage constant-frequency load.
Further, in an embodiment of the present invention, referring to fig. 4, the method further includes: an eighth switch K8, a first end of which is connected to the second end of the fourth switch K4 and the traction transformer 10, and a second end of which is connected to the first input end of the second rectifier;
a second battery 30, further configured to: in the first emergency mode, the voltage is boosted through the second rectifier and the traction transformer 10 to supply power to the second traction motor and the constant-voltage constant-frequency load;
when the contact network is in a power supply mode and a storage battery mode, the eighth switch K8 is switched on;
in the first emergency mode, the fourth switch K4, the fifth switch K5, and the seventh switch K7 are turned on, and the sixth switch K6 and the eighth switch K8 are turned off.
The first emergency mode refers to a situation where the contact network cannot supply power, the storage battery supplies power, and the traction battery charger 40 fails. In this embodiment, in the first emergency mode, the fourth switch K4, the fifth switch K5 and the seventh switch K7 are turned on, and the sixth switch K6 and the eighth switch K8 are turned off, so that the secondary winding of the traction transformer 10 is used to appropriately control the on/off of the switching tube in the second rectifier, thereby forming a chopper boost circuit. After the voltage of the second storage battery 30 is increased, the second intermediate direct-current circuit is powered, the second traction motor is powered through the second traction inverter, the constant-voltage constant-frequency load is powered through the second auxiliary inverter and the second auxiliary transformer, and the traction of the train under the emergency condition is completed.
It can be seen that, in this embodiment, even if the traction battery charger 40 fails, the traction of the train in such an emergency situation can still be guaranteed, and this function is still achieved without additionally providing a boost circuit.
In addition, in practical applications, a corresponding switch is usually provided for the circuit configuration of the first power supply circuit main body 50 to allow the voltage of the first battery 20 to be boosted and then supplied to the first intermediate dc circuit. Specifically, referring to fig. 5, the embodiment further includes:
a ninth switch K9 with a first end connected with the first auxiliary transformer and a second end connected with the voltage-variable and frequency-variable load;
and a tenth switch K10 having a first terminal connected to the second terminal of the first switch K1 and the traction transformer 10, and a second terminal connected to the first input terminal of the first rectifier.
The ninth switch K9 may cut off the electrical connection between the first auxiliary transformer and the variable voltage and variable frequency load, for example, the ninth switch K9 may be turned off when the first auxiliary inverter or the first auxiliary transformer fails.
It should be noted that, in fig. 2 and 5 of the present application, the traction battery charger 40 is connected to the variable-voltage variable-frequency load, which is generally applied to an embodiment capable of handling a failure of the first auxiliary inverter or the first auxiliary transformer in the first power supply circuit main body 50, and the following description can be specifically seen. In some embodiments, if it is only desired to invert the current of the second battery 30 by the traction battery charger 40 to supply power to the constant voltage and constant frequency load, the traction battery charger 40 may not be connected to the variable voltage and variable frequency load.
In an embodiment of the present invention, referring to fig. 6, the method further includes:
an eleventh switch K11 having a first end connected to the second end of the ninth switch K9 and the variable voltage and variable frequency load, and a second end connected to the second end of the seventh switch K7 and the first end of the twelfth switch K12;
a twelfth switch K12, the second end of which is connected with the constant voltage and constant frequency load and the battery charger 40 respectively;
a thirteenth switch K13 provided between the first battery 20 and the battery charger 40;
a fourteenth switch K14 provided between the second battery 30 and the battery charger 40;
in the second emergency mode, the seventh switch K7, the eleventh switch K11 and the thirteenth switch K13 are turned on, and the ninth switch K9, the twelfth switch K12 and the fourteenth switch K14 are turned off;
the battery charger 40 is also used to: in the second emergency mode, the output current of the first storage battery 20 is inverted to supply power to the constant-voltage constant-frequency load;
the second power supply circuit main body 60 is also configured to: and in the second emergency mode, the electric energy provided by the second storage battery 30 is converted to supply power for the variable-voltage variable-frequency load.
Fig. 6 shows only the first auxiliary inverter and the first auxiliary transformer in the first power supply circuit main body, and does not show the rest of the first power supply circuit main body, and the second power supply circuit main body similarly.
In this embodiment, the twelfth switch K12 for switching is added, so that this embodiment can cope with a failure of the first power supply circuit main body 50, that is, realize a redundant function.
