CN112737354A - High-power permanent-magnet direct-drive freight locomotive traction converter - Google Patents
High-power permanent-magnet direct-drive freight locomotive traction converter Download PDFInfo
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- CN112737354A CN112737354A CN202011530090.7A CN202011530090A CN112737354A CN 112737354 A CN112737354 A CN 112737354A CN 202011530090 A CN202011530090 A CN 202011530090A CN 112737354 A CN112737354 A CN 112737354A
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M5/00—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases
- H02M5/40—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc
- H02M5/42—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc by static converters
- H02M5/44—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc by static converters using discharge tubes or semiconductor devices to convert the intermediate dc into ac
- H02M5/453—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc by static converters using discharge tubes or semiconductor devices to convert the intermediate dc into ac using devices of a triode or transistor type requiring continuous application of a control signal
- H02M5/458—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc by static converters using discharge tubes or semiconductor devices to convert the intermediate dc into ac using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
- H02M5/4585—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc by static converters using discharge tubes or semiconductor devices to convert the intermediate dc into ac using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only having a rectifier with controlled elements
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
- B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
- H02H7/10—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for converters; for rectifiers
- H02H7/12—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for converters; for rectifiers for static converters or rectifiers
- H02H7/1216—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for converters; for rectifiers for static converters or rectifiers for AC-AC converters
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M1/00—Details of apparatus for conversion
- H02M1/32—Means for protecting converters other than automatic disconnection
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
- H02P25/02—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the kind of motor
- H02P25/022—Synchronous motors
- H02P25/028—Synchronous motors with four quadrant control
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P2207/00—Indexing scheme relating to controlling arrangements characterised by the type of motor
- H02P2207/05—Synchronous machines, e.g. with permanent magnets or DC excitation
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to a traction converter of a freight locomotive, in particular to a high-power permanent magnet direct-drive traction converter of the freight locomotive. A high-power freight permanent magnet direct-drive electric locomotive converter adopts 2 groups of independent traction main circuits, and each group of traction main circuits comprises a pre-charging function circuit, a four-quadrant power module, a four-quadrant chopper module, an independent middle circuit, a traction inversion power module and a three-pole isolation contactor. Two sets of identical traction devices are arranged in one converter cabinet, the shaft power output is larger than 1200kW, and the converter cabinet is suitable for an electric locomotive of a permanent magnet direct drive system. The invention can break through the key technology of a high-power high-torque freight permanent magnet direct drive electric transmission system, can save energy for rail transit vehicles, realizes green and environmental protection and brings economic benefits.
Description
Technical Field
The invention relates to a traction converter of a freight locomotive, in particular to a high-power permanent magnet direct-drive traction converter of the freight locomotive.
Background
In recent years, green, safe and energy-saving become the key development direction of rail transit vehicle equipment, compared with the traditional asynchronous motor electric transmission system, the permanent magnet direct-drive electric transmission system has an obvious energy-saving effect under all working conditions, solves the problems of transmission loss, noise, maintenance and the like caused by gear transmission, avoids the problem of environmental pollution caused by the use of lubricating grease of a gear box, further improves the traction transmission efficiency, and is the development direction of the future traction system.
At present, the high-power freight electric locomotive adopts an asynchronous alternating current transmission system, the asynchronous transmission system performs transmission control through a gear box and is limited by mechanical devices of all components of the transmission system, and the improvement of the transmission efficiency is limited. The permanent magnet direct-drive electric transmission system adopts a mode of directly driving wheel pairs by a coupling to replace a transmission mode of a gear box, so that transmission loss caused by the link of the gear box in the transmission system is eliminated, and the transmission efficiency of the electric transmission system of the electric locomotive is improved. However, the permanent magnet motor has back electromotive force, and under normal conditions, the back electromotive force does not affect the converter through software flux weakening control, but under the condition of failure, if the design of an isolation device is not provided, high back electromotive force voltage can be loaded on devices in the inverter power module and the intermediate circuit, and the devices are damaged. Because the traction converter of the traditional high-power freight electric locomotive has no design of isolating counter potential, the traction converter cannot be directly applied to a permanent magnet direct-drive electric transmission system.
