CN111348058A - Power transmission system and internal combustion vehicle - Google Patents
Power transmission system and internal combustion vehicle Download PDFInfo
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- CN111348058A CN111348058A CN201811584989.XA CN201811584989A CN111348058A CN 111348058 A CN111348058 A CN 111348058A CN 201811584989 A CN201811584989 A CN 201811584989A CN 111348058 A CN111348058 A CN 111348058A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
- B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
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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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
Abstract
The invention provides a power transmission system and an internal combustion vehicle. The power transmission system comprises a permanent magnet synchronous generator, a traction converter and a permanent magnet synchronous motor which are electrically connected in sequence; the permanent magnet synchronous generator is mechanically connected with an external diesel engine; the traction converter comprises a controllable rectifying circuit, an intermediate direct current circuit and a traction inverter circuit, wherein the controllable rectifying circuit is respectively electrically connected with the permanent magnet synchronous generator and the intermediate direct current circuit and is used for rectifying alternating current voltage output by the permanent magnet synchronous generator to obtain direct current voltage and outputting the direct current voltage to the intermediate direct current circuit; the intermediate direct current circuit is respectively electrically connected with the controllable rectifying circuit and the traction inverter circuit and is used for supplying direct current voltage output by the controllable rectifying circuit to the traction inverter circuit; the traction inverter circuit is respectively electrically connected with the intermediate direct-current circuit and the permanent magnet synchronous motor and is used for driving the permanent magnet synchronous motor so that the permanent magnet synchronous motor can pull the internal combustion vehicle.
Description
Technical Field
The invention relates to the technical field of railway vehicles, in particular to a power transmission system and an internal combustion vehicle.
Background
The internal combustion vehicle mainly uses a diesel engine as a power source, and a power transmission system is one of core modules of the internal combustion vehicle and is used for converting power generated by the diesel engine into mechanical energy for towing the vehicle so as to drive wheels of the vehicle to rotate on a track to realize vehicle running, so that the running performance and safety of the vehicle are directly influenced by the stability of the power transmission system.
In the prior art, a power transmission system mainly comprises a permanent magnet generator, a traction converter and a permanent magnet traction motor. The permanent magnet generator is dragged by power generated by the diesel engine to rotate, so that voltage is output, the output voltage of the permanent magnet generator is converted by the traction converter to obtain required voltage, and the required voltage is supplied to the permanent magnet traction motor to enable the traction motor to rotate, so that mechanical energy for towing the vehicle is obtained. The traction converter comprises an uncontrolled rectifying circuit and an inverter circuit, wherein the uncontrolled rectifying circuit converts alternating current output by the generator into direct current and outputs the direct current, and the inverter circuit converts the direct current output by the uncontrolled rectifying circuit into alternating current to supply to the permanent magnet traction motor.
However, in the prior art, since the output voltage of the permanent magnet generator is in direct proportion to the number of revolutions of the diesel engine, the fluctuation range of the dc voltage output by the uncontrolled rectifying circuit of the traction converter is large, and therefore weak magnetic control parameters under different dc voltages are different, so that the control system of the power transmission system is complicated, and further the energy consumption and the cost of the power transmission system are increased.
Disclosure of Invention
In view of the above problems, embodiments of the present invention provide a power transmission system and an internal combustion vehicle, which reduce the fluctuation range of a rectified dc voltage, and thus simplify the control system of the power transmission system, thereby reducing the energy consumption and cost of the power transmission system.
In order to achieve the above object, the embodiments of the present invention provide the following technical solutions:
the invention provides a power transmission system, which comprises a permanent magnet synchronous generator, a traction converter and a permanent magnet synchronous motor which are electrically connected in sequence; the permanent magnet synchronous generator is mechanically connected with an external diesel engine and is driven by the diesel engine to rotate so as to provide three-phase alternating current for the traction converter; the traction converter comprises a controllable rectifying circuit, an intermediate direct-current circuit and a traction inverter circuit, wherein the controllable rectifying circuit is respectively electrically connected with the permanent magnet synchronous generator and the intermediate direct-current circuit and is used for rectifying alternating-current voltage output by the permanent magnet synchronous generator to obtain direct-current voltage and outputting the direct-current voltage to the intermediate direct-current circuit; the intermediate direct current circuit is respectively electrically connected with the controllable rectifying circuit and the traction inverter circuit and is used for providing direct current voltage output by the controllable rectifying circuit to the traction inverter circuit; the traction inverter circuit is respectively electrically connected with the intermediate direct-current circuit and the permanent magnet synchronous motor and is used for driving the permanent magnet synchronous motor so that the permanent magnet synchronous motor can pull an internal combustion vehicle.
