CN110696845A - Hybrid power locomotive, main and auxiliary transmission system and method based on rack control mode - Google Patents

Hybrid power locomotive, main and auxiliary transmission system and method based on rack control mode Download PDF

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Publication number
CN110696845A
CN110696845A CN201911010310.0A CN201911010310A CN110696845A CN 110696845 A CN110696845 A CN 110696845A CN 201911010310 A CN201911010310 A CN 201911010310A CN 110696845 A CN110696845 A CN 110696845A
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China
Prior art keywords
bogie
loop
contactor
circuit
link
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CN201911010310.0A
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Chinese (zh)
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CN110696845B (en
Inventor
温吉斌
刘景来
接亚明
王秀岩
陆洋
李业龙
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China State Railway Group Co Ltd
CRRC Dalian Co Ltd
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CNR Dalian Locomotive and Rolling Stock Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C7/00—Other locomotives or motor railcars characterised by the type of motive power plant used; Locomotives or motor railcars with two or more different kinds or types of motive power
    • 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
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/13—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using AC generators and AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

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

Abstract

The invention discloses a hybrid locomotive, a main and auxiliary transmission system and a method based on a frame control mode. The main generator is provided with a set of stator winding output and is distributed to the first bogie loop and the second bogie loop through a first switching circuit; and the power battery assembly is connected into the intermediate direct current link of the first bogie loop and the second bogie loop through the reactor. The invention adopts a power battery pack, avoids the problem of inconsistent SOC of the power batteries on the two bogies due to different loads of the traction motor and the auxiliary system, and in addition, the two bogies are connected together through the reactor, thereby preventing the current conversion between the two bogies, saving a pre-charging loop and having simple circuit structure.

Description

Hybrid power locomotive, main and auxiliary transmission system and method based on rack control mode
Technical Field
The invention relates to the technical field of hybrid locomotives, in particular to a hybrid locomotive, a main transmission system and an auxiliary transmission system based on a frame control mode and a method.
Background
Compared with a shaft control type locomotive, each bogie of the frame control type locomotive drives a plurality of traction motors by only one traction inverter, so that hardware resources are saved, the space requirement is small, the economy is good, and a hybrid power locomotive based on the frame control type locomotive usually splits a power battery into two parts and respectively connects the two parts in two bogie main transmission system loops because the first bogie main transmission system loop and the second bogie main transmission system loop are electrically isolated. As shown in fig. 1 below, for a conventional hybrid locomotive main and auxiliary transmission system based on a frame control method, taking a first bogie as an example, a set of stator windings of a main generator outputs three-phase alternating current to be supplied to a rectifier i of the first bogie, the rectifier i rectifies the alternating current of the main generator into direct current to be output to an intermediate direct current link i, and a traction inverter i inverts the direct current of the intermediate direct current link i into three-phase alternating current to be supplied to 3 traction motors on the first bogie. A power battery I on the first bogie is connected to an intermediate direct current link I through a pre-charging circuit I and a bidirectional DC charging device I, and the bidirectional DC charging device I performs charging and discharging control on the power battery I. The load of the whole vehicle auxiliary system is divided into two parts, and the auxiliary system I obtains electricity from the intermediate direct current link I. The principle and the structure of the second bogie are the same as those of the main and auxiliary transmission system of the first bogie.
The scheme has the following defects:
(1) because the first bogie main transmission system loop and the second bogie main transmission system loop of the hybrid locomotive in a frame control mode are electrically isolated, one power battery is disassembled into two parts which are respectively connected in the two bogie main transmission system loops, and in the actual application process of the locomotive, the SOC of the power batteries on the two bogies is inconsistent due to different energy consumption of traction motors and auxiliary systems on the two bogies, and the overcharge or overdischarge fault of the power batteries can be caused due to improper charge and discharge control;
(2) because the load of the auxiliary system of the whole vehicle is divided into two parts which are respectively connected on the two bogies, and the loads of the auxiliary systems on the two bogies can not be completely consistent in size, the intermediate direct current voltages on the two bogies are inconsistent, and the undervoltage or overvoltage fault of the intermediate direct current circuit of the locomotive can be caused in serious cases;
(3) because the power battery and the auxiliary system are disassembled into two parts, all the devices such as cables, wiring terminals, connectors, contactors, sensors and the like need two sets, and the whole vehicle electrical system is complex.
