CN105857082B - 铁道车辆牵引系统的保护系统、相关的传动线和铁道车辆 - Google Patents
铁道车辆牵引系统的保护系统、相关的传动线和铁道车辆 Download PDFInfo
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Abstract
本发明涉及一种铁道车辆牵引系统(2)的保护系统(24),所述系统(2)包括电动机(8)和电力供应电路(10)。该系统包括:机械耦接设备(26)和控制装置(28),所述机械耦接设备在传动线(6)的第一部件(30)与第二部件(32)之间,第一部件(30)连接到电动机(8)的输出轴(14),第二部件(32)连接到铁道车辆的轮轴(4)的输入轴(16),耦接设备(26)能够处于接合状态或分离状态;如果检测到电力供应电路(10)和/或电动机(8)的故障,所述控制装置能够将分离信号施加到耦接设备(26),以从接合状态切换到分离状态。
Description
技术领域
本发明涉及一种铁道车辆牵引系统的保护系统,所述牵引系统包括电动机和电动机的电力供应电路。
本发明更特别地涉及一种保护系统,所述保护系统用于铁道车辆的永磁同步电动机。
背景技术
为驱动这种电动机,动力链依次包括变换器、隔离接触器、电缆,所述电缆连接在隔离接触器和电动机的输入端子之间。
如果检测到短路型的电力故障,隔离接触器断开,以将变换器从电动机隔离开来。结果是,保护了变换器的部件免于由电动机在那时作为电流源运转所产生的电力的影响,因为所述电动机是由移动的铁道车辆的轮所驱动的。
然而,隔离接触器断开不能够将下游的电力故障从隔离接触器隔离开来,即,例如在连接电缆之间的电动机的内部故障或电动机的外部故障。
然而这种在隔离的变换器下游的故障通常与电弧的形成相关,所述电弧可导致火灾的发生或对电动机造成破坏。在对电动机造成破坏的情况下,有电动机的定子内部的转子堵转的风险,从而导致需要停止火车并且疏散乘客的恐慌事件。
为保证对这种永磁同步电动机进行运转保护,需要应对任何可能的故障以避免任何的恐慌事件。
文件EP 2,634,884因此提供了为动力链配备额外的受控开关,使得能够完全短路电动机的各相,以避免电弧的形成和扩散。然而,这种设备不能解决机械内部的所有类型的故障。
因此本发明目的是通过利用替代现有技术状态的方案的保护方案来解决前述的问题。
发明内容
为此,本发明涉及一种用于铁道车辆牵引系统的保护系统,其特征在于所述保护系统包括:
-机械耦接设备,所述机械耦接设备在传动线的第一与第二部件之间,所述第一部件连接到电动机的输出轴,所述第二部件连接到铁道车辆的轮轴的输入轴,所述耦接设备能够处于接合状态或处于分离状态,在所述接合状态下,扭矩能够在所述第一与第二部件之间传递,在所述分离状态下,扭矩不能够在所述第一与第二部件之间传递;以及
-控制装置,所述控制装置能够在检测到对电动机的电力电路和/或电动机自身产生影响的故障的情况下将分离信号施加到所述机械耦接设备,以便使所述机械耦接设备从所述接合状态切换到所述分离状态。
本发明通过实施稳健的机械解决方案使得能够以机械方法将电动机从轮轴隔离,使得如果检测到故障,不论故障的性质,保证对动力链和电动机进行保护。因此可避免任何的恐慌事件。
根据本发明的保护系统可进一步包括以下特征中的一个或多个,所述特征可被单独地或根据任意技术上可能的组合进行考虑:
-所述耦接设备包括:至少一个元件,所述至少一个元件将所述第一与第二部件彼此固定;和引爆模块,当控制装置施加分离信号时,所述引爆模块能够破坏固定元件;
-所述第一和第二部件为彼此面对的第一和第二法兰,并且其中所述机械耦接设备是将所述第一和第二法兰彼此固定的爆炸螺栓;
-所述控制装置包括远程控制模块,所述远程控制模块通过无线链路连接到近程控制模块,所述近程控制模块固定到所述耦接设备,并在接收到由所述远程控制模块发送的启动信号时产生施加到所述耦接设备的分离信号;
-所述控制装置包括检测装置,如果检测到故障,所述检测装置能够将警报信号传送到所述远程控制模块,使得远程控制模块提交启动信号;
