Rail locomotive power supply circuit

Abstract

The utility model discloses a power supply circuit of a rail locomotive, which belongs to the field of rail locomotives and comprises a power storage battery, charging devices, a main circuit and an auxiliary circuit. The first charging device is connected with the first power storage battery, the first power storage battery supplies power to the first traction inversion module, the second traction inversion module and the first auxiliary inversion module, the second charging device is connected with the second power storage battery, and the second power storage battery supplies power to the third traction inversion module, the fourth traction inversion module and the second auxiliary inversion module. The first auxiliary inversion module is connected with the second auxiliary inversion module through an equalization contactor KM6. According to the utility model, the two auxiliary inversion modules are standby for each other, so that the redundancy is good; the balancing contactor of the auxiliary loop can solve the problem that the electric quantity of two independent systems is unbalanced; braking working condition electric energy is fed back to the power storage battery, and the energy utilization rate is high.

Description

Technical Field

[0001] The utility model relates to the field of rail locomotives, and particularly to a power supply circuit for a rail locomotive. Background Technique

[0002] The power supply form of traditional electric locomotives is single and highly dependent on catenary power supply. When the locomotive is separated from the catenary or a fault occurs in the catenary line, the locomotive will stop running because it cannot receive current. Therefore, electric locomotives with auxiliary power are increasingly used. For example, there are currently various forms of electric locomotives with auxiliary power, such as internal combustion engine - battery, internal combustion engine - supercapacitor, internal combustion engine - fuel cell, fuel cell - battery, catenary - battery, etc.

[0003] The existing backup battery of rail locomotives generally has only one, with poor redundancy, which affects its use effect, easily causes problems of uneven power in the independent system, and has low energy utilization rate, affecting the power supply use of rail locomotives. Content of the Utility Model

[0004] Regarding the above problems existing in the prior art, the purpose of the present utility model is to provide a power supply circuit for a rail locomotive to solve the problems raised in the above background technique.

[0005] To achieve the above purpose, the present utility model provides the following technical solution:

[0006] A power supply circuit for a rail locomotive includes a power battery, a charging device, a main circuit, and an auxiliary circuit. The power battery includes a first power battery and a second power battery; the charging device includes a first charging device and a second charging device; the main circuit includes a first traction inversion module, a second traction inversion module, a third traction inversion module, and a fourth traction inversion module, and the auxiliary circuit includes a first auxiliary inversion module and a second auxiliary inversion module;

[0007] Two connection ends of the first charging device are connected to two connection ends of the first power battery through a contactor KM1. One connection end of the first power battery is connected to one end of a contactor K12, and the other end of the contactor K12 is connected to one input end of the first traction inversion module; the other connection end of the first power battery is connected to the other input end of the first traction inversion module; the three - phase output end of the first traction inversion module is connected to a motor M1 through a contactor KM3. At the same time, the first traction inversion module integrates a chopper module, and the output end of the chopper module of the first traction inversion module is connected to a braking resistor R1; two input ends of the second traction inversion module are connected in parallel with two input ends of the first traction inversion module, and the three - phase output end of the second traction inversion module is connected to a motor M2 through a contactor KM4;

[0008] The two connection terminals of the second charging device are connected to the two connection terminals of the second power battery through the contactor KM2. One connection terminal of the second power battery is connected to one end of the contactor K22, and the other end of the contactor K22 is connected to one input terminal of the third traction inverter module; the other connection terminal of the second power battery is connected to the other input terminal of the third traction inverter module; the three-phase output terminals of the third traction inverter module are connected to the motor M3 through the contactor KM9. At the same time, the third traction inverter module integrates a chopper module, and the output terminal of the chopper module of the third traction inverter module is connected to the braking resistor R2; the two input terminals of the fourth traction inverter module are connected in parallel with the two input terminals of the third traction inverter module, and the three-phase output terminals of the fourth traction inverter module are connected to the motor M4 through the contactor KM8;

[0009] The two input terminals of the first auxiliary inverter module are connected in parallel with the two input terminals of the first traction inverter module. The three-phase output terminals of the first auxiliary inverter module are connected to one end of the filter reactor L1 through the contactor KM5. The other end of the filter reactor L1 is connected to one side winding post of the isolation transformer T1, and the other side winding post of the isolation transformer T1 is connected to the first auxiliary load;

[0010] The two input terminals of the second auxiliary inverter module are connected in parallel with the two input terminals of the third traction inverter module. The three-phase output terminals of the second auxiliary inverter module are connected to one end of the filter reactor L2 through the contactor KM7. The other end of the filter reactor L2 is connected to one side winding post of the isolation transformer T2, and the other side winding post of the isolation transformer T2 is connected to the second auxiliary load;

[0011] The three-phase output terminals of the first auxiliary inverter module are connected to the three-phase output terminals of the second auxiliary inverter module through the contactor KM5, the balancing contactor KM6, and the contactor KM7 in sequence.