Based on this, the prior art still remains to be improved.
Disclosure of Invention
In order to solve the technical problems, the embodiment of the invention provides a hybrid locomotive, a main transmission system and an auxiliary transmission system based on a frame control mode and a method. The problem caused by different voltages of the middle direct current links of the two frames in the prior art is solved.
On one hand, the hybrid locomotive main and auxiliary transmission system based on the frame control mode disclosed by the embodiment of the invention comprises a diesel engine, a main generator, a first switch circuit, a first bogie loop, a second switch circuit and a power battery component, wherein,
the diesel engine, the main generator and the first switch circuit are connected in series, the first bogie loop and the second bogie loop are connected in parallel to the first switch circuit, and the power battery assembly is connected to the middle direct current link of the first bogie loop and the middle direct current link of the second bogie loop through the second switch circuit.
Further, an auxiliary system is included that is connected to the intermediate dc link of the first and second bogie circuits.
Further, the first bogie loop comprises a first PWM rectifier, a first intermediate direct current link, a first traction inverter and a traction motor which are sequentially connected in series, and the first PWM rectifier is connected with a first switch circuit;
the second bogie loop comprises a second PWM rectifier, a second intermediate direct current link, a second traction inverter and two traction motors which are sequentially connected in series, and the second PWM rectifier is connected with the first switch circuit.
Further, a first reactor is arranged between the second switch circuit and the middle direct-current link of the first bogie loop, and a second reactor is arranged between the second switch circuit and the middle direct-current link of the second bogie loop.
Further, a third reactor is arranged between the auxiliary system and the intermediate direct-current link of the first bogie loop, and a fourth reactor is arranged between the auxiliary system and the intermediate direct-current link of the second bogie loop.
Further, the power battery assembly comprises at least two battery branches arranged in parallel;
each battery branch comprises a contactor and a power battery module which are connected in series.
Further, the second switch circuit comprises a first contactor and a second contactor, the first contactor is connected into the first bogie loop and the second contactor is connected into the second bogie loop respectively, and the first contactor and the second contactor are connected with the power battery assembly;
the first switch circuit comprises a third contactor and a fourth contactor, the third contactor is connected into the first bogie loop and the fourth contactor is connected into the second bogie loop respectively, and the third contactor and the fourth contactor are connected with the main generator respectively.
On the other hand, the embodiment of the invention also discloses a hybrid power locomotive based on a frame control mode, which comprises the main and auxiliary transmission systems.
In a third aspect, the embodiment of the invention also discloses a main and auxiliary transmission method of the hybrid locomotive based on the frame control mode, wherein a main generator is provided with a set of stator winding output and is distributed to a first bogie loop and a second bogie loop through a first switch circuit;
the first bogie loop and the second bogie loop both adopt PWM controllable rectifiers to control the voltage of an intermediate direct current link;
and the power battery assembly is connected into the intermediate direct current link of the first bogie loop and the second bogie loop through the reactor.
Furthermore, the auxiliary system is connected to the intermediate direct current link of the first bogie loop and the second bogie loop through the reactor.
By adopting the technical scheme, the invention at least has the following beneficial effects:
according to the technical scheme, only one set of stator winding is output by the main generator, the main generator is distributed to the two bogies through the switch circuit, currents output to the two bogies can be automatically adjusted along with different loads, the voltages of intermediate direct current links distributed to the first bogie and the second bogie are always the same, and the traditional frame control type locomotive usually adopts two sets of independent stator windings for output, so that the problem that the voltages of the intermediate direct current links of the two bogies are different due to different loads exists;
according to the invention, the PWM controllable rectifier is adopted to replace the traditional uncontrollable rectifier, the intermediate direct current link voltage is controlled through the PWM controllable rectifier to realize the control of the charging current of the power battery pack, the power battery charging equipment of the traditional hybrid locomotive is saved, and the circuit structure is simple;
the two bogies of the invention adopt the same power battery pack for power supply, thereby avoiding the faults of over-charge and over-discharge of the power battery caused by the difference of the two loads of the traditional frame control type hybrid power locomotive;
the power battery pack is connected to the intermediate direct current loop through the reactor, and compared with the traditional hybrid power locomotive, a power battery pre-charging circuit is omitted, and the circuit structure is simple;
the main generator and the power battery are respectively connected to the first bogie and the second bogie through the switch circuits, so that the combination is more flexible, and a fault circuit can be cut off at any time;
the load of the auxiliary system of the invention is not divided into two bogies any more, thus avoiding the problem of unbalanced load of the two auxiliary systems of the traditional frame control type hybrid power locomotive.