At present, two system schemes of the permanent magnet electric transmission system of the electric locomotive exist, wherein one scheme is that an IGBT power module with the intermediate voltage grade of 2800V and the voltage grade of 4500V is adopted, and the other scheme is that an IGBT power module with the intermediate voltage grade of 3600V and the voltage grade of 6500V is adopted. The two schemes are both suitable for high-speed passenger electric locomotives and high-speed motor train units, are limited by the power module, the output current of the inverter is limited, the torque of the motor is limited, and the two schemes are not suitable for freight electric locomotives with heavy-load traction. Compared with the technical scheme of 3300V/1500A power modules which are widely applied in the field of locomotives at present, the power modules, the supporting capacitors and other main components adopted in the technical scheme of the converter have higher component cost.
Disclosure of Invention
The traction converter of the high-power permanent-magnet direct-drive freight locomotive is provided aiming at the problems that the traction converter of the traditional high-power freight electric locomotive cannot be directly applied to a permanent-magnet direct-drive electric transmission system and the cost of the permanent-magnet electric transmission system is high.
The invention is realized by adopting the following technical scheme: the converter traction main circuit comprises a four-quadrant power module, a four-quadrant chopper module, an independent middle loop, a traction inversion power module and a three-pole isolation contactor, wherein the three-pole isolation contactor is positioned between the traction inversion power module and a permanent magnet motor, and three poles of the three-pole isolation contactor are respectively connected into a U phase, a V phase and a W phase of a permanent magnet motor input circuit. The motor isolation contactor is used for isolating the traction motor from the converter when the inertia of the traction motor generates higher back electromotive force.
According to the high-power freight permanent magnet direct-drive electric locomotive converter, the four-quadrant power module comprises two half-bridge circuits which are connected in parallel to form an input current A phase of the converter, the four-quadrant chopper module comprises three half-bridge circuits which are connected in parallel, wherein the two half-bridge circuits which are connected in parallel form an input current B phase of the converter, and the two half-bridge circuits of the four-quadrant power module form a four-quadrant rectifying circuit together; the last half-bridge circuit of the four-quadrant chopper module and the chopper resistor form a chopper circuit; the traction inversion power module comprises three half-bridge circuits connected in parallel, and structurally realizes a system design with the four-quadrant chopper module.
According to the high-power freight permanent magnet direct-drive electric locomotive converter, the four-quadrant power module, the four-quadrant chopper module and the inversion power module are all provided with Insulated Gate Bipolar Translator (IGBT) with 3300V/1500A specification, the shaft power output is larger than 1200kW, one traction main circuit drives one permanent magnet motor, and eight traction main circuits jointly drive eight permanent magnet direct-drive electric locomotives, so that the power output requirement of 9600kW of wheel periphery power of the freight eight permanent magnet direct-drive electric locomotive is met.
The converter comprises 2 groups of independent traction main circuits, wherein each group of traction main circuits comprises a pre-charging function circuit, a four-quadrant power module, a four-quadrant chopper module, an independent intermediate circuit, a traction inversion power module and a three-pole isolation contactor. A total of four converters are required to drive the eight-axis permanent magnet direct drive electric locomotive.
The converter of the high-power freight permanent magnet direct-drive electric locomotive further comprises a pre-charging circuit, and the pre-charging circuit comprises: the system comprises a pre-charging contactor, a main contactor and a charging resistor, wherein a circuit formed by connecting the pre-charging contactor and the charging resistor in series is connected with the main contactor in parallel; the four-quadrant power module is connected with an input power supply through a pre-charging circuit.
The high-power freight permanent magnet direct-drive electric locomotive converter comprises an intermediate circuit, a high-power freight permanent magnet direct-drive electric locomotive converter and a high-power freight permanent magnet direct-drive electric locomotive converter, wherein the intermediate circuit comprises an intermediate support capacitor, a secondary filter circuit, a grounding detection device, an intermediate voltage sensor and; the secondary filter loop comprises a secondary filter capacitor and a secondary filter inductor, the secondary filter capacitor and the secondary filter inductor are connected between the positive output end and the negative output end of the four-quadrant chopper module after being connected in series, the grounding detection device comprises a grounding resistor and a grounding voltage sensor, the grounding resistor is connected between the positive output end and the negative output end of the four-quadrant chopper module after being connected in series, the middle connection point of the grounding resistor is a grounding point, and the grounding voltage sensor is connected with one grounding resistor in parallel; the middle voltage sensor is connected between the positive output end and the negative output end of the four-quadrant chopper module, the high-voltage indicating circuit comprises an indicating lamp and a resistor, and the indicating lamp and the resistor are connected between the positive output end and the negative output end of the four-quadrant chopper module after being connected in series.