[0012] As a further solution of the present invention: The main circuit includes a capacitor C1, and both ends of the capacitor C1 are connected in parallel between the two input terminals of the first traction inverter module.

[0013] As a further solution of the present invention: The main circuit includes a capacitor C3, and both ends of the capacitor C3 are connected in parallel between the two input terminals of the third traction inverter module.

[0014] As a further solution of the present invention: The auxiliary circuit includes a capacitor C2, and both ends of the capacitor C2 are connected in parallel between the two input terminals of the first auxiliary inverter module.

[0015] As a further solution of the present invention: The auxiliary circuit includes a capacitor C4, and both ends of the capacitor C4 are connected in parallel between the two input terminals of the second auxiliary inverter module.

[0016] As a further solution of the utility model: the main circuit includes a contactor K11, and the contactor K11 and a resistor R11 are connected in series and then connected in parallel with both ends of the contactor K12.

[0017] As a further solution of the utility model: the main circuit includes a contactor K21, and the contactor K21 and a resistor R21 are connected in series and then connected in parallel with both ends of the contactor K22.

[0018] Compared with the prior art, the beneficial effects of the utility model are as follows:

[0019] The main circuit of the utility model is powered by a power battery to a traction inverter, and 4 traction inverters respectively supply power to 4 traction motors. During electric braking, the traction inverter converts the kinetic energy of the locomotive into electrical energy, and the energy fed back from the traction motor side to the DC intermediate circuit charges the power battery, and the excess energy is dissipated in the form of heat through a braking resistor. Two auxiliary inverter modules invert DC into three-phase alternating current to supply power to auxiliary loads. When one of the auxiliary inverter modules fails, the system will isolate the faulty auxiliary inverter module, and the other auxiliary inverter module will take over all load operations to supply power to the locomotive auxiliary circuit. At the same time, it is also possible to avoid the problem of uneven power of the two power batteries caused by uneven power consumption of the auxiliary load through the control of the balancing contactor KM6. The two auxiliary inverter modules of the utility model are redundant and have good redundancy; the balancing contactor of the auxiliary circuit can solve the problem of uneven power of two independent systems; during braking, the electric energy is fed back to the power battery, and the energy utilization rate is high. Description of the Drawings

[0020] Figure 1 It is a circuit block diagram of a power supply circuit for a rail locomotive disclosed in the embodiment. Detailed Embodiment

[0021] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the drawings in the embodiments of the present utility model; obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all of the embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative work shall fall within the protection scope of the present utility model.

[0022] In the description of the present utility model, it should be noted that unless otherwise clearly defined and limited, the terms "installation", "provided with", "connected", and "connection" should be understood in a broad sense; for example, it can be a fixed connection, a detachable connection, or an integral connection, it can be a mechanical connection, an electrical connection, it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0023] Please refer to Figure 1 , a power supply circuit for a rail locomotive, including a power battery, a charging device, a main circuit, and an auxiliary circuit. The power battery includes a first power battery and a second power battery; the charging device includes a first charging device and a second charging device; the main circuit includes a first traction inverter module, a second traction inverter module, a third traction inverter module, and a fourth traction inverter module, and the auxiliary circuit includes a first auxiliary inverter module and a second auxiliary inverter module; two connection ends of the first charging device are connected to two connection ends of the first power battery through a contactor KM1, one connection end of the first power battery is connected to one end of a contactor K12, and the other end of the contactor K12 is connected to one input end of the first traction inverter module; the other connection end of the first power battery is connected to the other input end of the first traction inverter module; three-phase output ends of the first traction inverter module are connected to a motor M1 through a contactor KM3; at the same time, the first traction inverter module integrates a chopper module, and an output end of the chopper module of the first traction inverter module is connected to a braking resistor R1.

