CN114379367A - Locomotive traction electric transmission system and control method thereof - Google Patents
Locomotive traction electric transmission system and control method thereof Download PDFInfo
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- CN114379367A CN114379367A CN202111638342.2A CN202111638342A CN114379367A CN 114379367 A CN114379367 A CN 114379367A CN 202111638342 A CN202111638342 A CN 202111638342A CN 114379367 A CN114379367 A CN 114379367A
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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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
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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
- B60L9/00—Electric propulsion with power supply external to the vehicle
- B60L9/02—Electric propulsion with power supply external to the vehicle using dc motors
- B60L9/04—Electric propulsion with power supply external to the vehicle using dc motors fed from dc supply lines
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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
- 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
Abstract
The invention relates to a locomotive power supply system, in particular to a locomotive traction electric transmission system and a control method thereof. The invention provides a novel locomotive traction electric transmission system and a control method thereof in order to solve the problem of excessive power loss when a rectifier fails in the existing locomotive traction electric transmission system. According to the invention, through optimizing the topological design of the main circuit and adopting a common-bus four-quadrant power supply mode, the rectifier and the inverter have automatic switching-in and switching-off functions, the number of pre-charging resistors is reduced, the main contactor and the pre-charging contactor are omitted, the pre-charging contactor and the main contactor are replaced by an IGBT (insulated gate bipolar translator), and the pre-charging contactor are integrated in a rectifying unit, so that the size of the converter is reduced, the minimum power loss caused by four-quadrant rectifying faults is ensured, and the reliability and flexibility of a traction system are greatly improved.
Description
Technical Field
The invention relates to a locomotive power supply system, in particular to a locomotive traction electric transmission system and a control method thereof.
Background
The locomotive traction electric transmission system comprises a traction system, an auxiliary system and a train power supply system. The traditional locomotive traction electric transmission system in China mostly adopts a matching mode of two complete inversions and two inversions, and the matching mode mainly has the following defects: firstly, when one four-quadrant rectifier has a fault, two rectifiers need to be cut off simultaneously in order to prevent the fault from expanding, so that an inverter is also cut off under the working condition of no fault, the power loss is large, and the reliability and the economical efficiency of the operation of a locomotive traction electric transmission system are greatly influenced; secondly, the number of pre-charging contactors, main contactors and pre-charging resistors used in the main topological circuit is large, the occupied space is large, and the integration level is relatively low; in addition, the auxiliary system usually adopts the middle bus of one converter in the traction system to get electricity, and when one converter has rectification fault, the auxiliary system is easy to stop, so that the fault of the traction electric transmission system of the whole locomotive is expanded.
Disclosure of Invention
In order to solve the problems of the defects in the prior art, the invention provides a novel locomotive traction electric transmission system and a control method thereof.
The invention is realized by adopting the following technical scheme:
the locomotive traction electric transmission system comprises a traction transformer, a traction system, an auxiliary system and a train power supply system, wherein the primary side of the traction transformer is connected with a pantograph through a main circuit breaker Q1 and is provided with a plurality of secondary sides, and the traction system obtains electricity from the secondary sides of the traction transformer;
the traction system comprises a plurality of traction rectifiers, a plurality of traction inverters and a plurality of traction motors; each traction rectifier comprises an input assembly, an H-shaped traction rectifying unit consisting of four IGBTs and a rectifying electronic connector consisting of one rectifying IGBT or a plurality of rectifying IGBTs which are connected in series, the input assembly is positioned between the input end of the corresponding traction rectifying unit and the secondary side of the traction transformer, the input assembly is an input assembly with a pre-charging function or an input assembly without the pre-charging function, at least one of the input assemblies is an input assembly with the pre-charging function, the input assembly with the pre-charging function comprises a pre-charging resistor and input IGBTs, the input IGBTs are two and are respectively a first input IGBT and a second input IGBT, the pre-charging resistor is connected with the first input IGBT in series and then connected with the second input IGBT in parallel, and the input assembly without the pre-charging function consists of the second input IGBT; each traction inverter comprises an inversion electronic connector formed by connecting one or more inversion IGBTs in series and a traction three-phase bridge type inversion unit formed by six IGBTs, the positive output end of the traction rectification unit is connected with the positive input end of the traction three-phase bridge type inversion unit through the rectification electronic connector and the inversion electronic connector which are sequentially connected in series, the cathode of a freewheeling diode of the inversion IGBT is connected with the anode of a freewheeling diode of the rectification IGBT, a support capacitor is connected between the connecting node of the cathode of the freewheeling diode and the negative input end of the traction three-phase bridge type inversion unit, a plurality of support capacitors are connected in parallel to form an integral middle direct current bus, and the output end of the traction three-phase bridge type inversion unit is connected with a traction motor;
the input end of the train power supply system is connected with the middle direct-current bus, the high-voltage middle direct current is converted into low-voltage direct current, and the output end of the train power supply system is connected to a train power supply load through a train power supply breaker Q2;
the auxiliary system comprises an auxiliary three-phase inverter and an auxiliary motor, wherein the positive input end of the auxiliary three-phase inverter is connected with the positive output end of the train power supply system through an auxiliary single-phase electronic connector formed by connecting one auxiliary IGBT or a plurality of auxiliary IGBTs in series, the negative input end of the auxiliary three-phase inverter is connected with the negative output end of the train power supply system, and the three-phase output end of the auxiliary three-phase inverter is connected with the auxiliary motor.
