CN111376924A - Internal combustion traction system - Google Patents
Internal combustion traction system Download PDFInfo
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- CN111376924A CN111376924A CN201811623265.1A CN201811623265A CN111376924A CN 111376924 A CN111376924 A CN 111376924A CN 201811623265 A CN201811623265 A CN 201811623265A CN 111376924 A CN111376924 A CN 111376924A
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- traction
- converter
- super capacitor
- diesel engine
- power
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C7/00—Other locomotives or motor railcars characterised by the type of motive power plant used; Locomotives or motor railcars with two or more different kinds or types of motive power
- B61C7/04—Locomotives or motor railcars with two or more different kinds or types of engines, e.g. steam and IC engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
- B61C17/12—Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail 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
- Y02T10/72—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
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Automation & Control Theory (AREA)
- Inverter Devices (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application discloses an internal combustion traction system, which comprises a diesel engine power device, a power supply device and a power supply device, wherein the diesel engine power device is used for outputting direct current to supply power to a converter; the super capacitor is used for outputting direct current to supply power to the converter when the traction motor executes a traction mode; and also for storing regenerative braking energy when the traction motors are executing the braking mode; the converter is used for converting direct current output by the diesel engine power device and the super capacitor into alternating current to supply power to corresponding loads; the control module is used for controlling the traction motor to execute a traction mode when receiving a traction instruction; and the controller is also used for controlling the traction motor to execute a braking mode when a braking instruction is received. In the application, the converter provides power by two-way parallel input, the electric energy that the diesel engine electricity generation was exported behind the rectifier is as main power input, and the energy that super capacitor stored is as secondary power input, compares in prior art, and this application stores regenerative braking energy through super capacitor, provides power for the converter, has practiced thrift the energy.
Description
Technical Field
The present application relates to the field of internal combustion traction systems, and more particularly to an internal combustion traction system.
Background
The conventional internal combustion traction system is completely powered by a diesel engine, cannot use regenerative braking energy like an electric motor car adopting a VVVF (Variable voltage and Variable Frequency) inverter, and when a traction motor is in a braking mode, the generated energy can only be consumed in the form of heat energy, so that energy is wasted.
Therefore, how to provide a solution to the above technical problem is a problem that needs to be solved by those skilled in the art.
Disclosure of Invention
The converter provides power by two paths of parallel input, electric energy output after diesel engine power generation passes through the rectifier is used as main power input, regenerative braking energy stored by the super capacitor is used as secondary power input, and energy is saved.
In order to solve the above technical problem, the present application provides an internal combustion traction system, including: the system comprises a diesel engine power device, a converter, a super capacitor, a control module and a traction motor, wherein the diesel engine power device comprises a permanent magnet generator and a rectifier;
the diesel engine power device is used for outputting direct current to supply power for the converter;
the super capacitor is used for outputting direct current to supply power to the converter when the traction motor executes a traction mode; and further for storing regenerative braking energy when the traction motors are executing a braking mode;
the converter is used for converting direct current output by the diesel engine power device and/or the super capacitor into alternating current to supply power to a corresponding load;
the control module is used for controlling the traction motor to execute the traction mode when receiving a traction instruction; and the controller is also used for controlling the traction motor to execute the braking mode when a braking instruction is received.
Preferably, the control module is further configured to acquire remaining energy of the super capacitor, and generate a power supply stopping instruction when the remaining energy is smaller than a first preset value;
and the super capacitor is also used for stopping supplying power to the converter after receiving the power supply stopping instruction.
Preferably, the control module is further configured to obtain an output power of a diesel engine power plant, and generate a command to continue discharging when the output power does not meet a power requirement of the traction motor;
and the super capacitor is also used for outputting direct current to supply power to the converter when receiving the continuous discharging instruction.
Preferably, the current transformer includes: the intelligent power supply comprises a cabinet body, N traction inverters, an auxiliary inverter and a charger, wherein the N traction inverters, the auxiliary inverter and the charger are arranged in the cabinet body;
each traction inverter is used for inverting the direct current output by the diesel engine power device and/or the super capacitor into alternating current and outputting the alternating current to the corresponding traction motor;
the auxiliary inverter is used for inverting the direct current output by the diesel engine power device and/or the super capacitor into alternating current and outputting the alternating current to an auxiliary load;
and the charger is used for converting the alternating current output by the auxiliary inverter into direct current and outputting the direct current to a train control power supply or a storage battery.
