WO2021042557A1 - Traction-auxiliary converter and converter cabinet for internal combustion locomotive - Google Patents

Traction-auxiliary converter and converter cabinet for internal combustion locomotive Download PDF

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Publication number
WO2021042557A1
WO2021042557A1 PCT/CN2019/118300 CN2019118300W WO2021042557A1 WO 2021042557 A1 WO2021042557 A1 WO 2021042557A1 CN 2019118300 W CN2019118300 W CN 2019118300W WO 2021042557 A1 WO2021042557 A1 WO 2021042557A1
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traction
auxiliary
frequency
inverter
converter
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PCT/CN2019/118300
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French (fr)
Chinese (zh)
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王彬
金春羽
刘谆
孙湘漪
马连凤
柴媛
孙晓丽
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中车永济电机有限公司
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Publication of WO2021042557A1 publication Critical patent/WO2021042557A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • 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

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  • the invention relates to the technical field of converters, in particular to a traction-assisted converter and converter cabinet for diesel locomotives.
  • HXN3 and HXN5 internal combustion AC drive locomotives there are HXN3 and HXN5 internal combustion AC drive locomotives in the country, but there are the following problems: 1) The auxiliary system in the AC drive system is powered by an auxiliary generator, and the traction inverter and auxiliary inverter are designed separately, and the degree of integration is Low; 2) In braking conditions, the system cannot use the energy fed back by the traction motor, and the energy generated by electric braking is all heated and consumed on the braking resistor, resulting in poor energy saving and emission reduction effects; 3) The components are scattered and not realized The overall modular design of the traction-assisted converter device requires more procedures during assembly, low system power density, and large locomotive space occupation.
  • the present invention aims to solve the above-mentioned three technical problems of the existing internal combustion AC drive locomotive. To this end, the present invention proposes a traction-assisted converter and converter cabinet for diesel locomotives.
  • a traction-assisted converter for diesel locomotives comprising a rectifier, the rectifier is electrically connected to a main generator through an input circuit, the rectifier is connected with an intermediate direct current circuit, and the intermediate direct current circuit is provided with grounding detection modules connected in parallel with each other , Manual discharge module, brake chopper, inverter group, said brake chopper is equipped with chopper braking resistor, said inverter group includes parallel auxiliary fixed frequency inverter, auxiliary frequency conversion Inverter and multiple traction inverters.
  • the intermediate DC loop includes a composite busbar, an intermediate support capacitor, and a high-voltage indicating device.
  • each inverter group is provided with three traction inverters.
  • the rectifier is a six-pulse uncontrolled rectifier.
  • a traction-auxiliary converter cabinet for diesel locomotives includes two sets of the above-mentioned traction-auxiliary converters.
  • the auxiliary fixed-frequency inverters of the two sets of traction-auxiliary converters are electrically connected by a fixed-frequency expansion loop.
  • the auxiliary variable frequency inverters of the group traction-auxiliary converter are electrically connected through a variable frequency extension circuit.
  • the traction-auxiliary converter integrates rectifier, traction inverter, auxiliary inverter and brake chopper to realize the conversion and transmission of electric energy from the main generator of the diesel locomotive to the traction load and auxiliary load.
  • the modular design of the tractor-assisted converter device simplifies the assembly process, has high integration, power density, and saves space;
  • This traction-auxiliary converter cabinet can effectively reduce the possibility of locomotive breakdown caused by the failure of a single auxiliary converter through auxiliary two backup and two redundancy, which is beneficial to the locomotive to improve the task completion rate.
  • Figure 1 is a topological diagram of the converter cabinet of the present invention
  • Figure 2 is a schematic diagram of energy flow in the traction state of the present invention
  • Fig. 3 is a schematic diagram of the energy flow in the braking state of the present invention.
  • a traction-assisted converter for diesel locomotives of the present invention includes a rectifier 1, which is electrically connected to a main generator through an input circuit, and is connected with an intermediate DC circuit 2.
  • the three-phase AC power generated by the main generator is converted into DC power through the rectifier 1, and then input to the intermediate DC circuit 2.
  • the intermediate DC circuit 2 is provided with a grounding detection module 3, a manual discharge module 4, and a brake chopper connected in parallel with each other 5.