According to the high-power freight permanent magnet direct-drive electric locomotive converter, the number of the middle supporting capacitors is defined as 3, and one side of each of the four-quadrant power module, the four-quadrant chopper module and the traction inverter power module is provided with one supporting capacitor.
According to the high-power freight permanent magnet direct-drive electric locomotive converter, the middle supporting capacitor and the power modules are arranged in parallel in the converter cabinet and connected through the composite busbar, on one hand, stray inductance in a middle loop is reduced, on the other hand, each power module is matched with a structure of the supporting capacitor, peak overvoltage generated in the turn-on and turn-off processes of an IGBT can be absorbed through the supporting capacitor, and the service life of the IGBT is prolonged; the secondary filter capacitor is arranged behind the converter, the terminals of the capacitor are led out to one side of the capacitor, the connection of the two secondary filter capacitor terminals is realized through the composite busbar, and a group of output terminals are led out simultaneously, namely a plus terminal for external connection and a minus terminal for external connection; the external connecting terminal '+' of the composite busbar is connected with the external connecting terminal through a copper bar and is externally connected to the secondary filter inductor and the discharge resistor; the composite busbar pair outer connecting terminal is connected to the intermediate circuit negative line through a copper bar.
According to the high-power freight permanent magnet direct-drive electric locomotive converter, the auxiliary input interface is reserved in the middle loop and used for the auxiliary converter to get electricity from the middle loop; the middle loop is reserved with an in-garage motor car interface and is used for connecting a motor car power supply in the electric locomotive garage; the intermediate circuit is provided with a discharge resistor interface which is used for connecting a discharge resistor, wherein the discharge resistor comprises a secondary filter capacitor discharge resistor and a support capacitor slow discharge resistor; the intermediate circuit reserves a grounding interface for connecting a reference ground in the intermediate circuit grounding measurement circuit.
The permanent magnet direct-drive traction system has the advantages of high efficiency, high power density, low whole service life cost, low noise and the like, represents the development direction of current high-efficiency energy-saving and green environmental protection, and the high-power permanent magnet direct-drive electric locomotive converter is used as a core device of the permanent magnet direct-drive electric transmission system.
Drawings
Fig. 1 is a schematic circuit diagram of the main traction circuit of the present invention.
Fig. 2 is a structural layout (front) view of a converter cabinet.
Fig. 3 is a layout (backside) view of a current transformer structure.
In the figure: 1-middle support capacitor, 2-secondary filter capacitor, 3-four-quadrant power module, 4-four-quadrant chopper module, 5-traction inverter power module, 6-main contactor, 7-pre-charging contactor, 8-voltage sensor, 9-heating device, 10-traction control unit, 11-isolation contactor, 12-water pump, 13-high voltage interface, 14-low voltage interface, 15-water cooling interface, 16-chopper resistor and 17-expansion water tank.
Detailed Description
A high-power freight permanent magnet direct-drive electric locomotive converter adopts 2 groups of independent traction main circuits, and each group of traction main circuits comprises a pre-charging function circuit, a four-quadrant power module, a four-quadrant chopper module, an independent middle circuit, a traction inversion power module and a three-pole isolation contactor 11. Two sets of identical traction devices are arranged in one converter cabinet, the shaft power output is larger than 1200kW, and the converter cabinet is suitable for an electric locomotive of a permanent magnet direct drive system.
Each traction main circuit of the converter is independent in structural layout, the scheme is not limited to two groups of traction main circuits in the converter, and structural layout design expansion of two groups of traction and three groups of traction can be performed, wherein the cooling pipeline is an independent cooling circuit.
