CN112737356A - 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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- CN112737356A CN112737356A CN202011555666.5A CN202011555666A CN112737356A CN 112737356 A CN112737356 A CN 112737356A CN 202011555666 A CN202011555666 A CN 202011555666A CN 112737356 A CN112737356 A CN 112737356A
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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
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
- H02P23/06—Controlling the motor in four quadrants
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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
- H02P25/024—Synchronous motors controlled by supply frequency
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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
- H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
- H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
- H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
- H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
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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)
- Inverter Devices (AREA)
Abstract
The invention discloses a high-power permanent magnet direct-drive freight locomotive traction converter, and relates to the field of locomotive traction converters. The converter comprises two groups of independent traction main loops, wherein each group of traction main loops comprises a pre-charging loop, a four-quadrant power module, a four-quadrant chopper power module, an independent middle direct-current circuit, a traction inversion power module and a three-pole isolation contactor; the electrical principle and the structure of the two groups of traction main circuits are completely the same. The intermediate direct current circuit comprises an energy storage circuit and a measurement and protection circuit; the energy storage circuit is used for stabilizing the voltage of the middle loop, the measuring and protecting circuit consists of a grounding measuring circuit, a middle voltage sensor and a voltage detecting plate, and a three-pole isolating contactor is arranged between the traction inversion power module and the permanent magnet synchronous motor; the three-pole isolation contactor is connected with the three-phase traction inverter INV2 and the permanent magnet synchronous motor through copper bars. The invention solves the problem that the traction converter of the high-power freight electric locomotive cannot be directly applied to the permanent magnet direct-drive electric transmission system.
Description
Technical Field
The invention relates to the field of locomotive traction converters, in particular to a high-power permanent magnet direct-drive freight locomotive traction converter.
Background
At present, an asynchronous alternating current transmission system is mostly adopted by a high-power freight electric locomotive, 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. In recent years, the environment-friendly, safe and energy-saving electric transmission system becomes 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 adopts a mode of directly driving wheel pairs by a coupling to replace the transmission mode of a gear box, so that the 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; especially, the energy-saving effect is obvious under the full working condition, the problems of transmission loss, noise, maintenance and the like caused by gear transmission are solved, the problem of environmental pollution caused by the use of lubricating grease of the gear box is avoided, the traction transmission efficiency is further improved, and the development direction of a future traction system is provided. 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 is loaded at two ends of devices in the inverter power module and the intermediate direct current loop, so that 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. Therefore, the design and structure of the traction converter of the existing high-power freight electric locomotive need to be improved so as to be suitable for the permanent magnet direct-drive electric transmission system.
Disclosure of Invention
The invention provides a traction converter of a high-power permanent-magnet direct-drive freight locomotive, aiming at solving the problem that the traction converter of the existing high-power freight electric locomotive cannot be directly applied to a permanent-magnet direct-drive electric transmission system.