  • Inverter group, the braking chopper 5 is configured with a chopper braking resistor, and the inverter group includes an auxiliary fixed frequency inverter 6, an auxiliary variable frequency inverter 7, and a plurality of auxiliary fixed frequency inverters connected in parallel with each other.
  • each inverter group is provided with three traction inverters 8, and each traction inverter 8 is correspondingly connected to a traction motor; the auxiliary fixed-frequency inverter 6 is connected to an auxiliary fixed-frequency load, The auxiliary variable frequency inverter 7 is connected to an auxiliary variable frequency load.
  • the input end of the converter is connected with the three-phase output cable of the main generator, and the three-phase power supply can be switched on and off by controlling the input circuit.
  • the three-phase AC power output by the main generator is converted into DC power by the rectifier 1, part of which is inverted into AC power by the traction inverter 8 and sent to the traction motor to drive it to rotate, and part is transmitted by the auxiliary fixed frequency inverter 6.
  • the given frequency load is partially delivered to the variable frequency load through the auxiliary variable frequency inverter 7.
  • the traction motor operates under regenerative braking, and its output energy is fed back to the traction converter, and then transferred to the DC bus after conversion.
  • the auxiliary converter can use this energy to provide the required auxiliary load after conversion. .
  • the energy feedback of dynamic braking is closely related to the chopper control of the chopper braking resistor. When the energy feedback of the traction motor is huge, the auxiliary system cannot fully consume it, and the bus is braked and chopper controlled by the pulse width adjustment bus voltage. The excess energy is consumed on the chopper braking resistor.
  • the intermediate DC loop 2 is used to withstand the DC power after the AC power passes through the rectifier 1, and is easily designed by those in the art. It specifically includes a composite busbar, an intermediate support capacitor, and a high-voltage indicating device to connect the rectifier 1 and the inverter. , Support the role of bus voltage and filtering.
  • the grounding detection circuit is used for the ground fault detection of the system.
  • the manual discharge circuit is used for manual discharge before shutdown and maintenance to ensure that the cabinet is in a non-electric state during maintenance.
  • Braking chopper 5 is used to consume excess energy on the DC bus in braking conditions or when the bus voltage is too high.
  • the rectifier 1 is a six-pulse uncontrolled rectifier, and the input three-phase current is subjected to six-pulse uncontrolled rectification by the rectifier and then output to the intermediate DC circuit.
  • the present invention also provides a traction-auxiliary converter cabinet for diesel locomotives, which includes two sets of traction-auxiliary converters, each group of traction-auxiliary converters includes a rectifier 1 electrically connected to the main generator, and the rectifier 1 is connected There is an intermediate DC circuit 2. The three-phase AC power from the main generator is converted into DC power through the rectifier 1, and then input to the intermediate DC circuit 2.
  • the intermediate DC circuit 2 is provided with a grounding detection module 3 and a manual discharge module 4 in parallel with each other , Brake chopper 5, inverter group, said brake chopper 5 is configured with a chopper braking resistor, said inverter group includes parallel auxiliary fixed frequency inverter 6, auxiliary variable frequency inverter The converter 7 and multiple traction inverters 8, the auxiliary fixed-frequency inverters 6 of the two sets of traction-auxiliary converters are electrically connected through the fixed-frequency expansion loop 9, and the auxiliary frequency conversion of the two sets of traction-auxiliary converters The inverters 7 are electrically connected through a frequency conversion expansion circuit 10.
  • each inverter group is provided with three traction inverters 8, each traction inverter 8 is correspondingly connected with a traction motor, and each converter cabinet has six traction inverters 8 That is, each converter cabinet is connected to six traction motors; two auxiliary fixed-frequency inverters 6 are jointly connected to auxiliary fixed-frequency loads, and two auxiliary variable-frequency inverters 7 are jointly connected to auxiliary variable-frequency loads.
  • the three-phase AC power output by the main generator is converted into DC power by the rectifier 1, part of which is inverted into AC power by the traction inverter 8 and sent to the traction motor to drive it to rotate, and part is transmitted by the auxiliary fixed frequency inverter 6.
  • the given frequency load is partially delivered to the variable frequency load through the auxiliary variable frequency inverter 7.