The control method of the locomotive traction electric transmission system is realized through a traction control system, and the control method is realized through the traction control system and comprises the following steps: 1) the main circuit breaker Q1 is disconnected, the traction control system is powered on and started, closing and opening instructions are carried out on each input assembly, the traction rectifying unit and the rectifying electronic connector in the traction rectifier, self-checking is carried out on each input assembly, the traction rectifying unit and the rectifying electronic connector, whether the closing and opening states of each input assembly, the traction rectifying unit and the rectifying electronic connector are normal or not is determined by detecting each feedback signal, when the devices work abnormally, the fault devices are detected again, and if the detection is not normal, faults are reported immediately; 2) when all self-tests are normal, the main breaker Q1 is closed, and the pre-charging stage is entered: sending a high level to a rectifying IGBT of a rectifying electronic connector in one of the traction rectifiers with the pre-charging function of the traction system, and sending a low level to all the rest IGBTs, so as to ensure that only one of the traction rectifying units with the pre-charging function is connected to the middle direct-current bus; sending high level to a first input IGBT of an input component in a traction rectifier connected on an intermediate direct current bus, sending low level to a second input IGBT of the input component in the traction rectifier connected on the intermediate direct current bus, sending high level to the second input IGBT of the input component in the traction rectifier connected on the intermediate direct current bus when detecting that the voltage of the intermediate direct current bus reaches 1.1 times of the output voltage of a traction transformer, sending low level to a first input IGBT of the input component in the traction rectifier connected on the intermediate direct current bus after receiving a feedback signal of turning on the second input IGBT of the input component in the traction rectifier connected on the intermediate direct current bus, sending high level to all rectifier electronic connectors in the traction system to turn on all rectifier electronic connectors after receiving a feedback signal of turning off the first input IGBT of the input component in the traction rectifier connected on the intermediate direct current bus, then, the rest of the transition rectifiers and the middle direct current bus are in a passage state, and finally, the input assemblies in the rest of the traction rectifiers are conducted, so that the pre-charging process of the traction system is completed, and the pre-charging marking is completed by the traction control system; 3) after the pre-charging stage of the traction control system is completed, sending a traction rectifier starting instruction, simultaneously starting the traction rectifier units in all the traction rectifiers, and matching the starting state of each traction rectifier unit with the corresponding alternating current thereof so as to judge whether each traction rectifier unit is normally started and whether the starting is completed; 4) when all the traction rectifying units are started and the voltage of the intermediate direct-current bus is stably established, starting the train power supply system, detecting the output voltage of the train power supply system, and when the output voltage of the train power supply system is stabilized at an instruction value, finishing the starting marking of the train power supply system; after the train power supply system is started, the train power supply circuit breaker Q2 is closed to supply power to a train power supply load; 5) sending a high level to an auxiliary single-phase electronic connector of an auxiliary system, electrifying the auxiliary system, sending a pulse signal to an auxiliary three-phase inversion unit, starting the auxiliary three-phase inversion unit, and assisting a motor to work; 6) when the traction control system detects that the auxiliary system works normally, a high level is sent to inversion IGBTs of inversion electronic connectors in all traction inverters in the traction system, so that all traction three-phase bridge type inversion units are communicated with a middle direct current bus, and after the traction control system receives a feedback signal that the corresponding inversion electronic connectors are normally opened, the traction three-phase bridge type inversion units are started.
The beneficial effects produced by the invention are as follows: according to the invention, by optimizing a circuit topological structure and adopting a power supply mode sharing a middle direct current bus, both a traction rectifier and a traction inverter have automatic switching-in and switching-off functions, the number of pre-charging resistors is reduced, a main contactor and a pre-charging contactor are omitted, the traction rectifier and the traction inverter are replaced by IGBTs and are integrated in the rectifier, the volume of a traction electric transmission system of the locomotive is reduced, the power loss caused by rectification faults is minimized, and the reliability and flexibility of the traction electric transmission system are greatly improved; meanwhile, the electric transmission system with the main and auxiliary integrated, the auxiliary system and the front stage of the train power supply system have stronger redundancy characteristic and reliable power supply capacity, the auxiliary system adopts the permanent magnet fan, stepless speed regulation can be carried out, the rotating speed of the fan under different working conditions can be met, and the heat dissipation capacity in a wide range is provided.
Drawings
FIG. 1 is a diagram of the main circuit topology of the present invention;
FIG. 2 is a main circuit topology diagram of the train power supply system of the present invention;
fig. 3 is a main circuit topology structure diagram of the auxiliary system of the present invention.
