CN111193315B - Rail vehicle power supply system - Google Patents
Rail vehicle power supply system Download PDFInfo
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- CN111193315B CN111193315B CN202010017798.6A CN202010017798A CN111193315B CN 111193315 B CN111193315 B CN 111193315B CN 202010017798 A CN202010017798 A CN 202010017798A CN 111193315 B CN111193315 B CN 111193315B
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- pole double
- power supply
- throw switch
- direct current
- positive electrode
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C3/00—Electric locomotives or railcars
- B61C3/02—Electric locomotives or railcars with electric accumulators
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a rail vehicle power supply system, wherein a direct current power supply rail positive electrode, a step-down device input end positive electrode, a step-up device input end positive electrode and an inverter direct current side positive electrode are connected; the direct current power supply rail cathode, the input end cathode of the voltage reduction device, the input end cathode of the voltage boosting device, the output end cathode of the voltage reduction device are connected, the direct current power supply rail cathode is connected with one fixed contact of KM1, the other fixed contact of KM1 is suspended, and the movable contact of KM1 is connected with the direct current side cathode of the inverter and the traction storage battery cathode; the negative electrode of the input end of the voltage reduction device is connected with a fixed contact of KM3, the positive electrode of the output end of the voltage reduction device is connected with another fixed contact of KM3, the movable contact of KM3 is connected with a fixed contact of KM2, the other fixed contact of KM2 is connected with the positive electrode of the output end of the voltage reduction device, and the movable contact of KM2 is connected with the positive electrode of the traction storage battery; the alternating current side of the inverter is connected with the alternating current motor, the voltage of the end of the inverter is improved, and the alternating current motor feeds back more energy to the power grid, so that the energy is saved.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a rail vehicle power supply system.
Background
At present, many rail vehicles at home and abroad, such as medium-low speed magnetic levitation vehicles, metro vehicles, light rails, straddle-type monorail and the like, adopt a direct current power supply mode in an external power supply mode, but in the field of rail traffic, many rail vehicles rely on a storage battery to supply power as traction or auxiliary traction besides the direct current power supply mode, and mainly consider the requirement of providing traction power of the vehicles through the storage battery under the condition that the vehicles are not powered by an external power supply.
However, the current power supply system for supplying direct current power to the railway vehicle and combining the storage battery power supply has the problem of energy saving.
Disclosure of Invention
In view of the above, the present invention provides a power supply system for a rail vehicle to solve the problem that the power supply system in the prior art is not energy-saving.
In order to achieve the above purpose, the present invention provides the following technical solutions:
a rail vehicle power supply system, the rail vehicle power supply system comprising at least: a direct current power supply, an inverter, an alternating current motor, a step-up/step-down chopper and a traction storage battery; the DC power supply includes: a positive electrode of the direct current power supply rail and a negative electrode of the direct current power supply rail; the step-up/step-down chopper includes at least: a boost device and a buck device connected in parallel, and three single pole double throw switches KM1, KM2 and KM3;
the direct current power supply rail positive electrode, the input end positive electrode of the voltage reduction device, the input end positive electrode of the voltage increase device and the direct current side positive electrode of the inverter are connected;
the direct current power supply rail cathode, the input end cathode of the voltage reduction device, the input end cathode of the voltage increase device, the output end cathode of the voltage increase device and the output end cathode of the voltage reduction device are connected, the direct current power supply rail cathode is connected with one fixed contact of a single-pole double-throw switch KM1, the other fixed contact of the single-pole double-throw switch KM1 is suspended, and a movable contact of the single-pole double-throw switch KM1 is connected with a direct current side cathode of an inverter and a cathode end of a traction storage battery;
the negative electrode of the input end of the voltage reduction device is also connected with one of the fixed contacts of a single-pole double-throw switch KM3, the positive electrode of the output end of the voltage reduction device is connected with the other fixed contact of the single-pole double-throw switch KM3, the movable contact of the single-pole double-throw switch KM3 is connected with one of the fixed contacts of a single-pole double-throw switch KM2, the other fixed contact of the single-pole double-throw switch KM2 is connected with the positive electrode of the output end of the voltage reduction device, and the movable contact of the single-pole double-throw switch KM2 is connected with the positive electrode end of a traction storage battery;
the alternating-current side of the inverter is connected with an alternating-current motor;
through the actions of the single-pole double-throw switches KM1, KM2 and KM3, the voltages at the two ends of the direct current power supply and the traction storage battery are loaded to the input end of the inverter, the end voltage of the input end of the inverter is improved, and the vehicle enters a regenerative braking working mode at a high speed point by adjusting the output voltage of the inverter, so that the alternating current motor feeds back more energy to the power grid, and the energy saving purpose is achieved.