  • the traction motor operates under regenerative braking, and its output energy is fed back to the traction converter, and then transferred to the DC bus after conversion.
  • the auxiliary converter can use this energy to provide the required auxiliary load after conversion. .
  • the energy feedback of dynamic braking is closely related to the chopper control of the chopper braking resistor. When the energy feedback of the traction motor is huge, the auxiliary system cannot fully consume it, and the bus is braked and chopper controlled by pulse width adjustment of the bus voltage. The excess energy is consumed on the chopper braking resistor.
  • the intermediate DC loop 2 is used to withstand the DC power after the AC power passes through the rectifier 1, and is easily designed by those in the art. It specifically includes a composite busbar, an intermediate support capacitor, and a high-voltage indicating device to connect the rectifier 1 and the inverter. , Support the role of bus voltage and filtering.
  • the grounding detection circuit is used for the ground fault detection of the system.
  • the manual discharge circuit is used for manual discharge before shutdown and maintenance to ensure that the cabinet is in a non-electric state during maintenance.
  • Braking chopper 5 is used to consume excess energy on the DC bus in braking conditions or when the bus voltage is too high.
  • Two sets of auxiliary fixed-frequency inverter 6 and auxiliary variable-frequency inverter 7 respectively provide stable three-phase alternating current for the fixed-frequency load and variable-frequency load of the locomotive, thereby realizing two-standby and two-redundancy.
  • Two sets of fixed-frequency inverters are connected through a fixed-frequency extension circuit 9, and two sets of variable-frequency inverters are connected through a variable-frequency extension circuit 10.
  • the auxiliary fixed-frequency or variable-frequency inverter in a set of traction-auxiliary converters fails It can be redundantly supplied by the corresponding fixed frequency or variable frequency inverter in another group of converters.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Inverter Devices (AREA)

Abstract

A traction-auxiliary converter and converter cabinet for an internal combustion locomotive, aimed at solving the technical problems that an existing internal combustion AC transmission locomotive is low in integration level, poor in energy conservation and emission reduction effect, and large in occupied locomotive space. The following technical solution is used: the traction-auxiliary converter comprises a rectifier (1) electrically connected to a main generator; the rectifier (1) is connected to an intermediate DC loop (2); a grounding detection module (3), a manual discharge module (4), a brake chopper (5), and an inverter set which are connected in parallel are arranged in the intermediate DC loop (2); the brake chopper (5) is equipped with a chopper brake resistor; the inverter set comprises an auxiliary fixed-frequency inverter (6), an auxiliary variable-frequency inverter (7), and three traction inverters (8) which are connected in parallel. The converter cabinet comprises two sets of the converters, the auxiliary fixed-frequency inverters (6) of the two sets of traction-auxiliary converters are electrically connected by means of a fixed-frequency expansion loop (9), and the auxiliary variable-frequency inverters (7) of the two sets of traction-auxiliary converters are electrically connected by means of a variable-frequency expansion loop (10).

Description

一种内燃机车用牵引-辅助变流器及变流柜Traction-assisted converter and converter cabinet for diesel locomotive 技术领域Technical field
本发明涉及变流器技术领域，具体是一种内燃机车用牵引-辅助变流器及变流柜。The invention relates to the technical field of converters, in particular to a traction-assisted converter and converter cabinet for diesel locomotives.