[0024] The contactor K11 and the resistor R11 are connected in series and then connected in parallel with both ends of the contactor K12;

[0025] Two input ends of the second traction inverter module are connected in parallel with two input ends of the first traction inverter module, and three-phase output ends of the second traction inverter module are connected to a motor M2 through a contactor KM4; both ends of a capacitor C1 are connected in parallel between two input ends of the first traction inverter module;

[0026] Two input ends of the first auxiliary inverter module are connected in parallel with two input ends of the first traction inverter module, and both ends of a capacitor C2 are connected in parallel between two input ends of the first auxiliary inverter module; three-phase output ends of the first auxiliary inverter module are connected to one end of a filter reactor L1 through a contactor KM5, the other end of the filter reactor L1 is connected to a winding post on one side of an isolation transformer T1, and a winding post on the other side of the isolation transformer T1 is connected to a first auxiliary load;

[0027] The entire system of this utility model is divided into two independent branches, with the power battery serving as the sole power source. Tractive condition of the main circuit: The power battery supplies power to the traction inverter, and the traction inverter converts it into three-phase alternating current with adjustable frequency and voltage through the IGBT power module. Four traction inverters respectively supply power to four traction motors.

[0028] Two connection terminals of the second charging device are connected to two connection terminals of the second power battery through the contactor KM2. One connection terminal of the second power battery is connected to one end of the contactor K22, and the other end of the contactor K22 is connected to one input terminal of the third traction inverter module; the other connection terminal of the second power battery is connected to the other input terminal of the third traction inverter module; three-phase output terminals of the third traction inverter module are connected to the motor M3 through the contactor KM9. At the same time, the third traction inverter module integrates a chopper module, and the output terminal of the chopper module of the third traction inverter module is connected to the braking resistor R2;

[0029] The contactor K21 and the resistor R21 are connected in series and then connected in parallel with both ends of the contactor K22;

[0030] Two input terminals of the fourth traction inverter module are connected in parallel with two input terminals of the third traction inverter module. Three-phase output terminals of the fourth traction inverter module are connected to the motor M4 through the contactor KM8; both ends of the capacitor C3 are connected in parallel between two input terminals of the third traction inverter module;

[0031] Two input terminals of the second auxiliary inverter module are connected in parallel with two input terminals of the third traction inverter module. Both ends of the capacitor C4 are connected in parallel between two input terminals of the second auxiliary inverter module; three-phase output terminals of the second auxiliary inverter module are connected to one end of the filter reactor L2 through the contactor KM7. The other end of the filter reactor L2 is connected to a winding post on one side of the isolation transformer T2, and the other winding post of the isolation transformer T2 is connected to the second auxiliary load;

[0032] Three-phase output terminals of the first auxiliary inverter module are sequentially connected to three-phase output terminals of the second auxiliary inverter module through the contactor KM5, the balancing contactor KM6, and the contactor KM7.

[0033] Braking condition of the main circuit: During electric braking, the traction inverter converts the kinetic energy of the locomotive into electrical energy. The energy fed back from the traction motor side to the DC intermediate circuit charges the power battery, and the excess energy is dissipated in the form of heat through the braking resistor.

[0034] The auxiliary circuit is powered by the power battery to the auxiliary inverter module. There are two auxiliary inverter modules that invert direct current into three-phase alternating current to supply power to the auxiliary load. The output circuits of the two auxiliary inverter modules are directly connected through an equalizing contactor. When one of the auxiliary inverter modules fails, the system will isolate the faulty auxiliary inverter module, and the other auxiliary inverter module will take over all the load work to supply power to the locomotive auxiliary circuit. At the same time, it is also possible to control the equalizing contactor to avoid the problem of uneven power of the two power batteries caused by uneven power consumption of the auxiliary load.

[0035] The two auxiliary inverter modules of the present utility model are redundant to each other and have good redundancy; the equalizing contactor of the auxiliary circuit can solve the problem of uneven power of two independent systems; the electric energy during braking is fed back to the power battery, and the energy utilization rate is high.

[0036] For those skilled in the art, it is obvious that the present utility model is not limited to the details of the above-described exemplary embodiments, and can be implemented in other specific forms without departing from the spirit or basic characteristics of the present utility model. Therefore, from any point of view, the embodiments should be regarded as exemplary and non-limiting. The scope of the present utility model is defined by the appended claims rather than the above description. Therefore, all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be encompassed within the present utility model, and any reference signs in the claims should not be regarded as limiting the claims involved.

