CN201890228U - Diesel generator and storage battery hybrid power alternating-current drive locomotive control system - Google Patents
Diesel generator and storage battery hybrid power alternating-current drive locomotive control system Download PDFInfo
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- CN201890228U CN201890228U CN2010206132656U CN201020613265U CN201890228U CN 201890228 U CN201890228 U CN 201890228U CN 2010206132656 U CN2010206132656 U CN 2010206132656U CN 201020613265 U CN201020613265 U CN 201020613265U CN 201890228 U CN201890228 U CN 201890228U
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Abstract
The utility model discloses a diesel generator set and power storage battery double-power hybrid alternating-current drive locomotive control system, which belongs to the field of locomotive control systems. A power storage battery, a switch and a power storage battery control system are added to an original control device, wherein the power storage battery is connected with an output end of an AC/DC rectifier module by the aid of the switch. The voltage, the charge-discharge current, the residual capacity and the battery status of each single battery of the power storage battery are detected by the storage battery control system, and the storage battery control system is connected with a locomotive microcomputer control device by the aid of a CAN (controller area network) bus. By adding the storage battery control system to the locomotive microcomputer control device, organic combination of a diesel generator set with a power storage battery is realized, the efficiency of a locomotive power system is increased, and energy consumption and exhaust emission are reduced.
Description
Technical field
The utility model relates to a kind of locomotive control, particularly a kind of diesel-engine generator and battery hybrid AC drive locomotive control system.
Background technology
Along with the exhaustion day by day of fossil energy, environment goes from bad to worse, and saving fossil energy and exploitation alternative energy has become the great strategic issue of national sustainable development and listed the great strategic problem of country's midium or long term development in.Power actuated vehicle energy-saving and emission-reduction problem receives much concern, and has become current hot fields.
At present, the China railways station, bear the diesel locomotive (diesel shunting locomotive) of the task of shunting and at iron and steel, petrochemical industry, coal, power plant, the harbour, the diesel locomotive (industrial diesel locomotive) of railway transportation task is born in industrial and mining enterprises inside such as harbour, because its working particularity, the diesel engine time of operating at full capacity only accounts for 10%, about 50% work-hours is in zero load, and diesel engine is in the alternation state continually, diesel engine has only 1/4～1/3 of rating horsepower at the average use power of whole on period, its power potential is not in full use, the waste of diesel oil is more serious, and the discharging waste gas contaminated environment.
The utility model content
Goal of the invention of the present utility model is: at the problem of above-mentioned existence, provide a kind of power that can make full use of diesel engine, thereby reduce the diesel-engine generator and the battery hybrid AC drive locomotive control system of diesel oil waste.
The technical solution adopted in the utility model is such: this diesel-engine generator and battery hybrid AC drive locomotive control system, comprise the locomotive microcomputer control setup, the Diesel Engine Control device, gateway GW, diesel engine, main generator, the AC/DC rectification module, traction control cells D CU, the DC/AC main inverter, DC/AC assists inverter, auxiliary alternating-current controller, traction motor TMC and accessory drives motor, wherein the locomotive microcomputer control setup respectively with main generator, the Diesel Engine Control device, auxiliary alternating-current controller is connected and is connected with DCU by gateway GW, the Diesel Engine Control device is connected with diesel engine, diesel engine is connected with main generator, main generator is connected with the AC/DC rectification module, the AC/DC rectification module is connected with the auxilliary inverter of DC/AC with the DC/AC main inverter respectively, the DC/AC main inverter is connected with traction control cells D CU with traction motor TMC respectively, the auxilliary inverter of DC/AC is connected with the accessory drives motor with auxiliary alternating-current controller respectively, also comprise the power accumulator group, switch and storage battery control system, wherein the input end of power accumulator group is connected by the mouth of switch with the AC/DC rectification module, the mouth of power accumulator group is connected with the input end of storage battery control system, described storage battery control system is connected with described locomotive microcomputer control setup by the CAN bus and described locomotive microcomputer control setup is controlled described switch, in addition, the mouth of power accumulator group can also be connected with the input end of locomotive microcomputer control setup.
In sum, owing to adopted technique scheme, the beneficial effects of the utility model are: this device has increased storage battery control system, power accumulator group and switch thereof, realized the combination of diesel powerplant and power accumulator group, improved the efficient of engine power system, reduced energy consumption and reduced exhaust emission.
Description of drawings
Fig. 1 is original structural representation that only relies on diesel powerplant transmission locomotive.Fig. 2 is the structural representation by diesel-engine generator and battery hybrid AC drive locomotive control system.
The specific embodiment
Below in conjunction with accompanying drawing, the utility model is done detailed explanation.
In order to make the purpose of this utility model, technical scheme and advantage clearer,, the utility model is further elaborated below in conjunction with drawings and Examples.Should be appreciated that specific embodiment described herein only in order to explanation the utility model, and be not used in qualification the utility model.