Preferably, the current transformer further comprises: middle direct current return circuit and pre-charge return circuit, including supporting electric capacity module and discharge resistance module in the middle direct current return circuit, the pre-charge return circuit includes first contactor, second contactor and first resistance, wherein:
the first end of the first contactor is connected with the first end of the second contactor, the diesel engine power device and the super capacitor respectively, the second end of the first contactor is connected with the first end of the first resistor, the second end of the first resistor is connected with the second end of the second contactor and the first end of the intermediate direct-current loop respectively, and the second end of the intermediate direct-current loop is connected with each traction inverter and each auxiliary inverter respectively;
the control module is used for controlling the first contactor to be closed after receiving a charging instruction so as to enable the super capacitor and/or the diesel engine power device to charge the support capacitor module; and the control circuit is also used for controlling the first contactor to be switched off and controlling the second contactor to be switched on when the voltage of the supporting capacitor module reaches a second preset value, so that the super capacitor and/or the diesel power device can output direct current to each of the traction inverter and the auxiliary inverter.
Preferably, the current transformer further comprises:
and the auxiliary transformer is used for filtering the alternating current output by the auxiliary inverter and outputting the filtered alternating current to the auxiliary load.
Preferably, the internal combustion traction system further comprises:
and the braking resistance module is used for consuming the energy generated by the traction motor when the traction motor executes the braking mode.
Preferably, the current transformer further comprises:
locate cabinet internal, be used for radiating fan.
Preferably, the high-voltage electric wiring in the internal combustion traction system is connected by a busbar.
Preferably, the fan is arranged in the middle of the cabinet body.
The application provides an internal combustion traction system, which comprises a diesel engine power device, a converter, a super capacitor, a control module and a traction motor, wherein the diesel engine power device comprises a permanent magnet generator and a rectifier; the diesel engine power device is used for outputting direct current to supply power for the converter; the super capacitor is used for outputting direct current to supply power to the converter when the traction motor executes a traction mode; and also for storing regenerative braking energy when the traction motors are executing the braking mode; the converter is used for converting direct current output by the diesel engine power device and the super capacitor into alternating current to supply power to corresponding loads; the control module is used for controlling the traction motor to execute a traction mode when receiving a traction instruction; and the controller is also used for controlling the traction motor to execute a braking mode when a braking instruction is received. Therefore, in practical application, by adopting the scheme of the application, the converter provides power by two paths of parallel input, the electric energy output after the diesel engine generates electricity and passes through the rectifier is used as the main power input, and the energy stored by the super capacitor is used as the secondary power input.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the prior art and the embodiments are briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
FIG. 1 is a schematic illustration of an internal combustion traction system as provided herein;
FIG. 2 is a schematic illustration of another internal combustion traction system provided herein;
fig. 3 is a schematic diagram of an internal structure of a current transformer provided in the present application.
Detailed Description
The core of the application is to provide an internal combustion traction system, a converter provides power by two paths of parallel input, electric energy output after the diesel engine generates electricity and passes through a rectifier is used as main power input, regenerative braking energy stored by a super capacitor is used as secondary power input, and energy is saved.
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. 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 application.
Referring to fig. 1, fig. 1 is a schematic structural diagram of an internal combustion traction system provided in the present application, including: the system comprises a diesel engine power device 1, a converter 2, a super capacitor 3, a control module 4 and a traction motor M, wherein the diesel engine power device 1 comprises a permanent magnet generator 11 and a rectifier 12;
the diesel engine power device 1 is used for outputting direct current to supply power to the converter 2;
specifically, the diesel engine power device 1 comprises a permanent magnet generator 11 and a rectifier 12, the diesel engine power pack coaxially drags the permanent magnet generator 11, the permanent magnet generator 11 outputs a no-load back-emf three-phase power supply to a COM rectifier, and the COM rectifier outputs direct current through AC-DC conversion to supply power to the converter 2.
The super capacitor 3 is used for outputting direct current to supply power to the converter 2 when the traction motor M executes a traction mode; and also for storing regenerative braking energy when traction motor M is executing the braking mode;
specifically, the super capacitor 3 is directly hung in the intermediate voltage circuit, and provides a certain energy for the converter 2 when the traction motor M executes a traction mode, and absorbs part of the braking energy when the traction motor M executes a braking mode.