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 hybrid locomotive primary and secondary transmission system based on a frame control method in the prior art;
FIG. 2 is a schematic diagram of a hybrid electric vehicle main and auxiliary transmission system based on a rack control method according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a hybrid locomotive primary and secondary transmission system based on a rack control method according to another embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the following embodiments of the present invention are described in further detail with reference to the accompanying drawings.
It should be noted that all expressions using "first" and "second" in the embodiments of the present invention are used for distinguishing two entities with the same name but different names or different parameters, and it should be noted that "first" and "second" are merely for convenience of description and should not be construed as limitations of the embodiments of the present invention, and they are not described in any more detail in the following embodiments.
As shown in fig. 2, the embodiment of the invention discloses a hybrid locomotive main and auxiliary transmission system based on a frame control mode and a hybrid locomotive, comprising a diesel engine 1, a main generator 3, a first switch circuit 4, a first bogie loop, a second switch circuit 5 and a power battery assembly 6, wherein,
the diesel engine 1, the main generator 3 and the first switch circuit 4 are connected in series, the first bogie circuit and the second bogie circuit are connected in parallel to the first switch circuit 4, and the power battery assembly 6 is connected to the middle direct current link of the first bogie circuit and the middle direct current link of the second bogie circuit through the second switch circuit 5.
The main generator 3 of the technical scheme of the embodiment only has one set of stator winding output and is distributed to two bogies by a switch circuit, the current output to the two bogies can be automatically adjusted along with different loads, the intermediate direct current link voltage distributed to the first bogie and the second bogie is always the same, and the traditional frame control type locomotive always adopts two sets of independent stator winding output and has the problem of different intermediate direct current link voltages caused by different loads. The two bogies are supplied with power by the same power battery pack, so that the problems of overcharge and overdischarge of the power battery caused by different loads of the two power batteries of the traditional frame control type hybrid power locomotive are avoided.
As shown in fig. 2, the main/auxiliary transmission system disclosed in some embodiments of the present invention further includes an auxiliary system 7, wherein the auxiliary system 7 is connected to the intermediate dc link of the first bogie circuit and the second bogie circuit. The load of the auxiliary system 7 is not split into two bogies, so that the problem of unbalanced load of the two auxiliary systems 7 of the traditional frame control type hybrid power locomotive is solved. Preferably, a third reactor 106 is provided between the auxiliary system 7 and the intermediate dc link of the first bogie circuit, and a fourth reactor 206 is provided between the auxiliary system 7 and the intermediate dc link of the second bogie circuit.
In the main and auxiliary transmission system disclosed by some embodiments of the present invention, the first bogie loop comprises a first PWM rectifier 101, a first intermediate dc link 102, a first traction inverter 103 and a traction motor 104, which are sequentially connected in series, the first PWM rectifier 101 is connected to the first switching circuit 4; the second bogie loop comprises a second PWM rectifier 201, a second intermediate direct current link 202, a second traction inverter 203 and a second traction motor 204 which are sequentially connected in series, and the second PWM rectifier 201 is connected with the first switch circuit 4. The PWM controllable rectifier is adopted to replace the traditional uncontrollable rectifier, the intermediate direct current link voltage is controlled through the PWM controllable rectifier to realize the control of the charging current of the power battery pack, the power battery charging equipment of the traditional hybrid power locomotive is omitted, and the circuit structure is simple.
In the main and auxiliary transmission system disclosed by some embodiments of the present invention, a first reactor 105 is disposed between the second switch circuit 5 and the intermediate dc link of the first bogie circuit, and a second reactor 205 is disposed between the second switch circuit 5 and the intermediate dc link of the second bogie circuit. The power battery pack is connected to the middle direct current loop through the reactor, and compared with the traditional hybrid power locomotive, a power battery pre-charging circuit is omitted, and the circuit structure is simple. The reactor prevents the power battery pack from charging the intermediate direct current loop capacitor with excessive current at the moment of being put into operation, and inhibits current flow and circulation between the two bogies when the power battery pack is simultaneously put into the first bogie and the second bogie.