Specifically, the second emergency mode refers to a situation that the power supply of the overhead line system is unavailable, the power supply of the overhead line system is performed by the storage battery, and the first auxiliary inverter or the first auxiliary transformer has a fault. Because the first auxiliary inverter or the first auxiliary transformer has a fault, the first battery 20 cannot realize the function of supplying power to the variable-voltage variable-frequency load in the battery mode through the first power supply circuit main body 50, at this time, the seventh switch K7, the eleventh switch K11 and the thirteenth switch K13 are turned on, the ninth switch K9, the twelfth switch K12 and the fourteenth switch K14 are turned off, the second battery 30 can supply power to the variable-voltage variable-frequency load through the second power supply circuit main body 60, the first battery 20 outputs current to the battery charger 40, and the battery charger 40 can supply power to the constant-voltage constant-frequency load after inverting the current.
In this embodiment, in order to cope with a failure of the first auxiliary inverter or the first auxiliary transformer, the switching of the power supply side is performed for the auxiliary load, and when the other part of the circuit is normal, the first traction motor can be normally supplied with power from the first battery 20 and the second traction motor can be normally supplied with power from the second battery 30, that is, the content of this part is the same as the battery mode.
Further, the embodiment of fig. 6 further includes:
and the first end of the fifteenth switch K15 is connected with the second end of the twelfth switch K12 and the constant-voltage constant-frequency load respectively, and the second end of the fifteenth switch K15 is connected with the storage battery charger 40.
Since the fifteenth switch K15 is provided in this embodiment, the output current of the battery charger 40 can be easily cut off.
It should be noted that the second end of the fifteenth switch K15 is connected to the battery charger 40, and the second end of the fifteenth switch K15 is not necessarily a contact, but means that the fifteenth switch K15 is disposed on the line, so that the on-off state of the line can be adjusted. The same applies to the seventh switch K7, the ninth switch K9, the eleventh switch K11, and the twelfth switch K12. For example, the first auxiliary transformer outputs three-phase power, the first end of the ninth switch K9 may be composed of 3 contacts, and the first end is respectively disposed on the three-phase line to realize connection with the first auxiliary transformer, and the second end of the ninth switch K9 may also be composed of 3 contacts, and the second end is respectively disposed on the three-phase line to realize connection with the voltage-transforming and frequency-converting branch. When the ninth switch K9 is in the off state, the three-phase lines are all off, and when in the on state, the three-phase lines are all on. In addition, the loads in the voltage-variable frequency branch in fig. 6 are all voltage-variable frequency loads, and the loads in the constant-voltage constant-frequency branch are all constant-voltage constant-frequency loads.
In the scheme of this application, when the contact net power supply mode, first power supply circuit main part 50 can receive the electric energy input of contact net and for first traction motor and the power supply of vary voltage frequency conversion load, and second power supply circuit main part 60 can receive the electric energy input of contact net and for second traction motor and the power supply of constant voltage constant frequency load. If the power supply of the contact net cannot be executed, the power supply device is in a storage battery mode. The first battery 20 can supply power to the first traction motor and the variable-voltage variable-frequency load through the first power supply circuit main body 50, and the requirement of the variable-voltage variable-frequency load on the voltage grade is low, so that the voltage of the first battery 20 can be directly applied to the intermediate direct-current link of the first power supply circuit main body 50, and the first traction motor and the variable-voltage variable-frequency load can be operated at low power. The requirement of the constant-voltage constant-frequency load on the voltage level is high, so that in the storage battery mode, the second storage battery 30 supplies power to the second traction motor through the second power supply circuit main body 60, and meanwhile, the storage battery charger 40 is used as an inverter circuit to supply power to the constant-voltage constant-frequency load, that is, the voltage reduction of an auxiliary transformer in the second power supply circuit main body 60 is avoided, so that the second storage battery 30 can meet the voltage requirement of the constant-voltage constant-frequency load. It can be seen that in the scheme of the application, an additional chopping booster circuit is not needed to be added, but the storage battery charger 40 is used as an inverter circuit in the storage battery mode, so that power is supplied to the constant-voltage constant-frequency load, the cost of a traction circuit of the electric locomotive is reduced, and the reliability of the circuit is guaranteed. In addition, because the second storage battery 30 is not required to be boosted by an additionally-added chopper boost circuit, the power supply of the constant-voltage constant-frequency load can be realized, and the energy conversion utilization rate is also favorably improved.
Corresponding to the above embodiments of the traction circuit of the electric locomotive, embodiments of the present invention further provide an electric locomotive, including the traction circuit of the electric locomotive in any of the above embodiments, which may be referred to in correspondence with the above, and will not be described again here.
Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative components and steps have been described above generally in terms of their functionality in order to clearly illustrate this interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The principle and the implementation of the present invention are explained in the present application by using specific examples, and the above description of the embodiments is only used to help understanding the technical solution and the core idea of the present invention. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.