Preferably, the contact connection relationship of the single pole double throw switches KM1, KM2, KM3 comprises:
the movable contact of the single-pole double-throw switch KM1 is connected with a suspended fixed contact, the movable contact of the single-pole double-throw switch KM3 is connected with a fixed contact connected with the negative electrode of the input end of the voltage reduction device, and the movable contact of the single-pole double-throw switch KM2 is connected with a fixed contact connected with the single-pole double-throw switch KM 3.
Preferably, the contact connection relationship of the single pole double throw switches KM1, KM2, KM3 comprises:
the movable contact of the single-pole double-throw switch KM1 is connected with the fixed contact connected with the negative electrode of the direct-current power supply rail, the movable contact of the single-pole double-throw switch KM3 is connected with the fixed contact connected with the positive electrode of the output end of the voltage reduction device, and the movable contact of the single-pole double-throw switch KM2 is connected with the fixed contact connected with the single-pole double-throw switch KM 3.
Preferably, the contact connection relationship of the single pole double throw switches KM1, KM2, KM3 comprises:
the movable contact of the single-pole double-throw switch KM1 is connected with the fixed contact connected with the negative electrode of the direct current power supply rail, the movable contact of the single-pole double-throw switch KM3 is connected with the fixed contact connected with the positive electrode of the output end of the voltage reduction device, and the movable contact of the single-pole double-throw switch KM2 is connected with the fixed contact connected with the positive electrode of the output end of the voltage increase device.
As can be seen from the above technical solution, the embodiment of the present invention discloses a power supply system for a rail vehicle, which at least includes: a direct current power supply, an inverter, an alternating current motor, a step-up/step-down chopper and a traction storage battery; the DC power supply includes: a positive electrode of the direct current power supply rail and a negative electrode of the direct current power supply rail; the step-up/step-down chopper includes at least: a boost device and a buck device connected in parallel, and three single pole double throw switches KM1, KM2 and KM3; the direct current power supply rail positive electrode, the input end positive electrode of the voltage reduction device, the input end positive electrode of the voltage increase device and the direct current side positive electrode of the inverter are connected; the direct current power supply rail cathode, the input end cathode of the voltage reduction device, the input end cathode of the voltage increase device, the output end cathode of the voltage increase device and the output end cathode of the voltage reduction device are connected, the direct current power supply rail cathode is connected with one fixed contact of a single-pole double-throw switch KM1, the other fixed contact of the single-pole double-throw switch KM1 is suspended, and a movable contact of the single-pole double-throw switch KM1 is connected with a direct current side cathode of an inverter and a cathode end of a traction storage battery; the negative electrode of the input end of the voltage reduction device is also connected with one of the fixed contacts of a single-pole double-throw switch KM3, the positive electrode of the output end of the voltage reduction device is connected with the other fixed contact of the single-pole double-throw switch KM3, the movable contact of the single-pole double-throw switch KM3 is connected with one of the fixed contacts of a single-pole double-throw switch KM2, the other fixed contact of the single-pole double-throw switch KM2 is connected with the positive electrode of the output end of the voltage reduction device, and the movable contact of the single-pole double-throw switch KM2 is connected with the positive electrode end of a traction storage battery; the ac side of the inverter is connected with an ac motor. Through the actions of the single-pole double-throw switches KM1, KM2 and KM3, the voltages at the two ends of the direct current power supply and the traction storage battery are loaded to the input end of the inverter, the terminal voltage of the input end of the inverter can be obviously improved, and the output voltage of the inverter is reasonably regulated, so that the vehicle enters a regenerative braking working mode at a higher speed point, more energy can be fed back to the power grid through the alternating current motor, and the purpose of energy conservation is achieved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present invention, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.
Fig. 1 is a circuit configuration diagram of a power supply system for a rail vehicle according to an embodiment of the present invention;
fig. 2 is a circuit configuration diagram of a specific power supply system for a rail vehicle according to an embodiment of the present invention;
FIG. 3 is a circuit block diagram of another specific rail vehicle power supply system provided by an embodiment of the present invention;
FIG. 4 is a circuit block diagram of yet another specific rail vehicle power supply system provided in accordance with an embodiment of the present invention;
fig. 5 is a circuit configuration diagram of another specific power supply system for a rail vehicle according to an embodiment of the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Regenerative braking, also known as feedback braking, is a braking technique used on electric vehicles. Converting and storing the kinetic energy of the vehicle during braking; rather than becoming useless heat.