The permanent magnet traction converter is designed on the basis of the electric transmission system of the high-power asynchronous freight electric locomotive which is mature and applied at present, the power output by the maximum single shaft of the permanent magnet traction converter, namely a single inverter, is 1300kW, the starting current is 900A, the current at the continuous speed point of the electric locomotive is 600A, the rated voltage of an intermediate direct current circuit is designed to be 1800V +/-5% according to a power module 3300V/1500A, and a power supply can be provided for the high-power and high-torque permanent magnet motor on the basis of considering the cost. The invention can provide power supply for the permanent magnet traction motor with counter potential less than 3200V and simultaneously provide a system protection scheme. Aiming at the characteristic that the permanent magnet motor has counter electromotive force, the inversion power module adopts two-stage clamping to carry out fault working condition high counter electromotive force voltage protection, and provides a targeted control scheme and a protection scheme under the fault working condition. The invention is realized by the following technical scheme: a traction converter of a high-power permanent-magnet direct-drive freight locomotive comprises two groups of independent traction main loops, wherein each group of traction main loops comprises a pre-charging loop, a four-quadrant power module, a four-quadrant chopper power module, an independent middle direct-current circuit, a traction inversion power module and a three-pole isolation contactor; the electric principles and structures of the two groups of traction main loops are completely the same, and the four-quadrant power module, the four-quadrant chopper module and the traction inverter power module all adopt Insulated Gate Bipolar Transistors (IGBT) with 3300V/1500A specifications; the pre-charging loop is as follows: the pre-charging contactor AK1 is connected in series with a pre-charging resistor CHR and then is connected in parallel with the main contactor K1; TPX21 and TNX21 in the four-quadrant power module form one half bridge, and TPX22 and TNX22 form the other half bridge in parallel; TPY21 and TNY21 in the four-quadrant chopper power module form a half bridge, TPY22 and TNY22 form another parallel half bridge, and OVT3 and OVT4 form a parallel half bridge; the two half bridges of the four-quadrant power module and the two half bridge circuits of the four-quadrant chopping power module form a four-quadrant rectifier, wherein two parallel half bridge circuits of 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 of the four-quadrant chopping power module are connected with an input current sensor CN2, the other end of the current sensor CN2 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 rectifies alternating current on the secondary side of the transformer into direct current of a middle direct current circuit; the direct current voltage of the intermediate direct current circuit meets the requirement of index 1800V +/-5%, and the current and the voltage on the alternating current side are in the same phase; the intermediate direct current circuit comprises an energy storage circuit and a measurement and protection circuit; the energy storage circuit consists of supporting capacitors FC5, FC6 and FC2 and is used for stabilizing the voltage of the middle loop and filtering higher harmonics generated by the four-quadrant rectifier and the traction inverter power module; the measurement and protection circuit is composed of a grounding measurement circuit, a middle voltage sensor and a voltage detection board, wherein the grounding measurement circuit: the resistor GRe3, the absorption capacitor GC1 and the voltage sensor PT2 are connected in parallel and then are connected in series with the resistor GRe1 and the resistor GRe2 to be grounded, and the voltage sensor PT2 is used for detecting the ground voltage; the intermediate voltage sensor is used for detecting the voltage of an intermediate loop, and the voltage detection plate is a resistor HR2 and a signal lamp HD2 which are connected in series; the intermediate direct current circuit also comprises a secondary filter circuit, wherein the secondary filter circuit consists of secondary filter capacitors C2-2F and C4-2F and a secondary filter inductor L2-2F in the traction voltage device, the repeated peak overvoltage of the secondary filter capacitors and the supporting capacitors is determined according to the back electromotive voltage of the motor, and the peak withstand voltage value is more than 3200V; the traction inversion power module is a three-phase traction inverter INV2, the middle direct-current voltage is modulated and converted into a three-phase alternating-current power supply with variable voltage and frequency, and a three-pole isolation contactor is arranged between the traction inversion power module and the permanent magnet synchronous motor; the three-pole isolation contactor is arranged below the traction converter and is connected with the three-phase traction inverter INV2 and the permanent magnet synchronous motor through a copper bar and a cable.
The invention designs a traction converter of a high-power permanent-magnet direct-drive freight locomotive, which mainly comprises two groups of independent traction main loops, wherein the two groups of traction main loops have the same structure and principle, and cooling systems are mutually independent, so that the redundancy of the system is increased. Therefore, only one traction main loop is introduced, and each traction main loop comprises a pre-charging loop, a four-quadrant power module, a four-quadrant chopper power module, an independent intermediate direct-current circuit, a traction inverter power module and a three-pole isolation contactor. The four-quadrant power module, the four-quadrant chopper module and the traction inversion power module all adopt IGBTs meeting 3300V/1500A specifications, mainly aim at meeting the requirement of providing a power supply for a permanent magnet traction motor with a back electromotive force smaller than 3300V, and simultaneously consider dynamic clamping voltage to ensure the normal work of the IGBTs. The pre-charging loop is as follows: the pre-charging contactor AK1 is connected in series with a pre-charging resistor CHR and then connected in parallel with the main contactor K1.
