CN111532144A - Non-net self-walking energy storage and high-frequency auxiliary converter system for rail transit - Google Patents
Non-net self-walking energy storage and high-frequency auxiliary converter system for rail transit Download PDFInfo
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- CN111532144A CN111532144A CN202010330697.4A CN202010330697A CN111532144A CN 111532144 A CN111532144 A CN 111532144A CN 202010330697 A CN202010330697 A CN 202010330697A CN 111532144 A CN111532144 A CN 111532144A
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- lithium titanate
- titanate battery
- contactor
- auxiliary converter
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- 238000004146 energy storage Methods 0.000 title claims abstract description 61
- WHXSMMKQMYFTQS-UHFFFAOYSA-N Lithium Chemical compound [Li] WHXSMMKQMYFTQS-UHFFFAOYSA-N 0.000 claims abstract description 160
- RTAQQCXQSZGOHL-UHFFFAOYSA-N Titanium Chemical compound [Ti] RTAQQCXQSZGOHL-UHFFFAOYSA-N 0.000 claims abstract description 160
- 229910052744 lithium Inorganic materials 0.000 claims abstract description 160
- 238000004891 communication Methods 0.000 claims abstract description 22
- 238000009413 insulation Methods 0.000 claims abstract description 22
- 238000012423 maintenance Methods 0.000 claims abstract description 17
- 238000001514 detection method Methods 0.000 claims abstract description 13
- 238000012544 monitoring process Methods 0.000 claims description 31
- 238000006243 chemical reaction Methods 0.000 claims description 9
- 238000012545 processing Methods 0.000 claims description 9
- 238000005070 sampling Methods 0.000 claims description 6
- 238000009423 ventilation Methods 0.000 claims description 6
- 230000002159 abnormal effect Effects 0.000 claims description 3
- 230000005540 biological transmission Effects 0.000 claims description 3
- 239000003990 capacitor Substances 0.000 claims description 3
- 238000007599 discharging Methods 0.000 claims description 3
- 238000001914 filtration Methods 0.000 claims description 3
- 230000009466 transformation Effects 0.000 claims description 3
- 238000005516 engineering process Methods 0.000 description 5
- 230000006870 function Effects 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 230000010354 integration Effects 0.000 description 2
- 238000012360 testing method Methods 0.000 description 2
- 239000002253 acid Substances 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- OJIJEKBXJYRIBZ-UHFFFAOYSA-N cadmium nickel Chemical compound [Ni].[Cd] OJIJEKBXJYRIBZ-UHFFFAOYSA-N 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 238000003912 environmental pollution Methods 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 210000001503 joint Anatomy 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000003446 memory effect Effects 0.000 description 1
- 238000012795 verification Methods 0.000 description 1
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Classifications
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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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
-
- 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
-
- 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
- H02J7/0068—Battery or charger load switching, e.g. concurrent charging and load supply
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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
- H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
- H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
- H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
- H02J9/062—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems for AC powered loads
-
- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to 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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Business, Economics & Management (AREA)
- Emergency Management (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
The invention relates to a netless self-propelled energy storage and high-frequency auxiliary converter system for rail transit, which comprises a lithium titanate battery pack I, a positive fuse, a voltage sensor, an insulation detection module, a current sensor, a positive contactor, a traction power supply output interface, a high-frequency auxiliary converter, a DC1500V power supply input interface, a negative fuse, a negative contactor, a manual maintenance switch, a BMS battery management system, a communication and control interface, a pre-charging contactor, a pre-charging resistor, an AC380V output interface, a DC110V non-permanent bus output interface, a unidirectional DC/DC converter, a DC110V permanent bus output interface and a lithium titanate battery pack II. The electric energy is stored in the lithium titanate battery pack, when the vehicle needs to be put into the energy storage system, the vehicle sends an input signal, the BMS receives the starting signal and then controls the positive contactor and the negative contactor in the energy storage system to be closed, and the BMS supplies power to the vehicle traction system through the traction power supply output interface.
Description
Technical Field
The invention relates to the crossing field of a rail transit power supply technology, a current transformation technology and an energy storage technology, in particular to a netless self-walking energy storage and high-frequency auxiliary current transformation system for rail transit.
Background
The netless self-walking system for rail transit combines rail transit power supply and conversion technology with lithium titanate battery energy storage technology to form an independent system which is arranged at the bottom of urban rails and motor cars, and when the vehicles fail to normally receive power, the vehicles are controlled to be put into the netless self-walking energy storage and high-frequency auxiliary conversion system to realize netless self-walking of the vehicles.
The rail transit such as subway, motor train and so on is regarded as the most green traffic mode with the characteristics such as the freight volume is big, fast, safety, environmental protection, energy saving. Because of the large traffic volume and the low driving interval, the power supply system of the vehicle is particularly important. At present, most subway vehicles mainly depend on a contact net or a third rail for external power supply in operation, and when an external power supply fails, the vehicles can only wait for rescue. However, there are cases of operation interruption of subway lines due to external power supply failure every year, and many passengers waiting for trains are collected at subway stations with large passenger flow at ordinary times, which causes adverse effects on normal operation of public transportation. Therefore, the demand that the vehicles can automatically run without a network under the emergency condition that the operation trains of all cities are powered off externally based on the vehicle-mounted energy storage devices is more and more urgent. However, the vehicle-mounted energy storage battery for the rail transit vehicle is generally a lead-acid battery and a cadmium-nickel battery, and the batteries have the characteristics of short service life, environmental pollution, memory effect, difficult maintenance and the like. Therefore, the invention is necessary to provide a safe, reliable and environment-friendly netless self-walking energy storage and high-frequency auxiliary converter system.