The regenerative braking is a process of recovering energy because the motor is switched to a generator to operate under a braking condition, the inertia of the vehicle is utilized to drive the motor rotor to rotate to generate a counter torque, and a part of kinetic energy or potential energy is converted into electric energy to be stored or utilized.
In the current power supply system for supplying direct current power to a railway vehicle and combining storage battery power supply, in the process of braking the railway vehicle, as the terminal voltage applied to the input end of the inverter is not high, the terminal voltage of the output end of the inverter is also not high, so that the speed point formulated by the regeneration of the alternating current motor is lower, the working interval (speed range) of the regenerative braking of the vehicle is shorter, and only a small amount of electric energy can be fed back to a power grid. That is, the regenerative braking operation section (speed range) of the railway vehicle cannot be extended by the power supply system alone, and the train is not energy-efficient.
The embodiment of the invention provides the following railway vehicle power supply system in order to prolong the working range (speed range) of the regenerative braking of the railway vehicle, so that the train can feed back more energy to the power grid to achieve the purpose of saving more energy.
As shown in fig. 1, in order to illustrate a circuit configuration diagram of a power supply system for a rail vehicle according to an embodiment of the present application, the power supply system for a rail vehicle according to an embodiment of the present application at least includes: a direct current power supply 0, an inverter 3, an alternating current motor 4, a step-up/step-down chopper 5, and a traction battery 6;
the dc power supply 0 includes: a direct current power supply rail anode 1 and a direct current power supply rail cathode 2;
the step-up/step-down chopper 5 includes at least: a boost device 7 and a buck device 8 connected in parallel, and three single pole double throw switches KM1, KM2, KM3;
the direct current power supply rail anode 1, the input end anode of the voltage reduction device 8, the input end anode of the voltage increase device 7 and the direct current side anode of the inverter 3 are connected;
the direct current power supply rail cathode 2, the input end cathode of the voltage reduction device 8, the input end cathode of the voltage increase device 7, the output end cathode of the voltage increase device 7 and the output end cathode of the voltage reduction device 8 are connected, the direct current power supply rail cathode 2 is connected with one fixed contact of a single-pole double-throw switch KM1, the other fixed contact of the single-pole double-throw switch KM1 is suspended, and a movable contact of the single-pole double-throw switch KM1 is connected with a direct current side cathode of the inverter 3 and a cathode end of the traction storage battery 6;
the negative electrode of the input end of the voltage reducing device 8 is also connected with one of the fixed contacts of the single-pole double-throw switch KM3, the positive electrode of the output end of the voltage reducing device 8 is connected with the other fixed contact of the single-pole double-throw switch KM3, the movable contact of the single-pole double-throw switch KM3 is connected with one of the fixed contacts of the single-pole double-throw switch KM2, the other fixed contact of the single-pole double-throw switch KM2 is connected with the positive electrode of the output end of the voltage increasing device 7, and the movable contact of the single-pole double-throw switch KM2 is connected with the positive electrode of the traction storage battery 6;
the ac side of the inverter 3 is connected to an ac motor 4.
The dc power supply rail positive electrode 1 and the dc power supply rail negative electrode 2 supply external electric energy of dc 1500V or dc 750V to the whole vehicle traction system.
According to the embodiment of the invention, through the actions of the single-pole double-throw switches KM1, KM2 and KM3, the voltages at the two ends of the direct-current power supply and the traction storage battery are loaded to the input end of the inverter, the terminal voltage of the input end of the inverter can be obviously improved, and the output voltage of the inverter is reasonably regulated, so that a vehicle enters a regenerative braking working mode at a higher speed point, namely, the working interval (speed range) of regenerative braking is prolonged, and therefore, more energy can be fed back to a power grid by the alternating-current motor, and the vehicle is more energy-saving.
In the above circuit structure in the embodiment of the present invention, the step-up/step-down chopper 5 has more operation mode conversion functions, for example: the switching of various modes such as a buck charging mode, a boost traction mode and a regenerative braking mode is realized through the change-over switches KM1, KM2 and KM3 in the buck-boost chopper 5, so that the circuit structure is enriched, and the circuit has more functions.
It should be noted that, in the embodiment of the present invention, the action functions of the switches KM1, KM2, KM3 may be implemented by a software program, or may be implemented by a special programmable logic controller, which is not specifically limited.
