CN118713434A - A traction converter for electric wheel dump trucks used in mines - Google Patents

Abstract

The present invention discloses a traction converter for an electric wheel dump truck for mining, which relates to the technical field of traction converters, including a cabinet, an inlet box and an outlet box, wherein the inlet box and the outlet box are arranged on the cabinet, the wire connected to the rectifier module passes through the inlet box and is electrically connected to the synchronous power generation module, and the wire connected to the inverter chopper module passes through the outlet box and is electrically connected to the traction motor TM1 and the traction motor TM2; when the vehicle is running, the vehicle speed and the windward port are used to increase the air intake and improve the heat dissipation performance, and the protective net prevents large particles of foreign matter from entering the cabinet, and an automatic opening and closing shutter is added to the front or rear of the protective net, and the shutter is automatically opened when there is wind speed, and the shutter is closed when there is no wind speed or the vehicle stops. After the contactor B1, the first chopper, and the second chopper are controlled, the energy is consumed on the brake unit, the kinetic energy of the vehicle is converted into electrical energy, and a frictionless electric braking method is realized to achieve the purpose of braking.

Description

A traction converter for electric wheel dump trucks used in mines

Technical Field

The invention relates to the technical field of traction converters, and in particular to a traction converter for a mining electric wheel dump truck.

Background Art

When a mining heavy-duty electric wheel dump truck is fully loaded and traveling downhill, the inverter unit will generate a lot of heat during operation, and the inverter unit needs to be cooled. Since the mining heavy-duty electric wheel is used in a dusty environment, large particles of external dust enter the cabinet when the inverter unit is cooling. The dust layer combines with water vapor in a humid environment to form a moist condensate, which can easily cause voltage breakdown in the circuit during operation and affect other facilities and equipment in the inverter cabinet to varying degrees.

Summary of the invention

The purpose of the present invention is to provide a traction converter for an electric wheel dump truck for mining, which has the advantages of increasing the air intake volume by using the vehicle speed and the windward opening when the vehicle is running, improving the heat dissipation performance, and preventing large particles of foreign matter from entering the cabinet through a protective net. An automatic opening and closing shutter is added to the front or rear of the protective net, and the shutter is automatically opened when there is wind speed, and closed when there is no wind speed or the vehicle stops. After the contactor B1, the first chopper, and the second chopper are controlled, the energy is consumed on the brake unit, and the kinetic energy of the vehicle is converted into electrical energy, realizing a frictionless electric braking method, and achieving the purpose and advantage of braking.

To achieve the above-mentioned object, the present invention provides the following technical solutions: A traction converter for an electric wheel dump truck for mining, comprising a cabinet, an inlet box and an outlet box, wherein the inlet box and the outlet box are arranged on both sides of the cabinet, a horizontal upper ventilation plate is arranged on the top of the cabinet, and the interior of the cabinet is divided into a first inverter cavity and a second inverter cavity by a horizontal lower ventilation plate, a rectifier module is arranged in the first inverter cavity, an inverter chopper module is arranged in the first inverter cavity and the second inverter cavity, and the rectifier module and the inverter chopper module are connected;

The upper ventilation plate and the lower ventilation plate are provided with ventilation components for heat dissipation of the inverter chopper module. The inverter chopper module includes a left wheel inverter unit, a first chopper, a brake unit, a right wheel inverter unit and a second chopper. The left wheel inverter unit and the first chopper are arranged in a first inverter cavity as a group, the right wheel inverter unit and the second chopper are arranged in a second inverter cavity as a group, and the rectifier module is connected to the left wheel inverter unit, the right wheel inverter unit and the brake unit.

The cabinet body is hinged with a cabinet door that closes the first inverter cavity and the second inverter cavity. The slot hole arranged at the bottom of the upper ventilation plate is connected to the first inverter cavity for heat dissipation of the left wheel inverter unit. The slot hole arranged at the bottom of the lower ventilation plate is connected to the second inverter cavity for heat dissipation of the right wheel inverter unit.