In the figure: the system comprises a rectifier electronic connector, a rectifier input assembly, a permanent magnet fan, a pre-charging resistor, a first input IGBT (22), a second input IGBT (23), an inverter electronic connector (3), a traction motor (4), a traction rectifier unit (5), a traction three-phase bridge inverter unit (6), an auxiliary single-phase electronic connector (7), an auxiliary three-phase electronic connector (8), a permanent magnet fan (9) and an auxiliary three-phase inverter (10).
Detailed Description
As shown in fig. 1, the locomotive traction electric transmission system, a traction transformer, a traction system, an auxiliary system and a train power supply system, wherein the primary side of the traction transformer is connected with a pantograph via a main circuit breaker Q1 and is provided with a plurality of secondary sides, and the traction system gets electricity from the secondary sides of the traction transformer;
the traction system comprises a plurality of traction rectifiers, a plurality of traction inverters and a plurality of traction motors 4; each traction rectifier comprises an input assembly 2, an H-shaped traction rectifying unit 5 consisting of four IGBTs and a rectifying electronic connector 1 consisting of one rectifying IGBT or a plurality of rectifying IGBTs connected in series, the input assembly 2 is positioned between the input end of the corresponding traction rectifying unit 5 and the secondary side of a traction transformer, the input assembly 2 is an input assembly 2 with a pre-charging function or an input assembly 2 without the pre-charging function, at least one of the input assemblies 2 is an input assembly 2 with the pre-charging function, the input assembly 2 with the pre-charging function comprises a pre-charging resistor 21 and input IGBTs, the input IGBTs are two and are respectively a first input IGBT22 and a second input IGBT23, the pre-charging resistor 21 is connected with the first input IGBT22 in series and then connected with the second input IGBT23 in parallel, and the input assembly 2 without the pre-charging function consists of the second input IGBT 23; each traction inverter comprises an inversion electronic connector 3 formed by connecting one or more inversion IGBTs in series and a traction three-phase bridge type inversion unit 6 formed by six IGBTs, the positive electrode output end of the traction rectification unit 5 is connected with the positive electrode input end of the traction three-phase bridge type inversion unit 6 through a rectification electronic connector 1 and the inversion electronic connector 3 which are sequentially connected in series, the cathode of a freewheeling diode of the inversion IGBT is connected with the anode of a freewheeling diode of the rectification IGBT, a support capacitor is connected between the connecting node of the freewheeling diode and the negative electrode input end of the traction three-phase bridge type inversion unit 6, a plurality of support capacitors are connected in parallel to form an integral middle direct current bus, and the output end of the traction three-phase bridge type inversion unit 6 is connected with a traction motor 4;
the input end of the train power supply system is connected with the intermediate direct-current bus, and simultaneously converts the high-voltage intermediate direct current into low-voltage direct current (how the train power supply system converts the high-voltage intermediate direct current into the low-voltage direct current belongs to common knowledge of technicians in the field), and the output end of the train power supply system is connected to a train power supply load through a train power supply breaker Q2;
the auxiliary system comprises an auxiliary three-phase inverter 10 (the circuit structure of the auxiliary three-phase inverter 10 belongs to the conventional circuit structure in the field) and an auxiliary motor, wherein the positive input end of the auxiliary three-phase inverter 10 is connected with the positive output end of the train power supply system through an auxiliary single-phase electronic connector 7 formed by connecting one auxiliary IGBT or a plurality of auxiliary IGBTs in series, the negative input end of the auxiliary three-phase inverter 10 is connected with the negative output end of the train power supply system, and the three-phase output end of the auxiliary three-phase inverter 10 is connected with the auxiliary motor.
In the embodiment, as shown in fig. 3, the auxiliary three-phase inverter 10 includes an auxiliary three-phase bridge inverter unit formed by six IGBTs, a fourth parallel circuit formed by a fourth resistor and a fourth capacitor, a fifth parallel circuit formed by a fifth resistor and a fifth capacitor, on each phase of the auxiliary three-phase bridge inverter unit, the output end of the H-bridge circuit is connected to an auxiliary motor through an auxiliary three-phase electronic connector 8, the auxiliary motor is a permanent magnet fan 9, the non-output ends of the connecting nodes of the upper bridge arm and the lower bridge arm of the three phases of the H-bridge circuit are connected to form a common point, a fourth parallel circuit is connected between the common point and the positive electrode input end of the auxiliary three-phase bridge type inversion unit, and a fifth parallel circuit is connected between the common point and the negative electrode input end of the auxiliary three-phase bridge type inversion unit.
