CN104627004A - Integrated power source for providing power for diesel locomotive auxiliary transmission system and train - Google Patents
Integrated power source for providing power for diesel locomotive auxiliary transmission system and train Download PDFInfo
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- CN104627004A CN104627004A CN201410495659.9A CN201410495659A CN104627004A CN 104627004 A CN104627004 A CN 104627004A CN 201410495659 A CN201410495659 A CN 201410495659A CN 104627004 A CN104627004 A CN 104627004A
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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Abstract
The invention provides an integrated power source for providing power for a diesel locomotive auxiliary transmission system and a train. The integrated power source comprises a main generator and an AC-DC main rectifying circuit. The DC output component of the AC-DC main rectifying circuit provides power for a traction motor through a traction circuit switch and a traction inversion module. The DC output component of the AC-DC main rectifying circuit provides power for the diesel locomotive auxiliary transmission system and the train through a DC-DC chopping set-down module, a DC-AC inversion module, an isolation transformer and an AC-DC auxiliary rectifying module in sequence. Neither extra auxiliary generator nor diesel generating set for power supply is needed, the weight of a shaft is reduced, and space is saved. The number of current transformer components is reduced, cost is reduced, and system reliability is improved. Feedback power of resistance braking can be utilized, and the total power of a locomotive can be freely distributed to the traction power, the auxiliary power and the train power supply power. When the traction power does not need to be output, input of the traction inverter can be cut off, and reliability and safety are improved.
Description
Technical field
The present invention relates to a kind of diesel locomotive accessory drives and train power supply integrated power supply, belong to railway locomotive manufacturing technology field.
Background technology
In modern railways passenger traffic, diesel locomotive not only will provide enough tractive forces, but also will provide power for the accessory drive system of locomotive, is whole train power supply.Therefore, prior art has several different solution to the power of accessory drive system and train power supply.
One of scheme: auxiliary transmission system of locomotive adopts the generating of locomotive main diesel-engined drive auxiliary generator, then the electric energy that auxiliary generator sends is utilized, by the mode of Direct driver or frequency conversion drive for each auxiliary motor is powered, make accessory drive system work; Power supply system of train is on locomotive, additionally install a power supply diesel powerplant again additional, and the three plase alternating current utilizing this unit to send exports direct current 600V train power supply through rectifying circuit.There is following problem in this scheme:
(1) no matter locomotive is equipped with the auxiliary generator of which kind of form, all needs the mechanical transmission mechanism of locomotive main diesel engine and auxiliary generator; Because the existence of auxiliary generator, locomotive space layout, weight control aspect will be made more complicated and difficult.
(2) optional equipment is powered diesel generator group, must be also that it is equipped with Fuel supply system and profit cooling system, increase the complexity of locomotive whole-vehicle system.In addition, by power, size and heavily quantitative limitation, the relative locomotive main diesel engine power of power of power supply diesel engine is much smaller, larger power headroom can not be provided, this limits the joint number that locomotive can draw passenger vehicle on the one hand, also cannot tackle suddenly significantly changing by electric load on passenger train on the other hand.
(3) main diesel engine is separated with power supply diesel engine, is not electrically connected each other, cannot realize energy freely distributing at each subsystem.
(4) accessory drive system and power supply system of train all cannot utilize during locomotive rheostatic brake and produce the electric energy on locomotive main loop, cause waste of energy to a certain extent.Improve fuel consumption, energy saving is not good.
(5) increase Locomotive Axle Load, be unfavorable for that locomotive maintenance maintains.
Scheme two: locomotive is only equipped with main diesel engine, main diesel engine driving machine car owner's electrical generator and auxiliary generator.Strengthen the power capability of auxiliary generator, auxiliary generator, on the one hand as the power of accessory drive system, on the other hand after rectification, provides 600V direct current (DC) to passenger train.There is following problem in this scheme:
(1) provide power to accessory drive system while that auxiliary power generation being confidential, to whole train power supply, need that there is larger capacity.Larger auxiliary generator exacerbates that the space of locomotive is arranged, difficulty in weight control.
(2) accessory drive system and power supply system of train all cannot utilize during locomotive rheostatic brake and produce the electric energy on locomotive main loop, cause waste of energy.