According to the power transmission system, the controllable rectifying circuit comprises the power switch tube, and the power switch tube is formed by connecting the insulated gate bipolar transistor and the diode in an anti-parallel mode.
In the power transmission system, the intermediate dc circuit includes a ground detection circuit, an input voltage and current detection circuit, a brake resistance circuit, a precharge circuit, and a discharge circuit, which are electrically connected in this order.
The power transmission system as described above, wherein the ground fault detection circuit includes a first resistor, a second resistor, a first capacitor, and a first voltage measurement sensor; the first end of the first resistor and the first end of the second resistor are respectively connected with the controllable rectifying circuit, and the second end of the first resistor is connected with the second end of the second resistor; the first end of the first capacitor is grounded, and the second end of the first capacitor is connected with the first end of the second resistor; the first end of the first voltage measurement sensor is grounded, and the second end of the first voltage measurement sensor is connected with the second end of the first capacitor.
The power transmission system as described above, wherein the input voltage current detection circuit includes a second voltage measurement sensor and a first current measurement sensor; the first end of the first current measuring sensor and the first end of the first resistor are connected to a first connection point, the first end of the second voltage measuring sensor is connected to a second connection point, and the second end of the second voltage measuring sensor is connected to the second end of the first current measuring sensor at a third connection point.
The power transmission system as described above, wherein the brake resistor circuit includes a third resistor, a second current measuring sensor, an insulated gate bipolar transistor, a first diode, and a second diode; the first end of third resistance with the first end of second voltage measurement sensor is connected in the second tie point, the second end of third resistance with the first end of second current measurement sensor is connected, the second end of second current measurement sensor with the positive terminal of second diode is connected, the negative pole end of second diode with the second end of second voltage measurement sensor is connected in the third tie point, the positive terminal of first diode with the first end of third resistance is connected, the negative pole end of first diode with the first end of insulated gate bipolar transistor is connected, the second end of insulated gate bipolar transistor with the negative pole end of second diode is connected.
The power transmission system comprises a main contactor, a pre-charging contactor and a fourth resistor; the first end of the main contactor is connected with the negative end of the second diode, the second end of the main contactor is connected with the second end of the fourth resistor, the first end of the pre-charging contactor is connected with the first end of the main contactor, and the second end of the pre-charging contactor is connected with the first end of the fourth resistor.
The power transmission system as described above, wherein the discharge circuit includes a second capacitor and a fifth resistor; the first end of the second capacitor is connected with the second end of the main contactor, the second end of the second capacitor is connected with the positive end of the first diode, the first end of the fifth resistor is connected with the first end of the second capacitor, and the second end of the fifth resistor is connected with the second end of the second capacitor.
According to the power transmission system, the inverter unit comprises the power switch tube, and the power switch tube is formed by connecting the insulated gate bipolar transistor and the diode in an anti-parallel mode.
Another embodiment of the present invention provides an internal combustion vehicle including a vehicle body, a cab located at an end of the vehicle body, and the power transmission system as described above installed in the vehicle body for towing the internal combustion vehicle.
The power transmission system and the internal combustion vehicle provided by the invention adopt the controllable rectifying circuit, and the fluctuation range of the output direct current voltage after rectification is reduced, so that different weak magnetic control parameters are prevented from being set in different voltage ranges, the control system of the power transmission system is simplified, and the energy consumption and the cost of the power transmission system are reduced.
In addition to the technical problems addressed by the embodiments of the present invention, the technical features constituting the technical solutions, and the advantages brought by the technical features of the technical solutions described above, other technical problems that the power transmission system provided by the embodiments of the present invention can solve, other technical features included in the technical solutions, and advantages brought by the technical features will be described in further detail in the detailed description.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a block diagram of a powertrain system according to an embodiment of the present invention;
fig. 2 is a specific circuit diagram of a power transmission system according to an embodiment of the present invention.