As shown in fig. 2, a circuit structure diagram of a specific rail vehicle power supply system disclosed in an embodiment of the present application at least includes: a direct current power supply 0, an inverter 3, an alternating current motor 4, a step-up/step-down chopper 5, and a traction battery 6;
the dc power supply 0 includes: a direct current power supply rail anode 1 and a direct current power supply rail cathode 2;
the step-up/step-down chopper 5 includes at least: a boost device 7 and a buck device 8 connected in parallel, and three single pole double throw switches KM1, KM2, KM3;
the direct current power supply rail anode 1, the input end anode of the voltage reduction device 8, the input end anode of the voltage increase device 7 and the direct current side anode of the inverter 3 are connected;
the direct current power supply rail cathode 2, the input end cathode of the voltage reduction device 8, the input end cathode of the voltage increase device 7, the output end cathode of the voltage increase device 7 and the output end cathode of the voltage reduction device 8 are connected, the direct current power supply rail cathode 2 is connected with one of the fixed contacts of the single-pole double-throw switch KM1, the other fixed contact of the single-pole double-throw switch KM1 is suspended, the movable contact of the single-pole double-throw switch KM1 is connected with the direct current side cathode of the inverter 3 and the cathode end of the traction storage battery 6, and the movable contact of the single-pole double-throw switch KM1 is connected with the suspended fixed contact;
the negative electrode of the input end of the voltage reduction device 8 is also connected with one of the fixed contacts of the single-pole double-throw switch KM3, the positive electrode of the output end of the voltage reduction device 8 is connected with the other fixed contact of the single-pole double-throw switch KM3, the movable contact of the single-pole double-throw switch KM3 is connected with one of the fixed contacts of the single-pole double-throw switch KM2, the other fixed contact of the single-pole double-throw switch KM2 is connected with the positive electrode of the voltage reduction device 7, the movable contact of the single-pole double-throw switch KM2 is connected with the positive electrode of the traction battery 6, the movable contact of the single-pole double-throw switch KM3 is connected with the fixed contact of the negative electrode of the input end of the voltage reduction device 8, and the movable contact of the single-pole double-throw switch KM2 is connected with the fixed contact of the single-pole double-throw switch KM3;
the ac side of the inverter 3 is connected to an ac motor 4.
Under the condition that a braking instruction is received, connecting a movable contact of the single-pole double-throw switch KM1 with a suspended fixed contact, connecting a movable contact of the single-pole double-throw switch KM3 with a fixed contact connected with the negative electrode of the input end of the voltage reduction device, and connecting a movable contact of the single-pole double-throw switch KM2 with a fixed contact connected with the single-pole double-throw switch KM3; the rail vehicle power supply system enters an operation mode of expanding a regenerative braking range, the inverter 3 works in a rectification state, the step-up/step-down chopper 5 works in a straight-through state (a contact b and a contact c of a single-pole double-throw switch KM1 in the step-up/step-down chopper 5 are conducted, a contact b and a contact c of a single-pole double-throw switch KM2 are conducted, a contact b and a contact c of the single-pole double-throw switch KM3 are conducted), at the moment, the traction storage battery 6 is in a regenerative energy charging state, and current flows in one direction, as shown in fig. 2: the direct current power supply rail positive electrode 1 is sequentially reached from the direct current side positive electrode of the inverter 3 through the circuit (2) and the circuit (1), then enters the positive electrode of the traction storage battery 6 through the external substation, the direct current power supply rail negative electrode 2, the circuit (5), the contact b of the KM3, the contact c of the KM2, the contact b of the KM2, the contact c of the KM2 and the circuit (8), and then flows out from the negative electrode of the traction storage battery 6, passes through the circuit (7) and the circuit (3) and returns to the direct current side negative electrode of the inverter 3, as shown by a loop E.
Under the working condition, the contact b and the contact c of the single-pole double-throw switch KM1 are conducted, the contact b and the contact c of the single-pole double-throw switch KM2 are conducted, and the contact b and the contact c of the single-pole double-throw switch KM3 are conducted, so that the voltage at the two ends of a direct-current power supply source and a traction storage battery is loaded at the two ends of an inverter, the terminal voltage at the input end of the inverter can be obviously improved, the output voltage of the inverter is reasonably regulated, and therefore a vehicle enters a regenerative braking working mode at a higher speed point, and therefore, the alternating-current motor can feed back more energy to a power grid, and the railway vehicle can be more energy-saving by enlarging the regenerative braking range.