(3) when main diesel engine needs to maintain comparatively slow speed of revolution, and train power supply power when needing very large (such as: passenger vehicle pulls in parking waiting passenger when getting on or off the bus), in order to the auxiliary generator making capacity less exports enough power and voltage, diesel engine speed must be improved.This not only can bring larger noise and exhaust emission, and because of auxiliary generator rotating speed higher, the accessory drives load of part direct-drive type (can not excise) is made to obtain this N/R high voltage, make this part accessory drives bearing power obtain unnecessary raising, add fuel oil consumption.
(4) increase Locomotive Axle Load equally, and be unfavorable for that locomotive maintenance maintains.
Scheme three: cancel locomotive-auxiliary generating machine, be only equipped with main generator.The three-phase electricity that main generator exports is transformed into direct current (DC) through rectification, forms main intermediate DC link: one is direct current (DC) converted to alternating current required for traction electric machine work by traction inversion module; Two is be modulated into alternating current by train power supply inversion module, then by isolating transformer, then converts electric energy to direct current 600V through row for rectification module 5, the various electric loads of supply passenger train; Three is be modulated into alternating current by auxiliary inversion module, by isolating transformer, then convert electric energy to direct current (DC) through auxiliary rectifier module, output to auxiliary intermediate DC link, from auxiliary intermediate DC link power taking, drive each auxiliary motor by each subordinate inverter; Four is that main excitation con-trol module of sending out shares AC input with auxiliary motor, alternating current is modulated into lead send out operating mode different under required exciting current.There is following problem in this scheme:
(1) accessory drive system and power supply system of train are all from main intermediate DC link power taking, separated from one another between accessory drive system and power supply system of train, all to be equipped with the link of inversion-isolation-rectification, the deflector element circuit that use principle is identical, also will consider the problem such as surplus, heat dissipation ventilation of deflector element respectively.This will significantly increase cost and its space taken of current device.In addition, because meeting the requirement of locomotive traction transmission, the voltage of main intermediate DC link is general higher, is about equivalent to 3 to 5 times of train power supply and accessory drives DC tache voltage.After main intermediate DC link input, the mode of direct inversion necessity of making use of momentum asks auxiliary inversion module, train power supply inversion module, isolating transformer all to adopt the power device of voltage levels, this also will significantly increase the cost of whole system, causes the decline of economy.Too much high voltage variable fluid element also can reduce the reliability of locomotive simultaneously.
(2) when locomotive does not need tractive output to export, but when ensureing accessory drives power and train power supply power stage, owing to coexisting, auxiliary inversion module on main intermediate DC link and train power supply inversion module need electric energy to input, main intermediate DC link needs always chargedly be maintained certain voltage class, even if traction inversion module self does not export, but input voltage exists always, this will cause the traction reduction in inversion module life-span and the reduction of whole system reliability.
(3) all auxiliary motors all require as same frequency, identical voltage.And for diesel locomotive, the requirement difference of the bearing power of various auxiliary motor, particularly fan-type motor, rotating speed, torque is comparatively large, the voltage of unified auxiliary motor and frequency difficulty are comparatively large, are unfavorable for the coupling type selecting of auxiliary transmission system of locomotive.In addition because each accessory drives electrical motor adopts same frequency and the mode of identical voltage, can cause the waste of assistant load, increase oil consumption, economy is not good.
Summary of the invention
Object of the present invention overcomes the deficiency of above-mentioned prior art exactly, provides a kind of diesel locomotive accessory drives and train power supply integrated power supply.
The object of the present invention is achieved like this: a kind of diesel locomotive accessory drives and train power supply integrated power supply, comprises main generator and the main rectifying circuit of AC-DC thereof, it is characterized in that:
The direct current output element of the main rectifying circuit of described AC-DC is that traction motor is powered by traction circuit switch and traction inversion module;
The direct current output element of the main rectifying circuit of described AC-DC is also auxiliary transmission system of locomotive and train power supply by DC-DC chopping depressuring module, DC-AC inversion module, isolating transformer and AC-DC auxiliary rectifier module successively.
In order to better realize object of the present invention, each equipment that the direct current output element of described AC-DC auxiliary rectifier module is auxiliary transmission system of locomotive respectively by CVCF inverter, VVVF inverter is powered.