Through various tests, the invention can not generate explosion and fire under various conditions of tests and verifications, and is absolutely safe and reliable.
The invention can realize the netless self-walking of the vehicle, and the cycle life is more than 10000 times.
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to provide a netless self-walking energy storage and high-frequency auxiliary converter system for rail transit. The netless self-walking energy storage and high-frequency auxiliary converter system is arranged at the bottom of a rail transit vehicle, electric energy is stored in a battery pack made of lithium titanate materials after being processed and converted, and the system comprises a butt joint interface with the rail transit vehicle and can provide the electric energy according to needs. The invention aims to provide a netless self-propelled power supply for rail transit vehicles.
In order to achieve the above purposes, the technical scheme adopted by the invention is as follows:
a netless self-walking energy storage and high-frequency auxiliary converter system for rail transit comprises: the system comprises a lithium titanate battery pack I1, a positive electrode fuse 2, a voltage sensor 3, an insulation detection module 4, a current sensor 5, a positive electrode contactor 6, a traction power supply output interface 7, a high-frequency auxiliary converter 8, a DC1500V power input interface 9, a negative electrode fuse 10, a negative electrode contactor 11, a manual maintenance switch 12, a BMS battery management system 13, a communication and control interface 14, a pre-charging contactor 15, a pre-charging resistor 16, an AC380V output interface 17, a DC110V non-permanent bus output interface 18, a unidirectional DC/DC converter 19, a DC110V permanent bus output interface 20 and a lithium titanate battery pack II 21;
the positive electrode of the lithium titanate battery pack I1 is connected with one end of a positive electrode fuse 2; the other end of the positive fuse 2 is respectively connected with one end of the voltage sensor 3, a positive monitoring interface of the insulation detection module 4 and one end of the current sensor 5; the other end of the current sensor 5 is respectively connected with one end of the positive contactor 6 and one end of the pre-charging contactor 15; the other end of the pre-charging contactor 15 is connected with one end of a pre-charging resistor 16; the other end of the positive contactor 6 is connected with the other end of the pre-charging resistor 16 and then is respectively connected with the traction power supply output interface 7, the positive electrode of one end of the high-frequency auxiliary converter 8 and the positive electrode of one end of the unidirectional DC/DC converter 19; the other end of the high-frequency auxiliary converter 8 is connected with a DC1500V power input interface 9, the high-frequency auxiliary converter 8 is also respectively connected with an AC380V output interface 17 and a DC110V non-permanent bus output interface 18, and the high-frequency auxiliary converter 8 is also respectively connected with a unidirectional DC/DC converter 19 and a communication and control interface 14 and then connected with a BMS battery management system 13;
the negative electrode of the lithium titanate battery pack II 17 is connected with one end of a negative electrode fuse 10; the other end of the negative fuse 10 is respectively connected with one end of a negative contactor 11, the other end of the voltage sensor 3 and a negative monitoring interface of the insulation detection module 4; the other end of the negative contactor 11 is respectively connected with the traction power supply output interface 7, the negative electrode of one end of the high-frequency auxiliary converter 8 and the negative electrode of one end of the unidirectional DC/DC converter 19; the other end of the unidirectional DC/DC converter 19 is connected with a DC110V permanent bus output interface 20, and the negative electrode of the lithium titanate battery pack I1 is connected with the positive electrode of the lithium titanate battery pack II 21 through a manual maintenance switch 12; the BMS battery management system 13 is also respectively connected with the voltage sensor 3, the insulation detection module 4, the current sensor 5, the anode contactor 6, the cathode contactor 11, the pre-charging contactor 15 and the lithium titanate battery pack II 21;
the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 are used for storing electric energy and supplying the electric energy to a traction system of the rail transit vehicle through a traction power supply output interface 7; the stored electric energy is converted into an AC380V power supply through the DC/AC inversion of the high-frequency auxiliary converter 8, and the power supply is used for supplying power to loads such as a traction fan and emergency ventilation of the rail transit vehicle;
the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 are also used for converting the stored electric energy into a DC110V power supply through the DC/DC of the high-frequency auxiliary converter 8 so as to supply power to auxiliary loads of rail transit vehicles;
the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 are also used for supplying stored electric energy to a permanent load of a rail transit vehicle DC110V through a unidirectional DC/DC converter 19 and a DC110V permanent bus output interface 20;
the positive fuse 2 is used for carrying out overload and short-circuit protection on a loop of the netless self-walking energy storage and high-frequency auxiliary converter system;
the voltage sensor 3 is used for sampling and processing the positive voltage of the lithium titanate battery pack I1 and the negative voltage of the lithium titanate battery pack II 21, then transmitting voltage signals to the BMS battery management system 13, and the BMS battery management system 13 is used for analyzing and monitoring the received voltage signals and then performing fault judgment and early warning;
the insulation monitoring module 4 is used for monitoring the insulation state between the positive electrode of the lithium titanate battery pack I1 and the negative electrode of the lithium titanate battery pack II 21 and the ground, and if the insulation monitoring value does not meet the power-on requirement, the BMS battery management system 13 disconnects the positive electrode contactor 6 and the negative electrode contactor 11;
the current sensor 5 is used for sampling and processing the charging and discharging currents of the lithium titanate battery pack I1 and the lithium titanate battery pack II 21, then transmitting current signals to the BMS battery management system 13, and the BMS battery management system 13 is used for monitoring and recording the received current signals and then performing fault judgment and early warning;