As shown in fig. 2, the train power supply system includes a diode, a train power supply inverter, a high-frequency transformer and a train power supply rectifier, the train power supply inverter includes a train power supply H-bridge inverter unit composed of four IGBTs, a first parallel circuit composed of a first resistor and a first capacitor, a second parallel circuit composed of a second resistor and a second capacitor, a positive input end of the train power supply H-bridge inverter unit is connected with a positive electrode of a middle dc bus through an upper IGBT and a diode in sequence, a negative input end of the train power supply H-bridge inverter unit is connected with a negative electrode of the middle dc bus through a lower IGBT, the train power supply rectifier includes a train power supply H-type rectifying unit composed of four diodes, a third parallel circuit composed of a third resistor and a third capacitor, an output end of the train power supply H-type rectifying unit is connected with both ends of the third parallel circuit and then connected with a train power supply load through a train power supply breaker Q2, a primary side of the high-frequency transformer is connected with an output end of the train power supply H-bridge inverter unit, a first parallel circuit is connected in parallel between the negative electrode of the primary side of the high-frequency transformer and the connecting node of the column supply H-bridge inverter unit and the cathode of the freewheeling diode of the upper IGBT, a second parallel circuit is connected in parallel between the negative electrode of the primary side of the high-frequency transformer and the connecting node of the column supply H-bridge inverter unit and the anode of the freewheeling diode of the lower IGBT, and the secondary side of the high-frequency transformer is connected with the input end of the column supply H-type rectifier unit.
The traction transformer is provided with four secondary sides T1, T2, T3 and T4, the four traction rectifiers are respectively a first rectifier, a second rectifier, a third rectifier and a fourth rectifier, the input assemblies 2 in the first rectifier and the second rectifier are input assemblies 2 with a pre-charging function and are mutually pre-charging redundant assemblies, the input assemblies 2 in the third rectifier and the fourth rectifier are input assemblies 2 without the pre-charging function, and the number of inverters is four.
In the present embodiment, the rectifying electronic connector 1 is formed by connecting two rectifying IGBTs in series, the inverting electronic connector 3 is formed by connecting two inverting IGBTs in series, the auxiliary single-phase electronic connector 7 is formed by connecting two auxiliary IGBTs in series, and each phase of the auxiliary three-phase electronic connector 8 is formed by connecting two auxiliary IGBTs in series. As shown in fig. 2, the train power supply system includes diodes, a train power inverter, a high frequency transformer, and a train power rectifier.
The control method of the locomotive traction electric transmission system is realized through a traction control system, and comprises the following steps: 1) the main circuit breaker Q1 is disconnected, the traction control system is powered on and started, closing and opening instructions are carried out on each input assembly 2, the traction rectifying unit 5 and the rectifying electronic connector 1 in the traction rectifier, self-checking is carried out on each input assembly, the traction rectifying unit and the rectifying electronic connector, whether the closing and opening states of each input assembly, the traction rectifying unit and the rectifying electronic connector are normal or not is determined by detecting each feedback signal, when the existing devices work abnormally, the fault devices are detected again, and if the detection is not normal, faults are reported immediately; 2) when all self-tests are normal, the main breaker Q1 is closed, and the pre-charging stage is entered: sending a high level to a rectifying electronic connector 1 in a first rectifier of the traction system to enable the rectifying electronic connector 1 to be conducted, and sending a low level to all other rectifying IGBTs of the traction system, so as to ensure that only a traction rectifying unit 5 of the first rectifier is connected to the middle direct-current bus; sending high level to the first input IGBT22 of the input assembly 2 in the first rectifier, sending low level to the second input IGBT23 of the input assembly 2 in the first rectifier, sending high level to the second input IGBT23 of the input assembly 2 in the first rectifier when detecting that the intermediate dc bus voltage reaches 1.1 times the output voltage of the traction transformer, sending low level to the first input IGBT22 of the input assembly 2 in the first rectifier after receiving a feedback signal that the second input IGBT23 of the input assembly 2 in the first rectifier is turned on, sending high level to the rectifying electronic connectors 1 in the second, third and fourth rectifiers in the traction system after receiving a feedback signal that the first input IGBT22 of the input assembly 2 in the first rectifier is turned off, so that all the rectifying electronic connectors 1 are turned on, and further the remaining traction rectifying elements 5 are in a state of being turned on with the intermediate dc bus, finally, the input components 2 in the second rectifier, the third rectifier and the fourth rectifier are all conducted, the pre-charging process of the traction system is completed, and the pre-charging marking is completed by the traction control system; if the first rectifier cannot complete the pre-charging, sending a low level to the rectifying electronic connector 1 in the first rectifier and the first input IGBT22 and the second input IGBT23 in the input assembly 2 in the first rectifier, so that the traction rectifying unit 5 is disconnected from the intermediate dc bus and the traction transformer, then starting the pre-charging procedure of the first rectifier again, and if the secondary pre-charging cannot be completed, sending a low level to the rectifying electronic connector 1 in the first rectifier and the first input IGBT22 and the second input IGBT23 in the corresponding input assembly 2, so as to disconnect the connection between the traction rectifying unit 5 and the intermediate dc bus and the traction transformer, and the traction rectifying unit 5 is isolated and disconnected and a fault is reported; a second rectifier is used for carrying out a pre-charging program, if the second rectifier cannot complete pre-charging, the traction control system disconnects the main breaker signal, and meanwhile fault reporting is carried out; 3) After the pre-charging stage of the traction control system is completed, sending a traction rectifier starting instruction, simultaneously starting the traction rectifier units 5 in all the traction rectifiers, and matching the starting state of each traction rectifier unit 5 with the corresponding alternating current thereof, thereby judging whether each traction rectifier unit 5 is normally started and whether the starting is completed; 4) when all the traction rectifying units 5 are started and the voltage of the intermediate direct-current bus is stably established, the train power supply system is enabled by the pulse of the inverter, starts to detect