The pre-charging function circuit comprises a main contactor 6, a pre-charging contactor 7, a pre-charging resistor and an input current sensor. The four-quadrant power module comprises two half-bridge circuits which are connected in parallel and form an input current A phase of the converter. The four-quadrant chopper module comprises three half-bridge circuits connected in parallel, wherein two half-bridge circuits connected in parallel form an input current B phase of the converter, and the two half-bridge circuits of the four-quadrant power module jointly form a four-quadrant rectifying circuit. One half-bridge circuit of the four-quadrant chopper module, the chopper resistor 16 and the chopper current sensor together form a chopper circuit. An independent intermediate circuit comprises an intermediate support capacitor, a secondary filter circuit, a grounding measurement circuit, an intermediate voltage sensor and a high-voltage indicating circuit. An auxiliary input interface is reserved in the intermediate loop and used for assisting the converter to get electricity from the intermediate loop; the middle loop is reserved with an in-garage motor car interface and is used for connecting a motor car power supply in the electric locomotive garage; the middle loop is provided with a discharge resistor interface which is used for connecting a discharge resistor in a resistor cabinet between machines, and the discharge resistor comprises a secondary filter capacitor discharge resistor and a support capacitor slow discharge resistor; the intermediate circuit reserves a grounding interface for connecting a reference ground in the intermediate circuit grounding measurement circuit. The traction inversion power module comprises three half-bridge circuits connected in parallel, and structurally realizes a system design with the four-quadrant chopper power module. The three-pole isolation contactor is positioned between the output of the inverter and the permanent magnet motor, and three poles of the contactor are respectively connected to a U-phase V-phase and a W-phase of a motor input circuit.
The traction inversion power module is connected with the traction motor through a motor isolation contactor, a current sensor and is used for providing a 3-phase alternating current power supply for the traction motor, the motor isolation contactor is used for isolating the traction motor from the converter when inertia of the traction motor generates high counter potential, and the current sensor is used for monitoring and protecting the converter in real time.
The four-quadrant power module, the four-quadrant chopper module and the inversion power module are all selected from Insulated Gate Bipolar Transistors (IGBT) with 3300V/1500A specifications. The selection of the specification of the IGBT needs to consider the value of the back electromotive voltage of the permanent magnet direct-drive traction motor. The counter electromotive voltage of the permanent magnet motor in the scheme takes the factors of the highest rotating speed, the running environment temperature of the motor and the like into consideration, and the highest counter electromotive voltage of the motor is smaller than 3300V.
The rated voltage value of the middle loop is 1800V +/-5%, the power of the permanent magnet motor applicable to the scheme is not more than 1300kW, the requirement of the voltage ripple index of the middle loop is considered, the total power of the middle loop with the auxiliary power is considered, the capacitance value of the secondary filter capacitor is considered, and a 9mF capacitor is selected as the total capacitance parameter of the middle support capacitor. The number of the power modules is considered, the capacitors and the power modules are connected through the composite bus bars to reduce stray inductance of lines, meanwhile, the positions of the supporting capacitors and the power modules are beneficial to the work of the power modules, the number of the supporting capacitors in the scheme is defined as 3, the supporting capacitors are respectively and adjacently installed with the four-quadrant power modules, the four-quadrant chopper power modules and the traction inversion power modules, and the stray inductance of the capacitors on the lines of the power modules is reduced through the composite bus bar connection. Considering the back electromotive force of the permanent magnet motor, the repeated peak overvoltage value of the support capacitor and the secondary filter capacitor is more than or equal to the back electromotive force voltage value of the permanent magnet motor.
DETAILED DESCRIPTION OF EMBODIMENT (S) OF INVENTION
The traction converter cabinet of the specific embodiment is internally provided with 2 sets of traction devices, each set of traction device consists of 1 pre-charging loop, 1 four-quadrant module, 1 four-quadrant + chopper module, 1 set of intermediate direct-current link and 1 three-phase inverter, and drives 1 permanent magnet synchronous motor (shaft control). The two sets of traction devices have the same electrical principle and structure, and the cooling systems are mutually independent, so that the redundancy of the system is increased.
The modular expansion can be carried out on the basis of the converter, for example, the modular expansion can be expanded into 3 groups of traction devices, and a common water cooling system or an independent water cooling system can be selected as a cooling system.
The auxiliary converter gets power from the middle direct current link of the 2 nd shaft (or the 4 th shaft) of the traction converter, an outgoing terminal is reserved in the middle loop and reaches the high-voltage interface area at the bottom of the converter, and external connection is achieved through a wall-through terminal copper bar.
The intermediate circuit reserves the wiring of the motor car in the garage, and is externally connected through a wall-penetrating terminal copper bar.
The intermediate circuit reserves the wiring of slow discharge resistance for the discharge of support capacitance and secondary filter capacitance in the intermediate circuit, and slow discharge resistance is located on-vehicle filter resistance cabinet, and is external connection through wall terminal copper bar.
The main circuit schematic of the traction converter is shown in fig. 1.