背景技术Background technique
随着柴油机功率和转速的不断提高，内燃机车不断向大功率发展，而直流牵引发电机的功率受到换向、机车限界等因素的制约，单机功率几乎限制在2200KW以下，不能很好地满足发展需要。铁路运输事业飞速发展，要达到机车“客运高速，货运重载”的目标，就需要把先进实用的交流电传动技术结合内燃机车的特点应用于内燃机车以提高机车性能、提升铁路装备制造水平。目前国国内已有了HXN3、HXN5型内燃交流传动机车，但存在以下问题：1)其交流传动***中辅助***采用辅助发电机供电，牵引逆变器和辅助逆变器为单独设计，集成度低；2)在制动工况时，***无法利用牵引电机回馈的能量，电制动产生的能量全部在制动电阻上发热消耗掉，节能减排效果较差；3)部件分散，未实现牵引-辅助变流装置整体模块设计，组装时工序较多，***功率密度低，占用机车空间较大。With the continuous improvement of diesel engine power and speed, diesel locomotives continue to develop towards high power, and the power of DC traction generators is restricted by factors such as commutation and locomotive limits. The single engine power is almost limited to below 2200KW, which cannot meet the development well. need. With the rapid development of railway transportation, in order to achieve the goal of "high-speed passenger transport and heavy freight" locomotives, it is necessary to apply advanced and practical AC power transmission technology combined with the characteristics of diesel locomotives to diesel locomotives to improve locomotive performance and improve railway equipment manufacturing level. At present, there are HXN3 and HXN5 internal combustion AC drive locomotives in the country, but there are the following problems: 1) The auxiliary system in the AC drive system is powered by an auxiliary generator, and the traction inverter and auxiliary inverter are designed separately, and the degree of integration is Low; 2) In braking conditions, the system cannot use the energy fed back by the traction motor, and the energy generated by electric braking is all heated and consumed on the braking resistor, resulting in poor energy saving and emission reduction effects; 3) The components are scattered and not realized The overall modular design of the traction-assisted converter device requires more procedures during assembly, low system power density, and large locomotive space occupation.
发明内容Summary of the invention
本发明旨在解决现有内燃交流传动机车上述三点技术问题。为此，本发明提出一种内燃机车用牵引-辅助变流器及变流柜。The present invention aims to solve the above-mentioned three technical problems of the existing internal combustion AC drive locomotive. To this end, the present invention proposes a traction-assisted converter and converter cabinet for diesel locomotives.
本发明解决其技术问题所采用的技术方案是：The technical solutions adopted by the present invention to solve its technical problems are:
一种内燃机车用牵引-辅助变流器，包括整流器，所述整流器通过输入电路与主发电机电连接，所述整流器连接有中间直流回路，所述中间直流回路中设置有相互并联的接地检测模块、手动放电模块、制动斩波器、逆变器组，所述制动斩波器配置有斩波制动电阻，所述逆变器组包括相互并联的辅助定频逆变器、辅助变频逆变器及多个牵引逆变器。A traction-assisted converter for diesel locomotives, comprising a rectifier, the rectifier is electrically connected to a main generator through an input circuit, the rectifier is connected with an intermediate direct current circuit, and the intermediate direct current circuit is provided with grounding detection modules connected in parallel with each other , Manual discharge module, brake chopper, inverter group, said brake chopper is equipped with chopper braking resistor, said inverter group includes parallel auxiliary fixed frequency inverter, auxiliary frequency conversion Inverter and multiple traction inverters.
进一步的，所述中间直流回路包括复合母排、中间支撑电容、高压指示装置。Further, the intermediate DC loop includes a composite busbar, an intermediate support capacitor, and a high-voltage indicating device.
优选的，每个逆变器组设置有三个所述牵引逆变器。Preferably, each inverter group is provided with three traction inverters.
优选的，所述整流器为六脉波不控整流器。Preferably, the rectifier is a six-pulse uncontrolled rectifier.
一种内燃机车用牵引-辅助变流柜，包括两组上述的牵引-辅助变流器，两组牵引-辅助变流器的辅助定频逆变器之间通过定频扩展回路电连接，两组牵引-辅助变流器的辅助变频逆变器之间通过变频扩展回路电连接。A traction-auxiliary converter cabinet for diesel locomotives includes two sets of the above-mentioned traction-auxiliary converters. The auxiliary fixed-frequency inverters of the two sets of traction-auxiliary converters are electrically connected by a fixed-frequency expansion loop. The auxiliary variable frequency inverters of the group traction-auxiliary converter are electrically connected through a variable frequency extension circuit.