The converter 2 is used for converting direct current output by the diesel engine power device 1 and/or the super capacitor 3 into alternating current to supply power to a corresponding load;
specifically, the converter 2 is configured to convert a direct current output by the super capacitor 3 or the diesel engine power device 1 into an alternating current with adjustable voltage and frequency, and output the alternating current to a load connected thereto, where the load may include a traction motor M, an auxiliary load, a train control power supply, a storage battery, and the like.
The control module 4 is used for controlling the traction motor M to execute a traction mode when receiving a traction instruction; and is also used for controlling the traction motor M to execute a braking mode when receiving a braking instruction.
Specifically, when the traction motor M executes a traction mode, three-phase alternating current energy output by inversion is converted into mechanical energy, and a wheel pair is dragged to operate through a gear, so that the traction function of the locomotive is realized; a part of energy generated by the traction motor M in the braking mode is stored by the super capacitor 3 as regenerative braking energy, so that when the traction motor M in the traction mode is executed, the super capacitor 3 outputs the regenerative braking energy and the diesel engine power device 1 jointly supply power to the converter 2, the power supply pressure of the diesel engine power device 1 is reduced, and energy is saved.
The application provides an internal combustion traction system, which comprises a diesel engine power device, a converter, a super capacitor, a control module and a traction motor, wherein the diesel engine power device comprises a permanent magnet generator and a rectifier; the diesel engine power device is used for outputting direct current to supply power for the converter; the super capacitor is used for outputting direct current to supply power to the converter when the traction motor executes a traction mode; and also for storing regenerative braking energy when the traction motors are executing the braking mode; the converter is used for converting direct current output by the diesel engine power device and the super capacitor into alternating current to supply power to corresponding loads; the control module is used for controlling the traction motor to execute a traction mode when receiving a traction instruction; and the controller is also used for controlling the traction motor to execute a braking mode when a braking instruction is received. Therefore, in practical application, by adopting the scheme of the application, the converter provides power by two paths of parallel input, the electric energy output after the diesel engine generates electricity and passes through the rectifier is used as the main power input, and the energy stored by the super capacitor is used as the secondary power input.
On the basis of the above-described embodiment:
as a preferred embodiment, the control module 4 is further configured to obtain remaining energy of the super capacitor 3, and generate a power supply stopping instruction when the remaining energy is smaller than a first preset value;
and the super capacitor 3 is also used for stopping supplying power to the converter 2 after receiving the power supply stopping instruction.
As a preferred embodiment, the control module 4 is further configured to obtain the output power of the diesel power plant 1, and generate a command to continue discharging when the output power does not meet the power requirement of the traction motor M;
and the super capacitor 3 is also used for outputting direct current to supply power to the converter 2 when receiving a continuous discharging instruction.
Specifically, in a traction mode, the diesel engine power device 1 and the super capacitor 3 simultaneously provide power for the converter 2, when the residual energy of the super capacitor 3 is smaller than a first preset value, the super capacitor 3 is controlled to stop supplying power for the converter 2, the diesel engine power device 1 independently provides power, wherein the first preset value can be set as 70% of total energy, when the output power of the diesel engine power device 1 cannot meet the power requirement of the traction motor M, the super capacitor 3 is controlled to continue to provide power, when the super capacitor 3 is no longer needed to supply power, the diesel engine power device 1 charges the super capacitor 3, and the super capacitor 3 maintains the energy at about 70%. In the braking mode of the traction motor M, the traction motor M is used for electrically braking the feedback energy to preferentially charge the super capacitor 3.
Referring to fig. 2, fig. 2 is a schematic structural diagram of another internal combustion traction system provided in the present application, the internal combustion traction system is based on the above embodiment:
as a preferred embodiment, the current transformer 2 comprises: the intelligent cabinet comprises a cabinet body, N traction inverters 21, an auxiliary inverter 22 and a charger 23, wherein the N traction inverters 21, the auxiliary inverter 22 and the charger 23 are arranged in the cabinet body;
specifically, converter 2 that this application provided fixes in the automobile body bottom through 8M 16's bolt, and the internal N that is installed of the cabinet of converter 2 draws inverter 21, supplementary inverter 22, charger 23 to and DCU machine case, current sensor, voltage sensor, the female row of low inductance, charging contactor, short circuit contactor, charging resistor, discharge resistor, support capacitor, auxiliary transformer 26, exchange filter capacitance, fan 27 etc. key parts.