the positive contactor 6 and the negative contactor 11 are used for electrically controlling the power-on and power-off of the netless self-walking energy storage and high-frequency auxiliary converter system, and the BMS battery management system 13 is used for controlling the on and off of the positive contactor 6 and the negative contactor 11, so that the power-on and power-off control of the netless self-walking energy storage and high-frequency auxiliary converter system is realized;
the traction power supply output interface 7 is used for being connected with a traction system of the rail transit vehicle, so that electric energy stored by the netless self-walking energy storage and high-frequency auxiliary converter system is supplied to the traction system of the rail transit vehicle through the traction power supply output interface 7;
the high-frequency auxiliary converter 8 adopts a high-frequency conversion form and comprises a direct current module and an inversion module, wherein a middle direct current module is arranged between the direct current module and the inversion module, and the input side of the direct current module is connected with a DC1500V power input interface 9 and used for rectifying an input voltage into a DC700V voltage through a resonance inverter and high frequency to supply power to the inversion module; the inverter module outputs a stable three-phase AC380V power supply after PWM modulation and filtering and supplies power to the rail transit vehicle AC380V traction fan and the emergency ventilation equipment through an AC380V output interface 17;
the positive electrode contactor 6 is directly connected to an intermediate direct current module of the high-frequency auxiliary converter 8, when the rail transit vehicle network voltage is normal, the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 feed or need to be charged, the BMS battery management system 13 requests to be charged through the communication and control interface 14, the high-frequency auxiliary converter 8 takes a DC1500V power supply as input, and outputs a direct current power supply to charge the lithium titanate battery pack I1 and the lithium titanate battery pack II 21; when the rail transit vehicle network voltage is normal, the high-frequency auxiliary converter 8 is also used for outputting an AC380V power supply and a DC110V power supply after inverting and rectifying a DC1500V input power supply, and supplying power to an AC380V load and a DC110V load of the rail transit vehicle; when the rail transit vehicle grid voltage is abnormal, the high-frequency auxiliary converter 8 is also used for supplying power to a vehicle AC380V load through an inversion module by using the electric energy stored in the lithium titanate battery pack I1 and the lithium titanate battery pack II 21;
the DC1500V power input interface 9 is used as an interface between a netless self-propelled energy storage and high-frequency auxiliary converter system and a DC1500V direct current bus of a rail transit vehicle, and when the rail transit vehicle needs to charge a lithium titanate battery pack I1 and a lithium titanate battery pack II 21, the rail transit vehicle charges the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 through the DC1500V power input interface 9;
the negative fuse 10 is used for overload and short-circuit protection of a loop of the netless self-walking energy storage and high-frequency auxiliary converter system;
the manual maintenance switch 12 is used for effectively disconnecting a circuit between the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 when the netless self-propelled energy storage and high-frequency auxiliary converter system is maintained, so that the safety of maintenance personnel is ensured;
the BMS battery management system 13 is used for monitoring the states of the lithium titanate battery pack I1 and the lithium titanate battery pack II 21, ensuring that the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 are in a healthy working state, controlling the on and off of the pre-charging contactor 15, the anode contactor 6 and the cathode contactor 11 according to the states of the lithium titanate battery pack I1 and the lithium titanate battery pack II 21, and monitoring the states of the pre-charging contactor 15, the anode contactor 6, the cathode contactor 11, the high-frequency auxiliary converter 8 and the unidirectional DC/DC converter 19; the system is used for communicating with a track traffic vehicle TCMS through a communication and control interface 14, reporting the states of the net-free self-walking energy storage and high-frequency auxiliary converter system in real time, and charging a lithium titanate battery pack I1 and a lithium titanate battery pack II 21 according to a charging strategy; the system is used for monitoring and diagnosing the netless self-walking energy storage and high-frequency auxiliary converter system through the communication and control interface 14; the system is used for receiving a current signal sent by the current sensor 5 and a voltage signal sent by the voltage sensor 3, analyzing and processing the current and voltage signals, judging whether to charge and discharge according to the current and voltage requested by the BMS battery management system 13, if the current and voltage data exceed the protection limit value requested by the BMS battery management system 13, protecting the BMS battery management system 13, and requiring current reduction or voltage reduction, even cutting off the positive contactor 6 and the negative contactor 11;
the communication and control interface 14 is used for being connected with a communication interface of the TCMS of the rail transit vehicle for data transmission and control;
the pre-charging contactor 15 and the pre-charging resistor 16 are used for pre-charging a filter capacitor at the direct current side of the high-frequency auxiliary converter 8;
the AC380V output interface 17 is used for supplying power to a rail transit vehicle AC380V load;
the DC110V non-permanent bus output interface 18 is used for supplying power to a rail transit vehicle DC110V load;
the unidirectional DC/DC converter 19 is used for converting electric energy stored in the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 into a DC110V power supply to supply power for permanent loads of the rail transit vehicle;
the output interface 20 of the DC110V permanent bus is an interface between a netless self-propelled energy storage and high-frequency auxiliary converter system and a DC110V permanent bus of a rail transit vehicle.