The ventilation assembly includes a first inverter air inlet bell mouth and a second inverter air inlet bell mouth, and the first inverter air inlet bell mouth and the second inverter air inlet bell mouth are correspondingly mounted on the front end openings of the upper ventilation plate and the lower ventilation plate to increase the air intake volume;

The connection between the upper ventilation plate and the first inverter air inlet bell mouth and the connection between the lower ventilation plate and the second inverter air inlet bell mouth are correspondingly provided with protective nets covering the openings of the upper ventilation plate and the lower ventilation plate, and automatic opening and closing shutters are provided on the front or rear side of the protective nets.

The automatic opening and closing shutter includes a rotating shaft, a bearing seat and a reset spring. The bearing seat is arranged on the outer frame of the shutter. The rotating shaft passes through the blades and both ends of the rotating shaft are inserted into the bearing seat. One end of the reset spring is fixed on the rotating shaft and the other end is fixed on the bearing seat. The rotating shaft, the bearing seat, the reset spring and the blades constitute a set of shutter reset structures. Several sets of shutter reset structures are arranged on the outer frame of the shutter.

Preferably, the wire connected to the rectifier module passes through the incoming box and is electrically connected to the synchronous power generation module, and the wire connected to the inverter chopper module passes through the outgoing box and is electrically connected to the traction motor TM1 and the traction motor TM2. The synchronous power generation module, the rectifier module, and the inverter chopper module constitute a traction control loop, wherein the traction control loop controls the traction and braking of the two electric wheels through the traction motor TM1 and the traction motor TM2;

The T1, T2 and T3 terminals of the generator G in the synchronous power generation module are connected in parallel with the rectifier module and the three-phase filter FP through the three-phase lines U, V, W. The generator G is connected to the PWM pulse input terminal and the rectifier VD through the excitation coil. The varistor RV1 connected in series with the F1 port of the generator G is connected to the F2 port.

Preferably, the three-phase line U is connected to the parallel interface of the diode D1 and the diode D4 of the rectifier module, the three-phase line V is connected to the parallel interface of the diode D2 and the diode D5 in the rectifier module, the three-phase line W is connected to the parallel interface of the diode D3 and the diode D6 in the rectifier module, the parallel interface of the diode D4, the diode D5, the diode D6 and the voltage sensor SV1 is connected to point A, and the parallel interface of the diode D1, the diode D2, the diode D3 and the voltage sensor SV1 is connected to point B.

Preferably, one end of the resistor RB1 in the braking unit is connected to the resistor RB4, the other end of the resistor RB4 is connected in parallel with the resistor RB2 and the resistor RB3 at point A, the other end of the resistor RB2 is connected to the first chopper, and the other end of the resistor RB3 is connected to the second chopper.

Preferably, the first chopper has a built-in module INVB2, and the second chopper has a built-in module INVB3, wherein one end of the contactor B1 connected to point B is connected to the other end of the resistor RB1, and the modules INVB2 and INVB3 are connected in parallel and their two ends are connected to points A and B respectively.

Preferably, the module INVB2 includes an IGBT module VB1+ and an IGBT module VB1-, the module INVB3 includes an IGBT module VB2+ and an IGBT module VB2-, the other end of the resistor RB2 is connected in series with a current sensor SC7 connected to the parallel interface of the IGBT module VB1+ and the IGBT module VB1-, and the other end of the resistor RB3 is connected in series with a current sensor SC8 connected to the parallel interface of the IGBT module VB2+ and the IGBT module VB2-.

Preferably, the left wheel inverter unit is composed of an IGBT module VU1+, an IGBT module VV1+, an IGBT module VW1+, an IGBT module VU1-, an IGBT module VV1- and an IGBT module VW1-, the U line of the traction motor TM1 is connected in parallel with the IGBT module VU1+ and the IGBT module VU1-, the V line of the traction motor TM1 is connected in parallel with the IGBT module VV1+ and the IGBT module VV1-, and the W line of the traction motor TM1 is connected in parallel with the IGBT module VW1+ and the IGBT module VW1-.