As shown in fig. 3, in the main and auxiliary transmission system disclosed in some embodiments of the present invention, the power battery assembly 6 includes at least two battery branches arranged in parallel; each battery branch comprises a contactor and a power battery module which are connected in series. When any one of the parallel branches fails, the failed branch can be cut off through the internal contactor, so that the locomotive power battery pack only loses 1/3 power.
In the main and auxiliary transmission system disclosed by some embodiments of the present invention, the second switch circuit 5 includes a first contactor connected to the first bogie circuit and a second contactor connected to the second bogie circuit, respectively, and both the first contactor and the second contactor are connected to the power battery assembly 6; therefore, even if the main circuit of the first bogie or the second bogie has a fault, the corresponding contactor of the fault circuit is opened, the fault bogie is cut off, and the locomotive only loses 1/2 power.
In the main and auxiliary transmission system disclosed in some embodiments of the present invention, the first switch circuit 4 includes a third contactor connected to the first bogie circuit and a fourth contactor connected to the second bogie circuit, and the third contactor and the fourth contactor are both connected to the main generator 3. When any main transmission system loop fails, the corresponding contactor of the failure loop is opened, so that the locomotive only loses 1/2 power.
The embodiment of the invention also discloses a main and auxiliary transmission method based on a frame control mode, wherein a main generator 3 is provided with a set of stator winding output and is distributed to a first bogie loop and a second bogie loop through a first switch circuit 4;
the first bogie loop and the second bogie loop both adopt PWM controllable rectifiers to control the voltage of an intermediate direct current link;
and the power battery assembly 6 is connected into the intermediate direct current link of the first bogie loop and the second bogie loop through a reactor.
In a preferred embodiment, the auxiliary system 7 is connected to the intermediate dc link of the first bogie circuit and the second bogie circuit via a reactor.
As shown in fig. 2, in some embodiments of the present invention, the diesel engine 1 is mechanically connected to the main generator 3, the first switching circuit 4 is connected to the main generator 3, the first PWM rectifier 101, and the second PWM rectifier 201, the first intermediate dc link 102 is connected to the first PWM rectifier 101, the third reactor 106, the first reactor 105, and the first traction inverter 103, the second intermediate dc link 202 is connected to the second PWM rectifier 201, the fourth reactor 206, the second reactor 205, and the second traction inverter 203, one (i-frame) 3 traction motors are connected to the first traction inverter 103, two (ii-frame) 3 traction motors are connected to the second traction inverter 203, the auxiliary system 7 is connected to the third reactor 106 and the fourth reactor 206, and the second switching circuit 5 is connected to the first reactor 105, the second reactor 205, and the battery pack.
The diesel engine 1 converts fuel oil into mechanical energy to drive the main generator 3 to generate three-phase alternating current; the first switch circuit 4 divides the three-phase alternating current output by the main generator 3 into a first bogie loop and a second bogie loop, and meanwhile, the on-off of the circuits can be controlled through a switch; the first PWM rectifier 101 and the second PWM rectifier 201 are used for rectifying three-phase ac power into dc power, and simultaneously, the voltages output to the first intermediate dc link 102 and the second intermediate dc link 202 can be controlled, so as to control the charging current of the power battery assembly 6; the first traction inverter 103 and the second traction inverter 203 are used for inverting direct currents on the first intermediate direct current link 102 and the second intermediate direct current link 202 into alternating currents to be supplied to 3 traction motors of the I frame and 3 traction motors of the II frame; the first reactor 105, the second reactor 205, the third reactor 106 and the fourth reactor 206 are used for preventing the problem of electricity crosstalk between the intermediate direct current link of the first bogie and the intermediate direct current link of the second bogie; the auxiliary system 7 mainly provides energy for the auxiliary systems 7 such as a ventilator, a cooling fan, an air compressor, a control loop and the like on the locomotive; the second switch circuit 5 is used for respectively connecting the power battery pack to the intermediate direct-current link of the first bogie and the intermediate direct-current link of the second bogie, and controlling the on-off of the circuit through a switch; the power battery pack is an energy storage device of the locomotive and can provide energy for the locomotive alone or together with the diesel engine 1.