On the basis of the scheme, the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 have power characteristics and energy characteristics, and are more suitable for occasions with limited vehicle installation space and the requirement for increasing the netless self-walking function.
On the basis of the scheme, the high-frequency auxiliary converter 8 charges the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 in a constant-current step-down charging mode, the BMS battery management system 13 sends a charging mode, a charging current and a voltage value, and the high-frequency auxiliary converter 8 charges according to a request instruction of the BMS battery management system 13.
On the basis of the above scheme, the pre-charging contactor 15 and the pre-charging resistor 16 can pre-charge the high-frequency auxiliary converter 8, so that an impact current caused when the lithium titanate battery pack 1 and the lithium titanate battery pack 21 are powered on is avoided.
On the basis of the above scheme, the manual maintenance switch 12 plays a role in isolating the power supply and dividing the voltage.
On the basis of the scheme, the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 directly supply power to a traction system of the rail transit vehicle without DC/DC boost conversion, so that the hardware cost is saved.
On the basis of the scheme, the DC110V control power supply required by the netless self-propelled energy storage and high-frequency auxiliary converter system is from the lithium titanate battery pack I1 and the lithium titanate battery pack II 21, and is converted into the DC110V power supply through the unidirectional DC/DC converter 19 to supply power for the control of the netless self-propelled energy storage and high-frequency auxiliary converter system, so that power does not need to be supplied from a rail transit vehicle.
The technical scheme of the invention can realize the netless self-walking of the rail transit vehicle, the battery adopts a lithium titanate battery, and a Battery Management System (BMS) is configured, and the BMS can monitor the state of the storage battery energy storage system in real time. Not only the reliability of power supply is increased, but also the safety of the vehicle is enhanced. The system also integrates a high-frequency auxiliary converter, and the integration level is higher. The invention is suitable for various rail transit vehicles, and is safe and reliable.
Drawings
The invention has the following drawings:
FIG. 1 is a block diagram of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings.
As shown in fig. 1, the present invention provides a netless self-propelled energy storage and high-frequency auxiliary converter system for rail transit, which includes: the system comprises a lithium titanate battery pack I1, a positive electrode fuse 2, a voltage sensor 3, an insulation detection module 4, a current sensor 5, a positive electrode contactor 6, a traction power supply output interface 7, a high-frequency auxiliary converter 8, a DC1500V power input interface 9, a negative electrode fuse 10, a negative electrode contactor 11, a manual maintenance switch 12, a BMS battery management system 13, a communication and control interface 14, a pre-charging contactor 15, a pre-charging resistor 16, an AC380V output interface 17, a DC110V non-permanent bus output interface 18, a unidirectional DC/DC converter 19, a DC110V permanent bus output interface 20 and a lithium titanate battery pack II 21;
the positive electrode of the lithium titanate battery pack I1 is connected with one end of a positive electrode fuse 2; the other end of the positive fuse 2 is respectively connected with one end of the voltage sensor 3, a positive monitoring interface of the insulation detection module 4 and one end of the current sensor 5; the other end of the current sensor 5 is respectively connected with one end of the positive contactor 6 and one end of the pre-charging contactor 15; the other end of the pre-charging contactor 15 is connected with one end of a pre-charging resistor 16; the other end of the positive contactor 6 is connected with the other end of the pre-charging resistor 16 and then is respectively connected with the traction power supply output interface 7, the positive electrode of one end of the high-frequency auxiliary converter 8 and the positive electrode of one end of the unidirectional DC/DC converter 19; the other end of the high-frequency auxiliary converter 8 is connected with a DC1500V power input interface 9, the high-frequency auxiliary converter 8 is also respectively connected with an AC380V output interface 17 and a DC110V non-permanent bus output interface 18, and the high-frequency auxiliary converter 8 is also respectively connected with a unidirectional DC/DC converter 19 and a communication and control interface 14 and then connected with a BMS battery management system 13;
the negative electrode of the lithium titanate battery pack II 17 is connected with one end of a negative electrode fuse 10; the other end of the negative fuse 10 is respectively connected with one end of a negative contactor 11, the other end of the voltage sensor 3 and a negative monitoring interface of the insulation detection module 4; the other end of the negative contactor 11 is respectively connected with the traction power supply output interface 7, the negative electrode of one end of the high-frequency auxiliary converter 8 and the negative electrode of one end of the unidirectional DC/DC converter 19; the other end of the unidirectional DC/DC converter 19 is connected with a DC110V permanent bus output interface 20, and the negative electrode of the lithium titanate battery pack I1 is connected with the positive electrode of the lithium titanate battery pack II 21 through a manual maintenance switch 12; the BMS battery management system 13 is also respectively connected with the voltage sensor 3, the insulation detection module 4, the current sensor 5, the anode contactor 6, the cathode contactor 11, the pre-charging contactor 15 and the lithium titanate battery pack II 21;
the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 are used for storing electric energy and supplying the electric energy to a traction system of the rail transit vehicle through a traction power supply output interface 7; the stored electric energy is converted into an AC380V power supply through the DC/AC inversion of the high-frequency auxiliary converter 8, and the power supply is used for supplying power to loads such as a traction fan and emergency ventilation of the rail transit vehicle;
the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 are also used for converting the stored electric energy into a DC110V power supply through the DC/DC of the high-frequency auxiliary converter 8 so as to supply power to auxiliary loads of rail transit vehicles;
the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 are also used for supplying stored electric energy to a permanent load of a rail transit vehicle DC110V through a unidirectional DC/DC converter 19 and a DC110V permanent bus output interface 20;
the positive fuse 2 is used for carrying out overload and short-circuit protection on a loop of the netless self-walking energy storage and high-frequency auxiliary converter system;
the voltage sensor 3 is used for sampling and processing the positive voltage of the lithium titanate battery pack I1 and the negative voltage of the lithium titanate battery pack II 21, then transmitting voltage signals to the BMS battery management system 13, and the BMS battery management system 13 is used for analyzing and monitoring the received voltage signals and then performing fault judgment and early warning;