The precharge circuit includes: precharge contactor AK1, main contactor K1 and charging resistor CHR 2. The circuit formed by the pre-charging contactor AK1 and the charging resistor CHR2 in series is connected with the main contactor K1 in parallel. The voltage output by the secondary winding (i.e. the traction winding) of the traction transformer firstly passes through a pre-charging contactor AK1 and a charging resistor CHR2 to charge a support capacitor in the dc loop of the traction current transformer. After the charging is completed, the main contactor K1 is closed, so that the pre-charging contactor AK1 is shorted with the conductive loop formed by the charging resistor CHR 2. And a delay of 0.5s after K1 closes, opens AK 1. The pre-charging circuit can effectively prevent the impact of the noise of the supporting capacitor in the direct current loop due to the large current.
In the four-quadrant power module, one half bridge is formed by the IGBTTPX 21 and the TNX21, and the other half bridge is formed by the IGBTTPX 22 and the TNX 22. In the four-quadrant chopper power module, an IGBT TPY21 and an IGBT TNY21 form a half bridge, an IGBT TPY22 and an IGBT TNY22 form a parallel half bridge, and an IGBT OVT3 and an IGBT OVT4 form a parallel half bridge. The two half-bridges in the four-quadrant power module and the two half-bridge circuits in the four-quadrant chopping power module form a four-quadrant rectifier function, wherein the two parallel half-bridge circuits in the four-quadrant power module are connected with one end of a main contactor in a pre-charging loop through a copper bar, the two parallel half-bridge circuits in the four-quadrant chopping power module are connected with an input circuit sensor, the other end of the input current sensor is connected to a secondary winding of a transformer, and the secondary windings of the transformer connected with the pre-charging loop are two ends of the same winding. The four-quadrant rectifier is used for rectifying alternating current on the secondary side of the transformer into direct current of the middle direct current loop. And the amplitude of the intermediate voltage is required to meet the requirement of 1800V +/-5%, and the current and the voltage on the alternating current side are in the same phase, so that the power factor on the network side is close to 1.0.
The intermediate direct current circuit consists of an energy storage circuit, a measurement circuit, a protection circuit and the like. The energy storage link is composed of supporting capacitors FC5, FC6 and FC2, and mainly has the functions of stabilizing the voltage of the middle loop and filtering higher harmonics generated by the four-quadrant pulse rectifier and the motor inverter. The measuring and protecting circuit consists of a grounding measuring circuit, an intermediate voltage sensor PT3 and a high voltage indicating circuit.
The grounding measurement circuit comprises resistors GRe1, GRe2, GRe3, a capacitor GC1 and a voltage sensor PT2, wherein the resistors GRe1, GRe2 and GRe3 are sequentially connected in series and then connected between the positive output end and the negative output end of the four-quadrant chopping power module, the connection point between the resistors GRe2 and GRe3 serves as a grounding point, and the capacitor GC1 and the voltage sensor PT2 are connected in parallel at two ends of the resistor GRe 3.
An intermediate voltage sensor PT3 is connected between the positive and negative outputs of the four-quadrant chopper power module.
The high-voltage indicating circuit comprises a resistor HR2 and an indicator light HD2, wherein the resistor HR2 and the indicator light HD2 are connected between the positive output end and the negative output end of the four-quadrant chopper power module after being connected in series.
The secondary filtering loop is composed of a secondary filtering capacitor C2-2F, C4-2F and a secondary filtering inductor L2-2F integrated in the traction transformer, the secondary filtering inductor L2-2F and the secondary filtering capacitor C2-2F are connected in series and then connected between the positive output end and the negative output end of the four-quadrant chopping power module, and C4-2F and C2-2F are connected in parallel. Wherein the repeated peak overvoltage requirements of the secondary filter capacitor and the support capacitor are required according to the back electromotive voltage of the motor. And a secondary filter capacitor discharge resistor R1-2F is connected in parallel with the secondary filter capacitor.
And a support capacitor slow-release resistor DR is connected between the positive output end and the negative output end of the four-quadrant chopper power module.
The converter structure of the embodiment applying the patent of the invention is shown in fig. 2 and fig. 3, in the structural aspect, the support capacitor and the power module are arranged side by side and connected through the composite busbar, so that on one hand, stray inductance in an intermediate loop is reduced, on the other hand, each power module is matched with a structure of the support capacitor, and peak overvoltage generated in the turn-on and turn-off processes of the IGBT can be absorbed through the support capacitor, thereby being beneficial to prolonging the service life of the IGBT. The secondary filter capacitor is installed behind the converter, the terminals of the capacitor are led out to one side of the capacitor, the connection of two secondary filter capacitor terminals is realized through the composite busbar, and a group of output terminals are led out simultaneously, namely a plus terminal for external connection and a minus terminal for external connection. The external connecting terminal '+' of the composite busbar is connected with the external connecting terminal through a copper bar and is externally connected to the secondary filter inductor and the discharge resistor; the composite busbar pair outer connecting terminal is connected to the intermediate circuit negative line through a copper bar.