-所述检测装置能够根据测得的输入值和牵引系统的动态模型计算出估计的输出值,并且能够将这些估计的输出值与在牵引系统上测得的输出值进行比较,检测模块能够在所述估计的输出值与所测得的输出值之间有显著偏差的情况下发送警报信号;
-所述耦接设备能够不可逆地从接合状态切换到分离状态;
-所述机械耦接设备在接收到分离信号时能够从接合状态切换到分离状态,并且所述机械耦接设备在接收到接合信号时能够从分离状态切换到接合状态。
本发明还涉及一种在电动机与铁道车辆轮轴之间的传动线,其特征在于所述传动线包括如之前所限定的保护系统。
该传动线具有一装置,所述装置用于将所述电动机与铁道车辆的轮轴分离开,当所述保护系统启动时将电动机与任何的机械驱动隔离开。
根据本发明的传动线可进一步包括机械耦接设备,所述机械耦接设备安装在所述传动线的第一与第二部件之间,所述第一与第二部件是第一与第二法兰,所述第一与第二法兰设置在所述电动机与轮轴之间的传动线的两个半轴面对的端部上,或设置在所述传动线的减速器的第一级与第二级之间。
本发明还涉及一种铁道车辆,其特征在于所述铁道车辆包括如上文所限定的传动线。
附图说明
通过阅读以下仅作为示例提供并参照附图进行的描述将更好地理解本发明,其中:
图1是示出了铁道车辆牵引系统的示意图,所述铁道车辆牵引系统包括根据第一实施例的保护系统;
图2是示出了铁道车辆牵引系统的示意图,所述铁道车辆牵引系统包括根据第二实施例的保护系统;以及
图3是示出了铁道车辆牵引系统的示意图,所述铁道车辆牵引系统包括根据第二实施例的保护系统。
具体实施方式
在下文中,术语“电动势”应理解为电动机尤其是在降级运行期间产生电力的能力。
图1示出了牵引系统2的第一实施例。
所述系统包括轮轴4、传动线6、永磁电动机8和该电动机的电力电路10。
电动机8是永磁同步电动机。
轮轴4是由固定到至少一对轮上的栓构成的组件,所述至少一对轮在一对铁轨上被引导。
传动线6包括具有一个级或多个级的减速器12,所述减速器位于电动机8的输出轴14与轮轴4的输入轴16之间。
电力电路10包括逆变器18、隔离接触器20、开关设备21和控制设备22,所述开关设备用于使电动机的各相完全短路,所述控制设备控制接触器20和开关设备21。
逆变器18包括三个输出端子。每个端子经由隔离接触器20、开关设备21由连接电缆连接到电动机8的一相。
控制设备22能够检测电力电路10的尤其是短路型的故障,并且能够操控接触器20断开。
接触器20断开使得能够将逆变器18与电动机8隔离,如果发生故障,所述电动机继续被轮轴4旋转并且产生可使逆变器18毁坏的电动势。
然而,将接触器20断开是不够的,因为尤其是在电动机8内部短路的情况下,由与轮轴4耦接的电动机8产生的电动势有破坏电动机8自身的风险。
因此牵引系统2包括保护系统24。
保护系统24使得能够将电动机8与轮轴4机械隔离,尤其是直到铁道车辆停止为止。以这种方式,转子不再由轮轴4旋转,电动机8停止产生电动势。
保护系统24包括耦接设备26和耦接设备26的控制装置28。
耦接设备26放置在传动线6的第一部件30与第二部件32之间。
在接收到由控制装置28产生的适合的分离信号时,耦接设备26能够不可逆地从接合状态切换到分离状态。
在接合状态下,扭矩能够在传动线6的第一与第二部件30、32之间传递。
在分离状态下,扭矩不能够在传动线的第一与第二部件30、32之间传递。
在图1的第一实施例中,第一部件30是电动机8的输出轴14,第二部件32是减速器12的输入轴。
更确切地,电动机的输出轴14的自由端以第一法兰34终止,所述第一法兰位于第二法兰36对面,所述第二法兰设在减速器12的输入轴的端部上。
耦接设备26由多个用于将第一与第二法兰34、36彼此固定的爆炸螺栓或爆炸销构成。
爆炸螺栓38包括杆40和引爆模块42,所述杆能够将第一与第二法兰34、36彼此固定,所述引爆模块能够在从控制装置28接收到适合的分离信号时将杆40破坏。
控制装置28能够在检测到对电动机的供电电路10和/或电动机8自身产生影响的故障的情况下对耦接设备26发送分离信号,以便将耦接设备26从接合状态切换到分离状态。
控制装置28包括故障检测装置44、远程控制模块46和近程控制模块48,所述近程控制模块固定到耦接设备26。