The main principle is that the diesel engine 1 drags the main generator 3 to rotate to generate three-phase alternating current, the three-phase alternating current is respectively supplied to the first PWM rectifier 101 and the second PWM rectifier 201 through the first switch circuit 4 and is supplied to the first intermediate direct current link 102 and the second intermediate direct current link 202 after being rectified by the rectifiers, and the direct current of the first intermediate direct current link 102 is inverted into three-phase alternating current by the first traction inverter 103 and is supplied to the I traction motors. Similarly, the second traction inverter 203 inverts the direct current of the second intermediate direct current link 202 into three-phase alternating current and supplies the three-phase alternating current to the second 3 traction motors, the auxiliary system 7 respectively obtains electricity from the first intermediate direct current link 102 and the second intermediate direct current link 202 through the third reactor 106 and the fourth reactor 206, and the power battery assembly 6 respectively obtains electricity from the first intermediate direct current link 102 and the second intermediate direct current link 202 through the second switching circuit 5, the first reactor 105 and the second reactor 205.
As shown in fig. 3, in some embodiments of the present invention, there are 3 parallel branches inside the power battery pack, namely, a first parallel branch 61, a second parallel branch 62 and a third parallel branch 63, each parallel branch is formed by connecting a contactor 611 and a power battery module 612 in series, and when any one parallel branch fails, the failed branch can be cut off by an internal contactor, so that the power battery pack of the locomotive only loses 1/3 power; the power battery pack is connected to the intermediate direct current link circuit through the third contactor 51 and the fourth contactor 52, so that even if the first bogie loop or the second bogie main loop fails, the corresponding contactor of the failed loop can be disconnected, the failed bogie can be cut off, and the locomotive only loses 1/2 power.
The three-phase alternating current output by the main generator 3 is respectively connected to the first PWM rectifier 101 and the second PWM rectifier 201 through the first contactor 41 and the second contactor 42, and similarly, when any one main transmission system loop fails, the corresponding contactor of the failed loop is disconnected, so that the locomotive only loses 1/2 power; in addition, the power battery pack is connected to the intermediate direct current loop of the two bogies through the first reactor 105 and the second reactor 205, respectively, when the power battery pack is put into operation, the first reactor 105 and the second reactor 205 prevent the power battery pack from being put into operation to charge the intermediate direct current loop capacitor with excessive current at the moment, and further, when the power battery pack is simultaneously put into the first bogie and the second bogie, the current flowing and circulating between the two bogies are restrained.
In summary, the hybrid locomotive main and auxiliary transmission system, the hybrid locomotive and the main and auxiliary transmission method based on the frame control method disclosed by the embodiment of the invention adopt one power battery pack and one set of auxiliary system through the main and auxiliary topological structure, so that the problem of inconsistent SOC of power batteries on two bogies due to different loads of a traction motor and the auxiliary system is avoided, in addition, the two bogies are connected together through a reactor, the current conversion between the two bogies is prevented, the pre-charging loop is saved, and the circuit structure is simple.
It should be particularly noted that the various components or steps in the above embodiments can be mutually intersected, replaced, added or deleted, and therefore, the combination formed by the reasonable permutation and combination conversion shall also belong to the protection scope of the present invention, and the protection scope of the present invention shall not be limited to the embodiments.
The above is an exemplary embodiment of the present disclosure, and the order of disclosure of the above embodiment of the present disclosure is only for description and does not represent the merits of the embodiment. It should be noted that the discussion of any embodiment above is exemplary only, and is not intended to intimate that the scope of the disclosure, including the claims, of embodiments of the invention is limited to those examples, and that various changes and modifications may be made without departing from the scope, as defined in the claims. The functions, steps and/or actions of the method claims in accordance with the disclosed embodiments described herein need not be performed in any particular order. Furthermore, although elements of the disclosed embodiments of the invention may be described or claimed in the singular, the plural is contemplated unless limitation to the singular is explicitly stated.
