Resistance braking device of permanent magnet traction system of rail transit vehicle

Abstract

The utility model provides a resistance braking device for a permanent magnet traction system of a rail transit vehicle, which comprises a chopping module connected in parallel with a traction inversion module and connected with a permanent magnet motor through the traction inversion module; the uncontrolled rectifier module is connected in parallel with the permanent magnet motor and the brake resistor through the brake isolation contactor; the uncontrolled rectifier module is used for rectifying braking energy of the permanent magnet motor when the chopping module or the traction inversion module does not work and after the braking isolation contactor is closed, so that the braking resistor is consumed, and vehicle braking is completed. The resistance braking control device is simple and convenient to operate, safely and reliably realizes resistance braking control of the permanent magnet traction system of the rail transit vehicle, has the functions of common electric braking and emergency braking, can provide continuously adjustable electric braking force when the converter works normally, and can control the resistance braking of the permanent magnet traction system when the chopping module or the traction inversion module does not work. Resistance braking can serve as a safety braking scheme to provide emergency electric braking force for the train.

Description

Technical Field

[0001] The utility model relates to the technical field of rail transit vehicles, in particular to a resistance braking device of a permanent magnet traction system of a rail transit vehicle. Background Art

[0002] When rail transit vehicles are braking, the motor works in the power generation state, converting the train's kinetic energy into electrical energy. There are two types of electric braking used on rail transit vehicles: regenerative braking and resistance braking. If the regenerative braking conditions are met during the braking process, regenerative braking is implemented first, and the energy generated by the motor is fed back to the power grid through the traction converter for reuse. If the regenerative braking conditions are not met, resistance braking is implemented, and the energy generated by the motor is consumed on the on-board braking resistor through the traction converter.

[0003] like Figure 1 As shown in the figure, in the traditional traction converter architecture, when the traction inverter module or chopper module fails to work, the braking energy generated by the traction motor cannot be fed back to the power grid or the braking resistor, and the vehicle can only use mechanical braking, which causes the brake shoe of the train braking system to wear faster and reduces the braking performance of the vehicle. Therefore, researching a highly reliable electric braking system is a key technical problem that technicians in this field need to solve. Utility Model Content

[0004] In view of the problems existing in the prior art, the main purpose of the embodiments of the utility model is to provide a resistance braking device of a permanent magnet traction system of a rail transit vehicle, so as to safely and reliably realize resistance braking of the permanent magnet traction system of a rail transit vehicle.

[0005] In order to achieve the above-mentioned purpose, the embodiment of the utility model provides a resistance braking device of a permanent magnet traction system of a rail transit vehicle, the device comprising: a chopper module, a traction inverter module, a braking isolation contactor, an uncontrolled rectifier module, a braking resistor and a permanent magnet motor;

[0006] The chopper module is connected in parallel with the traction inverter module, and is connected to the permanent magnet motor through the traction inverter module;

[0007] The uncontrolled rectifier module is connected to the permanent magnet motor through a brake isolation contactor and is connected in parallel with a brake resistor; the uncontrolled rectifier module is used to rectify the braking energy of the permanent magnet motor when the chopper module or the traction inverter module is not working and after the brake isolation contactor is closed, so as to consume the brake resistor and complete vehicle braking.

[0008] Optionally, in one embodiment of the utility model, the device also includes a traction isolation contactor, which is arranged between the traction inverter module and the permanent magnet motor, and is used to disconnect when the chopper module or the traction inverter module is not working, and close when the chopper module and the traction inverter module are working.

[0009] Optionally, in an embodiment of the utility model, the device further includes a supporting capacitor connected in parallel with the chopping module, and the supporting capacitor is used for filtering.

[0010] Optionally, in an embodiment of the present utility model, the chopping module includes a diode and a first switch tube connected in series.

[0011] Optionally, in an embodiment of the present utility model, two connection points between the braking resistor and the uncontrolled rectifier module are respectively connected to two ends of the diode.

[0012] Optionally, in an embodiment of the present utility model, the traction inverter module includes three first bridge arms connected in a bridge manner.

[0013] Optionally, in an embodiment of the present utility model, the first bridge arm includes two second switching tubes connected in series.

[0014] Optionally, in an embodiment of the present utility model, the uncontrolled rectifier module includes three second bridge arms connected in a bridge manner.

[0015] Optionally, in an embodiment of the present invention, the second bridge arm includes diodes connected in series.

[0016] Optionally, in an embodiment of the present utility model, the braking isolation contactor includes three switches, and the three switches are respectively connected to the three second bridge arms.