As shown in fig. 3, a circuit structure diagram of another specific rail vehicle power supply system disclosed in an embodiment of the present application at least includes: a direct current power supply 0, an inverter 3, an alternating current motor 4, a step-up/step-down chopper 5, and a traction battery 6;
the dc power supply 0 includes: a direct current power supply rail anode 1 and a direct current power supply rail cathode 2;
the step-up/step-down chopper 5 includes at least: a boost device 7 and a buck device 8 connected in parallel, and three single pole double throw switches KM1, KM2, KM3;
the direct current power supply rail anode 1, the input end anode of the voltage reduction device 8, the input end anode of the voltage increase device 7 and the direct current side anode of the inverter 3 are connected;
the direct current power supply rail cathode 2, the input end cathode of the voltage reduction device 8, the input end cathode of the voltage increase device 7, the output end cathode of the voltage increase device 7 and the output end cathode of the voltage reduction device 8 are connected, the direct current power supply rail cathode 2 is connected with one of the fixed contacts of the single-pole double-throw switch KM1, the other fixed contact of the single-pole double-throw switch KM1 is suspended, the movable contact of the single-pole double-throw switch KM1 is connected with the direct current side cathode of the inverter 3 and the cathode end of the traction storage battery 6, and the movable contact of the single-pole double-throw switch KM1 is connected with the fixed contact connected with the direct current power supply rail cathode 2;
the negative electrode of the input end of the voltage reduction device 8 is also connected with one of the fixed contacts of the single-pole double-throw switch KM3, the positive electrode of the output end of the voltage reduction device 8 is connected with the other fixed contact of the single-pole double-throw switch KM3, the movable contact of the single-pole double-throw switch KM3 is connected with one of the fixed contacts of the single-pole double-throw switch KM2, the other fixed contact of the single-pole double-throw switch KM2 is connected with the positive electrode of the voltage reduction device 7, the movable contact of the single-pole double-throw switch KM2 is connected with the positive electrode of the traction battery 6, the movable contact of the single-pole double-throw switch KM3 is connected with the fixed contact of the positive electrode of the output end of the voltage reduction device 8, and the movable contact of the single-pole double-throw switch KM2 is connected with the fixed contact of the single-pole double-throw switch KM3;
the ac side of the inverter 3 is connected to an ac motor 4.
The circuit structure is provided under the condition of external normal power supply, by connecting the movable contact of the single-pole double-throw switch KM1 with the fixed contact connected with the negative electrode 2 of the direct-current power supply rail, the movable contact of the single-pole double-throw switch KM3 is connected with the fixed contact connected with the positive electrode of the output end of the voltage reduction device 8, the movable contact of the single-pole double-throw switch KM2 is connected with the fixed contact connected with the single-pole double-throw switch KM3, so that the inverter 3 works in an inversion state, the step-up/down chopper 5 works in a step-down chopping state (the contact a and the contact c of the single-pole double-throw switch KM1 in the step-up/down chopper 5 are conducted, the contact b and the contact c of the single-pole double-throw switch KM2 are conducted, and the contact a and the contact c of the single-pole double-throw switch KM3 are conducted), and the traction battery is in a charging state at the moment, and current flows in two directions as shown in fig. 3: the external power supply flows into the direct current side positive electrode of the inverter 3 from the direct current power supply rail positive electrode 1 through the line (1) and the line (2), flows out from the direct current side negative electrode of the inverter 3, flows into the direct current power supply rail negative electrode 2 through the line (3), the line (4), the contact a and the contact c of the single-pole double-throw switch KM1 and the line (5), and is shown as a loop A; secondly, the direct current power supply rail anode 1 flows into the anode of the input end of the step-up/step-down chopper 5 through the circuits (1) and (6) to enter the step-down device 8, then flows into the anode of the traction storage battery 6 through the contact a and the contact c of the single-pole double-throw switch KM3, the contact B and the contact c of the single-pole double-throw switch KM2, the circuit (8) flows into the direct current power supply rail anode 2 through the circuit (7), the circuit (4), the contact a and the contact c of the single-pole double-throw switch KM1 and the circuit (5) from the anode of the traction storage battery 6, and the circuit is shown as a loop B.
The circuit structure is provided under the condition of external normal power supply, and is characterized in that the movable contact of the single-pole double-throw switch KM1 is connected with the fixed contact connected with the negative electrode of the direct-current power supply rail, the movable contact of the single-pole double-throw switch KM3 is connected with the fixed contact connected with the positive electrode of the output end of the voltage reduction device, and the movable contact of the single-pole double-throw switch KM2 is connected with the fixed contact connected with the single-pole double-throw switch KM 3. So that the step-up/down chopper 5 steps down the external dc power supply 0 to an appropriate dc power to be supplied to the traction battery unit 6, charges the traction battery unit 6, and at the same time, the inverter 3 inverts the external dc power supply 0 to an ac power of a variable voltage and variable frequency to be supplied to the ac motor 4. The external point energy is used for the normal operation of the alternating current motor on one hand and for charging the traction storage battery unit on the other hand, so that the vehicle runs normally.