Description of reference numerals:
1-a permanent magnet synchronous generator;
2-a traction converter;
21-a controllable rectifying circuit;
22-intermediate dc circuit;
221-ground detection circuit;
222-input voltage current detection circuit;
223-brake resistance circuit;
224-a precharge circuit;
225-discharge circuit;
23-a traction inverter circuit;
231-an inverting unit;
3-a permanent magnet synchronous motor;
4-auxiliary current transformer.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention.
All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention. The embodiments described below and the features of the embodiments can be combined with each other without conflict.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the invention.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
It should be noted that the terms "first" and "second" in the description of the present invention are used merely for convenience in describing different components, and are not to be construed as indicating or implying a sequential relationship, relative importance, or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature.
The internal combustion vehicle mainly uses a diesel engine as a power source, and a power transmission system is one of core modules of the internal combustion vehicle and is used for converting power generated by the diesel engine into mechanical energy for towing the vehicle so as to drive wheels of the vehicle to rotate on a track to realize vehicle running, so that the running performance and safety of the vehicle are directly influenced by the stability of the power transmission system.
In the prior art, a power transmission system mainly comprises a permanent magnet generator, a traction converter and a permanent magnet traction motor. The permanent magnet generator is dragged by power generated by the diesel engine to rotate, so that voltage is output, the output voltage of the permanent magnet generator is converted by the traction converter to obtain required voltage, and the required voltage is supplied to the permanent magnet traction motor to enable the traction motor to rotate, so that mechanical energy for towing the vehicle is obtained. The traction converter comprises an uncontrolled rectifying circuit and an inverter circuit, wherein the uncontrolled rectifying circuit converts alternating current output by the generator into direct current and outputs the direct current, and the inverter circuit converts the direct current output by the uncontrolled rectifying circuit into alternating current to supply to the permanent magnet traction motor.
However, in the prior art, since the output voltage of the permanent magnet generator is in direct proportion to the number of revolutions of the diesel engine, the fluctuation range of the dc voltage output by the uncontrolled rectifying circuit of the traction converter is large, and therefore weak magnetic control parameters under different dc voltages are different, so that the control system of the power transmission system is complicated, and further the energy consumption and the cost of the power transmission system are increased.
The present invention will be described in detail below with reference to the accompanying drawings so that those skilled in the art can more fully understand the present invention.
Example one
Fig. 1 is a block diagram of a power transmission system according to an embodiment of the present invention. Referring to fig. 1, the power transmission system provided in the present embodiment includes: the system comprises a permanent magnet synchronous generator 1, a traction converter 2 and a permanent magnet synchronous motor 3 which are electrically connected in sequence. The permanent magnet synchronous generator 1 is mechanically connected to an external diesel engine (not shown) for rotation by the diesel engine to provide three-phase ac power to the traction converter 2.
The permanent magnet synchronous generator 1 and the permanent magnet synchronous motor 3 both belong to permanent magnet synchronous motors. The permanent magnet synchronous motor is a synchronous motor which generates a synchronous rotating magnetic field by permanent magnet excitation, the permanent magnet is used as a rotor to generate a rotating magnetic field, and a three-phase stator winding is reacted through an armature under the action of the rotating magnetic field to induce three-phase symmetrical current. The kinetic energy of the rotor is converted into electric energy, and the permanent magnet synchronous motor is used as a generator; the electric energy is converted into rotor kinetic energy, and the permanent magnet synchronous motor is used as a motor. A Permanent Magnet Synchronous Motor (PMSM) mainly comprises a rotor, an end cover, a stator and the like. The stator structure of the permanent magnet synchronous motor is very similar to that of a common induction motor, and the rotor structure is different from that of an asynchronous motor in that a high-quality permanent magnet magnetic pole is arranged on a rotor. The permanent magnet synchronous motor is divided into the following parts according to the structure of a permanent magnet: surface Permanent Magnet Synchronous Machines (SPMSM), Interior Permanent Magnet Synchronous Machines (IPMSM); the method is divided into the following steps according to the waveform of the induced potential of the stator winding: sine wave permanent magnet synchronous motor, brushless permanent magnet direct current motor.