the output voltage of the train power supply system, and finishes starting and marking when the output voltage of the train power supply system is stabilized at an instruction value; after the train power supply system is started, the train power supply circuit breaker Q2 is closed to supply power to a train power supply load; 5) Sending a high level to an auxiliary single-phase electronic connector 7 of an auxiliary system, electrifying the auxiliary system, sending the high level to an auxiliary three-phase electronic connector 8, forming a channel between a permanent magnetic fan 9 and an auxiliary three-phase inversion unit 10, sending a pulse signal to the auxiliary three-phase inversion unit 10 after detecting that feedback signals of the single-phase electronic connector and the auxiliary three-phase electronic connector 8 are normal, starting the auxiliary three-phase inversion unit 10, and working the permanent magnetic fan 9; 6) when the traction control system detects that the auxiliary system works normally, sending a high level to inversion IGBTs of inversion electronic connectors 3 in all traction inverters in the traction system, so that all traction three-phase bridge type inversion units 6 are communicated with a middle direct current bus, and starting the traction three-phase bridge type inversion units 6 after the traction control system receives feedback signals of normal opening of the corresponding inversion electronic connectors 3; 7) the four traction three-phase bridge type inversion units 6 are all online, when the traction motor 4 operates below 70% rated power, any one traction rectification unit 5 breaks down, and driving signals of the corresponding input component 2 and the corresponding rectification electronic connector 1 are set to be low level immediately, so that the traction rectification unit 5 is ensured to be isolated from the traction transformer and the middle direct-current bus, and the condition that the fault is expanded and the power supply reliability of the middle direct-current bus is influenced is avoided; when any traction three-phase bridge type inversion unit 6 has a fault, immediately setting the corresponding inversion electronic connector 3 to be a low level to ensure the isolation of the traction three-phase bridge type inversion unit 6 and a middle direct current bus; 8) the traction control system comprises a power balance operation unit for completing rectification, inversion integral power matching and power balance control between the traction rectification units 5 and between the traction three-phase bridge type inversion units 6, when the four traction three-phase bridge type inversion units 6 are all on line, the traction motor 4 operates under the rated power working condition, and a traction rectification unit 5 is in fault isolation and is off-line, in order to ensure that the voltage of the middle direct current bus is not pulled down and the four quadrants have no overcurrent faults, the traction control system sends out a first slope instruction to ensure that the traction motor 4 is completely operated in a power-down mode according to the first slope instruction, then the power is increased to the full power to operate according to a second slope instruction, and the control system at the moment rapidly and uniformly distributes the power of the motor which operates at the later stage to the rest of the traction rectification units 5 through the power balance operation unit; when more than two traction rectifying units 5 are isolated and off-line, the traction motor 4 is in power-down operation, and the power matching unit in the control system determines the motor operation power according to the working number and the rated power of the traction rectifying units 5.
Claims (10)
1. The locomotive traction electric transmission system is characterized by comprising a traction transformer, a traction system, an auxiliary system and a train power supply system, wherein the primary side of the traction transformer is connected with a pantograph via a main circuit breaker Q1 and is provided with a plurality of secondary sides, and the traction system obtains electricity from the secondary sides of the traction transformer;
the traction system comprises a plurality of traction rectifiers, a plurality of traction inverters and a plurality of traction motors (4); each traction rectifier comprises an input component (2), an H-shaped traction rectifying unit (5) consisting of four IGBTs and a rectifying electronic connector (1) consisting of one rectifying IGBT or a plurality of rectifying IGBTs which are connected in series, the input component (2) is positioned between the input end of the corresponding traction rectifying unit (5) and the secondary side of a traction transformer, the input component (2) is an input component (2) with a pre-charging function or an input component (2) without the pre-charging function, at least one of the plurality of input components (2) is the input component (2) with the pre-charging function, the input component (2) with the pre-charging function comprises a pre-charging resistor (21) and input IGBTs, the two input IGBTs are respectively a first input IGBT (22) and a second input IGBT (23), the pre-charging resistor (21) is connected with the first input IGBT (22) in series and then connected with the second input IGBT (23) in parallel, the input assembly (2) without the pre-charging function consists of a second input IGBT (23); each traction inverter comprises an inversion electronic connector (3) formed by connecting one or more inversion IGBTs in series and a traction three-phase bridge type inversion unit (6) formed by six IGBTs, the positive electrode output end of the traction rectification unit (5) is connected with the positive electrode input end of the traction three-phase bridge type inversion unit (6) through rectification electronic connectors (1) and inversion electronic connectors (3) which are sequentially connected in series, the cathode of a freewheeling diode of the inversion IGBT is connected with the anode of a freewheeling diode of the rectification IGBT, a support capacitor is connected between the connecting node of the freewheeling diode and the negative electrode input end of the traction three-phase bridge type inversion unit (6), a plurality of support capacitors are connected in parallel to form an integral middle direct current bus, and the output end of the traction three-phase bridge type inversion unit (6) is connected with a traction motor (4);
the input end of the train power supply system is connected with the middle direct-current bus, the high-voltage middle direct current is converted into low-voltage direct current, and the output end of the train power supply system is connected to a train power supply load through a train power supply breaker Q2;
the auxiliary system comprises an auxiliary three-phase inverter (10) and an auxiliary motor, wherein the positive input end of the auxiliary three-phase inverter (10) is connected with the positive output end of the train power supply system through an auxiliary single-phase electronic connector (7) formed by connecting one auxiliary IGBT or a plurality of auxiliary IGBTs in series, the negative input end of the auxiliary three-phase inverter (10) is connected with the negative output end of the train power supply system, and the three-phase output end of the auxiliary three-phase inverter (10) is connected with the auxiliary motor.