As shown in fig. 4, a circuit structure diagram of another specific rail vehicle power supply system disclosed in an embodiment of the present application at least includes: a direct current power supply 0, an inverter 3, an alternating current motor 4, a step-up/step-down chopper 5, and a traction battery 6;
the dc power supply 0 includes: a direct current power supply rail anode 1 and a direct current power supply rail cathode 2;
the step-up/step-down chopper 5 includes at least: a boost device 7 and a buck device 8 connected in parallel, and three single pole double throw switches KM1, KM2, KM3;
the direct current power supply rail anode 1, the input end anode of the voltage reduction device 8, the input end anode of the voltage increase device 7 and the direct current side anode of the inverter 3 are connected;
the direct current power supply rail cathode 2, the input end cathode of the voltage reduction device 8, the input end cathode of the voltage increase device 7, the output end cathode of the voltage increase device 7 and the output end cathode of the voltage reduction device 8 are connected, the direct current power supply rail cathode 2 is connected with one of the fixed contacts of the single-pole double-throw switch KM1, the other fixed contact of the single-pole double-throw switch KM1 is suspended, the movable contact of the single-pole double-throw switch KM1 is connected with the direct current side cathode of the inverter 3 and the cathode end of the traction storage battery 6, and the movable contact of the single-pole double-throw switch KM1 is connected with the fixed contact connected with the direct current power supply rail cathode 2;
the negative electrode of the input end of the voltage reduction device 8 is also connected with one of the fixed contacts of the single-pole double-throw switch KM3, the positive electrode of the output end of the voltage reduction device 8 is connected with the other fixed contact of the single-pole double-throw switch KM3, the movable contact of the single-pole double-throw switch KM3 is connected with one of the fixed contacts of the single-pole double-throw switch KM2, the other fixed contact of the single-pole double-throw switch KM2 is connected with the positive electrode of the voltage reduction device 7, the movable contact of the single-pole double-throw switch KM2 is connected with the positive electrode of the traction battery 6, the movable contact of the single-pole double-throw switch KM3 is connected with the fixed contact of the positive electrode of the output end of the voltage reduction device 8, and the movable contact of the single-pole double-throw switch KM2 is connected with the fixed contact of the positive electrode of the output end of the voltage reduction device 7;
the ac side of the inverter 3 is connected to an ac motor 4.
It should be noted that, the above circuit structure is provided only under the traction power supply condition of the traction battery, the inverter 3 works in the inversion state, the step-up/step-down chopper 5 works in the step-up chopping state (the contact a and the contact c of the single-pole double-throw switch KM1 in the step-up/step-down chopper 5 are conducted, the contact a and the contact c of the single-pole double-throw switch KM2 are conducted, and the contact a and the contact c of the single-pole double-throw switch KM3 are conducted), at this time, the traction battery discharges, see fig. 4, and the current flows in one direction: the positive electrode of the traction battery 6 flows into the positive electrode of the direct current side end of the inverter 3 through the contact a and the contact C of the line (8) and the KM2, the line (6) and the line (2), flows out of the negative electrode of the direct current side end of the inverter 3, flows through the line (3) and the line (7) and returns to the negative electrode of the traction battery 6, and is shown as a loop C.
The circuit is powered by the traction battery 6 only under the condition of no external direct current power supply, and the traction battery 6 supplies working electric energy for the alternating current motor 4.