Preferably, the right wheel inverter unit is composed of IGBT module VU2+, IGBT module VV2+, IGBT module VW2+, IGBT module VU2-, IGBT module VV2- and IGBT module VW2-, the U line of the traction motor TM2 is connected in parallel with the IGBT module VU2+ and the IGBT module VU2-, the V line of the traction motor TM2 is connected in parallel with the IGBT module VW1+ and the IGBT module VW2-, and the W line of the traction motor TM2 is connected in parallel with the IGBT module VV2+ and the IGBT module VV2-.

Technical effects and advantages of the present invention:

1. The opening where the upper ventilation plate is connected is small, and the opening facing outward is large, so that when the vehicle is driving, the vehicle speed and the horn mouth can be used to increase the air intake and improve the heat dissipation performance. The setting of the protective net prevents large particles of foreign matter from entering the cabinet, thereby protecting the internal electrical appliances. The automatic opening and closing shutters can automatically open the shutters when there is wind speed, and close the shutters when there is no wind speed or the vehicle stops, thereby ensuring heat dissipation while improving the dust prevention effect.

2. Contactor B1 and two IGBT phase modules are used as switches of the braking circuit. The IGBT phase module is an electric switch and the chopper current is controllable. The disconnection of contactor B1 under high current conditions is greatly reduced, so the failure rate will be reduced. During braking, the left wheel inverter unit and the right wheel inverter unit enter the braking mode. At this time, the traction motor TM1 and the traction motor TM2 are in the power generation state. The AC power generated by the traction motor TIM1 and the traction motor TM2 is converted into DC power after passing through the left wheel inverter unit and the right wheel inverter unit. After being controlled by the contactor B1, the first chopper and the second chopper, the energy is consumed in the braking unit, and the kinetic energy of the vehicle is converted into electrical energy, realizing a frictionless electric braking method and achieving the purpose of braking.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is an overall axonometric view of the present invention;

FIG2 is a diagram showing the internal structure of the cabinet of the present invention;

FIG3 is a diagram of the shutter of the present invention in a closed state;

FIG4 is an enlarged view of point A in FIG3 of the present invention;

FIG5 is a schematic diagram of a rectifier module, an inverter chopper module and a synchronous power generation module of the present invention;

FIG6 is a current flow diagram of the brake unit of the present invention during braking;

FIG7 is a topological diagram of the first chopper, the second chopper and the brake unit of the present invention;

FIG8 is a current flow diagram of the left wheel inverter unit when the U and V lines of the traction motor TM1 of the present invention are turned on;

FIG9 is a current flow diagram of the left wheel inverter unit when the W and V lines of the traction motor TM1 of the present invention are turned on;

FIG. 10 is a current flow diagram of the left wheel inverter unit when the U and W lines of the traction motor TM1 of the present invention are turned on.

In the figure:

1. Cabinet; 2. Upper ventilation plate; 3. Lower ventilation plate; 4. Rectifier module; 5. Inverter chopper module; 51. Left wheel inverter unit; 52. First chopper; 53. Braking unit; 54. Right wheel inverter unit; 55. Second chopper; 6. Synchronous power generation module; 7. Ventilation assembly; 71. First inverter air inlet bell; 72. Second inverter air inlet bell; 8. Protective net; 9. Automatic opening and closing shutters; 91. Rotating shaft; 92. Bearing seat; 93. Reset spring; 94. Shutter frame; 95. Blades.