2. The locomotive traction electric drive system according to claim 1, wherein the auxiliary three-phase inverter (10) comprises an auxiliary three-phase bridge inverter unit composed of six IGBTs, a fourth parallel circuit composed of a fourth resistor and a fourth capacitor, a fifth parallel circuit composed of a fifth resistor and a fifth capacitor, on each phase of the auxiliary three-phase bridge inverter unit, the output end of the H-bridge circuit is connected to an auxiliary motor through an auxiliary three-phase electronic connector (8), the auxiliary motor is a permanent magnet fan (9), the non-output ends of the connecting nodes of the upper bridge arm and the lower bridge arm of three phases of the H-bridge circuit are connected to form a common point, a fourth parallel circuit is connected between the common point and the positive electrode input end of the auxiliary three-phase bridge type inversion unit, and a fifth parallel circuit is connected between the common point and the negative electrode input end of the auxiliary three-phase bridge type inversion unit.
3. The locomotive traction electric drive system according to claim 2, wherein the train power supply system comprises a diode, a train supply inverter, a high-frequency transformer and a train supply rectifier, the train supply inverter comprises a train supply H-bridge inverter unit composed of four IGBTs, a first parallel circuit composed of a first resistor and a first capacitor, a second parallel circuit composed of a second resistor and a second capacitor, a positive input end of the train supply H-bridge inverter unit is connected with a positive electrode of the intermediate direct current bus through the upper IGBT and the diode in sequence, a negative input end of the train supply H-bridge inverter unit is connected with a negative electrode of the intermediate direct current bus through the lower IGBT, the train supply rectifier comprises a train supply H-type rectifying unit composed of four diodes, a third parallel circuit composed of a third resistor and a third capacitor, an output end of the train supply H-type rectifying unit is connected with two ends of the third parallel circuit and then connected with the train supply load through a train supply breaker Q2, the primary side of the high-frequency transformer is connected with the output end of the row H-bridge inverter unit, a first parallel circuit is connected in parallel between the negative electrode of the primary side of the high-frequency transformer and the connecting node of the row H-bridge inverter unit and the cathode of the fly-wheel diode of the upper IGBT, a second parallel circuit is connected in parallel between the negative electrode of the primary side of the high-frequency transformer and the connecting node of the row H-bridge inverter unit and the anode of the fly-wheel diode of the lower IGBT, and the secondary side of the high-frequency transformer is connected with the input end of the row H-bridge rectifier unit.
4. The locomotive traction electric drive system according to claim 3, wherein the traction transformer has four secondary sides T1, T2, T3 and T4, the traction rectifiers are four and are respectively a first rectifier, a second rectifier, a third rectifier and a fourth rectifier, the input modules (2) in the first rectifier and the second rectifier are input modules (2) with pre-charging function and are mutually pre-charging redundant modules, the input modules (2) in the third rectifier and the fourth rectifier are input modules (2) without pre-charging function, and the inverter is four.
5. Locomotive traction electric drive system according to claim 4, characterized in that the rectifying electronic connector (1) is formed by two rectifying IGBTs in series, the inverting electronic connector (3) is formed by two inverting IGBTs in series, the auxiliary single-phase electronic connector (7) is formed by two auxiliary IGBTs in series, and the auxiliary three-phase electronic connector (8) is formed by two auxiliary IGBTs in series on each phase.