Each traction inverter 21 is used for inverting the direct current output by the diesel engine power device 1 and/or the super capacitor 3 into alternating current and outputting the alternating current to a traction motor M corresponding to the alternating current;
specifically, a first end of the traction inverter 21 is connected with the diesel engine power device 1 and/or the super capacitor 3, a second end of the traction inverter 21 is connected with a corresponding traction motor M, and direct current output by the diesel engine power device 1 and/or the super capacitor 3 is inverted into alternating current with adjustable voltage and frequency through the traction inverter 21 and supplied to the traction motor M, so that the traction work of the motor car is realized.
An auxiliary inverter 22 for inverting the direct current output from the diesel power plant 1 and/or the super capacitor 3 into alternating current and outputting the alternating current to an auxiliary load;
as a preferred embodiment, the converter 2 further comprises:
and an auxiliary transformer 26 for filtering the ac power output by the auxiliary inverter 22 and outputting the filtered ac power to an auxiliary load.
Specifically, a first end of the auxiliary inverter 22 is connected to the diesel engine power device 1 and/or the super capacitor 3, a second end of the auxiliary inverter 22 is connected to an auxiliary load on the train through an auxiliary transformer 26, the direct current output by the diesel engine power device 1 and/or the super capacitor 3 is inverted into alternating current with adjustable voltage and frequency through the auxiliary inverter 22, and the alternating current is filtered through the auxiliary transformer 26 and is supplied to the auxiliary load on the train.
And the charger 23 is used for converting the alternating current output by the auxiliary inverter 22 into direct current and outputting the direct current to a train control power supply or a storage battery.
Specifically, the charger 23 takes power from the output of the auxiliary inverter 22, converts the three-phase ac V into a stable DCV power supply, and controls the power supply of the train or charges the storage battery.
Specifically, the control module 4 may be specifically disposed inside the converter 2, and completes real-time control and adhesion utilization control of the traction inverter 21 and the ac asynchronous traction motor M according to a driver instruction, and has a complete fault protection function, a module-level fault self-diagnosis function, and a slight fault self-reset function, the control module 4 is connected to an MVB bus of the train to connect the electric transmission system with the TCMS network control system, so as to form a control and communication system, and the charger 23 performs network communication with a network module on the train through the MVB.
It can be understood that, in the application, the main converter device (including the N traction inverters 21), the auxiliary converter device (including the auxiliary inverter 22 and the auxiliary transformer 26) and the charger 23 are integrated together, so that the integration level is high, the number of devices in an independent cabinet is reduced, manpower and material resources are saved, and the installation space at the bottom of the motor train unit is saved.
As a preferred embodiment, the converter 2 further comprises: middle direct current return circuit 24 and pre-charge return circuit 25, including supporting electric capacity module and discharge resistance module in the middle direct current return circuit 24, pre-charge return circuit 25 includes first contactor J1, second contactor J2 and first resistance R1, wherein:
a first end of the first contactor J1 is connected with a first end of the second contactor J2, the diesel power device 1 and the super capacitor 3, a second end of the first contactor J1 is connected with a first end of the first resistor R1, a second end of the first resistor R1 is connected with a second end of the second contactor J2 and a first end of the intermediate direct current circuit 24, and a second end of the intermediate direct current circuit 24 is connected with each of the traction inverter 21 and the auxiliary inverter 22;
the control module 4 is used for controlling the first contactor J1 to be closed after receiving the charging instruction, so that the super capacitor 3 and/or the diesel engine power device 1 charge the support capacitor module; and when the voltage of the supporting capacitor module reaches a second preset value, controlling the first contactor J1 to be opened and controlling the second contactor J2 to be closed so that the super capacitor 3 and/or the diesel power device 1 outputs direct current to each of the traction inverter 21 and the auxiliary inverter 22.
Specifically, the converter 2 provided by the present application further includes an intermediate dc loop 24 and a pre-charge loop 25 disposed between the rectifier 12 and the inverter. The pre-charging loop 25 comprises a first contactor J1, a second contactor J2 and a first resistor R1, the intermediate loop comprises a supporting capacitor module, a supporting capacitor in the supporting capacitor module is used for stabilizing intermediate direct-current voltage, providing exchange of instant energy and realizing exchange of reactive power with a power supply and a motor load, and the intermediate direct-current loop 24 further comprises a discharging resistor module which is used for releasing energy of the supporting capacitor in the intermediate direct-current loop 24 in the form of heat when the system of the converter 2 is stopped or fails so as to guarantee personal safety.