the insulation monitoring module 4 is used for monitoring the insulation state between the positive electrode of the lithium titanate battery pack I1 and the negative electrode of the lithium titanate battery pack II 21 and the ground, and if the insulation monitoring value does not meet the power-on requirement, the BMS battery management system 13 disconnects the positive electrode contactor 6 and the negative electrode contactor 11;
the current sensor 5 is used for sampling and processing the charging and discharging currents of the lithium titanate battery pack I1 and the lithium titanate battery pack II 21, then transmitting current signals to the BMS battery management system 13, and the BMS battery management system 13 is used for monitoring and recording the received current signals and then performing fault judgment and early warning;
the positive contactor 6 and the negative contactor 11 are used for electrically controlling the power-on and power-off of the netless self-walking energy storage and high-frequency auxiliary converter system, and the BMS battery management system 13 is used for controlling the on and off of the positive contactor 6 and the negative contactor 11, so that the power-on and power-off control of the netless self-walking energy storage and high-frequency auxiliary converter system is realized;
the traction power supply output interface 7 is used for being connected with a traction system of the rail transit vehicle, so that electric energy stored by the netless self-walking energy storage and high-frequency auxiliary converter system is supplied to the traction system of the rail transit vehicle through the traction power supply output interface 7;
the high-frequency auxiliary converter 8 adopts a high-frequency conversion form and comprises a direct current module and an inversion module, wherein a middle direct current module is arranged between the direct current module and the inversion module, and the input side of the direct current module is connected with a DC1500V power input interface 9 and used for rectifying an input voltage into a DC700V voltage through a resonance inverter and high frequency to supply power to the inversion module; the inverter module outputs a stable three-phase AC380V power supply after PWM modulation and filtering and supplies power to the rail transit vehicle AC380V traction fan and the emergency ventilation equipment through an AC380V output interface 17;
the positive electrode contactor 6 is directly connected to an intermediate direct current module of the high-frequency auxiliary converter 8, when the rail transit vehicle network voltage is normal, the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 feed or need to be charged, the BMS battery management system 13 requests to be charged through the communication and control interface 14, the high-frequency auxiliary converter 8 takes a DC1500V power supply as input, and outputs a direct current power supply to charge the lithium titanate battery pack I1 and the lithium titanate battery pack II 21; when the rail transit vehicle network voltage is normal, the high-frequency auxiliary converter 8 is also used for outputting an AC380V power supply and a DC110V power supply after inverting and rectifying a DC1500V input power supply, and supplying power to an AC380V load and a DC110V load of the rail transit vehicle; when the rail transit vehicle grid voltage is abnormal, the high-frequency auxiliary converter 8 is also used for supplying power to a vehicle AC380V load through an inversion module by using the electric energy stored in the lithium titanate battery pack I1 and the lithium titanate battery pack II 21;
the DC1500V power input interface 9 is used as an interface between a netless self-propelled energy storage and high-frequency auxiliary converter system and a DC1500V direct current bus of a rail transit vehicle, and when the rail transit vehicle needs to charge a lithium titanate battery pack I1 and a lithium titanate battery pack II 21, the rail transit vehicle charges the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 through the DC1500V power input interface 9;
the negative fuse 10 is used for overload and short-circuit protection of a loop of the netless self-walking energy storage and high-frequency auxiliary converter system;
the manual maintenance switch 12 is used for effectively disconnecting a circuit between the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 when the netless self-propelled energy storage and high-frequency auxiliary converter system is maintained, so that the safety of maintenance personnel is ensured;
the BMS battery management system 13 is used for monitoring the states of the lithium titanate battery pack I1 and the lithium titanate battery pack II 21, ensuring that the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 are in a healthy working state, controlling the on and off of the pre-charging contactor 15, the anode contactor 6 and the cathode contactor 11 according to the states of the lithium titanate battery pack I1 and the lithium titanate battery pack II 21, and monitoring the states of the pre-charging contactor 15, the anode contactor 6, the cathode contactor 11, the high-frequency auxiliary converter 8 and the unidirectional DC/DC converter 19; the system is used for communicating with a track traffic vehicle TCMS through a communication and control interface 14, reporting the states of the net-free self-walking energy storage and high-frequency auxiliary converter system in real time, and charging a lithium titanate battery pack I1 and a lithium titanate battery pack II 21 according to a charging strategy; the system is used for monitoring and diagnosing the netless self-walking energy storage and high-frequency auxiliary converter system through the communication and control interface 14; the system is used for receiving a current signal sent by the current sensor 5 and a voltage signal sent by the voltage sensor 3, analyzing and processing the current and voltage signals, judging whether to charge and discharge according to the current and voltage requested by the BMS battery management system 13, if the current and voltage data exceed the protection limit value requested by the BMS battery management system 13, protecting the BMS battery management system 13, and requiring current reduction or voltage reduction, even cutting off the positive contactor 6 and the negative contactor 11;
the communication and control interface 14 is used for being connected with a communication interface of the TCMS of the rail transit vehicle for data transmission and control;
the pre-charging contactor 15 and the pre-charging resistor 16 are used for pre-charging a filter capacitor at the direct current side of the high-frequency auxiliary converter 8;
the AC380V output interface 17 is used for supplying power to a rail transit vehicle AC380V load;
the DC110V non-permanent bus output interface 18 is used for supplying power to a rail transit vehicle DC110V load;
the unidirectional DC/DC converter 19 is used for converting electric energy stored in the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 into a DC110V power supply to supply power for permanent loads of the rail transit vehicle;
the output interface 20 of the DC110V permanent bus is an interface between a netless self-propelled energy storage and high-frequency auxiliary converter system and a DC110V permanent bus of a rail transit vehicle.