Those of ordinary skill in the art will understand that: the discussion of any embodiment above is meant to be exemplary only, and is not intended to intimate that the scope of the disclosure, including the claims, of embodiments of the invention is limited to these examples; within the idea of an embodiment of the invention, also technical features in the above embodiment or in different embodiments may be combined and there are many other variations of the different aspects of an embodiment of the invention as described above, which are not provided in detail for the sake of brevity. Therefore, any omissions, modifications, substitutions, improvements, and the like that may be made without departing from the spirit and principles of the embodiments of the present invention are intended to be included within the scope of the embodiments of the present invention.

Claims (10)

1. A hybrid locomotive main and auxiliary transmission system based on a frame control mode is characterized by comprising a diesel engine, a main generator, a first switch circuit, a first bogie loop, a second switch circuit and a power battery component, wherein,
the diesel engine, the main generator and the first switch circuit are connected in series, the first bogie loop and the second bogie loop are connected in parallel to the first switch circuit, and the power battery assembly is connected to the middle direct current link of the first bogie loop and the middle direct current link of the second bogie loop through the second switch circuit.
2. The primary and secondary drive system of claim 1, further comprising an auxiliary system connected to the intermediate dc link of the first and second bogie circuits.
3. The main and auxiliary drive system of claim 1, wherein the first bogie circuit comprises a first PWM rectifier, a first intermediate dc link, a first traction inverter and a traction motor connected in series in sequence, the first PWM rectifier being connected to a first switching circuit;
the second bogie loop comprises a second PWM rectifier, a second intermediate direct current link, a second traction inverter and two traction motors which are sequentially connected in series, and the second PWM rectifier is connected with the first switch circuit.
4. The primary-secondary drive system of claim 1, wherein a first reactor is provided between the second switching circuit and the intermediate dc link of the first bogie loop, and a second reactor is provided between the second switching circuit and the intermediate dc link of the second bogie loop.
5. The main-auxiliary transmission system according to claim 2, wherein a third reactor is provided between the auxiliary system and the intermediate dc link of the first bogie circuit, and a fourth reactor is provided between the auxiliary system and the intermediate dc link of the second bogie circuit.
6. The primary and secondary drive system of claim 1, wherein the power cell assembly includes at least two cell branches arranged in parallel;
each battery branch comprises a contactor and a power battery module which are connected in series.
7. The main and auxiliary drive system of claim 1, wherein the second switching circuit comprises a first contactor connected to a first bogie circuit and a second contactor connected to a second bogie circuit, respectively, the first contactor and the second contactor being connected to the power battery assembly;
the first switch circuit comprises a third contactor and a fourth contactor, the third contactor is connected into the first bogie loop and the fourth contactor is connected into the second bogie loop respectively, and the third contactor and the fourth contactor are connected with the main generator respectively.
8. A hybrid locomotive based on a frame control mode, characterized in that it comprises a primary and secondary transmission system according to any one of claims 1 to 7.
9. A hybrid locomotive main and auxiliary transmission method based on a frame control mode is characterized in that a main generator is provided with a set of stator winding output and is distributed to a first bogie loop and a second bogie loop through a first switch circuit;
the first bogie loop and the second bogie loop both adopt PWM controllable rectifiers to control the voltage of an intermediate direct current link;
and the power battery assembly is connected into the intermediate direct current link of the first bogie loop and the second bogie loop through the reactor.
10. The method of claim 9, wherein the auxiliary system is coupled to the intermediate dc link of the first bogie circuit and the second bogie circuit through a reactor.
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CN205377672U (en) * 2016-01-22 2016-07-06 株洲南车时代电气股份有限公司 Converter device for diesel locomotive
CN105971798A (en) * 2016-08-04 2016-09-28 中车戚墅堰机车有限公司 Circuit for achieving variable frequency starting of alternating current internal combustion locomotive diesel engine based on four-quadrant converter
CN106671796A (en) * 2015-11-11 2017-05-17 中车大连电力牵引研发中心有限公司 Locomotive traction system

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CN104401335A (en) * 2014-12-02 2015-03-11 南车资阳机车有限公司 Main driving system of hybrid power locomotive
CN106671796A (en) * 2015-11-11 2017-05-17 中车大连电力牵引研发中心有限公司 Locomotive traction system
CN105235546A (en) * 2015-11-18 2016-01-13 南车资阳机车有限公司 Electric main driving system for 1000kW power level pure electric alternating current driving switch engine
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