DETAILED DESCRIPTION

The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

Referring to Fig. 1-Fig. 2, a traction converter for an electric wheel dump truck for mining includes a cabinet 1, an inlet box and an outlet box, the inlet box and the outlet box are arranged on both sides of the cabinet 1, a horizontal upper ventilation plate 2 is arranged on the top of the cabinet 1, the interior of the cabinet 1 is divided into a first inverter cavity and a second inverter cavity by a horizontal lower ventilation plate 3, a rectifier module 4 is arranged in the first inverter cavity, an inverter chopper module 5 is arranged in the first inverter cavity and the second inverter cavity, and the rectifier module 4 and the inverter chopper module 5 are connected;

The upper ventilation plate 2 and the lower ventilation plate 3 are provided with ventilation components 7 for heat dissipation of the inverter chopper module 5. The cabinet body 1 is hinged with cabinet doors for closing the first inverter cavity and the second inverter cavity. The slots provided at the bottom of the upper ventilation plate 2 are connected to the first inverter cavity for heat dissipation of the left wheel inverter unit 51. The slots provided at the bottom of the lower ventilation plate 3 are connected to the second inverter cavity for heat dissipation of the right wheel inverter unit 54.

The ventilation assembly 7 is used to increase the air intake volume to improve the heat dissipation effect on the left wheel inverter unit 51 and the right wheel inverter unit 54.

2 , the ventilation assembly 7 includes a first inverter air inlet bell mouth 71 and a second inverter air inlet bell mouth 72, and the first inverter air inlet bell mouth 71 and the second inverter air inlet bell mouth 72 are correspondingly mounted on the front end openings of the upper ventilation plate 2 and the lower ventilation plate 3 to increase the air intake volume;

The first inverter air inlet bell mouth 71 and the second inverter air inlet bell mouth 72 have the same structure. Taking the structure of the first inverter air inlet bell mouth 71 as an example, openings are provided at both ends of the first inverter air inlet bell mouth 71, wherein the opening connected to the upper ventilation plate 2 is small, and the opening facing outward is large, so that when the vehicle is driving, the vehicle speed and the bell mouth can be used to increase the air intake volume and improve the heat dissipation performance.

A protective net 8 covering the openings of the upper ventilation plate 2 and the lower ventilation plate 3 is provided at the connection between the upper ventilation plate 2 and the first inverter air inlet bell mouth 71 and at the connection between the lower ventilation plate 3 and the second inverter air inlet bell mouth 72, and an automatic opening and closing shutter 9 is provided on the front side or the rear side of the protective net 8;

The setting of the protective net 8 prevents large particles of foreign matter from entering the cabinet 1, thereby protecting the internal electrical appliances. The automatic opening and closing shutters 9 can automatically open the shutters when there is wind speed, and close the shutters when there is no wind speed or the vehicle is stopped, thereby ensuring the heat dissipation purpose while improving the dust prevention effect.

The first inverter cavity and the second inverter cavity are used to install the left wheel inverter unit 51 and the right wheel inverter unit 54 respectively. During operation, the left wheel inverter unit 51 and the right wheel inverter unit 54 generate heat. The wind coming in from the first inverter air inlet bell mouth 71 and the second inverter air inlet bell mouth 72 flows through the left wheel inverter unit 51 and the right wheel inverter unit 54 to achieve heat dissipation.

3-4, the automatic opening and closing shutter 9 includes a rotating shaft 91, a bearing seat 92 and a reset spring 93. The bearing seat 92 is arranged on the shutter outer frame 94. The rotating shaft 91 passes through the blade 95 and both ends of the rotating shaft 91 are inserted into the bearing seat 92; one end of the reset spring 93 is fixed on the blade 95, and the other end is fixed on the bearing seat 92. The rotating shaft 91, the bearing seat 92, the reset spring 93 and the blade 95 constitute a group of shutter reset structures, and several groups of shutter reset structures are arranged on the shutter outer frame 94.

Since both the first inverter air inlet bell mouth 71 and the second inverter air inlet bell mouth 72 are provided with automatic opening and closing shutters 9 of the same structure, the automatic opening and closing shutters 9 on the first inverter air inlet bell mouth 71 are used as an example for explanation below.