In order to better realize object of the present invention, the direct current output element of described AC-DC auxiliary rectifier module is main generator excitation line winding power by DC-DC chopper.
Adopt technical scheme of the present invention, following useful effect can be brought.
(1) on locomotive not optional equipment auxiliary generator and power supply diesel generator group, alleviate locomotive weight, facilitate the space of parts to arrange.
(2) accessory drive system and power supply system of train share deflector element, adopt the mode of chopping depressuring to reduce the affected by high to follow-up deflector element because main intermediate DC link brings as the electric energy input of accessory drives and power supply system of train.Thus minimizing deflector element, particularly reduce the usage quantity of high voltage variable fluid element, reduce costs, reduced volume, improve system reliability.
(3) each accessory drives electrical motor according to respective actual needs, can change self operating mode easily, thus realizes the accurate control of accessory drives.
(4), under locomotive rheostatic brake operating mode, the kinetic energy of traction electric machine finally can be converted to the electric energy of accessory drives electric energy and train power supply, thus reach energy-conservation object.
(5) locomotive gross horsepower can at tractive output, carry out free distribution between auxiliary power and train power supply power.
(6) when locomotive does not need export tractive output and need to keep auxiliary power to export, the input of traction invertor can be cut off, thus improve reliability and the safety of traction invertor.
Accompanying drawing explanation
Fig. 1 is diesel locomotive accessory drives and the train power supply integrated power supply schematic diagram of the embodiment of the present invention.
Be labeled as in figure: 1-AC-DC main rectifying circuit direct current output element, 2-traction circuit switch, 3-draws inversion module, 4-DC-DC chopping depressuring module, 5-DC-AC inversion module, 6-isolating transformer, 7-AC-DC auxiliary rectifier module, 8-train power supply switch, 9-AC-DC auxiliary rectification module direct current output element, 10 ~ 15-subordinate inverter, 16 ~ 20-AC contactor, 21-chopper.22-main generator excitation winding, 23-auxiliary motor, 24-traction motor.
Detailed description of the invention
For making the object of the embodiment of the present invention, technical scheme and advantage clearly, below in conjunction with the accompanying drawing in the embodiment of the present invention, technical scheme in the embodiment of the present invention is clearly and completely described, obviously, described embodiment is the present invention's part embodiment, instead of whole embodiments.Based on the embodiment in the present invention, those of ordinary skill in the art, not making the every other embodiment obtained under creative work prerequisite, belong to the scope of protection of the invention.
Referring to accompanying drawing, the diesel locomotive accessory drives of the present embodiment and train power supply integrated power supply, locomotive is only equipped with main generator, without the need to auxiliary generator and power supply diesel generator group, to alleviate locomotive weight, to facilitate the space of parts to arrange.The three plase alternating current that locomotive main electrical generator exports, after the rectification of AC-DC main rectifying circuit (not shown), is exported by its direct current output element 1.The direct current of the main rectifying circuit of AC-DC exports and is input to traction inversion module 3 through traction circuit switch 2, and DC inverter is that alternating current drives traction electric machine 24 to operate by traction inversion module 3.Illustrate only one group of traction circuit switch, traction inversion module and traction motor in figure, actual conditions can be mated according to the concrete quantity of locomotive traction motor.
The direct current of the main rectifying circuit of AC-DC exports through chopping depressuring module 4, the high direct voltage of major loop is lowered into relatively low vdc, then direct current (DC) is converted to alternating current by DC-AC inversion module 5, by isolating transformer 6, send into AC-DC auxiliary rectifier module 7, the DC600V of stable output.This 600V direct current (DC) is powered to passenger train by train power supply switch 8.Because of the existence of chopping depressuring module 4, the voltage of all deflector element making voltage reduction module follow-up, relative to the DC tache voltage of the main rectifying circuit of AC-DC, can be effectively reduced.Follow-up deflector element is no longer operated in high voltage range, can select the element of low voltage grade.While reducing costs, effectively improve the reliability of circuit.
Simultaneously, the DC600V also direct intermediate DC link as accessory drive system of AC-DC auxiliary rectifier module, thus accessory drive system and power supply system of train have shared DC-DC chopping depressuring module 4, DC-AC inversion module 5, isolating transformer 6 and AC-DC auxiliary rectifier module 7, reduction system cumulative volume effectively, be convenient to concentrate cooling simultaneously, reduce costs, and improve overall reliability.