本发明的有益效果是：The beneficial effects of the present invention are:
1)通过主、辅共直流母线设计实现动力制动能量回馈辅助***技术的应用，可使以往传统内燃机车动力制动工况下辅助发电机消耗额外能量为辅助***运行提供动力以及制动能量全部由制动电阻消耗得不到利用的情况发生转变，降低了机车动力制动工况下能量的消耗，制动电阻将电能转换成的热能也相应减少，是实现机车节能环保减排的重要举措；1) Through the design of the main and auxiliary common DC bus to realize the application of the power braking energy feedback auxiliary system technology, it can make the auxiliary generator consume additional energy to provide power and braking energy for the operation of the auxiliary system under the power braking conditions of the traditional diesel locomotive. The situation that all braking resistors are consumed and unused has changed, which reduces the energy consumption of locomotives under dynamic braking conditions. The braking resistors convert electrical energy into heat energy correspondingly, which is important for realizing energy conservation, environmental protection and emission reduction of locomotives. Action
2)本牵引-辅助变流器通过集成整流器、牵引逆变器、辅助逆变器和制动斩波器从而实现了从内燃机车主发电机到牵引负载和辅助负载电能变换和输送，实现了整车牵引-辅助变流装置模块化设计，简化了组装工艺，具有较高的集成度、功率密度，节约了空间；2) The traction-auxiliary converter integrates rectifier, traction inverter, auxiliary inverter and brake chopper to realize the conversion and transmission of electric energy from the main generator of the diesel locomotive to the traction load and auxiliary load. The modular design of the tractor-assisted converter device simplifies the assembly process, has high integration, power density, and saves space;
3)本牵引-辅助变流柜通过辅助二备二冗余能够有效降低机车因为单个辅助变流器故障而导致的机破等故障发生的可能性，有利于机车提高任务完成率。3) This traction-auxiliary converter cabinet can effectively reduce the possibility of locomotive breakdown caused by the failure of a single auxiliary converter through auxiliary two backup and two redundancy, which is beneficial to the locomotive to improve the task completion rate.
附图说明Description of the drawings
图1是本发明的变流柜的拓扑图；Figure 1 is a topological diagram of the converter cabinet of the present invention;
图2是本发明的牵引状态下的能量流动示意图；Figure 2 is a schematic diagram of energy flow in the traction state of the present invention;
图3是本发明的制动状态下的能量流动示意图。Fig. 3 is a schematic diagram of the energy flow in the braking state of the present invention.
具体实施方式detailed description
参照图1～图3，本发明的一种内燃机车用牵引-辅助变流器，包括整流器1，所述整流器1通过输入电路与主发电机电连接，所述整流器1连接有中间直流回路2，主发电机发出的三相交流电通过整流器1转变为直流电，然后输入至中间直流回路2，所述中间直流回路2中设置有相互并联的接地检测模块3、手动放电模块4、制动斩波器5、逆变器组，所述制动斩波器5配置有斩波制动电阻，所述逆变器组包括相互并联的辅助定频逆变器6、辅助变频逆变器7及多个牵引逆变器8。作为一种优选实施例， 每个逆变器组设有3个牵引逆变器8，每个牵引逆变器8对应连接有一个牵引电机；辅助定频逆变器6连接辅助定频负载，辅助变频逆变器7连接辅助变频负载。变流器输入端与主发电机的三相输出电缆相连接，通过控制输入电路来实现三相电源的通断。牵引工况下，主发电机输出的三相交流电经整流器1转换为直流电，部分经过牵引逆变器8逆变成交流电输送给牵引电机，驱动其旋转，部分经过辅助定频逆变器6输送给定频负载，部分经过辅助变频逆变器7输送给变频负载。制动工况下，牵引电动机再生制动运行，其输出的能量回馈到牵引变流器，经过转换传输到直流母线上，辅助变流器可利用此能量经过转换后提供给所需的辅助负载。动力制动的能量回馈与斩波制动电阻的斩波控制密切相关，当牵引电机回馈的能量巨大，辅助***并没有能力完全消耗，通过脉宽调节母线电压的方式制动斩波控制将母线上多余的能量消耗在斩波制动电阻上。这里，中间直流回路2是用以承受交流电经整流器1后的直流电的，属于本领域人员容易设计的，具体包括复合母排、中间支撑电容、高压指示装置，起到连接整流器1和逆变器，支撑母线电压和滤波的作用。接地检测回路，用于***的接地故障检测。手动放电回路，用于停机检修前手动放电，确保维保时柜体在无电状态。制动斩波器5，用于在制动工况或母线电压过高时消耗掉直流母线上多余的能量。优选的，所述整流器1为六脉波不控整流器，输入的三相电流经整流器进行六脉波不控整流后输出到中间直流回路。1 to 3, a traction-assisted converter for diesel locomotives of the present invention includes a rectifier 1, which is electrically connected to a main generator through an input circuit, and is connected with an intermediate DC circuit 2. The three-phase AC power generated by the main generator is converted into DC power through the rectifier 1, and then input to the intermediate DC circuit 2. The intermediate DC circuit 2 is provided with a grounding detection module 3, a manual discharge module 4, and a brake chopper connected in parallel with each other 5. Inverter group, the braking chopper 5 is configured with a chopper braking resistor, and the inverter group includes an auxiliary fixed frequency inverter 6, an auxiliary variable frequency inverter 7, and a plurality of auxiliary fixed frequency inverters connected in parallel with each other. Traction inverter 8. As a preferred embodiment, each