Seal the first inverter air inlet bell mouth 71: When there is no wind or the vehicle is stopped, the torsion of the return spring 93 pushes the blades 95 to flip, so that the blades 95 rotate to the vertical direction. Multiple blades 95 seal the first inverter air inlet bell mouth 71 to prevent dust from entering the cabinet 1.

Open the first inverter air inlet bell mouth 71: When there is wind speed or the vehicle is moving, the wind force acts on the vertical blades 95. Since the rotating shaft 91 is not set at the center of the blades 95, the rotating shaft 91 divides the blades 95 into two parts, the upper and lower parts. The wind force acts unevenly on the upper and lower parts of the blades 95, so that the blades 95 and the rotating shaft 91 rotate to open the first inverter air inlet bell mouth 71, so that the wind enters the cabinet 1 to dissipate heat for the left wheel inverter unit 51.

5 , the inverter chopper module 5 includes a left wheel inverter unit 51, a first chopper 52, a brake unit 53, a right wheel inverter unit 54 and a second chopper 55. The left wheel inverter unit 51 and the first chopper 52 form a group, the right wheel inverter unit 54 and the second chopper 55 form a group, and the rectifier module 4 is connected to the left wheel inverter unit 51, the right wheel inverter unit 54 and the brake unit 53.

The left wheel inverter unit 51 and the right wheel inverter unit 54 both adopt a two-level voltage type inverter circuit. The functions of the two inverters are exactly the same. They control the traction torque and braking torque of the left and right traction motors TM1 and TM2 respectively. The traction inverter of the electric wheel dump truck adopts an AC-DC-AC transmission mode. The synchronous power generation module 6 uses a diesel engine as a power source. The diesel engine drives the coaxial synchronous power generation module 6 to work and convert mechanical energy into electrical energy. After the alternating current generated by the synchronous power generation module 6 is converted into direct current through rectification, the inverter chopper module 5 converts the direct current into variable voltage and frequency alternating current to drive the traction motor TM1 and traction motor TM2 installed in the rear wheel electric wheel. The traction motor TM1 and traction motor TM2 then drive the vehicle through a gear reduction device. Each electric wheel is controlled by an independent inverter chopper module 5 to provide separate torque control for traction and braking.

When the vehicle is running in a braking condition, the traction motor TM1 and the traction motor TM2 work in a power generation state, and the three-phase AC power is fed back to the DC bus through the inverter chopper module 5 to consume the braking energy, thereby realizing a frictionless electric braking method.

The T1, T2 and T3 terminals of the generator G in the synchronous power generation module 6 are connected in parallel with the rectifier module 4 and the three-phase filter FP through the three-phase lines U, V, W. The generator G is connected to the PWM pulse input terminal and the rectifier VD through the excitation coil, and the varistor RV1 connected in series with the F1 port of the generator G is connected to the F2 port.

The three-phase line U is connected to the parallel interface of the diode D1 and the diode D4 of the rectifier module 4, the three-phase line V is connected to the parallel interface of the diode D2 and the diode D5 in the rectifier module 4, the three-phase line W is connected to the parallel interface of the diode D3 and the diode D6 in the rectifier module 4, the parallel interface of the diode D4, the diode D5, the diode D6 and the voltage sensor SV1 is connected to point A, and the parallel interface of the diode D1, the diode D2, the diode D3 and the voltage sensor SV1 is connected to point B.

One end of the resistor RB1 in the braking unit 53 is connected to the resistor RB4, the other end of the resistor RB4 is connected in parallel with the resistor RB2 and the resistor RB3 at point A, the other end of the resistor RB2 is connected to the first chopper 52, and the other end of the resistor RB3 is connected to the second chopper 55.

Contactor B1 and two IGBT phase modules are used as switches for the brake circuit. The IGBT phase module is an electric switch and the chopping current is controllable. The disconnection of contactor B1 under high current conditions is greatly reduced, thereby reducing the failure rate.