A three-pole isolation contactor is designed between the inverter and the permanent magnet motor, the installation position of the three-pole isolation contactor is located below the left side of the converter, each traction unit is provided with a three-pole isolation contactor, three poles correspond to the U phase, the V phase and the W phase of an inverter output copper bar respectively, and the converter and the motor are isolated under the physical fault condition.
The design of the power module is mainly suitable for the design change of a permanent magnet system, according to the design requirement of a converter, under the normal working condition, the bus voltage can be restrained in the normal range through weak magnetic control, only under the extreme working condition, namely, control failure, isolation contactor adhesion and the condition that a locomotive is in a high-speed state, the back electromotive force of a traction motor can lift the voltage of an intermediate bus at the moment, so that one-stage static clamping in an original driving circuit is changed into two-stage dynamic clamping, the value of the first-stage dynamic clamping is 2400V and is used for overvoltage protection including an IGBT in the normal switching-on and switching-off process, and the value of the second-stage static clamping is 4000V and is used for adapting to the back electromotive force under the abnormal working.
The technical problems to be solved by the invention are as follows:
1) the electric transmission system solution is provided for the high-power freight permanent magnet direct-drive electric locomotive, and the power output requirement of 9600kW of wheel periphery power of the freight eight-axis permanent magnet direct-drive electric locomotive is met;
2) the intermediate voltage grade of the traction converter is 1800V, the power module adopts a 3300V/1500A power module, and a power supply is provided for a high-power and high-torque freight permanent magnet motor on the basis of considering the cost;
3) aiming at the counter potential voltage of the permanent magnet motor, a 3300V/1500A inversion power module adopts a two-stage clamping design to carry out system protection;
4) the design of the system type scheme of the power module, the four-quadrant chopping power module and the traction inversion power module are in a system type, the number of spare parts is reduced, and the overhaul cost of a user is reduced.
Claims (9)
1. The utility model provides a high-power freight permanent magnetism directly drives electric locomotive converter, converter traction main circuit include a four-quadrant power module (3), a four-quadrant chopper module (4), an independent intermediate circuit, one pull contravariant power module (5), its characterized in that: the three-pole isolation contactor is characterized by further comprising a three-pole isolation contactor (11), wherein the three-pole isolation contactor (11) is located between the traction inversion power module and the permanent magnet motor, and three poles of the three-pole isolation contactor are respectively connected to the U phase, the V phase and the W phase of the input circuit of the permanent magnet motor.
2. The high-power freight permanent-magnet direct-drive electric locomotive converter according to claim 1, characterized in that: the four-quadrant chopper module comprises three parallel half-bridge circuits, wherein the two parallel half-bridge circuits form a converter input current phase B, and the two parallel half-bridge circuits and the two half-bridge circuits of the four-quadrant chopper module form a four-quadrant rectifying circuit together; the last half-bridge circuit of the four-quadrant chopper module and a chopper resistor (16) form a chopper circuit; the traction inversion power module comprises three half-bridge circuits connected in parallel, and structurally realizes a system design with the four-quadrant chopper module.
3. The high-power freight permanent-magnet direct-drive electric locomotive converter according to claim 2, characterized in that: the four-quadrant power module, the four-quadrant chopper module and the inverter power module are all provided with Insulated Gate Bipolar Transistor (IGBT) of 3300V/1500A specification, the shaft power output is larger than 1200kW, one traction main circuit drives one permanent magnet motor, and the eight traction main circuits jointly drive the eight permanent magnet direct-drive electric locomotive, so that the power output requirement of 9600kW of wheel periphery power of the freight eight permanent magnet direct-drive electric locomotive is met.
4. The high-power freight permanent-magnet direct-drive electric locomotive converter according to claim 3, characterized in that: the converter comprises 2 groups of independent traction main circuits, wherein each group of traction main circuits comprises a pre-charging function circuit, a four-quadrant power module, a four-quadrant chopper module, an independent middle loop, a traction inversion power module and a three-pole isolation contactor.