On the basis of the scheme, the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 have power characteristics and energy characteristics, and are more suitable for occasions with limited vehicle installation space and the requirement for increasing the netless self-walking function.
On the basis of the scheme, the high-frequency auxiliary converter 8 charges the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 in a constant-current step-down charging mode, the BMS battery management system 13 sends a charging mode, a charging current and a voltage value, and the high-frequency auxiliary converter 8 charges according to a request instruction of the BMS battery management system 13.
On the basis of the above scheme, the pre-charging contactor 15 and the pre-charging resistor 16 can pre-charge the high-frequency auxiliary converter 8, so that an impact current caused when the lithium titanate battery pack 1 and the lithium titanate battery pack 21 are powered on is avoided.
On the basis of the above scheme, the manual maintenance switch 12 plays a role in isolating the power supply and dividing the voltage.
On the basis of the scheme, the lithium titanate battery pack I1 and the lithium titanate battery pack II 21 directly supply power to a traction system of the rail transit vehicle without DC/DC boost conversion, so that the hardware cost is saved.
On the basis of the scheme, the DC110V control power supply required by the netless self-propelled energy storage and high-frequency auxiliary converter system is from the lithium titanate battery pack I1 and the lithium titanate battery pack II 21, and is converted into the DC110V power supply through the unidirectional DC/DC converter 19 to supply power for the control of the netless self-propelled energy storage and high-frequency auxiliary converter system, so that power does not need to be supplied from a rail transit vehicle.
The technical scheme of the invention can realize the netless self-walking of the rail transit vehicle, the battery adopts a lithium titanate battery, and a Battery Management System (BMS) is configured, and the BMS can monitor the state of the storage battery energy storage system in real time. Not only the reliability of power supply is increased, but also the safety of the vehicle is enhanced. The system also integrates a high-frequency auxiliary converter, and the integration level is higher. The invention is suitable for various rail transit vehicles, and is safe and reliable.
Those not described in detail in this specification are within the skill of the art.
Claims (7)
1. The utility model provides a no net is from walking energy storage and high frequency supplementary conversion system for track traffic which characterized in that includes: the device comprises a lithium titanate battery pack I (1), a positive electrode fuse (2), a voltage sensor (3), an insulation detection module (4), a current sensor (5), a positive electrode contactor (6), a traction power supply output interface (7), a high-frequency auxiliary converter (8), a DC1500V power input interface (9), a negative electrode fuse (10), a negative electrode contactor (11), a manual maintenance switch (12), a BMS battery management system (13), a communication and control interface (14), a pre-charging contactor (15), a pre-charging resistor (16), an AC380V output interface (17), a DC110V non-permanent bus output interface (18), a unidirectional DC/DC converter (19), a DC110V permanent bus output interface (20) and a lithium titanate battery pack II (21);
the positive electrode of the lithium titanate battery pack I (1) is connected with one end of a positive electrode fuse (2); the other end of the positive fuse (2) is respectively connected with one end of the voltage sensor (3), a positive monitoring interface of the insulation detection module (4) and one end of the current sensor (5); the other end of the current sensor (5) is respectively connected with one end of the positive contactor (6) and one end of the pre-charging contactor (15); the other end of the pre-charging contactor (15) is connected with one end of a pre-charging resistor (16); the other end of the positive contactor (6) is connected with the other end of the pre-charging resistor (16) and then is respectively connected with the traction power supply output interface (7), the positive electrode at one end of the high-frequency auxiliary converter (8) and the positive electrode at one end of the unidirectional DC/DC converter (19); the other end of the high-frequency auxiliary converter (8) is connected with a DC1500V power input interface (9), the high-frequency auxiliary converter (8) is also respectively connected with an AC380V output interface (17) and a DC110V non-permanent bus output interface (18), and the high-frequency auxiliary converter (8) is also respectively connected with a unidirectional DC/DC converter (19) and a communication and control interface (14) and then connected with a BMS battery management system (13);
the negative electrode of the lithium titanate battery pack II (17) is connected with one end of a negative electrode fuse (10); the other end of the negative fuse (10) is respectively connected with one end of a negative contactor (11), the other end of the voltage sensor (3) and a negative monitoring interface of the insulation detection module (4); the other end of the negative contactor (11) is respectively connected with the traction power supply output interface (7), the negative electrode of one end of the high-frequency auxiliary converter (8) and the negative electrode of one end of the unidirectional DC/DC converter (19); the other end of the unidirectional DC/DC converter (19) is connected with a DC110V permanent bus output interface (20), and the negative electrode of the lithium titanate battery pack I (1) is connected with the positive electrode of the lithium titanate battery pack II (21) through a manual maintenance switch (12); the BMS battery management system (13) is also respectively connected with a voltage sensor (3), an insulation detection module (4), a current sensor (5), a positive contactor (6), a negative contactor (11), a pre-charging contactor (15) and a lithium titanate battery pack II (21);