Specifically, the control module 4 controls the first contactor J1 in the pre-charging loop 25 to be closed, so as to realize the charging operation of the support capacitor in the intermediate direct-current loop 24, so as to prevent the support capacitor from being damaged by impact, and when the control module 4 detects that the voltage of the support capacitor module reaches a second preset value through the voltage sensor, the control module controls the second contactor J2 to be closed, and meanwhile, the first contactor J1 is opened, so as to perform rated traction work.
As a preferred embodiment, the internal combustion traction system further comprises:
and the braking resistance module 5 is used for consuming the energy generated by the traction motor M when the traction motor M executes a braking mode.
It can be understood that, when the traction motor M executes the braking mode, the energy fed back by the traction motor M is absorbed by the super capacitor 3 and the auxiliary inverter 22 preferentially, and the rest consumes the energy through the braking resistor module 5.
Generally, the traction inverter 21 is a three-leg bridge, the traction inverter 21 of the present application is designed as a four-leg bridge, the first to third legs are respectively connected to three phases of the traction motor M, the fourth leg is connected to the brake resistance module 5, when the traction motor M executes a braking mode, the control module 4 controls a switching tube of the fourth leg in the traction inverter 21 to be turned on, so that redundant energy generated by the traction motor M is consumed by the brake resistance module 5, that is, energy generated by the traction motor M when executing the braking mode, one part is charged by the super capacitor 3, and the other part is consumed by the auxiliary inverter 22 and the brake resistance module 5, wherein the brake resistance module 5 may be a brake resistance cabinet.
As a preferred embodiment, the converter 2 further comprises:
a fan 27 arranged in the cabinet body and used for heat dissipation.
In a preferred embodiment, the blower 27 is disposed in the middle of the cabinet.
It can be understood that the cooling technology is one of the key technologies of the converter 2, the cooling effect relates to the stable operation, the safe use, the service life and the like of the internal components of the converter 2, a water cooling system is generally used in the prior art, but the design difficulty of the converter 2 is increased by adopting the water cooling system, and the cost is higher, so that the fan 27 is arranged in the converter 2, the heat generated when the converter 2 works is taken away by adopting a forced air cooling mode, the normal work of the converter 2 is ensured, and the safe operation of the vehicle is ensured, the cooling scheme provided by the application has a simple structure, and the cost can be saved, the internal structure diagram of the hybrid power main and auxiliary integrated converter 2 provided by the application is shown in fig. 3, one side of the converter 2 is a cavity for placing the auxiliary inverter 22, a cavity for placing the charger 23 and a cavity for placing the control module 4, two-position side is for being used for placing the cavity of pulling dc-to-ac converter 21 and assisting and become the output cavity, the centre is for charging and discharging cavity and cooling duct, can understand, locate the internal middle part of cabinet with fan 27, can make the fan evenly dispel the heat to each part of the internal cabinet, the radiating effect is better, and as shown in fig. 3, each part is placed to the symmetry, can guarantee the internal weight balance of cabinet, the security is higher, of course, the position of the internal other parts except that the fan of cabinet can be adjusted according to actual engineering needs, this application does not limit here. The converter 2 is air-out from the upper air inlet side, and is discharged after being respectively cooled by the module radiator and the auxiliary transformer 26.
It can be understood that the converter 2 provided by the application adopts main and auxiliary integration, the main converter device (including the N traction inverters 21), the auxiliary converter device (including the auxiliary inverter 22 and the auxiliary transformer 26) and the charger 23 are integrated together, the advantages of cost reduction, miniaturization, light weight and the like are achieved, the overall structural layout of the interior of the converter adopts an optimized design, each module is arranged in a subarea mode through reasonable structural arrangement, and the installation and the maintenance are more convenient while the structure is simplified.
In a preferred embodiment, the high-voltage electric wiring in the internal combustion traction system is connected by a busbar.
Specifically, high-voltage electric wiring in the internal combustion traction system adopts busbar connection, and the problems of electromagnetic interference of the system, eddy current phenomenon between lines and heating are reduced.
It is further noted that, in the present specification, relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, article, or apparatus that comprises the element.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. An internal combustion traction system, comprising: the system comprises a diesel engine power device, a converter, a super capacitor, a control module and a traction motor, wherein the diesel engine power device comprises a permanent magnet generator and a rectifier;
the diesel engine power device is used for outputting direct current to supply power for the converter;
the super capacitor is used for outputting direct current to supply power to the converter when the traction motor executes a traction mode; and further for storing regenerative braking energy when the traction motors are executing a braking mode;
the converter is used for converting direct current output by the diesel engine power device and/or the super capacitor into alternating current to supply power to a corresponding load;
the control module is used for controlling the traction motor to execute the traction mode when receiving a traction instruction; and the controller is also used for controlling the traction motor to execute the braking mode when a braking instruction is received.