TPX21 and TNX21 in the four-quadrant power module form one half bridge, and TPX22 and TNX22 form the other half bridge in parallel; TPY21 and TNY21 in the four-quadrant chopper power module form a half bridge, TPY22 and TNY22 form another parallel half bridge, and OVT3 and OVT4 form a parallel half bridge; the two half-bridges of the four-quadrant power module and the two half-bridge circuits of the four-quadrant chopping power module form a four-quadrant rectifier, wherein the two parallel half-bridge circuits of 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 of the four-quadrant chopping power module are connected with an input current sensor CN2, the other end of the current sensor CN2 is connected to a secondary winding of a transformer, and the secondary winding of the transformer connected with the pre-charging loop is two ends of the same winding; the four-quadrant rectifier mainly rectifies alternating current on the secondary side of the transformer into direct current of an intermediate direct current circuit, and makes current and voltage on an alternating current side in the same phase in a software control mode, so that the power factor of a network side is close to 1.0, and the direct current voltage of the intermediate direct current circuit meets the requirement of an index of 1800V +/-5%. The design of the power module mainly adapts to the design change of a permanent magnet system, according to the design requirement of a converter, under the normal working condition, through weak magnetic control, the back electromotive force voltage of a motor can be restrained in a normal range, only under the extreme working condition, namely, control failure, isolation contactor adhesion and locomotive in a high-speed state, the back electromotive force of a traction motor can lift the middle direct current loop voltage at the moment, and the high voltage can be loaded at two ends of an inversion power module, the high voltage can lead to the false conduction of the IGBT and then breaks down the IGBT, the IGBT damage caused by the false conduction of the IGBT is avoided, a two-stage clamping drive protection circuit design is adopted
The intermediate direct current circuit comprises an energy storage circuit and a measurement and protection circuit; the energy storage circuit consists of supporting capacitors FC5, FC6 and FC2 and is used for stabilizing the voltage of the middle loop and filtering higher harmonics generated by the four-quadrant rectifier and the traction inverter power module; the measurement and protection circuit consists of a grounding measurement circuit, a middle voltage sensor and a voltage detection board, wherein the grounding measurement circuit comprises: the resistor GRe3, the absorption capacitor GC1 and the voltage sensor PT2 are connected in parallel and then are connected in series with the resistor GRe1 and the resistor GRe2 to be grounded, and the voltage sensor PT2 is used for detecting the grounding voltage. The intermediate voltage sensor is used for detecting the voltage of the intermediate circuit, and the voltage detection plate is a resistor HR2 and a signal lamp HD2 which are connected in series; the intermediate direct current circuit also comprises a secondary filter circuit, the secondary filter circuit consists of secondary filter capacitors C2-2F and C4-2F and a secondary filter inductor L2-2F in the traction voltage device, wherein the repeated peak overvoltage of the secondary filter capacitors and the repeated peak overvoltage of the supporting capacitors are determined according to the back electromotive voltage of the motor, and the peak withstand voltage value is more than 3200V; the traction inversion power module is a three-phase traction inverter INV2, the middle direct-current voltage is modulated and converted into a three-phase alternating-current power supply with variable voltage and frequency, and a three-pole isolation contactor is arranged between the traction inversion power module and the permanent magnet synchronous motor; the three-pole isolation contactor is arranged below the traction converter and is connected with the three-phase traction inverter INV2 and the permanent magnet synchronous motor through a copper bar, and the three-pole isolation contactor is the creative place in the invention and has the main functions of: when a fault occurs, the connection between the traction converter and the permanent magnet synchronous motor is ensured to be physically disconnected, and the protection under the fault is realized. In order to discharge the energy storage element in the entire circuit, a discharge circuit is also provided, which comprises a resistor DR connected in parallel to the intermediate dc circuit.