The permanent magnet synchronous motor has the advantages that: (1) high efficiency and high power factor; the motor is small in size. (3) The system adopts a totally-enclosed structure, is maintenance-free and has small noise; (4) the allowable overload current is large, and the reliability is obviously improved; (5) light weight and small volume.
The traction converter 2 comprises a controllable rectifier circuit 21, an intermediate dc circuit 22 and a traction inverter circuit 23. The controllable rectifying circuit 21 is electrically connected with the permanent magnet synchronous generator 1 and the intermediate direct current circuit 22 respectively, the controllable rectifying circuit 21 is used for rectifying alternating current voltage output by the permanent magnet synchronous generator 1 to obtain direct current voltage and outputting the direct current voltage to the intermediate direct current circuit 22, the output voltage of the controllable rectifying circuit 21 is rated voltage, and the fluctuation range is small. The intermediate dc circuit 22 is electrically connected to the controllable rectifier circuit 21 and the traction inverter circuit 23, respectively, and is configured to provide the dc voltage output by the controllable rectifier circuit 21 to the traction inverter circuit 23. The traction inverter circuit 23 is electrically connected to the intermediate dc circuit 22 and the permanent magnet synchronous motor 3, respectively, and is configured to drive the permanent magnet synchronous motor 3, so that the permanent magnet synchronous motor 3 draws the internal combustion vehicle.
The power transmission system of the embodiment uses a diesel engine as a power source, that is, the diesel engine drives the permanent magnet synchronous generator 1 to rotate to generate three-phase alternating current, the permanent magnet synchronous generator 1 supplies the three-phase alternating current to the traction converter 2 to supply power to the traction converter 2, and controls the permanent magnet synchronous motor 3 to rotate according to a certain rule by controlling the voltage and current output by the traction converter 2, specifically, the permanent magnet synchronous generator 1 outputs the three-phase alternating current to the controllable rectification circuit 21, the controllable rectification circuit 21 converts the three-phase alternating current into direct current voltage, and then outputs the direct current voltage to the intermediate direct current circuit 22, the intermediate direct current circuit 22 supplies the direct current voltage output by the controllable rectification circuit 21 to the traction inverter circuit 23, the traction inverter circuit 23 converts the direct current voltage into alternating current matched with the permanent magnet synchronous motor 3, for example, the, a 50HZ sine wave, thereby enabling traction for the internal combustion vehicle.
The power transmission system provided by the embodiment adopts the controllable rectifying circuit, and reduces the fluctuation range of the output direct-current voltage after rectification, so that different weak magnetic control parameters are avoided being set in different voltage ranges, the control system of the power transmission system is simplified, and the energy consumption and the cost of the power transmission system are reduced.
Fig. 2 is a specific circuit diagram of a power transmission system according to an embodiment of the present invention. Referring to fig. 1 and 2, the controllable rectifier circuit 21 is a Pulse Width Modulation (PWM) controlled three-phase bridge type fully controlled rectifier circuit. The controllable rectifying circuit 21 comprises a power switch tube, and the power switch tube is formed by connecting an insulated gate bipolar transistor and a diode in an anti-parallel mode. The controllable rectifying circuit 21 controls the on/off of the power switch tube, so that the rectified output voltage is a rated voltage, and the fluctuation range is small.
The intermediate dc circuit 22 includes a ground detection circuit 221, an input voltage and current detection circuit 222, a brake resistance circuit 223, a precharge circuit 224, and a discharge circuit 225, which are electrically connected in this order.
The ground fault detection circuit 221 specifically includes: a first resistor R1, a second resistor R2, a first capacitor C1 and a first voltage measuring sensor TV 1. A first terminal of the first resistor R1 and a first terminal of the second resistor R2 are connected to the controllable rectifier circuit 211, respectively. A second terminal of the first resistor R1 is connected to a second terminal of the second resistor R2. The first terminal of the first capacitor C1 is grounded, and the second terminal of the first capacitor C1 is connected to the first terminal of the second resistor R2. A first terminal of the first voltage measuring sensor TV1 is connected to ground and a second terminal of the first voltage measuring sensor TV1 is connected to a second terminal of the first capacitor C1.