As shown in fig. 5, a circuit structure diagram of another specific rail vehicle power supply system disclosed in an embodiment of the present application at least includes: a direct current power supply 0, an inverter 3, an alternating current motor 4, a step-up/step-down chopper 5, and a traction battery 6;
the dc power supply 0 includes: a direct current power supply rail anode 1 and a direct current power supply rail cathode 2;
the step-up/step-down chopper 5 includes at least: a boost device 7 and a buck device 8 connected in parallel, and three single pole double throw switches KM1, KM2, KM3;
the direct current power supply rail anode 1, the input end anode of the voltage reduction device 8, the input end anode of the voltage increase device 7 and the direct current side anode of the inverter 3 are connected;
the direct current power supply rail cathode 2, the input end cathode of the voltage reduction device 8, the input end cathode of the voltage increase device 7, the output end cathode of the voltage increase device 7 and the output end cathode of the voltage reduction device 8 are connected, the direct current power supply rail cathode 2 is connected with one fixed contact of a single-pole double-throw switch KM1, the other fixed contact of the single-pole double-throw switch KM1 is suspended, a movable contact of the single-pole double-throw switch KM1 is connected with a direct current side cathode of the inverter 3 and a cathode end of the traction storage battery 6, and the movable contact of the single-pole double-throw switch KM1 is connected with the fixed contact of the direct current power supply rail cathode;
the negative electrode of the input end of the voltage reduction device 8 is also connected with one of the fixed contacts of the single-pole double-throw switch KM3, the positive electrode of the output end of the voltage reduction device 8 is connected with the other fixed contact of the single-pole double-throw switch KM3, the movable contact of the single-pole double-throw switch KM3 is connected with one of the fixed contacts of the single-pole double-throw switch KM2, the other fixed contact of the single-pole double-throw switch KM2 is connected with the positive electrode of the voltage reduction device 7, the movable contact of the single-pole double-throw switch KM2 is connected with the positive electrode of the traction battery 6, the movable contact of the single-pole double-throw switch KM3 is connected with the fixed contact of the output end positive electrode of the voltage reduction device, and the movable contact of the single-pole double-throw switch KM2 is connected with the fixed contact of the single-pole double-throw switch KM3;
the ac side of the inverter 3 is connected to an ac motor 4.
It should be noted that, the above circuit structure is provided under the condition of regenerative braking and power supply of the traction battery, the inverter 3 works in a rectifying state, the step-up/step-down chopper 5 works in a step-down chopping state (the contact a and the contact c of the single-pole double-throw switch KM1 of the step-up/step-down chopper 5 are conducted, the contact b and the contact c of the single-pole double-throw switch KM2 are conducted, and the contact a and the contact c of the single-pole double-throw switch KM3 are conducted), at this time, the traction battery is in a regenerative energy charging state, see fig. 5, and current flows in one direction: the positive pole of the traction battery 6 is fed from the positive pole of the inverter 3 through a line (2), a line (6), a contact a and a contact c of the single-pole double-throw switch KM3, a contact b and a contact c of the single-pole double-throw switch KM2 and a line (8), and then flows out from the negative pole of the traction battery 6, and returns to the negative pole of the inverter 3 through a line (7) and a line (3), as shown in a loop D.
By the above-described circuit configuration, the traction battery 6 is charged, thereby further expanding the cruising ability of the traction battery 6.
It should be noted that, in the actual working process, the condition of regenerative braking power supply of the traction battery in the present embodiment may be performed alternately with the traction power supply condition of the traction battery in the previous embodiment, and the circuit structure in the previous embodiment is used to supply power to the traction battery under the condition that the first trigger condition is satisfied, and the circuit structure in the present embodiment is used to charge the traction battery under the condition that the second trigger condition is satisfied, so as to further expand the cruising ability of the traction battery 6.
It should be noted that, in the embodiment of the present application, the first trigger condition and the second trigger condition may be set according to time, and may also be set according to the voltages at two ends of the traction battery, which is not limited in this application.
In the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described in a different point from other embodiments, and identical and similar parts between the embodiments are all enough to refer to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant points refer to the description of the method section.
Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative elements and steps are described above generally in terms of functionality in order to clearly illustrate the interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. The software modules may be disposed in Random Access Memory (RAM), memory, read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (4)
1. A rail vehicle power supply system, the rail vehicle power supply system comprising at least: a direct current power supply, an inverter, an alternating current motor, a step-up/step-down chopper and a traction storage battery; the DC power supply includes: a positive electrode of the direct current power supply rail and a negative electrode of the direct current power supply rail; the step-up/step-down chopper includes at least: a boost device and a buck device connected in parallel, and three single pole double throw switches KM1, KM2 and KM3;
the direct current power supply rail positive electrode, the input end positive electrode of the voltage reduction device, the input end positive electrode of the voltage increase device and the direct current side positive electrode of the inverter are connected;
the direct current power supply rail cathode, the input end cathode of the voltage reduction device, the input end cathode of the voltage increase device, the output end cathode of the voltage increase device and the output end cathode of the voltage reduction device are connected, the direct current power supply rail cathode is connected with one fixed contact of a single-pole double-throw switch KM1, the other fixed contact of the single-pole double-throw switch KM1 is suspended, and a movable contact of the single-pole double-throw switch KM1 is connected with a direct current side cathode of an inverter and a cathode end of a traction storage battery;
the negative electrode of the input end of the voltage reduction device is also connected with one of the fixed contacts of a single-pole double-throw switch KM3, the positive electrode of the output end of the voltage reduction device is connected with the other fixed contact of the single-pole double-throw switch KM3, the movable contact of the single-pole double-throw switch KM3 is connected with one of the fixed contacts of a single-pole double-throw switch KM2, the other fixed contact of the single-pole double-throw switch KM2 is connected with the positive electrode of the output end of the voltage reduction device, and the movable contact of the single-pole double-throw switch KM2 is connected with the positive electrode end of a traction storage battery;
the alternating-current side of the inverter is connected with an alternating-current motor;
through the actions of the single-pole double-throw switches KM1, KM2 and KM3, the voltages at the two ends of the direct current power supply and the traction storage battery are loaded to the input end of the inverter, the end voltage of the input end of the inverter is improved, and the vehicle enters a regenerative braking working mode at a high speed point by adjusting the output voltage of the inverter, so that the alternating current motor feeds back more energy to the power grid, and the energy saving purpose is achieved.