The working process of the invention is as follows: the two half-bridges of the four-quadrant power module and the two half-bridge circuits in the four-quadrant chopper power module form a four-quadrant rectifier, the four-quadrant rectifier mainly rectifies alternating current on the secondary side of a transformer into direct current of an intermediate direct current circuit, and current and voltage on an alternating current side are in the same phase in a software control mode, so that the power factor of a network side is close to 1.0, and the direct current voltage of the intermediate direct current circuit meets the requirement of an index of 1800V +/-5%; in the intermediate direct current circuit, a support capacitor stores energy, the intermediate loop voltage is stabilized, higher harmonics generated by the four-quadrant rectifier and the traction inversion power module are filtered, and the discharge of an energy storage element is realized through a resistor DR; the voltage of a middle loop is measured by circuits such as measurement and protection circuits, meanwhile, the circuits are subjected to ground protection, finally, the middle direct-current voltage is modulated by a three-phase traction inverter and is converted into a three-phase alternating-current power supply with variable voltage and frequency, the characteristic control of a traction motor is realized, a three-pole isolation contactor is arranged below the traction converter and is connected with the three-phase traction inverter and a permanent magnet synchronous motor through copper bars, and if a fault occurs, the three-pole isolation contactor is cut off, so that the complete protection of the converter and the motor under the fault is realized.
Preferably, under a normal working condition, through weak magnetic control, the back electromotive force voltage of the motor can be restrained in a normal range, and only under an extreme working condition, namely, control failure, isolation contactor adhesion and a high-speed state of the locomotive, the back electromotive force of the traction motor can lift the voltage of the middle bus, so that one-stage static clamping in the original driving circuit is changed into two-stage dynamic clamping, the driving circuit of the four-quadrant power module adopts two-stage clamping, the first-stage clamping is dynamic clamping, the clamping value is 2400V and is used for absorbing a voltage spike in the turn-off process of the IGBT, the second-stage clamping is static clamping, the clamping value is 4000V, and the problem that the IGBT is mistakenly switched on and further damaged due to high back electromotive force is avoided.
Preferably, in consideration of the risk of the permanent magnet system, the support capacitor and the secondary filter capacitor, the capacitor medium is a self-healing polypropylene film and the filler is a resin.
Compared with the prior art, the invention has the following beneficial effects: the traction converter of the high-power permanent magnet direct-drive freight locomotive is suitable for a high-power permanent magnet traction system, particularly a permanent magnet electric transmission system with a permanent magnet motor with higher back electromotive force, solves the problem that the traction converter of the high-power freight electric locomotive cannot be directly applied to the permanent magnet direct-drive electric transmission system, and optimizes various parameters; 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 a main traction circuit according to the present invention.
Fig. 2 is a schematic diagram of the position of the three-pole isolation contactor in the whole device.
The figures are labeled as follows: 1-three pole isolation contactor, 2-traction inversion power module.
Detailed Description
The present invention is further illustrated by the following specific examples. As shown in fig. 1 and 2:
a traction converter of a high-power permanent-magnet direct-drive freight locomotive comprises two groups of independent traction main loops, wherein each group of traction main loops comprises a pre-charging loop, a four-quadrant power module, a four-quadrant chopper power module, an independent middle direct-current circuit, a traction inversion power module and a three-pole isolation contactor; the electric principles and structures of the two groups of traction main loops are completely the same, and the four-quadrant power module, the four-quadrant chopper module and the traction inverter power module all adopt Insulated Gate Bipolar Transistors (IGBT) with 3300V/1500A specifications; the pre-charging loop is as follows: the pre-charging contactor AK1 is connected in series with a pre-charging resistor CHR and then is connected in parallel with the main contactor K1; TPX21 and TNX21 in the four-quadrant power module form one half bridge, and TPX22 and TNX22 form the other half bridge in parallel; TPY21 and TNY21 in the four-quadrant chopper power module form a half bridge, TPY22 and TNY22 form another parallel half bridge, and OVT3 and OVT4 form a parallel half bridge; the two half bridges of the four-quadrant power module and the two half bridge circuits of the four-quadrant chopping power module form a four-quadrant rectifier, wherein two parallel half bridge