有利地,控制装置28包括对铁道车辆的列车员的界面,所述界面能够在舱内显示指示分离信号的发送的信号。
如果检测到故障,检测装置44能够将警报信号传送到远程控制模块46。
检测装置44包括测量模块50和计算模块52。
测量模块50能够将所测得的与牵引系统2的运行相关尤其是与电动机8的运行相关的输入值和输出值传送给计算模块52。
测量模块50包括在牵引系统2上测量输入值的传感器和测量输出值的传感器。
例如,输入传感器测量电力供应电路10处的电流和/或电动机8的两相之间的电流。
输出传感器还测量电力供应电路10处的电流和/或电动机8的两相之间的电流。也可测量诸如电压、扭矩等等的其它输出特性。
替代地,输入和输出传感器对电压、磁场、温度、加速度、振动等等之中的另一物理特性进行测量。
计算模块52能够接收由测量模块50所测得的输入和输出值,并能够建立可引起警报信号发送的诊断结论。
计算模块52能够通过使用牵引系统2的动态模型根据测得输入值计算估计输出值。牵引系统的基于多个使输入特性与输出特性关联的微分方程的该动态模型使得能够使用输入特性的测得输入值计算出输出特性的估计输出值。估计输出值接下来与测得输出值进行比较。超出了这些值之间特定偏差则表明产生了故障。
计算模块52能够将估计输出值与牵引系统2的测得输出值进行比较。
计算模块52设计为在估计输出值与测得输出值之间有显著偏差的情况下发送警报信号。
此外,计算模块52有利地包括存储器,所述存储器存储测量到的输入值与输出值以及估计输出值。
远程控制模块46连接到计算模块52。
远程控制模块46能够接收来自计算模块52的警报信号,并且能够将警报信号转换为用于近程控制模块48的启动信号。
近程控制模块48固定到耦接设备26并且因此被旋转。
近程控制模块48与远程控制模块46之间的通讯使用无线链路实现,优选地通过执行Wi-Fi协议实现。
近程控制模块48能够接收来自远程控制模块46的启动信号。
近程控制模块48能够将接收到的启动信号作为分离信号施加给耦接设备26,以将所述耦接设备从接合状态切换到分离状态。
现将描述使用图1的保护系统24来实施的、用于保护铁道车辆的电动机8的方法。
最初,铁道车辆在铁路轨道上行进。
测量模块50测量电力供应电路10处和/或电动机8的两相之间的输入值和输出值。
计算模块52根据测得输入值通过动态模块计算估计输出值。计算模块52计算测得输出值与估计输出值之间的偏差。计算模块52做出其诊断结论。
当测量到显著的偏差时,所述偏差表示可导致恐慌事件的故障,检测装置44将警报信号传送至远程控制模块46。
远程控制模块46接收警报信号并且将对应的启动信号传送至近程控制模块48。
近程控制模块48接收启动信号并且将所述启动信号作为分离信号施加到耦接设备26。
分离信号触发引爆模块42起爆,导致杆40破坏。
耦接设备26不可逆地从接合状态切换到分离状态,第一与第二法兰30、32彼此分开。
输入轴16与输出轴14分离。与电动机的转子关联的输出轴14减速并且变为停止,而输入轴16继续由运动的铁道车辆轮所驱动。铁道车辆因此可在故障系统的电动机不作为电流发生器运行的情况下继续移动。
图2示出了保护系统24的第二实施例,其中,除了耦接设备26位于减速器12的输出轴与轮轴的输入轴16之间以外,所有其它的部分都是相同的。
图3示出了保护系统24的第三实施例,其中耦接设备26位于多级减速器12的两个级之间。
这种保护系统24构成了安全应急机械解决方案,使得能够将电动机8与轮轴4分离,以将电动机8与轮轴4的任何机械驱动机械隔离开来。
这种保护系统24构成了代替现有技术的纯电气解决方案或优选地附加到现有技术状态的纯电气解决方案的机械替代方案,使得能够进行保护而防止恐慌事件。
替代地,机械耦接设备26能够从接合状态切换到分离状态,或者在接收到控制装置28产生的适合的接合信号时,从分离状态切换到接合状态。
在另一个独立于之前方案的替代方案中,检测装置44和控制设备22共享用于检测牵引系统的故障的装置。
Claims (3)