6. A method of controlling a locomotive traction electric drive system according to claim 1, 2 or 3, wherein the method is implemented by a traction control system comprising the steps of: 1) the main circuit breaker Q1 is disconnected, the traction control system is powered on and started, closing and opening instructions are carried out on each input assembly (2), the traction rectifying unit (5) and the rectifying electronic connector (1) in the traction rectifier, self-checking is carried out on the instructions, whether the closing and opening states of the input assemblies, the traction rectifying unit and the rectifying electronic connector are normal or not is determined by detecting feedback signals of the input assemblies, when the devices work abnormally, the fault devices are detected again, and if the detection is not normal, faults are reported immediately; 2) when all self-tests are normal, the main breaker Q1 is closed, and the pre-charging stage is entered: sending a high level to a rectifying IGBT of a rectifying electronic connector (1) in one of the traction rectifiers with the pre-charging function of the traction system, and sending a low level to all the rest IGBTs, thereby ensuring that only one of the traction rectifying units (5) with the pre-charging function is connected to the middle direct-current bus; sending a high level to a first input IGBT (22) of an input module (2) in a traction rectifier connected to the intermediate dc bus, sending a low level to a second input IGBT (23) of the input module (2) in the traction rectifier connected to the intermediate dc bus, sending a high level to the second input IGBT (23) of the input module (2) in the traction rectifier connected to the intermediate dc bus when detecting that the intermediate dc bus voltage reaches 1.1 times the output voltage of the traction transformer, sending a low level to a first input IGBT (22) of the input module (2) in the traction rectifier connected to the intermediate dc bus after receiving a feedback signal that the second input IGBT (23) of the input module (2) in the traction rectifier connected to the intermediate dc bus is turned on, receiving a feedback signal that the first input IGBT (22) of the input module (2) in the traction rectifier connected to the intermediate dc bus is turned off, sending a high level to all the rectifying electronic connectors (1) in the traction system to enable all the rectifying electronic connectors (1) to be conducted, further enabling the rest of the transition rectifiers and the middle direct-current bus to be in a passage state, finally enabling the input assemblies (2) in the rest of the traction rectifiers to be conducted, completing the pre-charging process of the traction system, and completing pre-charging marking by the traction control system; 3) after the pre-charging stage of the traction control system is completed, a traction rectifier starting instruction is sent, all traction rectifier units (5) in the traction rectifiers are started simultaneously, and the starting state of each traction rectifier unit (5) is matched with the corresponding alternating current of the traction rectifier unit, so that whether each traction rectifier unit (5) is normally started or not and whether the starting is completed or not are judged; 4) when all the traction rectifying units (5) are started, and the voltage of the intermediate direct-current bus is stably established, the train power supply system starts to detect the output voltage of the train power supply system, and when the output voltage of the train power supply system is stabilized at an instruction value, the train power supply system finishes starting and marking; after the train power supply system is started, the train power supply circuit breaker Q2 is closed to supply power to a train power supply load; 5) sending a high level to an auxiliary single-phase electronic connector (7) of an auxiliary system, electrifying the auxiliary system, sending a pulse signal to an auxiliary three-phase inversion unit (10), starting the auxiliary three-phase inversion unit (10), and assisting a motor to work; 6) when the traction control system detects that the auxiliary system works normally, a high level is sent to inversion IGBTs of inversion electronic connectors (3) in all traction inverters in the traction system, so that all traction three-phase bridge type inversion units (6) are communicated with a middle direct current bus, and after the traction control system receives a feedback signal that the corresponding inversion electronic connectors (3) are normally opened, the traction three-phase bridge type inversion units (6) are started.
7. A control method for a locomotive traction electric drive system according to claim 4 or 5, characterized in that the control method is implemented by a traction control system, comprising the steps of: the main circuit breaker Q1 is disconnected, the traction control system is powered on and started, closing and opening instructions are carried out on each input assembly (2), the traction rectifying unit (5) and the rectifying electronic connector (1) in the traction rectifier, self-checking is carried out on the instructions, whether the closing and opening states of the input assemblies, the traction rectifying unit and the rectifying electronic connector are normal or not is determined by detecting feedback signals of the input assemblies, when the devices work abnormally, the fault devices are detected again, and if the detection is not normal, faults are reported immediately; 2) when all self-tests are normal, the main breaker Q1 is closed, and the pre-charging stage is entered: sending a high level to a rectifying electronic connector (1) in a first rectifier of the traction system to enable the rectifying electronic connector (1) to be conducted, and sending a low level to all other rectifying IGBTs of the traction system, so as to ensure that only a traction rectifying unit (5) of the first rectifier is connected to the middle direct current bus; sending a high level to a first input IGBT (22) of an input assembly (2) in a first rectifier, sending a low level to a second input IGBT (23) of the input assembly (2) in the first rectifier, sending a high level to the second input IGBT (23) of the input assembly (2) in the first rectifier when detecting that the intermediate dc bus voltage reaches 1.1 times the output voltage of the traction transformer, sending a low level to the first input IGBT (22) of the input assembly (2) in the first rectifier after receiving a feedback signal that the second input IGBT (23) of the input assembly (2) in the first