circuits of 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 of the four-quadrant chopping power module are connected with an input current sensor CN2, the other end of the current sensor CN2 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 rectifies alternating current on the secondary side of the transformer into direct current of a middle direct current circuit; the direct current voltage of the intermediate direct current circuit meets the requirement of index 1800V +/-5%, and the current and the voltage on the alternating current side are in the same phase; the intermediate direct current circuit comprises an energy storage circuit and a measurement and protection circuit; the energy storage circuit consists of supporting capacitors FC5, FC6 and FC2 and is used for stabilizing the voltage of the middle loop and filtering higher harmonics generated by the four-quadrant rectifier and the traction inverter power module; the measurement and protection circuit is composed of a grounding measurement circuit, a middle voltage sensor and a voltage detection board, wherein the grounding measurement circuit: the resistor GRe3, the absorption capacitor GC1 and the voltage sensor PT2 are connected in parallel and then are connected in series with the resistor GRe1 and the resistor GRe2 to be grounded, and the voltage sensor PT2 is used for detecting the ground voltage; the intermediate voltage sensor is used for detecting the voltage of an intermediate loop, and the voltage detection plate is a resistor HR2 and a signal lamp HD2 which are connected in series; the intermediate direct current circuit also comprises a secondary filter circuit, wherein the secondary filter circuit consists of secondary filter capacitors C2-2F and C4-2F and a secondary filter inductor L2-2F in the traction voltage device, the repeated peak overvoltage of the secondary filter capacitors and the supporting capacitors is determined according to the back electromotive voltage of the motor, and the peak withstand voltage value is more than 3200V; the traction inversion power module is a three-phase traction inverter INV2, the middle direct-current voltage is modulated and converted into a three-phase alternating-current power supply with variable voltage and frequency, and a three-pole isolation contactor is arranged between the traction inversion power module and the permanent magnet synchronous motor; the three-pole isolation contactor is arranged below the traction converter and is connected with the three-phase traction inverter INV2 and the permanent magnet synchronous motor through a copper bar and a cable.
The embodiment adopts the preferable scheme that: the driving circuit of the four-quadrant power module adopts two-stage clamping, the first-stage clamping is dynamic clamping, the clamping value is 2400V and is used for absorbing a voltage peak in the IGBT turn-off process, the second-stage clamping is static clamping, and the clamping value is 4000V; the capacitor comprises a support capacitor and a secondary filter capacitor, wherein a capacitor medium is a self-healing polypropylene film, and a filler is resin. Meanwhile, all parameters are quantitatively determined in the embodiment, so that the method can be suitable for the permanent magnet traction motor with the counter potential less than 3200V. The rated working voltage of the main contactor K1 is 1500V, the rated working current is 1850A, the rated working voltage of the pre-charging contactor AK1 is 2000V, the rated working current is 250A, the resistance value of the pre-charging resistor CHR is 10 omega, the capacitance values of the supporting capacitors FC5, FC6 and FC2 are all 3mF, the rated voltage is 2400V, and the repeated peak overvoltage is 3200V; rated capacities of the secondary filter capacitors C2-2F and C4-2F are both 2.5mF, rated voltage is 2500Vdc, and repeated peak overvoltage is 3300V; the grounding resistance is 3 multiplied by 33k omega; the rated capacity of the absorption capacitor GC1 is 0.1 muF, the rated direct current voltage is 3300V, and the rated alternating current voltage is 2800V. The rated input voltage of the overall parameters of the traction converter is AC950V, the rated input current is 1580A, the maximum input current is 1796A, the intermediate voltage is DC1800V, the nominal output voltage is 1391V/3p, the rated output current is 599A, the maximum output current is 896A, the back-emf is 3200V, and the IGBT parameters are 3300V/1500A. The four-quadrant power module and the four-quadrant chopping power module adopt a single-phase voltage type 2-level PWM rectifier, the rated input voltage is AC 2 multiplied by 950V, the rated input current is 2 multiplied by 1580A, the rated output voltage is DC1800V, the maximum switching frequency is 550Hz, the parameters of the four-quadrant power module are 3300V/1500A, and the efficiencies of the four-quadrant power module and the four-quadrant chopping power module are 99%. In the traction inversion power module, a three-phase voltage type 2-level PWM inverter is adopted, the rated input voltage is DC1800V, the rated output current is 599A, the rated output voltage is AC 0-1391V/3p, the switching frequency is 550Hz, the parameters of the inversion power module are 3300V/1500A, and the efficiency of the inverter is 99%.