2. The power supply system for a railway vehicle according to claim 1, wherein the contact connection relationship of the single pole double throw switches KM1, KM2, KM3 comprises:
the movable contact of the single-pole double-throw switch KM1 is connected with a suspended fixed contact, the movable contact of the single-pole double-throw switch KM3 is connected with a fixed contact connected with the negative electrode of the input end of the voltage reduction device, and the movable contact of the single-pole double-throw switch KM2 is connected with a fixed contact connected with the single-pole double-throw switch KM 3.
3. The power supply system for a railway vehicle according to claim 1, wherein the contact connection relationship of the single pole double throw switches KM1, KM2, KM3 comprises:
the movable contact of the single-pole double-throw switch KM1 is connected with the fixed contact connected with the negative electrode of the direct-current power supply rail, the movable contact of the single-pole double-throw switch KM3 is connected with the fixed contact connected with the positive electrode of the output end of the voltage reduction device, and the movable contact of the single-pole double-throw switch KM2 is connected with the fixed contact connected with the single-pole double-throw switch KM 3.
4. The power supply system for a railway vehicle according to claim 1, wherein the contact connection relationship of the single pole double throw switches KM1, KM2, KM3 comprises:
the movable contact of the single-pole double-throw switch KM1 is connected with the fixed contact connected with the negative electrode of the direct current power supply rail, the movable contact of the single-pole double-throw switch KM3 is connected with the fixed contact connected with the positive electrode of the output end of the voltage reduction device, and the movable contact of the single-pole double-throw switch KM2 is connected with the fixed contact connected with the positive electrode of the output end of the voltage increase device.
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| CN202010017798.6A CN111193315B (en) | 2020-01-08 | 2020-01-08 | Rail vehicle power supply system |
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| CN202010017798.6A CN111193315B (en) | 2020-01-08 | 2020-01-08 | Rail vehicle power supply system |
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| JP2010130772A (en) * | 2008-11-27 | 2010-06-10 | Toshiba Corp | Rail vehicle drive system |
| CN103419680A (en) * | 2013-07-29 | 2013-12-04 | 华北电力大学（保定） | Direct-current traction power supply system based on distributed power supply |
| EP2679459A2 (en) * | 2012-06-28 | 2014-01-01 | Hitachi Ltd. | Railway vehicle traction system |
| CN107565826A (en) * | 2016-06-30 | 2018-01-09 | 株洲中车时代电气股份有限公司 | Rectifier transformer medium-pressure type regenerative braking energy feedback device and its control method altogether |
| CN107732895A (en) * | 2017-11-07 | 2018-02-23 | 西南交通大学 | A kind of electric power electric transformer |
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2020
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2010130772A (en) * | 2008-11-27 | 2010-06-10 | Toshiba Corp | Rail vehicle drive system |
| EP2679459A2 (en) * | 2012-06-28 | 2014-01-01 | Hitachi Ltd. | Railway vehicle traction system |
| CN103419680A (en) * | 2013-07-29 | 2013-12-04 | 华北电力大学（保定） | Direct-current traction power supply system based on distributed power supply |
| CN107565826A (en) * | 2016-06-30 | 2018-01-09 | 株洲中车时代电气股份有限公司 | Rectifier transformer medium-pressure type regenerative braking energy feedback device and its control method altogether |
| CN107732895A (en) * | 2017-11-07 | 2018-02-23 | 西南交通大学 | A kind of electric power electric transformer |
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