inverter group is provided with three traction inverters 8, and each traction inverter 8 is correspondingly connected to a traction motor; the auxiliary fixed-frequency inverter 6 is connected to an auxiliary fixed-frequency load, The auxiliary variable frequency inverter 7 is connected to an auxiliary variable frequency load. The input end of the converter is connected with the three-phase output cable of the main generator, and the three-phase power supply can be switched on and off by controlling the input circuit. Under traction conditions, the three-phase AC power output by the main generator is converted into DC power by the rectifier 1, part of which is inverted into AC power by the traction inverter 8 and sent to the traction motor to drive it to rotate, and part is transmitted by the auxiliary fixed frequency inverter 6. The given frequency load is partially delivered to the variable frequency load through the auxiliary variable frequency inverter 7. Under braking conditions, the traction motor operates under regenerative braking, and its output energy is fed back to the traction converter, and then transferred to the DC bus after conversion. The auxiliary converter can use this energy to provide the required auxiliary load after conversion. . The energy feedback of dynamic braking is closely related to the chopper control of the chopper braking resistor. When the energy feedback of the traction motor is huge, the auxiliary system cannot fully consume it, and the bus is braked and chopper controlled by the pulse width adjustment bus voltage. The excess energy is consumed on the chopper braking resistor. Here, the intermediate DC loop 2 is used to withstand the DC power after the AC power passes through the rectifier 1, and is easily designed by those in the art. It specifically includes a composite busbar, an intermediate support capacitor, and a high-voltage indicating device to connect the rectifier 1 and the inverter. , Support the role of bus voltage and filtering. The grounding detection circuit is used for the ground fault detection of the system. The manual discharge circuit is used for manual discharge before shutdown and maintenance to ensure that the cabinet is in a non-electric state during maintenance. Braking chopper 5 is used to consume excess energy on the DC bus in braking conditions or when the bus voltage is too high. Preferably, the rectifier 1 is a six-pulse uncontrolled rectifier, and the input three-phase current is subjected to six-pulse uncontrolled rectification by the rectifier and then output to the intermediate DC circuit.
本发明还提供一种内燃机车用牵引-辅助变流柜，包括两组牵引-辅助变流器，每组牵引-辅助变流器皆包括与主发电机电连接的整流器1，所述整流器1连接有中间直流回路2，主发电机发出的三相交流电通过整流器1转变为直流电，然后输入至中间直流回路2，所述中间直流回路2中设置有相互并联的接地检测模块3、手动放电模块4、制动斩波器5、逆变器组，所述制动斩波器5配置有斩波制动电阻，所述逆变器组包括相互并联的辅助定频逆变器6、辅助变频逆变器7及多个牵引逆变器8，两组牵引-辅助变流器的辅助定频逆变器6之间通过定频扩展回路9电连接，两组牵引-辅助变流器的辅助变频逆变器7之间通过变频扩展回路10电连接。作为一种优选实施例，每个逆变器组设有3个牵引逆变器8，每个牵引逆变器8对应连接有一个牵引电机，每个变流柜有六个牵引逆变器8，即每个 变流柜连接六个牵引电机；两个辅助定频逆变器6共同连接辅助定频负载，两个辅助变频逆变器7共同连接辅助变频负载。牵引工况下，主发电机输出的三相交流电经整流器1转换为直流电，部分经过牵引逆变器8逆变成交流电输送给牵引电机，驱动其旋转，部分经过辅助定频逆变器6输送给定频负载，部分经过辅助变频逆变器7输送给变频负载。制动工况下，牵引电动机再生制动运行，其输出的能量回馈到牵引变流器，经过转换传输到直流母线上，辅助变流器可利用此能量经过转换后提供给所需的辅助负载。动力制动的能量回馈与斩波制动电阻的斩波控制密切相关，当牵引电机回馈的能量巨大，辅助***并没有能力完全消耗，通过脉宽调节母线电压的方式制动斩波控制将母线上多余的能量消耗在斩波制动电阻上。这里，中间直流回路2是用以承受交流电经整流器1后的直流电的，属于本领域人员容易设计的，具体包括复合母排、中间支撑电容、高压指示装置，起到连接整流器1和逆变器，支撑母线电压和滤波的作用。接地检测回路，用于***的接地故障检测。手动放电回路，用于停机检修前手动放电，确保维保时柜体在无电状态。制动斩波器5，用于在制动工况或母线电压过高时消耗掉直流母线上多余的能量。辅助定频逆变器6和辅助变频逆变器7各两组，分别为机车定频负载和变频负载提供稳定的三相交流电，从而实现二备二冗余。两组定频逆变器通过定频扩展回路9实现连接，两组变频逆变器通过变频扩展回路10实现连接，当一组牵引-辅助变流器内的辅助定频或变频逆变器故障时，可由另一组变流器内对应的定频或变频逆变器冗余供电。