[0037] In addition, it should be understood that although this specification is described according to embodiments, not every embodiment only contains an independent technical solution. This narrative way of the specification is only for clarity. Those skilled in the art should regard the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. An on-vehicle locomotive power supply circuit, characterized in that, It includes a power battery, a charging device, a main circuit and an auxiliary circuit. The power battery includes a first power battery and a second power battery; the charging device includes a first charging device and a second charging device; the main circuit includes a first traction inverter module, a second traction inverter module, a third traction inverter module and a fourth traction inverter module, and the auxiliary circuit includes a first auxiliary inverter module and a second auxiliary inverter module; Two connection ends of the first charging device are connected to two connection ends of the first power battery through a contactor KM1. One connection end of the first power battery is connected to one end of a contactor K12, and the other end of the contactor K12 is connected to one input end of the first traction inverter module; the other connection end of the first power battery is connected to the other input end of the first traction inverter module; three-phase output ends of the first traction inverter module are connected to a motor M1 through a contactor KM3. At the same time, the first traction inverter module integrates a chopper module, and the output end of the chopper module of the first traction inverter module is connected to a braking resistor R1; two input ends of the second traction inverter module are connected in parallel with two input ends of the first traction inverter module, and three-phase output ends of the second traction inverter module are connected to a motor M2 through a contactor KM4; Two connection ends of the second charging device are connected to two connection ends of the second power battery through a contactor KM2. One connection end of the second power battery is connected to one end of a contactor K22, and the other end of the contactor K22 is connected to one input end of the third traction inverter module; the other connection end of the second power battery is connected to the other input end of the third traction inverter module; three-phase output ends of the third traction inverter module are connected to a motor M3 through a contactor KM9. At the same time, the third traction inverter module integrates a chopper module, and the output end of the chopper module of the third traction inverter module is connected to a braking resistor R2; two input ends of the fourth traction inverter module are connected in parallel with two input ends of the third traction inverter module, and three-phase output ends of the fourth traction inverter module are connected to a motor M4 through a contactor KM8; Two input ends of the first auxiliary inverter module are connected in parallel with two input ends of the first traction inverter module. Three-phase output ends of the first auxiliary inverter module are connected to one end of a filter reactor L1 through a contactor KM5. The other end of the filter reactor L1 is connected to a winding post on one side of an isolation transformer T1, and the other winding post of the isolation transformer T1 is connected to a first auxiliary load; Two input ends of the second auxiliary inverter module are connected in parallel with two input ends of the third traction inverter module. Three-phase output ends of the second auxiliary inverter module are connected to one end of a filter reactor L2 through a contactor KM7. The other end of the filter reactor L2 is connected to a winding post on one side of an isolation transformer T2, and the other winding post of the isolation transformer T2 is connected to a second auxiliary load; Three-phase output ends of the first auxiliary inverter module are connected to three-phase output ends of the second auxiliary inverter module through a contactor KM5, a balancing contactor KM6 and a contactor KM7 in sequence.

2. The power supply circuit of a rail locomotive according to claim 1, characterized in that, A capacitor C1 is included in the main circuit, and both ends of the capacitor C1 are connected in parallel between two input ends of the first traction inverter module.

3. The power supply circuit of a rail locomotive according to claim 2, characterized in that, The main circuit includes a capacitor C3, and both ends of the capacitor C3 are connected in parallel between the two input ends of the third traction inverter module.

4. The power supply circuit of a rail locomotive according to claim 3, characterized in that, The auxiliary circuit includes a capacitor C2, and both ends of the capacitor C2 are connected in parallel between the two input ends of the first auxiliary inverter module.

5. The power supply circuit for a rail locomotive according to claim 4, characterized in that, The auxiliary circuit includes a capacitor C4, and both ends of the capacitor C4 are connected in parallel between the two input ends of the second auxiliary inverter module.

6. The power supply circuit of an orbital locomotive according to claim 5, characterized in that, The main circuit includes a contactor K11. The contactor K11 and the resistor R11 are connected in series and then connected in parallel with both ends of the contactor K12.

7. The power supply circuit of a rail locomotive according to claim 6, characterized in that, The main circuit includes a contactor K21. The contactor K21 and the resistor R21 are connected in series and then connected in parallel with both ends of the contactor K22.

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