The input voltage current detection circuit 222 specifically includes: a second voltage measuring sensor TV2 and a first current measuring sensor TA 1. A first terminal of the first current measuring sensor TA1 and a first terminal of the first resistor R1 are connected to the first connection point a 1. A first terminal of the second voltage measuring sensor TV2 is connected to the second connection point a2, and a second terminal of the second voltage measuring sensor TV2 is connected to a second terminal of the first current measuring sensor TA1 at the third connection point a 3.
The brake resistance circuit 223 specifically includes: a third resistor R3, a second current measuring sensor TA2, an insulated gate bipolar transistor IBGT, a first diode D1 and a second diode D2. A first end of the third resistor R3 and a first end of the second voltage measuring sensor TV2 are connected to the second connection point a2, a second end of the third resistor R3 is connected to a first end of the second current measuring sensor TA2, a second end of the second current measuring sensor TA2 is connected to a positive end of the second diode D2, and a negative end of the second diode D2 and a second end of the second voltage measuring sensor TV2 are connected to the third connection point a 3. The positive terminal of the first diode D1 is connected to the first terminal of the third resistor R3, the negative terminal of the first diode D1 is connected to the first terminal of the insulated gate bipolar transistor, and the second terminal of the insulated gate bipolar transistor is connected to the negative terminal of the second diode D2. Of course, in other embodiments, the insulated gate bipolar transistor may be replaced by a turn-off thyristor GTO.
The precharge circuit 224 specifically includes: main contactor K1, pre-charging contactor K2 and fourth resistor R4. A first terminal of the main contactor K1 is connected to the negative terminal of the second diode D2, and a second terminal of the main contactor K1 is connected to a second terminal of the fourth resistor R4. A first terminal of the precharge contactor K2 is connected to a first terminal of the main contactor K1, and a second terminal of the precharge contactor K2 is connected to a first terminal of the fourth resistor R4.
The discharge circuit 225 specifically includes: a second capacitor C2 and a fifth resistor R5. A first terminal of the second capacitor C2 is connected to the second terminal of the main contactor K1, and a second terminal of the second capacitor C2 is connected to the positive terminal of the first diode D1. A first terminal of the fifth resistor R5 is connected to a first terminal of the second capacitor C2, and a second terminal of the fifth resistor R5 is connected to a second terminal of the second capacitor C2.
The traction inverter circuit 23 includes a plurality of inverter units 231 connected in parallel, in this embodiment, there are two inverter units 231, and each inverter unit 231 is connected to one permanent magnet synchronous motor 3. The inverter unit 231 includes a power switching tube composed of an insulated gate bipolar transistor and a diode connected in anti-parallel. After the intermediate dc circuit 22 provides a dc protection voltage to the traction inverter circuit 23, the traction inverter circuit 23 controls each power switching tube to convert the dc into a voltage and a current of a time sequence rotation on the stator of the permanent magnet synchronous motor 3, thereby controlling each phase winding of the permanent magnet synchronous motor 3 to work in a certain sequence, generating a jump type rotating magnetic field in the air gap of the motor, driving the two permanent magnet synchronous motors 3, and completing the traction function of the internal combustion vehicle. That is, the inverter unit 231 controls the on/off of each power switching tube, thereby controlling the start, stop, rotation speed, and the like of the permanent magnet synchronous motor 3.
On the basis of the above embodiment, the power transmission system further includes an auxiliary converter 4. The auxiliary converter 4 is electrically connected to the intermediate dc circuit 22 and an ac load of the internal combustion vehicle, respectively, and converts the dc power output from the intermediate dc circuit 22 into ac power to supply the ac power to the ac load. In other words, the auxiliary converter 4 takes power directly from the intermediate dc circuit 22 and supplies the ac consumers of the internal combustion vehicle.
Example two
The present embodiment provides an internal combustion vehicle including: the vehicle comprises a vehicle body, a cab and a power transmission system. The driver cab is located at the end of the vehicle body, and the power transmission system is installed in the vehicle body and used for drawing the internal combustion vehicle.