The present invention also provides a traction-auxiliary converter cabinet for diesel locomotives, which includes two sets of traction-auxiliary converters, each group of traction-auxiliary converters includes a rectifier 1 electrically connected to the main generator, and the rectifier 1 is connected There is an intermediate DC circuit 2. The three-phase AC power from the main generator is converted into DC power through the rectifier 1, and then input to the intermediate DC circuit 2. The intermediate DC circuit 2 is provided with a grounding detection module 3 and a manual discharge module 4 in parallel with each other , Brake chopper 5, inverter group, said brake chopper 5 is configured with a chopper braking resistor, said inverter group includes parallel auxiliary fixed frequency inverter 6, auxiliary variable frequency inverter The converter 7 and multiple traction inverters 8, the auxiliary fixed-frequency inverters 6 of the two sets of traction-auxiliary converters are electrically connected through the fixed-frequency expansion loop 9, and the auxiliary frequency conversion of the two sets of traction-auxiliary converters The inverters 7 are electrically connected through a frequency conversion expansion circuit 10. As a preferred embodiment, each inverter group is provided with three traction inverters 8, each traction inverter 8 is correspondingly connected with a traction motor, and each converter cabinet has six traction inverters 8 That is, each converter cabinet is connected to six traction motors; two auxiliary fixed-frequency inverters 6 are jointly connected to auxiliary fixed-frequency loads, and two auxiliary variable-frequency inverters 7 are jointly connected to auxiliary variable-frequency loads. Under traction conditions, the three-phase AC power output by the main generator is converted into DC power by the rectifier 1, part of which is inverted into AC power by the traction inverter 8 and sent to the traction motor to drive it to rotate, and part is transmitted by the auxiliary fixed frequency inverter 6. The given frequency load is partially delivered to the variable frequency load through the auxiliary variable frequency inverter 7. Under braking conditions, the traction motor operates under regenerative braking, and its output energy is fed back to the traction converter, and then transferred to the DC bus after conversion. The auxiliary converter can use this energy to provide the required auxiliary load after conversion. . The energy feedback of dynamic braking is closely related to the chopper control of the chopper braking resistor. When the energy feedback of the traction motor is huge, the auxiliary system cannot fully consume it, and the bus is braked and chopper controlled by pulse width adjustment of the bus voltage. The excess energy is consumed on the chopper braking resistor. Here, the intermediate DC loop 2 is used to withstand the DC power after the AC power passes through the rectifier 1, and is easily designed by those in the art. It specifically includes a composite busbar, an intermediate support capacitor, and a high-voltage indicating device to connect the rectifier 1 and the inverter. , Support the role of bus voltage and filtering. The grounding detection circuit is used for the ground fault detection of the system. The manual discharge circuit is used for manual discharge before shutdown and maintenance to ensure that the cabinet is in a non-electric state during maintenance. Braking chopper 5 is used to consume excess energy on the DC bus in braking conditions or when the bus voltage is too high. Two sets of auxiliary fixed-frequency inverter 6 and auxiliary variable-frequency inverter 7 respectively provide stable three-phase alternating current for the fixed-frequency load and variable-frequency load of the locomotive, thereby realizing two-standby and two-redundancy. Two sets of fixed-frequency inverters are connected through a fixed-frequency extension circuit 9, and two sets of variable-frequency inverters are connected through a variable-frequency extension circuit 10. When the auxiliary fixed-frequency or variable-frequency inverter in a set of traction-auxiliary converters fails It can be redundantly supplied by the corresponding fixed frequency or variable frequency inverter in another group of converters.