Claims (7)
1. A traction circuit for an electric locomotive, comprising:
the traction transformer is connected with the contact network, the first power supply circuit main body and the second power supply circuit main body;
a first storage battery;
a second storage battery;
the storage battery charger is used for charging the first storage battery and the second storage battery in a charging mode, and inverting the output current of the second storage battery in the storage battery mode to supply power for a constant-voltage constant-frequency load;
the first power supply circuit main body is used for converting electric energy provided by a contact network to supply power to the first traction motor and the variable-voltage variable-frequency load when the contact network is in a power supply mode; in the storage battery mode, converting the electric energy provided by the first storage battery to supply power for the first traction motor and the variable-voltage variable-frequency load;
the second power supply circuit main body is used for converting electric energy provided by the overhead line system in an overhead line system power supply mode and supplying power to a second traction motor and the constant-voltage constant-frequency load; when in the storage battery mode, converting the electric energy provided by the second storage battery to supply power for the second traction motor;
the first power supply circuit main body includes: a first rectifier, a first intermediate dc circuit connected to the first rectifier, a first traction inverter and a first auxiliary inverter connected to the first intermediate dc circuit, a first auxiliary transformer connected to the first auxiliary inverter; the first intermediate dc circuit includes: the first capacitor, the first inductor and the first supporting capacitor;
the first power supply circuit main body converts the electric energy provided by the first storage battery through a first switch, a second switch and a third switch when in a storage battery mode to supply power to the first traction motor and the variable-voltage variable-frequency load;
the first end of the first switch is connected with the positive electrode of the first storage battery, and the second end of the first switch is connected with the first input end of the first rectifier;
the first end of the second switch is connected with the negative electrode of the first storage battery, and the second end of the second switch is connected with the second end of the third switch and the first end of the first inductor;
a first end of the third switch is connected with a second end of the first capacitor;
a first end of the first capacitor is connected with a first output end of the first rectifier, and a second end of the first inductor is connected with a second output end of the first rectifier;
when the power supply mode of the overhead line system is in the overhead line system power supply mode, the first switch and the second switch are turned off, and the third switch is turned on; in the battery mode, the first switch and the second switch are turned on, and the third switch is turned off.
2. The traction circuit of an electric locomotive according to claim 1, wherein the second power supply circuit main body comprises: a second rectifier, a second intermediate dc circuit connected to the second rectifier, a second traction inverter and a second auxiliary inverter connected to the second intermediate dc circuit, and a second auxiliary transformer connected to the second auxiliary inverter; the second intermediate dc circuit includes: the second capacitor, the second inductor and the second supporting capacitor;
through a fourth switch, a fifth switch, a sixth switch and a seventh switch, the second power supply circuit main body converts electric energy provided by the second storage battery to supply power to the second traction motor when in a storage battery mode, and the storage battery charger inverts output current of the second storage battery to supply power to a constant-voltage constant-frequency load when in the storage battery mode;
a first end of the fourth switch is connected with the positive electrode of the second storage battery, and a second end of the fourth switch is connected with a first input end of the second rectifier;
a first end of the fifth switch is connected with the negative electrode of the second storage battery, and a second end of the fifth switch is connected with a second end of the sixth switch and a first end of the second inductor;
a first end of the sixth switch is connected with a second end of the second capacitor;
a first end of the second capacitor is connected with a first output end of the second rectifier, and a second end of the second inductor is connected with a second output end of the second rectifier;
a first end of the seventh switch is connected with the second auxiliary transformer, and a second end of the seventh switch is connected with the constant-voltage constant-frequency load;
when the power supply mode of the overhead line system is started, the fourth switch and the fifth switch are turned off, and the sixth switch and the seventh switch are turned on; in the battery mode, the fourth switch and the fifth switch are turned on, and the sixth switch and the seventh switch are turned off.
3. The traction circuit of an electric locomotive according to claim 2, further comprising: the first end of the eighth switch is connected with the second end of the fourth switch and the traction transformer respectively, and the second end of the eighth switch is connected with the first input end of the second rectifier;
the second battery is further configured to: in a first emergency mode, boosting is carried out through the second rectifier and the traction transformer to supply power to the second traction motor and the constant-voltage constant-frequency load;
when the contact network is in a power supply mode and a storage battery mode, the eighth switch is switched on;
in the first emergency mode, the fourth switch, the fifth switch and the seventh switch are turned on, and the sixth switch and the eighth switch are turned off.
4. The traction circuit of an electric locomotive according to claim 3, further comprising:
a ninth switch having a first end connected to the first auxiliary transformer and a second end connected to the variable voltage and variable frequency load;
and the tenth switch is connected with the first input end of the first rectifier by a first end and a second end of the first switch respectively.