5. The high power freight permanent magnet direct drive electric locomotive converter according to claim 1, 2, 3 or 4, characterized in that: the main traction circuit further comprises a pre-charging circuit, wherein the pre-charging circuit comprises: the charging device comprises a pre-charging contactor (7), a main contactor (6) and a charging resistor, wherein a circuit formed by connecting the pre-charging contactor (7) and the charging resistor in series is connected with the main contactor (6) in parallel; the four-quadrant power module is connected with an input power supply through a pre-charging circuit.
6. The high-power freight permanent-magnet direct-drive electric locomotive converter according to claim 4, characterized in that: the intermediate circuit comprises an intermediate support capacitor, a secondary filter circuit, a grounding detection device, an intermediate voltage sensor and a high-voltage indicating circuit; the secondary filter loop comprises a secondary filter capacitor and a secondary filter inductor, the secondary filter capacitor and the secondary filter inductor are connected between the positive output end and the negative output end of the four-quadrant chopper module after being connected in series, the grounding detection device comprises a grounding resistor and a grounding voltage sensor, the grounding resistor is connected between the positive output end and the negative output end of the four-quadrant chopper module after being connected in series, the middle connection point of the grounding resistor is a grounding point, and the grounding voltage sensor is connected with one grounding resistor in parallel; the middle voltage sensor is connected between the positive output end and the negative output end of the four-quadrant chopper module, the high-voltage indicating circuit comprises an indicating lamp and a resistor, and the indicating lamp and the resistor are connected between the positive output end and the negative output end of the four-quadrant chopper module after being connected in series.
7. The high-power freight permanent-magnet direct-drive electric locomotive converter according to claim 6, characterized in that: the number of the middle supporting capacitors (1) is defined as 3, and one side of each of the four-quadrant power module, the four-quadrant chopper module and the traction inverter power module is provided with one supporting capacitor.
8. The high-power freight permanent-magnet direct-drive electric locomotive converter according to claim 7, characterized in that: 2 groups of independent traction main circuits in the converter cabinet are independently arranged on the left and right respectively, a middle support capacitor (1) in each traction main circuit is arranged side by side with a power module and is connected through a composite busbar, so that stray inductance in a middle loop is reduced, and on the one hand, each power module is matched with a structure of a support capacitor, peak overvoltage generated in the turn-on and turn-off processes of the IGBT can be absorbed through the support capacitor, and the service life of the IGBT is prolonged; the secondary filter capacitor (2) is arranged behind the converter, the terminal of the capacitor is led out to one side of the capacitor, the connection of two secondary filter capacitor terminals is realized through a composite bus bar, and a group of output terminals are led out simultaneously, namely plus + and minus of an external connection terminal; the external connecting terminal '+' of the composite busbar is connected with the external connecting terminal through a copper bar and is externally connected to the secondary filter inductor and the discharge resistor; the composite busbar pair outer connecting terminal is connected to the intermediate circuit negative line through a copper bar.
9. The high-power freight permanent-magnet direct-drive electric locomotive converter according to claim 8, characterized in that: an auxiliary input interface is reserved in the intermediate loop and used for assisting the converter to get electricity from the intermediate loop; the middle loop is reserved with an in-garage motor car interface and is used for connecting a motor car power supply in the electric locomotive garage; the intermediate circuit is provided with a discharge resistor interface which is used for connecting a discharge resistor, wherein the discharge resistor comprises a secondary filter capacitor discharge resistor and a support capacitor slow discharge resistor; the intermediate circuit reserves a grounding interface for connecting a reference ground in the intermediate circuit grounding measurement circuit.
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| CN202011530090.7A CN112737354A (en) | 2020-12-22 | 2020-12-22 | High-power permanent-magnet direct-drive freight locomotive traction converter |
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| CN202011530090.7A CN112737354A (en) | 2020-12-22 | 2020-12-22 | High-power permanent-magnet direct-drive freight locomotive traction converter |
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| CN112737356A (en) * | 2020-12-25 | 2021-04-30 | 中车永济电机有限公司 | High-power permanent-magnet direct-drive freight locomotive traction converter |
| CN114244088A (en) * | 2021-12-30 | 2022-03-25 | 中车永济电机有限公司 | Main circuit of internal electric double-source traction converter |
| CN114447659A (en) * | 2021-12-30 | 2022-05-06 | 中车永济电机有限公司 | Laminated copper bar for locomotive input unit |
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