In AC-DC auxiliary rectification module direct current output element 9, drive each assistant load by subordinate inverter 10 ~ 15.In order to make each accessory drives electrical motor of locomotive can according to locomotive concrete need adjust self operating mode, different auxiliary motors have employed different modes.For this load of Air compressor, the mode of constant potential constant frequency (CVCF) can be adopted; The mode of variable voltage variable frequency (VVVF) can be adopted according to the assistant load of diesel engine of locomotive thermal change for this needs of cooling fan.For lower-powered auxiliary motor, as dedusting fan, power room ventilating set, electrical equipment ventilating set etc. can select the motor of identical voltage same frequency, by these motor parallels, subordinate inverter 14 is then utilized to carry out the control of constant potential constant frequency (CVCF).The demand of helper motor unnecessary in some cases can be closed separately to meet locomotive, between these motor and subordinate inverter, being equipped with AC contactor 16,17,18, for stopping corresponding auxiliary motor.These lower-powered motor power (output) invariablenes turning speeds, control by same subordinate inverter, very small to the negative effect of overall locomotive energy saving, but can avoid the increase of the manufacturing cost brought because each electrical motor is all equipped with independent subordinate inverter.
Finally, for part speed governing demand class seemingly, the particularly speed demand assistant load of change along with main generator power change substantially, as traction ventilator and a main ventilating set.Also can select the motor of identical voltage same frequency, be connected in parallel, be carried out the control of variable voltage variable frequency (VVVF) by subordinate inverter 14.In out-of-work situation, reducing the requirement of oil consumption in order to meet locomotive, AC contactor 19,20 can being equipped with before traction ventilator, operating for stopping traction ventilator.The direct current of auxiliary for AC-DC rectification module 7 exports by the excitation chopper 21 of main generator, exciting current required under modulating the different operating mode of main generator.The matching relationship of subordinate inverter and respective auxiliary motor can change with the change of diesel locomotive real needs.
Because the direct current of the main rectifying circuit of AC-DC is directly connected to accessory drive system and power supply system of train on exporting, so when locomotive rheostatic brake, the kinetic energy of traction motor 24 will convert electric energy to, convert direct current (DC) to by traction inversion module 3, then flow back into through traction circuit switch 2 in the direct current output element of the main rectifying circuit of AC-DC.Then, accessory drive system and power supply system of train just can utilize the electric energy of this part.Thus reach energy-conservation object, reduce locomotive oil consumption.Meanwhile, because of tractive output, accessory drives power and train power supply power all come from the DC link of the main rectifying circuit of AC-DC, then these three kinds of power are locomotive gross horsepower three components, can change among each other by actv..Be conducive to improving locomotive traction ability to greatest extent, also can better adapt to the actual conditions that assistant load and train power supply load constantly change.
When locomotive does not need tractive output, when only needing train power supply power and accessory drives power (as interior parking period of standing), traction circuit switch 2 can be disconnected, make traction inversion module 3 power-off, improve its reliability and safety.
Last it is noted that above embodiment is only in order to illustrate technical scheme of the present invention, be not intended to limit; Although with reference to previous embodiment to invention has been detailed description, those of ordinary skill in the art is to be understood that: it still can be modified to the technical scheme described in foregoing embodiments, or carries out equivalent replacement to wherein portion of techniques feature; And these amendments or replacement, do not make the essence of appropriate technical solution depart from the spirit and scope of various embodiments of the present invention technical scheme.
Claims (3)
1. diesel locomotive accessory drives and a train power supply integrated power supply, comprises main generator and the main rectifying circuit of AC-DC thereof, it is characterized in that:
The direct current output element of the main rectifying circuit of described AC-DC is that traction motor is powered by traction circuit switch and traction inversion module;
The direct current output element of the main rectifying circuit of described AC-DC is also auxiliary transmission system of locomotive and train power supply by DC-DC chopping depressuring module, DC-AC inversion module, isolating transformer and AC-DC auxiliary rectifier module successively.
2. diesel locomotive accessory drives according to claim 1 and train power supply integrated power supply, is characterized in that the direct current output element of described AC-DC auxiliary rectifier module is powered respectively by each equipment that CVCF inverter, VVVF inverter are auxiliary transmission system of locomotive.