The first chopper 52 has a module INVB2, and the second chopper 55 has a module INVB3, wherein one end of the contactor B1 connected to point B is connected to the other end of the resistor RB1, and the modules INVB2 and INVB3 are connected in parallel and their two ends are connected to points A and B respectively.

Module INVB2 includes IGBT module VB1+ and IGBT module VB1-, module INVB3 includes IGBT module VB2+ and IGBT module VB2-, the other end of resistor RB2 is connected in series with current sensor SC7 to the parallel interface of IGBT module VB1+ and IGBT module VB1-, and the other end of resistor RB3 is connected in series with current sensor SC8 to the parallel interface of IGBT module VB2+ and IGBT module VB2-.

The left wheel inverter unit 51 is composed of an IGBT module VU1+, an IGBT module VV1+, an IGBT module VW1+, an IGBT module VU1-, an IGBT module VV1- and an IGBT module VW1-. The U line of the traction motor TM1 is connected in parallel with the IGBT module VU1+ and the IGBT module VU1-. The V line of the traction motor TM1 is connected in parallel with the current sensor SC3 of the IGBT module VV1+ and the IGBT module VV1-. The W line of the traction motor TM1 is connected in parallel with the IGBT module VW1+ and the IGBT module VW1-.

IGBT module VU1+, IGBT module VV1+, IGBT module VW1+, capacitor C1 and voltage sensor SV2 are connected in parallel at point B, and IGBT module VU1-, IGBT module VV1- and IGBT module VW1-, capacitor C1 and voltage sensor SV2 are connected in parallel at point A.

The right wheel inverter unit 54 is composed of IGBT module VU2+, IGBT module VV2+, IGBT module VW2+, IGBT module VU2-, IGBT module VV2- and IGBT module VW2-. The U line of the traction motor TM2 is connected in parallel with the IGBT module VU2+ and the IGBT module VU2-, the V line of the traction motor TM2 is connected in parallel with the IGBT module VW1+ and the IGBT module VW2-, and the W line of the traction motor TM2 is connected in parallel with the IGBT module VV2+ and the IGBT module VV2-.

IGBT module VU2+, IGBT module VV1+, IGBT module VW1+, capacitor C1 and voltage sensor SV2 are connected in parallel at point B, and IGBT module VU1-, IGBT module VV1- and IGBT module VW1-, capacitor C1 and voltage sensor SV2 are connected in parallel at point A.

Take the left wheel inverter unit 51 as an example:

The left wheel inverter unit 51 converts DC power into variable voltage and frequency AC power, and the output voltage and frequency need to be controlled. IGBT module VU1+ and IGBT module VU1- form a group, IGBT module VV1+ and IGBT module VV1- form a group, and IGBT module VW1+ and IGBT module VW1- form a group, forming a total of three phase modules, each phase module integrates 4 IGBT modules, and the IGBT is connected in series or parallel structure.

At any point in time, three of these switches are always open, producing three-phase AC power.

The direction of current is shown in Figure 8-10 below.

Working principle:

When the traction motor TM2 or the right wheel inverter unit 54 fails, the fault can be automatically isolated through the system host computer settings without affecting the normal operation of another group of traction motors TM1 and the left wheel inverter unit 51.

The traction working process is as follows: the diesel engine drives the generator G to rotate, converting mechanical energy into electrical energy (three-phase AC), which is rectified by the rectifier module 4 (diode D1-diode D6) and becomes DC. The left wheel inverter unit 51 (the main circuit is composed of six IGBTs, namely, IGBT module VU1+, IGBT module VV1+, IGBT module VW1+, IGBT module VU1-, IGBT module VV1-, and IGBT module VW1-) converts DC into AC with changing frequency, thereby controlling the torque and speed of the traction motor TM1. The right wheel inverter unit 54 controls the traction motor TM2. The traction motor TIM1 and the traction motor TM2 drive the electric left and right wheels respectively.

The current direction in braking mode is shown in Figures 6 and 7 below.