The embodiment specifically operates as follows: the two half-bridges of the four-quadrant power module and the two half-bridge circuits in the four-quadrant chopper power module form a four-quadrant rectifier, the four-quadrant rectifier mainly rectifies alternating current on the secondary side of a transformer into direct current of an intermediate direct current circuit, and the current and the voltage on the alternating current side are in the same phase under the control of software, so that the power factor of the network side is close to 1.0, and the direct current voltage of the intermediate direct current circuit meets the requirement of an index of 1800V +/-5%; in the intermediate direct current circuit, a support capacitor stores energy, the intermediate loop voltage is stabilized, higher harmonics generated by the four-quadrant rectifier and the traction inversion power module are filtered, and the discharge of an energy storage element is realized through a resistor DR; the voltage of a middle loop is measured by circuits such as measurement and protection circuits, meanwhile, the circuits are subjected to ground protection, finally, the middle direct-current voltage is modulated by a three-phase traction inverter and is converted into a three-phase alternating-current power supply with variable voltage and frequency, the characteristic control of a traction motor is realized, a three-pole isolation contactor is arranged below the traction converter and is connected with the three-phase traction inverter and a permanent magnet synchronous motor through copper bars, and if a fault occurs, the three-pole isolation contactor is cut off, so that the complete protection of the converter and the motor under the fault is realized.
The scope of the invention is not limited to the above embodiments, and various modifications and changes may be made by those skilled in the art, and any modifications, improvements and equivalents within the spirit and principle of the invention should be included in the scope of the invention.
Claims (7)
1. A high-power permanent magnet direct-drive freight locomotive traction converter is characterized in that: the system comprises two groups of independent traction main loops, wherein each group of traction main loops comprises a pre-charging loop, a four-quadrant power module, a four-quadrant chopper power module, an independent intermediate direct-current circuit, a traction inversion power module and a three-pole isolation contactor; the electric principles and structures of the two groups of traction main loops are completely the same, and the four-quadrant power module, the four-quadrant chopper module and the traction inverter power module all adopt Insulated Gate Bipolar Transistors (IGBT) with 3300V/1500A specifications;
the pre-charging loop is as follows: the pre-charging contactor AK1 is connected in series with a pre-charging resistor CHR and then is connected in parallel with the main contactor K1;
TPX21 and TNX21 in the four-quadrant power module form one half bridge, and TPX22 and TNX22 form the other half bridge in parallel; TPY21 and TNY21 in the four-quadrant chopper power module form a half bridge, TPY22 and TNY22 form another parallel half bridge, and OVT3 and OVT4 form a parallel half bridge; the two half bridges of the four-quadrant power module and the two half bridge circuits of the four-quadrant chopping power module form a four-quadrant rectifier, wherein two parallel half bridge circuits of 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 of the four-quadrant chopping power module are connected with an input current sensor CN2, the other end of the current sensor CN2 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 rectifies alternating current on the secondary side of the transformer into direct current of a middle direct current circuit, and the current and the voltage on the alternating current side are in the same phase under the control of software; the direct current voltage of the intermediate direct current circuit meets the requirement of an index of 1800V +/-5%;
the intermediate direct current circuit comprises an energy storage circuit and a measurement and protection circuit; the energy storage circuit consists of supporting capacitors FC5, FC6 and FC2 and is used for stabilizing the voltage of the middle loop and filtering higher harmonics generated by the four-quadrant rectifier and the traction inverter power module; the measurement and protection circuit is composed of a grounding measurement circuit, a middle voltage sensor and a voltage detection board, wherein the grounding measurement circuit: the resistor GRe3, the absorption capacitor GC1 and the voltage sensor PT2 are connected in parallel and then are connected in series with the resistor GRe1 and the resistor GRe2 to be grounded, and the voltage sensor PT2 is used for detecting the ground voltage; the intermediate voltage sensor is used for detecting the voltage of an intermediate loop, and the voltage detection plate is a resistor HR2 and a signal lamp HD2 which are connected in series; the intermediate direct current circuit also comprises a secondary filter circuit, wherein the secondary filter circuit consists of secondary filter capacitors C2-2F and C4-2F and a secondary filter inductor L2-2F in the traction voltage device, the repeated peak overvoltage of the secondary filter capacitors and the supporting capacitors is determined according to the back electromotive voltage of the motor, and the peak withstand voltage value is more than 3200V;
the traction inversion power module is a three-phase traction inverter INV2, the middle direct-current voltage is modulated and converted into a three-phase alternating-current power supply with variable voltage and frequency, and a three-pole isolation contactor is arranged between the traction inversion power module and the permanent magnet synchronous motor; the three-pole isolation contactor is arranged below the traction converter and is connected with the three-phase traction inverter INV2 and the permanent magnet synchronous motor through a copper bar and a cable.