[0017] The utility model is easy to operate, safe and reliable, realizes the resistance braking control of the permanent magnet traction system of rail transit vehicles, takes into account the functions of common electric braking and emergency braking, can provide continuously adjustable electric braking force when the converter is working normally, and when the chopper module or the traction inverter module is not working, the resistance braking can be used as a safety braking solution to provide emergency electric braking force for the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0019] Figure 1 It is a schematic diagram of the structure of a traditional traction converter architecture;

[0020] Figure 2 This is a schematic structural diagram of a resistance braking device of a permanent magnet traction system of a rail transit vehicle according to an embodiment of the utility model;

[0021] Figure 3This is a flow chart of the resistance braking method of the permanent magnet traction system of a rail transit vehicle in an embodiment of the utility model. DETAILED DESCRIPTION

[0022] The embodiment of the utility model provides a resistance braking device of a permanent magnet traction system of a rail transit vehicle.

[0023] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0024] like Figure 2 The figure shows a schematic diagram of the structure of a resistance braking device of a permanent magnet traction system of a rail transit vehicle according to an embodiment of the utility model. The utility model is easy to operate, safe and reliable, realizes the resistance braking control of the permanent magnet traction system of a rail transit vehicle, takes into account the functions of common electric braking and emergency braking, and can provide continuously adjustable electric braking force when the converter is working normally. When the chopper module or the traction inverter module is not working, the resistance braking can be used as a safe braking scheme to provide emergency electric braking force for the train. The device shown in the figure includes: a chopper module 1, a traction inverter module 2, a brake isolation contactor 4, an uncontrolled rectifier module 5, a brake resistor 6 and a permanent magnet motor 7.

[0025] The chopper module 1 is connected in parallel with the traction inverter module 2 , and is connected to the permanent magnet motor 7 through the traction inverter module 2 .

[0026] The uncontrolled rectifier module 5 is connected to the permanent magnet motor 7 through the braking isolation contactor 4, and is connected in parallel with the braking resistor 6; the uncontrolled rectifier module 5 is used to rectify the braking energy of the permanent magnet motor 7 when the chopper module 1 or the traction inverter module 2 is not working and after the braking isolation contactor 4 is closed, so as to consume the braking resistor and complete vehicle braking.

[0027] Among them, the traction inverter module 2 is used to convert direct current into alternating current with adjustable frequency and amplitude to drive the permanent magnet motor 7. The permanent magnet motor 7 is used to drive the train. The chopper module 1 is used to control the connection and disconnection of the braking resistor 6 and the DC bus to achieve continuously adjustable braking force control. The braking resistor 6 is used to absorb braking energy. When the chopper module or the traction inverter module is not working, the uncontrolled rectifier module 5 provides a path for the braking energy to achieve the resistor braking function.

[0028] Specifically, when the chopper module or the traction inverter module is not working, for example, in the event of a fault, a braking command is received, and then the uncontrolled rectifier module 5 is connected between the permanent magnet motor 7 and the braking resistor 6 through the braking isolation contactor 4. The permanent magnet motor 7 consumes the braking energy on the braking resistor 6 through the uncontrolled rectifier module 5, thereby completing vehicle braking.

[0029] As an embodiment of the utility model, the device also includes a traction isolation contactor 3, which is arranged between the traction inverter module 2 and the permanent magnet motor 7, and is used to disconnect when the chopper module 1 or the traction inverter module 2 is not working, and to close when the chopper module 1 and the traction inverter module 2 are working.

[0030] When the chopper module 1 and the traction inverter module 2 work normally, the traction isolation contactor 3 is closed and the brake isolation contactor 4 is disconnected. The backend terminal generates the corresponding brake control target instruction according to the train network brake signal and sends it to the chopper module 1. The chopper module 1 controls the connection and disconnection of the power switch device (i.e., the switch tube) to realize the connection and disconnection control of the brake resistor 6 and the DC bus, thereby realizing the actual braking force following the target instruction.

[0031] As an embodiment of the present utility model, the device further includes a supporting capacitor 8 connected in parallel with the chopping module 1 , and the supporting capacitor 8 is used for filtering.

[0032] As an embodiment of the present utility model, the chopper module 1 includes a diode and a first switch tube connected in series.

[0033] In this embodiment, the two connection points between the braking resistor 6 and the uncontrolled rectifier module 5 are connected to the two ends of the diode respectively.

[0034] The chopper module 1 controls the connection and disconnection between the braking resistor 6 and the DC bus, thereby achieving continuously adjustable braking force control.