The power transmission system in this embodiment has the same structure as the power transmission system provided in the first embodiment, and can achieve the same technical effects, and details are not repeated herein.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (10)
1. A power transmission system is characterized by comprising a permanent magnet synchronous generator, a traction converter and a permanent magnet synchronous motor which are electrically connected in sequence;
the permanent magnet synchronous generator is mechanically connected with an external diesel engine and is driven by the diesel engine to rotate so as to provide three-phase alternating current for the traction converter;
the traction converter comprises a controllable rectifying circuit, an intermediate direct-current circuit and a traction inverter circuit, wherein the controllable rectifying circuit is respectively electrically connected with the permanent magnet synchronous generator and the intermediate direct-current circuit and is used for rectifying alternating-current voltage output by the permanent magnet synchronous generator to obtain direct-current voltage and outputting the direct-current voltage to the intermediate direct-current circuit;
the intermediate direct current circuit is respectively electrically connected with the controllable rectifying circuit and the traction inverter circuit and is used for providing direct current voltage output by the controllable rectifying circuit to the traction inverter circuit;
the traction inverter circuit is respectively electrically connected with the intermediate direct-current circuit and the permanent magnet synchronous motor and is used for driving the permanent magnet synchronous motor so that the permanent magnet synchronous motor can pull an internal combustion vehicle.
2. The drivetrain of claim 1, wherein the controllable rectifier circuit comprises a power switch tube comprised of an insulated gate bipolar transistor and a diode connected in anti-parallel.
3. The powertrain system of claim 1, wherein the intermediate dc circuit includes a ground detection circuit, an input voltage current detection circuit, a brake resistance circuit, a pre-charge circuit, and a discharge circuit electrically connected in sequence.
4. The drivetrain of claim 3, wherein the ground detection circuit comprises a first resistor, a second resistor, a first capacitor, and a first voltage measurement sensor;
the first end of the first resistor and the first end of the second resistor are respectively connected with the controllable rectifying circuit, and the second end of the first resistor is connected with the second end of the second resistor; the first end of the first capacitor is grounded, and the second end of the first capacitor is connected with the first end of the second resistor; the first end of the first voltage measurement sensor is grounded, and the second end of the first voltage measurement sensor is connected with the second end of the first capacitor.
5. The powertrain system of claim 4, wherein the input voltage current detection circuit includes a second voltage measurement sensor and a first current measurement sensor;
the first end of the first current measuring sensor and the first end of the first resistor are connected to a first connection point, the first end of the second voltage measuring sensor is connected to a second connection point, and the second end of the second voltage measuring sensor is connected to the second end of the first current measuring sensor at a third connection point.
6. The powertrain system of claim 5, wherein the brake resistor circuit includes a third resistor, a second current measuring sensor, an insulated gate bipolar transistor, a first diode, and a second diode;
the first end of third resistance with the first end of second voltage measurement sensor is connected in the second tie point, the second end of third resistance with the first end of second current measurement sensor is connected, the second end of second current measurement sensor with the positive terminal of second diode is connected, the negative pole end of second diode with the second end of second voltage measurement sensor is connected in the third tie point, the positive terminal of first diode with the first end of third resistance is connected, the negative pole end of first diode with the first end of insulated gate bipolar transistor is connected, the second end of insulated gate bipolar transistor with the negative pole end of second diode is connected.
7. The drivetrain of claim 6, wherein the pre-charge circuit comprises a main contactor, a pre-charge contactor, and a fourth resistor;
the first end of the main contactor is connected with the negative end of the second diode, the second end of the main contactor is connected with the second end of the fourth resistor, the first end of the pre-charging contactor is connected with the first end of the main contactor, and the second end of the pre-charging contactor is connected with the first end of the fourth resistor.
8. The drivetrain of claim 7, wherein the discharge circuit includes a second capacitor and a fifth resistor;
the first end of the second capacitor is connected with the second end of the main contactor, the second end of the second capacitor is connected with the positive end of the first diode, the first end of the fifth resistor is connected with the first end of the second capacitor, and the second end of the fifth resistor is connected with the second end of the second capacitor.
9. The drivetrain of claim 1, wherein the inverter unit comprises a power switch tube comprised of an insulated gate bipolar transistor and a diode connected in anti-parallel.
10. An internal combustion vehicle, characterized by comprising a vehicle body, a cab located at an end of the vehicle body, and a power transmission system according to any one of claims 1 to 9, which is mounted in the vehicle body for traction of the internal combustion vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811584989.XA CN111348058A (en) | 2018-12-24 | 2018-12-24 | Power transmission system and internal combustion vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
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