2. The traction converter for the high-power permanent-magnet direct-drive freight locomotive according to claim 1, is characterized in that: the driving circuit of the four-quadrant power module adopts two-stage clamping, the first-stage clamping is dynamic clamping, the clamping value is 2400V and is used for absorbing voltage spikes in the IGBT turn-off process, the second-stage clamping is static clamping, and the clamping value is 4000V.
3. The traction converter for the high-power permanent-magnet direct-drive freight locomotive according to claim 1, is characterized in that: the capacitor comprises a support capacitor and a secondary filter capacitor, wherein a capacitor medium is a self-healing polypropylene film, and a filler is resin.
4. The traction converter for the high-power permanent-magnet direct-drive freight locomotive according to claim 1, is characterized in that: the rated working voltage of the main contactor K1 is 1500V, the rated working current is 1850A, the rated working voltage of the pre-charging contactor AK1 is 2000V, the rated working current is 250A, the resistance value of the pre-charging resistor CHR is 10 omega, the capacitance values of the supporting capacitors FC5, FC6 and FC2 are all 3mF, the rated voltage is 2400V, and the repeated peak overvoltage is 3200V; rated capacities of the secondary filter capacitors C2-2F and C4-2F are both 2.5mF, rated voltage is 2500Vdc, and repeated peak overvoltage is 3300V; the grounding resistance is 3 multiplied by 33k omega; the rated capacity of the absorption capacitor GC1 is 0.1 muF, the rated direct current voltage is 3300V, and the rated alternating current voltage is 2800V.
5. The traction converter for the high-power permanent-magnet direct-drive freight locomotive according to claim 1, is characterized in that: the rated input voltage of the overall parameters of the traction converter is AC950V, the rated input current is 1580A, the maximum input current is 1796A, the intermediate voltage is DC1800V, the nominal output voltage is 1391V/3p, the rated output current is 599A, the maximum output current is 896A, the back-emf is 3200V, and the IGBT parameters are 3300V/1500A.
6. The traction converter for the high-power permanent-magnet direct-drive freight locomotive according to claim 1, is characterized in that: the four-quadrant power module and the four-quadrant chopping power module adopt a single-phase voltage type 2-level PWM rectifier, the rated input voltage is AC 2 multiplied by 950V, the rated input current is 2 multiplied by 1580A, the rated output voltage is DC1800V, the maximum switching frequency is 550Hz, the parameters of the four-quadrant power module are 3300V/1500A, and the efficiencies of the four-quadrant power module and the four-quadrant chopping power module are 99%.
7. The traction converter for the high-power permanent-magnet direct-drive freight locomotive according to claim 1, is characterized in that: in the traction inversion power module, a three-phase voltage type 2-level PWM inverter is adopted, the rated input voltage is DC1800V, the rated output current is 599A, the rated output voltage is AC 0-1391V/3p, the switching frequency is 550Hz, the parameters of the inversion power module are 3300V/1500A, and the efficiency of the inverter is 99%.
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