the lithium titanate battery pack I (1) and the lithium titanate battery pack II (21) are used for storing electric energy and supplying the electric energy to a traction system of a rail transit vehicle through a traction power supply output interface (7); the stored electric energy is inverted into an AC380V power supply through the DC/AC of the high-frequency auxiliary converter (8) to supply power for a traction fan and an emergency ventilation load of the rail transit vehicle;
the lithium titanate battery pack I (1) and the lithium titanate battery pack II (21) are also used for converting the stored electric energy into a DC110V power supply through the DC/DC of the high-frequency auxiliary converter (8) to supply power to auxiliary loads of rail transit vehicles;
the lithium titanate battery pack I (1) and the lithium titanate battery pack II (21) are also used for supplying stored electric energy to a permanent load of a rail transit vehicle DC110V through a unidirectional DC/DC converter (19) and a DC110V permanent bus output interface (20);
the positive fuse (2) is used for carrying out overload and short-circuit protection on a loop of the netless self-walking energy storage and high-frequency auxiliary converter system;
the voltage sensor (3) is used for sampling and processing the positive voltage of the lithium titanate battery pack I (1) and the negative voltage of the lithium titanate battery pack II (21), and then transmitting voltage signals to the BMS battery management system (13), and the BMS battery management system (13) is used for analyzing and monitoring the received voltage signals and then performing fault judgment and early warning;
the insulation monitoring module (4) is used for monitoring the insulation state between the anode of the lithium titanate battery pack I (1) and the cathode of the lithium titanate battery pack II (21) to the ground, and if the insulation monitoring value does not meet the power-on requirement, the BMS battery management system (13) disconnects the anode contactor (6) and the cathode contactor (11);
the current sensor (5) is used for sampling and processing the charging and discharging currents of the lithium titanate battery pack I (1) and the lithium titanate battery pack II (21), then current signals are transmitted to the BMS battery management system (13), and the BMS battery management system (13) is used for monitoring and recording the received current signals and then carrying out fault judgment and early warning;
the positive contactor (6) and the negative contactor (11) are used for electrically controlling the power-on and power-off of the netless self-walking energy storage and high-frequency auxiliary converter system, and the BMS battery management system (13) is used for controlling the on and off of the positive contactor (6) and the negative contactor (11), so that the power-on and power-off control of the netless self-walking energy storage and high-frequency auxiliary converter system is realized;
the traction power supply output interface (7) is used for being connected with a traction system of the rail transit vehicle, so that electric energy stored by the netless self-walking energy storage and high-frequency auxiliary converter system is supplied to the traction system of the rail transit vehicle through the traction power supply output interface (7);
the high-frequency auxiliary converter (8) adopts a high-frequency conversion form and comprises a direct current module and an inversion module, wherein a middle direct current module is arranged between the direct current module and the inversion module, and the input side of the direct current module is connected with a DC1500V power input interface (9) and is used for rectifying input voltage into DC700V voltage through a resonance inverter and high frequency to supply power to the inversion module; the inverter module outputs a stable three-phase AC380V power supply after PWM modulation and filtering and supplies power to the rail transit vehicle AC380V traction fan and emergency ventilation equipment through an AC380V output interface (17);
the positive electrode contactor (6) is directly connected to a middle direct current module of the high-frequency auxiliary converter (8), when the voltage of a rail transit vehicle network is normal, a first lithium titanate battery pack (1) and a second lithium titanate battery pack (21) feed or need to be charged, the BMS battery management system (13) requests to be charged through a communication and control interface (14), the high-frequency auxiliary converter (8) takes a DC1500V power supply as input, and outputs a direct current power supply to charge the first lithium titanate battery pack (1) and the second lithium titanate battery pack (21); when the rail transit vehicle network voltage is normal, the high-frequency auxiliary converter (8) is also used for outputting an AC380V power supply and a DC110V power supply after inverting and rectifying a DC1500V input power supply, and supplying power to an AC380V load and a DC110V load of the rail transit vehicle; when the rail transit vehicle grid voltage is abnormal, the high-frequency auxiliary converter (8) is also used for supplying power to a vehicle AC380V load through an inverter module by using electric energy stored in a lithium titanate battery pack I (1) and a lithium titanate battery pack II (21);
the DC1500V power input interface (9) is used as an interface between a netless self-walking energy storage and high-frequency auxiliary converter system and a DC1500V direct-current bus of a rail transit vehicle, and when the rail transit vehicle needs to charge a lithium titanate battery pack I (1) and a lithium titanate battery pack II (21), the rail transit vehicle charges the lithium titanate battery pack I (1) and the lithium titanate battery pack II (21) through the DC1500V power input interface (9);