1.一种包括牵引系统(2)的铁道车辆,所述牵引系统包括:轮轴(4);永磁同步电动机(8);位于所述轮轴与所述永磁同步电动机之间的传动线(6);和所述永磁同步电动机的电力电路(10),其特征在于,所述铁道车辆包括所述牵引系统(2)的保护系统(24),所述保护系统包括:
机械耦接设备(26),所述机械耦接设备(26)在所述传动线(6)的第一部件(30)与第二部件(32)之间,所述第一部件(30)连接到所述永磁同步电动机(8)的输出轴(14),所述第二部件(32)连接到所述铁道车辆的所述轮轴(4)的输入轴(16),所述机械耦接设备(26)能够处于接合状态或处于分离状态,在所述接合状态下,扭矩能够在所述第一部件(30)与所述第二部件(32)之间传递,在所述分离状态下,扭矩不能够在所述第一部件(30)与所述第二部件(32)之间传递;以及
控制装置(28),所述控制装置(28)用于在检测到对所述永磁同步电动机(8)的电力电路(10)和/或所述永磁同步电动机(8)自身产生影响的故障的情况下将分离信号施加到所述机械耦接设备(26),以便使所述机械耦接设备(26)从所述接合状态切换到所述分离状态,
所述机械耦接设备(26)包括:至少一个固定元件(40),所述至少一个固定元件(40)用于将所述第一部件(30)与所述第二部件(32)彼此固定;和引爆模块(42),当所述控制装置(28)施加分离信号时,所述引爆模块(42)能够破坏所述固定元件(40),
所述控制装置(28)包括远程控制模块(46),所述远程控制模块通过无线链路连接到近程控制模块(48),所述近程控制模块固定到所述机械耦接设备(26),所述近程控制模块(48)在接收到由所述远程控制模块(46)发送的启动信号时产生施加到所述机械耦接设备(26)的所述分离信号,
所述控制装置(28)包括检测装置(44),当检测到对所述永磁同步电动机(8)的电力电路(10)和/或所述永磁同步电动机(8)自身产生影响的故障时,所述检测装置(44)能够将警报信号传送到所述远程控制模块(46),使得所述远程控制模块(46)发送启动信号。
2.根据权利要求1所述的铁道车辆,其中,所述第一部件(30)和所述第二部件(32)为彼此面对的第一法兰(34)和第二法兰(36),并且其中,所述机械耦接设备(26)是将所述第一法兰(34)和所述第二法兰(36)彼此固定的爆炸螺栓(38)。
3.根据权利要求1或2所述的铁道车辆,其中,所述检测装置(44)能够根据测得的输入值和所述牵引系统(2)的动态模型计算出估计的输出值,并且能够将所述估计的输出值与在所述牵引系统(2)上测得的输出值进行比较,所述检测装置(44)能够在所述估计的输出值与所测得的输出值之间有显著偏差的情况下发送警报信号。
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FR3064706B1 (fr) * | 2017-04-03 | 2019-05-03 | Alstom Transport Technologies | Systeme d'entrainement commutable |
DE102017213186A1 (de) * | 2017-07-31 | 2019-01-31 | Siemens Aktiengesellschaft | Verfahren und Anordnung zur Überwachung eines Antriebssystems eines spurgebundenen Fahrzeugs |
CN109435979A (zh) * | 2018-12-11 | 2019-03-08 | 株洲旭阳机电科技开发有限公司 | 一种工程作业车的驱动轮对装置 |
US11701971B2 (en) * | 2019-06-14 | 2023-07-18 | Hitachi, Ltd. | Three-phase AC motor drive device, rail vehicle equipped with same, and three-phase AC motor drive method |
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