以上具体结构和尺寸数据是对本发明的较佳实施例进行了具体说明，但本发明创造并不限于所述实施例，熟悉本领域的技术人员在不违背本发明精神的前提下还可做出种种的等同变形或替换，这些等同的变形或替换均包含在本申请权利要求所限定的范围内。The above specific structure and size data are specific descriptions of the preferred embodiments of the present invention, but the invention is not limited to the described embodiments, and those skilled in the art can also make changes without departing from the spirit of the present invention. Various equivalent modifications or substitutions are included in the scope defined by the claims of this application.

Claims (5)

  1. 一种内燃机车用牵引-辅助变流器，其特征在于：包括整流器(1)，所述整流器(1)通过输入电路与主发电机电连接，所述整流器(1)连接有中间直流回路(2)，所述中间直流回路(2)中设置有相互并联的接地检测模块(3)、手动放电模块(4)、制动斩波器(5)、逆变器组，所述制动斩波器(5)配置有斩波制动电阻，所述逆变器组包括相互并联的辅助定频逆变器(6)、辅助变频逆变器(7)及多个牵引逆变器(8)。A traction-assisted converter for diesel locomotives, characterized in that it comprises a rectifier (1), the rectifier (1) is electrically connected to a main generator through an input circuit, and the rectifier (1) is connected with an intermediate DC circuit (2). ), the intermediate DC circuit (2) is provided with a grounding detection module (3), a manual discharge module (4), a brake chopper (5), and an inverter group connected in parallel with each other, and the brake chopper The inverter (5) is equipped with a chopper braking resistor, and the inverter group includes an auxiliary fixed frequency inverter (6), an auxiliary variable frequency inverter (7) and a plurality of traction inverters (8) connected in parallel with each other .
  2. 根据权利要求1所述的一种内燃机车用牵引-辅助变流器，其特征在于：所述中间直流回路(2)包括复合母排、中间支撑电容、高压指示装置。The traction-assisted converter for diesel locomotives according to claim 1, wherein the intermediate DC circuit (2) includes a composite busbar, an intermediate support capacitor, and a high-voltage indicating device.
  3. 根据权利要求1所述的一种内燃机车用牵引-辅助变流器，其特征在于：每个逆变器组设置有三个所述牵引逆变器(8)。The traction-assisted converter for diesel locomotives according to claim 1, characterized in that: each inverter group is provided with three traction inverters (8).
  4. 根据权利要求1所述的一种内燃机车用牵引-辅助变流器，其特征在于：所述整流器(1)为六脉波不控整流器。The traction-assisted converter for diesel locomotives according to claim 1, wherein the rectifier (1) is a six-pulse uncontrolled rectifier.
  5. 一种内燃机车用牵引-辅助变流柜，其特征在于：包括两组如权利要求1-4任一项所述的牵引-辅助变流器，两组牵引-辅助变流器的辅助定频逆变器(6)之间通过定频扩展回路(9)电连接，两组牵引-辅助变流器的辅助变频逆变器(7)之间通过变频扩展回路(10)电连接。A traction-auxiliary converter cabinet for diesel locomotives, characterized in that it comprises two sets of traction-auxiliary converters according to any one of claims 1 to 4, and two sets of auxiliary fixed-frequency traction-auxiliary converters The inverters (6) are electrically connected through a fixed-frequency expansion loop (9), and the auxiliary variable frequency inverters (7) of the two sets of traction-auxiliary converters are electrically connected through a variable frequency expansion loop (10).
PCT/CN2019/118300 2019-09-03 2019-11-14 Traction-auxiliary converter and converter cabinet for internal combustion locomotive WO2021042557A1 (en)

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