2. The internal combustion traction system of claim 1, wherein the control module is further configured to obtain a remaining energy of the super capacitor, and generate a power supply stop command when the remaining energy is less than a first preset value;
and the super capacitor is also used for stopping supplying power to the converter after receiving the power supply stopping instruction.
3. The internal combustion traction system of claim 2, wherein the control module is further configured to obtain an output power of a diesel powered device, and generate a continue discharge command when the output power does not meet a power demand of the traction motor;
and the super capacitor is also used for outputting direct current to supply power to the converter when receiving the continuous discharging instruction.
4. The internal combustion traction system of any one of claims 1-3, wherein the converter comprises: the intelligent power supply comprises a cabinet body, N traction inverters, an auxiliary inverter and a charger, wherein the N traction inverters, the auxiliary inverter and the charger are arranged in the cabinet body;
each traction inverter is used for inverting the direct current output by the diesel engine power device and/or the super capacitor into alternating current and outputting the alternating current to the corresponding traction motor;
the auxiliary inverter is used for inverting the direct current output by the diesel engine power device and/or the super capacitor into alternating current and outputting the alternating current to an auxiliary load;
and the charger is used for converting the alternating current output by the auxiliary inverter into direct current and outputting the direct current to a train control power supply or a storage battery.
5. The internal combustion traction system of claim 4, wherein the converter further comprises: middle direct current return circuit and pre-charge return circuit, including supporting electric capacity module and discharge resistance module in the middle direct current return circuit, the pre-charge return circuit includes first contactor, second contactor and first resistance, wherein:
the first end of the first contactor is connected with the first end of the second contactor, the diesel engine power device and the super capacitor respectively, the second end of the first contactor is connected with the first end of the first resistor, the second end of the first resistor is connected with the second end of the second contactor and the first end of the intermediate direct-current loop respectively, and the second end of the intermediate direct-current loop is connected with each traction inverter and each auxiliary inverter respectively;
the control module is used for controlling the first contactor to be closed after receiving a charging instruction so as to enable the super capacitor and/or the diesel engine power device to charge the support capacitor module; and the control circuit is also used for controlling the first contactor to be switched off and controlling the second contactor to be switched on when the voltage of the supporting capacitor module reaches a second preset value, so that the super capacitor and/or the diesel power device can output direct current to each of the traction inverter and the auxiliary inverter.
6. The internal combustion traction system of claim 5, wherein the converter further comprises:
and the auxiliary transformer is used for filtering the alternating current output by the auxiliary inverter and outputting the filtered alternating current to the auxiliary load.
7. The internal combustion traction system of claim 4, further comprising:
and the braking resistance module is used for consuming the energy generated by the traction motor when the traction motor executes the braking mode.
8. The internal combustion traction system of claim 4, wherein the converter further comprises:
locate cabinet internal, be used for radiating fan.
9. The internal combustion traction system of claim 4, wherein high voltage electrical wiring in the internal combustion traction system is connected using a busbar.
10. The internal combustion traction system of claim 8, wherein the fan is disposed in a middle portion of the cabinet body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN201811623265.1A CN111376924A (en) | 2018-12-28 | 2018-12-28 | Internal combustion traction system |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112158083A (en) * | 2020-09-24 | 2021-01-01 | 中车株洲电力机车有限公司 | Locomotive traction cutting control system and method under emergency braking |
| CN113306395A (en) * | 2021-06-23 | 2021-08-27 | 中车株洲电力机车有限公司 | Rail transit vehicle and auxiliary power supply device and method of hybrid power system of rail transit vehicle |
| 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 |
-
2018
- 2018-12-28 CN CN201811623265.1A patent/CN111376924A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112158083A (en) * | 2020-09-24 | 2021-01-01 | 中车株洲电力机车有限公司 | Locomotive traction cutting control system and method under emergency braking |
| CN113306395A (en) * | 2021-06-23 | 2021-08-27 | 中车株洲电力机车有限公司 | Rail transit vehicle and auxiliary power supply device and method of hybrid power system of rail transit vehicle |
| 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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