[0035] As an embodiment of the present utility model, the traction inverter module 2 includes three first bridge arms connected in a bridge manner.

[0036] In this embodiment, the first bridge arm includes two second switch tubes connected in series.

[0037] The traction inverter module 2 converts direct current into alternating current with adjustable frequency and amplitude to drive the permanent magnet motor 7 .

[0038] As an embodiment of the present utility model, the uncontrolled rectifier module 5 includes three second bridge arms connected in a bridge-like manner.

[0039] In this embodiment, the second bridge arm includes diodes connected in series.

[0040] In this embodiment, the braking isolation contactor 4 includes three switches, and the three switches are respectively connected to the three second bridge arms.

[0041] Among them, when the chopper module or the traction inverter module is not working, the uncontrolled rectifier module 5 provides a path for the braking energy, performs rectification processing, and realizes the resistance braking function.

[0042] The utility model device takes into account the functions of common electric braking and emergency braking, and can provide continuously adjustable electric braking force when the converter is working normally. When the chopper module or the inverter module is not working, the resistor braking can be used as a safe braking solution to provide emergency electric braking force for the train.

[0043] In a specific embodiment of the present invention, Figure 3 The method shown can be applied to the device in the above real-time example. When the chopper module 1 and the traction inverter module 2 in the device work normally, the traction isolation contactor 3 (QF1) is controlled to be closed, and the braking isolation contactor 4 (QF2) is controlled to be disconnected. According to the train network braking signal, the corresponding braking control target instruction is generated and sent to the chopper module 1.

[0044] Furthermore, the chopper module 1 controls the on and off of the power switch device to achieve connection and disconnection control between the braking resistor and the DC bus, thereby achieving the actual braking force following the target instruction.

[0045] Furthermore, when the chopper module 1 or the traction inverter module 2 is not working, the uncontrolled rectifier module 5 is connected between the permanent magnet motor 7 and the braking resistor 6 through the braking isolation contactor 4, and the permanent magnet motor 7 consumes the braking energy on the braking resistor 6 through the uncontrolled rectifier module 5.

[0046] The utility model is easy to operate, safe and reliable, realizes the resistance braking control of the permanent magnet traction system of rail transit vehicles, takes into account the functions of common electric braking and emergency braking, can provide continuously adjustable electric braking force when the converter is working normally, and when the chopper module or the traction inverter module is not working, the resistance braking can be used as a safety braking solution to provide emergency electric braking force for the train.

[0047] The present invention uses specific embodiments to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method and core idea of ​​the present invention. At the same time, for those skilled in the art, according to the idea of ​​the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present invention.

Claims

1. A resistance braking device for a permanent magnet traction system of a rail transit vehicle, characterized in that: The device comprises: a chopper module, a traction inverter module, a brake isolation contactor, an uncontrolled rectifier module, a brake resistor and a permanent magnet motor; The chopper module is connected in parallel with the traction inverter module, and is connected to the permanent magnet motor through the traction inverter module; The uncontrolled rectifier module is connected to the permanent magnet motor through the brake isolation contactor and is connected in parallel with the brake resistor; the uncontrolled rectifier module is used to rectify the braking energy of the permanent magnet motor when the chopper module or the traction inverter module is not working and after the brake isolation contactor is closed, so as to consume the brake resistor and complete vehicle braking.

2. The device according to claim 1, characterized in that The device also includes a traction isolation contactor, which is arranged between the traction inverter module and the permanent magnet motor and is used to be disconnected when the chopper module or the traction inverter module is not working, and closed when the chopper module and the traction inverter module are working.

3. The device according to claim 1, characterized in that The device also includes a supporting capacitor connected in parallel with the chopping module, and the supporting capacitor is used for filtering.

4. The device according to claim 1, characterized in that The chopping module includes a diode and a first switch tube connected in series.

5. The device according to claim 4, characterized in that The two connection points of the braking resistor and the uncontrolled rectifier module are respectively connected to the two ends of the diode.

6. The device according to claim 1, characterized in that The traction inverter module includes three first bridge arms connected in a bridge manner.

7. The device according to claim 6, characterized in that The first bridge arm includes two second switch tubes connected in series.

8. The device according to claim 1, characterized in that The uncontrolled rectifier module includes three second bridge arms connected in a bridge manner.

9. The device according to claim 8, characterized in that The second bridge arm includes diodes connected in series.

10. The device according to claim 8, characterized in that The braking isolation contactor comprises three switches, and the three switches are respectively connected to the three second bridge arms.

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