rectifier is turned on, sending a high level to a rectifying electronic connector (1) in a second rectifier, a third rectifier, and a fourth rectifier in the traction system after receiving a feedback signal that the first input IGBT (22) of the input assembly (2) in the first rectifier is turned off so that all the rectifying electronic connectors (1) are turned on, further leading the rest traction rectifying elements (5) to be in a passage state with the middle direct current bus, and finally leading the input assemblies (2) in the second rectifier, the third rectifier and the fourth rectifier to be conducted to finish the pre-charging process of the traction system, and finishing pre-charging marking by the traction control system; 3) After the pre-charging stage of the traction control system is completed, a traction rectifier starting instruction is sent, all traction rectifier units (5) in the traction rectifiers are started simultaneously, and the starting state of each traction rectifier unit (5) is matched with the corresponding alternating current of the traction rectifier unit, so that whether each traction rectifier unit (5) is normally started or not and whether the starting is completed or not are judged; 4) when all the traction rectifying units (5) are started and the voltage of the intermediate direct-current bus is stably established, the train power supply system is enabled by the pulse of the inverter, starts to detect the output voltage of the train power supply system, and finishes starting marking when the output voltage of the train power supply system is stabilized at an instruction value; after the train power supply system is started, the train power supply circuit breaker Q2 is closed to supply power to a train power supply load; 5) sending a high level to an auxiliary single-phase electronic connector (7) of an auxiliary system, electrifying the auxiliary system, sending the high level to an auxiliary three-phase electronic connector (8), enabling a permanent magnetic fan (9) and an auxiliary three-phase inversion unit (10) to form a channel, sending a pulse signal to the auxiliary three-phase inversion unit (10) after detecting that feedback signals of the single-phase electronic connector and the auxiliary three-phase electronic connector (8) are normal, starting the auxiliary three-phase inversion unit (10), and enabling the permanent magnetic fan (9) to work; 6) when the traction control system detects that the auxiliary system works normally, a high level is sent to inversion IGBTs of inversion electronic connectors (3) in all traction inverters in the traction system, so that all traction three-phase bridge type inversion units (6) are communicated with a middle direct current bus, and after the traction control system receives a feedback signal that the corresponding inversion electronic connectors (3) are normally opened, the traction three-phase bridge type inversion units (6) are started.
8. The control method of locomotive traction electric drive system according to claim 7, characterized in that in step 2), if the first rectifier cannot complete the pre-charging, sending low level to the rectifying electronic connector (1) in the first rectifier and the first input IGBT (22) and the second input IGBT (23) in the input assembly (2) in the first rectifier to disconnect the traction rectifying unit (5) from the intermediate DC bus and from the traction transformer, then starting the pre-charging procedure of the first rectifier again, and if the secondary pre-charging cannot be completed, sending low level to the rectifying electronic connector (1) in the first rectifier and the first input IGBT (22) and the second input IGBT (23) in the corresponding input assembly (2) to disconnect the traction rectifying unit (5) from the intermediate DC bus and the traction transformer, the traction rectifying unit (5) is isolated and offline, and fault reporting is carried out; and performing a pre-charging program by using the second rectifier, and if the second rectifier cannot complete pre-charging, disconnecting the main breaker signal by the traction control system and reporting a fault.
9. The control method of the locomotive traction electric transmission system according to claim 8, characterized in that all four traction three-phase bridge inverter units (6) are online, when the traction motor (4) operates below 70% rated power, any traction rectifier unit (5) has a fault, and the driving signals of the corresponding input component (2) and the rectifier electronic connector (1) are set to be low level immediately, so as to ensure the isolation of the traction rectifier unit (5) from a traction transformer and an intermediate direct current bus, avoid fault expansion and influence on the power supply reliability of the intermediate direct current bus; when any traction three-phase bridge type inversion unit (6) breaks down, the corresponding inversion electronic connector (3) is set to be at a low level immediately, and isolation between the traction three-phase bridge type inversion unit (6) and a middle direct current bus is ensured.
10. The control method of the locomotive traction electric transmission system according to claim 9, wherein the traction control system comprises a power balance operation unit for performing rectification, integral power matching of inversion and power balance control between the traction rectification units (5) and between the traction three-phase bridge inversion units (6), when the four traction three-phase bridge inversion units (6) are all online, the traction motor (4) operates under a rated power condition, and a fault isolation offline of the traction rectification unit (5) occurs, in order to ensure that the intermediate direct-current bus voltage is not pulled down and four quadrants have no overcurrent fault, the traction control system sends a first slope command instruction to enable the traction motor (4) to operate with power reduction according to the first slope command, and then all operate with power increase to full power according to a second slope command, the control system at the moment quickly and uniformly distributes the power of the motor running at the later stage to the rest traction rectifying units (5) through the power balance operation unit; when more than two traction rectifying units (5) are isolated and off-line, the traction motor (4) performs power reduction operation, and a power matching unit in the control system determines the motor operation power according to the working number and rated power of the traction rectifying units (5).
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