3. diesel locomotive accessory drives according to claim 1 and train power supply integrated power supply, is characterized in that the direct current output element of described AC-DC auxiliary rectifier module is main generator excitation line winding power by DC-DC chopper.
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| CN201410495659.9A CN104627004A (en) | 2014-09-24 | 2014-09-24 | Integrated power source for providing power for diesel locomotive auxiliary transmission system and train |
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Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105790597A (en) * | 2016-03-29 | 2016-07-20 | 中车永济电机有限公司 | Main circuit of traction converter of PMSMs (Permanent magnet synchronous motors) for high speed railway |
| CN105811813A (en) * | 2016-03-29 | 2016-07-27 | 中车永济电机有限公司 | Main circuit of traction converter of permanent-magnet synchronous motor for subway |
| CN105811814A (en) * | 2016-03-29 | 2016-07-27 | 中车永济电机有限公司 | Main circuit of traction converter for high-speed motor train unit |
| CN106160509A (en) * | 2016-08-18 | 2016-11-23 | 株洲中车时代电气股份有限公司 | A kind of diesel locomotive AuCT |
| CN106379177A (en) * | 2016-11-21 | 2017-02-08 | 株洲中车时代电气股份有限公司 | Internal combustion locomotive electric braking energy feedback converter and control method |
| CN106671796A (en) * | 2015-11-11 | 2017-05-17 | 中车大连电力牵引研发中心有限公司 | Locomotive traction system |
| CN109318713A (en) * | 2018-08-21 | 2019-02-12 | 中车大连机车车辆有限公司 | Auxiliary and power supply circuit for train and rail vehicle |
| CN110001672A (en) * | 2019-05-10 | 2019-07-12 | 中车资阳机车有限公司 | A kind of power concentration formula direct current Diesel Multiple Unit power supply system of train |
| CN112165280A (en) * | 2020-09-24 | 2021-01-01 | 武汉征原电气有限公司 | Novel auxiliary variable-current topological system |
| CN112583273A (en) * | 2020-07-01 | 2021-03-30 | 株洲中车时代电气股份有限公司 | Double-output power supply for magnetic suspension vehicle and control method thereof |
| CN114228754A (en) * | 2021-12-18 | 2022-03-25 | 中车永济电机有限公司 | Electric transmission system of hybrid power shunting locomotive |
| CN114261289A (en) * | 2021-12-06 | 2022-04-01 | 中车株洲电力机车有限公司 | Rail transit vehicle, internal electric fusion power system thereof and control method |
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Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN106671796A (en) * | 2015-11-11 | 2017-05-17 | 中车大连电力牵引研发中心有限公司 | Locomotive traction system |
| CN105811813A (en) * | 2016-03-29 | 2016-07-27 | 中车永济电机有限公司 | Main circuit of traction converter of permanent-magnet synchronous motor for subway |
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| CN106379177A (en) * | 2016-11-21 | 2017-02-08 | 株洲中车时代电气股份有限公司 | Internal combustion locomotive electric braking energy feedback converter and control method |
| CN109318713A (en) * | 2018-08-21 | 2019-02-12 | 中车大连机车车辆有限公司 | Auxiliary and power supply circuit for train and rail vehicle |
| CN110001672A (en) * | 2019-05-10 | 2019-07-12 | 中车资阳机车有限公司 | A kind of power concentration formula direct current Diesel Multiple Unit power supply system of train |
| CN112583273A (en) * | 2020-07-01 | 2021-03-30 | 株洲中车时代电气股份有限公司 | Double-output power supply for magnetic suspension vehicle and control method thereof |
| CN112165280A (en) * | 2020-09-24 | 2021-01-01 | 武汉征原电气有限公司 | Novel auxiliary variable-current topological system |
| CN112165280B (en) * | 2020-09-24 | 2022-05-10 | 武汉征原电气有限公司 | Auxiliary current transformation topological system |
| CN114261289A (en) * | 2021-12-06 | 2022-04-01 | 中车株洲电力机车有限公司 | Rail transit vehicle, internal electric fusion power system thereof and control method |
| CN114228754A (en) * | 2021-12-18 | 2022-03-25 | 中车永济电机有限公司 | Electric transmission system of hybrid power shunting locomotive |
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