5. The traction circuit of an electric locomotive according to claim 4, further comprising:
an eleventh switch having a first end connected to the second end of the ninth switch and the variable voltage and variable frequency load, and a second end connected to the second end of the seventh switch and the first end of the twelfth switch;
the twelfth switch is connected with the constant-voltage constant-frequency load and the storage battery charger at the second end;
the thirteenth switch is arranged between the first storage battery and the storage battery charger;
the fourteenth switch is arranged between the second storage battery and the storage battery charger;
and in a second emergency mode, the seventh switch, the eleventh switch and the thirteenth switch are turned on, and the ninth switch, the twelfth switch and the fourteenth switch are turned off;
the battery charger is also used for: in a second emergency mode, inverting the output current of the first storage battery to supply power to the constant-voltage constant-frequency load;
the second power supply circuit body is further configured to: and in a second emergency mode, converting the electric energy provided by the second storage battery to supply power for the variable-voltage variable-frequency load.
6. The traction circuit of an electric locomotive according to claim 5, further comprising:
and the first end of the fifth switch is connected with the second end of the twelfth switch and the constant-voltage constant-frequency load respectively, and the second end of the fifth switch is connected with the storage battery charger.
7. An electric locomotive characterized by comprising a traction circuit of the electric locomotive according to any one of claims 1 to 6.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911227538.5A CN110949416B (en) | 2019-12-04 | 2019-12-04 | Electric locomotive and traction circuit thereof |
| PCT/CN2020/089921 WO2021109456A1 (en) | 2019-12-04 | 2020-05-13 | Electric locomotive and traction circuit thereof |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201911227538.5A CN110949416B (en) | 2019-12-04 | 2019-12-04 | Electric locomotive and traction circuit thereof |
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| CN110949416B true CN110949416B (en) | 2021-02-05 |
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| CN110949416B (en) * | 2019-12-04 | 2021-02-05 | 中车株洲电力机车有限公司 | Electric locomotive and traction circuit thereof |
| CN112193123B (en) * | 2020-09-11 | 2021-12-17 | 中车株洲电力机车有限公司 | Locomotive traction storage battery discharge balancing circuit and control method |
| CN112910273A (en) * | 2021-01-19 | 2021-06-04 | 株洲中车时代电气股份有限公司 | Converter and traction transmission system |
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| CN201901014U (en) * | 2010-12-01 | 2011-07-20 | 南车株洲电力机车有限公司 | Double-source electric control device for locomotive |
| CN202115328U (en) * | 2011-05-16 | 2012-01-18 | 株洲南车时代电气股份有限公司 | Power source suitable for supplying power for auxiliary drive device of hybrid locomotive |
| CN102358197B (en) * | 2011-08-06 | 2014-03-26 | 深圳市英威腾交通技术有限公司 | Power supply system for electric locomotive |
| CN203005126U (en) * | 2012-12-07 | 2013-06-19 | 南车株洲电力机车有限公司 | Storage battery and pantograph tractive power supply system for urban rail vehicle |
| KR101846870B1 (en) * | 2012-12-28 | 2018-04-10 | 현대자동차 주식회사 | Charger and driving method of the charger |
| CN103507650B (en) * | 2013-10-08 | 2016-03-16 | 唐山轨道客车有限责任公司 | The integrated integral module of a kind of traction and motor train unit |
| CN204179953U (en) * | 2014-11-19 | 2015-02-25 | 株洲南车时代电气股份有限公司 | Traction converter plant and module |
| CN105216637B (en) * | 2015-10-21 | 2017-06-20 | 中车唐山机车车辆有限公司 | EMUs electric power system, external method of supplying power to and EMUs |
| CN107128183A (en) * | 2017-05-22 | 2017-09-05 | 中国铁道科学研究院 | A kind of electric EMU is met an urgent need tractive power supply system |
| US11368100B2 (en) * | 2017-07-13 | 2022-06-21 | Kohler Co. | Generator and battery backup with conversion device |
| CN109383307B (en) * | 2017-08-02 | 2021-10-12 | 株洲中车时代电气股份有限公司 | Battery-powered traction system for an electric traction rail transit vehicle |
| CN207328441U (en) * | 2017-10-16 | 2018-05-08 | 中车株洲电力机车有限公司 | A kind of electric locomotive traction system |
| DE102018203015B3 (en) * | 2018-02-28 | 2019-05-09 | Siemens Aktiengesellschaft | Method for controlling a battery current of a traction battery |
| CN110949416B (en) * | 2019-12-04 | 2021-02-05 | 中车株洲电力机车有限公司 | Electric locomotive and traction circuit thereof |
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