the negative fuse (10) is used for carrying out overload and short-circuit protection on a loop of the netless self-walking energy storage and high-frequency auxiliary converter system;
the manual maintenance switch (12) is used for effectively disconnecting a circuit between the lithium titanate battery pack I (1) and the lithium titanate battery pack II (21) when the netless self-propelled energy storage and high-frequency auxiliary converter system is maintained, so that the safety of maintenance personnel is ensured;
the BMS battery management system (13) is used for monitoring the states of the lithium titanate battery pack I (1) and the lithium titanate battery pack II (21), ensuring that the lithium titanate battery pack I (1) and the lithium titanate battery pack II (21) are in a healthy working state, controlling the on and off of the pre-charging contactor (15), the positive contactor (6) and the negative contactor (11) according to the states of the lithium titanate battery pack I (1) and the lithium titanate battery pack II (21), and monitoring the states of the pre-charging contactor (15), the positive contactor (6), the negative contactor (11), the high-frequency auxiliary converter (8) and the unidirectional DC/DC converter (19); the system is used for communicating with a track traffic vehicle TCMS through a communication and control interface (14), reporting the states of the netless self-walking energy storage and high-frequency auxiliary converter system in real time, and charging a lithium titanate battery pack I (1) and a lithium titanate battery pack II (21) according to a charging strategy; the monitoring and diagnosing device is used for monitoring and diagnosing the netless self-walking energy storage and high-frequency auxiliary current transformation system through the communication and control interface (14); the system is used for receiving a current signal sent by a current sensor (5) and a voltage signal sent by a voltage sensor (3), analyzing and processing the current and voltage signals, judging whether to charge and discharge according to the current and voltage requested by a BMS battery management system (13), and if the current and voltage data exceed the protection limit value requested by the BMS battery management system (13), protecting the BMS battery management system (13) and requiring current reduction or voltage reduction, even cutting off a positive contactor (6) and a negative contactor (11);
the communication and control interface (14) is used for being connected with a communication interface of the TCMS of the rail transit vehicle for data transmission and control;
the pre-charging contactor (15) and the pre-charging resistor (16) are used for pre-charging a filter capacitor on the direct current side of the high-frequency auxiliary converter (8);
the AC380V output interface (17) is used for supplying power to a rail transit vehicle AC380V load;
the DC110V non-permanent bus output interface (18) is used for supplying power to a rail transit vehicle DC110V load;
the unidirectional DC/DC converter (19) is used for converting electric energy stored in the lithium titanate battery pack I (1) and the lithium titanate battery pack II (21) into a DC110V power supply to supply power to permanent loads of the rail transit vehicle;
the DC110V permanent bus output interface (20) is an interface between a netless self-propelled energy storage and high-frequency auxiliary converter system and a permanent bus of a rail transit vehicle DC 110V.
2. The netless self-propelled energy storage and high-frequency auxiliary converter system for rail transit as claimed in claim 1, wherein the lithium titanate battery pack one (1) and the lithium titanate battery pack two (21) have both power characteristics and energy characteristics.
3. The netless self-propelled energy storage and high-frequency auxiliary converter system for rail transit as claimed in claim 1, wherein the high-frequency auxiliary converter (8) is charged by a lithium titanate battery pack I (1) and a lithium titanate battery pack II (21) in a constant-current step-down charging manner, the BMS battery management system (13) sends a charging manner, a charging current and a charging voltage value, and the high-frequency auxiliary converter (8) performs charging according to a command requested by the BMS battery management system (13).
4. The netless self-propelled energy storage and high-frequency auxiliary converter system for rail transit as claimed in claim 1, wherein the pre-charging contactor (15) and the pre-charging resistor (16) can pre-charge the high-frequency auxiliary converter (8) to avoid the impact current caused by the power-on of the lithium titanate battery pack one (1) and the lithium titanate battery pack two (21).
5. The netless self-propelled energy storage and high-frequency auxiliary converter system for rail transit as claimed in claim 1, characterized in that said manual maintenance switch (12) acts to isolate the power supply and to divide the voltage.
6. The netless self-propelled energy storage and high-frequency auxiliary converter system for rail transit as claimed in claim 1, wherein the lithium titanate battery pack I (1) and the lithium titanate battery pack II (21) directly supply power to a traction system of a rail transit vehicle without DC/DC boost conversion, thereby saving hardware cost.
7. The netless self-propelled energy storage and high-frequency auxiliary converter system for rail transit as claimed in claim 1, wherein the DC110V control power required by the netless self-propelled energy storage and high-frequency auxiliary converter system is from a lithium titanate battery pack one (1) and a lithium titanate battery pack two (21), and is converted into a DC110V power through a unidirectional DC/DC converter (19) for the control power of the netless self-propelled energy storage and high-frequency auxiliary converter system without the need of taking power from the rail transit vehicle.
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