During braking, the left wheel inverter unit 51 and the right wheel inverter unit 54 enter the braking mode. At this time, the traction motor TM1 and the traction motor TM2 are in the power generation state. The generator G is also controlled by the left wheel inverter unit 51 and the right wheel inverter unit 54 mentioned above. The energy flows in the opposite direction. The AC power generated by the traction motor TIM1 and the traction motor TM2 is converted into DC power after passing through the left wheel inverter unit 51 and the right wheel inverter unit 54. After being controlled by the contactor B1, the first chopper 52 (VB1+, VB1-), and the second chopper 55 (VB2+, VB2-), the energy is consumed in the braking unit 53, and the kinetic energy of the vehicle is converted into electrical energy, realizing a frictionless electric braking method and achieving the purpose of braking.

Finally, it should be noted that the above is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments or to make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims (8)

1. The utility model provides a mining electric wheel tipper traction converter, includes cabinet body (1), inlet wire box and outlet wire box set up in the both sides of cabinet body (1), and the top of cabinet body (1) is provided with horizontally and goes up ventilating board (2), and cabinet body (1) inside separates into first dc-to-ac converter cavity and second dc-to-ac converter cavity through horizontally lower ventilating board (3), its characterized in that: a rectifying module (4) is arranged in the first inverter cavity, an inversion chopping module (5) is arranged in the first inverter cavity and the second inverter cavity, and the rectifying module (4) is connected with the inversion chopping module (5);

The upper ventilating plate (2) and the lower ventilating plate (3) are provided with a ventilating component (7) for radiating an inversion chopping module (5), the inversion chopping module (5) comprises a left wheel inverter unit (51), a first chopper (52), a braking unit (53), a right wheel inverter unit (54) and a second chopper (55), the left wheel inverter unit (51) and the first chopper (52) are arranged in a group in a first inverter cavity, the right wheel inverter unit (54) and the second chopper (55) are arranged in a group in a second inverter cavity, and the rectifying module (4) is connected with the left wheel inverter unit (51), the right wheel inverter unit (54) and the braking unit (53);

The cabinet body (1) is hinged with a cabinet door for sealing the first inverter cavity and the second inverter cavity, a slotted hole arranged at the bottom of the upper ventilating plate (2) is connected with the first inverter cavity and used for radiating the left-wheel inverter unit (51), and a slotted hole arranged at the bottom of the lower ventilating plate (3) is connected with the second inverter cavity and used for radiating the right-wheel inverter unit (54);

The ventilation assembly (7) comprises a first inverter air inlet horn mouth (71) and a second inverter air inlet horn mouth (72), and the first inverter air inlet horn mouth (71) and the second inverter air inlet horn mouth (72) are correspondingly assembled on front end openings of the upper ventilation plate (2) and the lower ventilation plate (3) and used for increasing air inlet quantity;

The connection part of the upper ventilating plate (2) and the first inverter air inlet horn mouth (71) and the connection part of the lower ventilating plate (3) and the second inverter air inlet horn mouth (72) are correspondingly provided with a protective net (8) which covers the openings of the upper ventilating plate (2) and the lower ventilating plate (3), and an automatic opening and closing shutter (9) is arranged at the front side or the rear side of the protective net (8);

The automatic opening and closing type shutter (9) comprises a rotating shaft (91), a bearing seat (92) and a return spring (93), wherein the bearing seat (92) is arranged on a shutter outer frame (94), the rotating shaft (91) penetrates through the blades (95), and two ends of the rotating shaft (91) penetrate into the bearing seat (92); one end of a reset spring (93) is fixed on the blade (95), the other end is fixed on the bearing seat (92), the rotating shaft (91), the bearing seat (92), the reset spring (93) and the blade (95) form a group of shutter reset structures, and a plurality of groups of shutter reset structures are arranged on the shutter outer frame (94).

2. The traction converter of the mining electric wheel dump truck according to claim 1, wherein a wire connected to the rectifying module (4) passes through a wire inlet box and is electrically connected with the synchronous power generation module (6), a wire connected to the inversion chopper module (5) passes through a wire outlet box and is electrically connected with the traction motor TM1 and the traction motor TM2, and the synchronous power generation module (6), the rectifying module (4) and the inversion chopper module (5) form a traction control loop, wherein the traction control loop controls traction and braking of two electric wheels through the traction motor TM1 and the traction motor TM 2;

and the ends T1, T2 and T3 of a generator G in the synchronous power generation module (6) are connected with the rectification module (4) and the three-phase filter FP in parallel through three-phase lines U, V, W, the generator G is connected with the PWM pulse input end and the rectifier VD through an excitation coil, and a piezoresistor RV1 connected with an F1 port of the generator G in series is connected with an F2 port.

3. The traction converter of the mining electric wheel dump truck according to claim 2, wherein the three-phase line U is connected to a parallel interface of a diode D1 and a diode D4 of the rectifying module (4), the three-phase line V is connected to a parallel interface of a diode D2 and a diode D5 of the rectifying module (4), the three-phase line W is connected to a parallel interface of a diode D3 and a diode D6 of the rectifying module (4), the parallel interfaces of the diode D4, the diode D5, the diode D6 and the voltage sensor SV1 are connected to a point a, and the parallel interfaces of the diode D1, the diode D2, the diode D3 and the voltage sensor SV1 are connected to a point B.

4. A traction converter of a mining electric wheel dump truck according to claim 3, characterized in that one end of a resistor RB1 in the braking unit (53) is connected with a resistor RB4, the other end of the resistor RB4 is connected with a resistor RB2 and a resistor RB3 in parallel at a point a, the other end of the resistor RB2 is connected with a first chopper (52), and the other end of the resistor RB3 is connected with a second chopper (55).

5. The traction converter of the mining electric wheel dump truck according to claim 4, wherein a module INVB2 is arranged in the first chopper (52), a module INVB3 is arranged in the second chopper (55), one end of a contactor B1 connected at a point B is connected with the other end of a resistor RB1, and the module INVB2 and the module INVB3 are connected in parallel and are respectively connected at the point A and the point B at two ends.

6. The traction converter of the mining electric wheel dump truck according to claim 5, wherein the module INVB2 comprises an IGBT module VB1+ and an IGBT module VB1-, the module INVB3 comprises an IGBT module VB2+ and an IGBT module VB2-, the other end of the resistor RB2 is connected with a current sensor SC7 in series, and the other end of the resistor RB3 is connected with a current sensor SC8 in series, and the current sensor SC7 is connected with a parallel interface of the IGBT module VB1+ and the IGBT module VB 2-.

7. The traction converter of the mining electric wheel dump truck according to claim 6, wherein the left wheel inverter unit (51) is composed of an IGBT module vu1+, an IGBT module vv1+, an IGBT module vw1+, an IGBT module VU1-, an IGBT module VV1-, and an IGBT module VW1-, a U-wire of the traction motor TM1 is connected in parallel with the IGBT module vu1+ and the IGBT module vu1-, a V-wire series current sensor SC3 of the traction motor TM1 is connected in parallel with the IGBT module vv1+ and the IGBT module VV1-, and a W-wire of the traction motor TM1 is connected in parallel with the IGBT module vw1+ and the IGBT module VW 1-.

8. The mining electric wheel dump truck traction converter according to claim 7, characterized in that the right wheel inverter unit (54) is composed of an IGBT module vu2+, an IGBT module vv2+, an IGBT module vw2+, an IGBT module VU2-, an IGBT module VV2-, and an IGBT module VW2-, a U-wire of the traction motor TM2 is connected in parallel with the IGBT module vu2+ and the IGBT module VU2-, a V-wire series current sensor SC6 of the traction motor TM2 is connected in parallel with the IGBT module vw1+ and the IGBT module VW2-, and a W-wire of the traction motor TM2 is connected in parallel with the IGBT module vv2+ and the IGBT module VV 2-.