Diesel engine is not used in railway fully in the prior art, the diesel engine time of operating at full capacity only accounts for 10%, about 50% work-hours is in zero load, and diesel engine frequently is in the alternation state, diesel engine has only 1/4～1/3 of rating horsepower at the average use power of whole on period, and its power potential is not in full use.This device has then been introduced the power accumulator group, when diesel engine is unloaded, converts diesel engine kinetic energy to power storage in the power accumulator group.
Original device that only relies on diesel powerplant transmission locomotive as shown in Figure 1, this device comprises the locomotive microcomputer control setup, the Diesel Engine Control device, diesel engine, main generator, by the AC/DC rectification module, the traction convertor that DC/AC main inverter and traction control cells D CU constitute, AuCT by auxilliary inverter of DC/AC and auxiliary alternating-current controller (also can be described as the auxilliary controller of handing over) formation, traction motor TMC and accessory drives motor (also can be described as subsidiary engine), wherein the locomotive microcomputer control setup respectively with the Diesel Engine Control device, main generator is connected with auxiliary alternating-current controller and is connected with DCU with WTB (wired train bus)/MVB gateway GW by MVB MVB bus, the Diesel Engine Control device is connected with diesel engine, diesel engine is connected with main generator, main generator is connected with the AC/DC rectification module, the AC/DC rectification module is connected with the auxilliary inverter of DC/AC with the DC/AC main inverter respectively, the DC/AC main inverter is connected with traction motor TMC with DCU respectively, and the auxilliary inverter of DC/AC is connected with auxiliary alternating-current controller with the accessory drives motor respectively.In the transmission process of locomotive, diesel engine drags the main generator running, and mechanical energy is transformed into electric energy.Main generator sends metastable three plase alternating current and by the AC/DC rectification module in the traction convertor three plase alternating current is rectified into middle dc voltage, middle dc voltage is added on DC/AC main inverter and the auxilliary inverter of DC/AC, converts thereof into the three-phase alternating voltage that is suitable for driving traction motor and accessory drives motor respectively respectively.The locomotive microcomputer control setup is by EFI current control Diesel Engine Control device; rotating speed by Diesel Engine Control device control diesel engine; and then the rotating speed of control main generator; and the Diesel Engine Control device sends the work state information and the alarm message of diesel engine to the locomotive microcomputer control setup by content addressable network C AN bus, so as its according to the mode of operation of diesel engine and alarm message to diesel engine real-time guard measure.After producing middle dc voltage, traction convertor sends middle dc voltage and electric current the locomotive microcomputer control setup to and sends the work state information of traction convertor to the locomotive microcomputer control setup by DCU by MVB network and WTB/MVB gateway GW, so that its feedback is sent the control corresponding instruction; In addition, by RS485 or CAN bus the work state information of this AuCT is sent to the locomotive microcomputer control setup by auxiliary alternating-current controller in the AuCT, so that its feedback is sent the control corresponding instruction.Moreover, traditional locomotive driving device also comprises the telltale (such as colour liquid crystal display device) that is connected with the locomotive microcomputer control setup, and the locomotive microcomputer control setup is shown to this telltale transmission locomotive work status information and alarm message and by this telltale by the MVB network.
For different accessory drives motors, the locomotive microcomputer control setup can be in conjunction with the different work operating mode of locomotive, by the power of the different sizes of the auxilliary inverter output of auxiliary alternating-current controller control DC/AC.For example, drive the inversion module of diesel engine cooling fan alternating current dynamo, control voltage and the frequency that this inversion module is exported, control the rotating speed of cooling fan motor by diesel engine high-temperature water temperature; The inversion module that drives the air compressor alternating current dynamo can be according to the air compressor control command, variable frequency starting, constant frequency and constant voltage work; Drive the inversion module of traction electric machine cooling blower motor, control voltage and the frequency that this inversion module is exported, control the cooling blower rotating speed of motor by traction electric machine stator core temperature.
By the structural representation of diesel-engine generator and battery hybrid AC drive locomotive control system as shown in Figure 2, this control system is except comprising said modules, power accumulator group, storage battery control system and switch have also been increased, wherein the power accumulator group is connected by the mouth of switch with the AC/DC rectification module, this switch is connected with the locomotive microcomputer control setup and realizes control to this switch, and the storage battery control system is connected with the locomotive microcomputer control setup by the CAN bus.The storage battery control system is gathered monomer battery voltage in the power accumulator group in real time, charge/discharge current, the ambient temperature of storage battery also calculates the residual capacity SOC of storage battery under the current environment condition, the maximum charge/discharge current that allows, monitor the highest/minimum cell batteries voltage in the power accumulator group in real time, and these information are passed through CAN bus real-time Transmission give the locomotive microcomputer control setup, the work operating mode that the locomotive microcomputer control setup is different according to locomotive, rotating speed to diesel engine, the main generator excitation electric current, power accumulator group input/excision switch, the size of traction convertor horsepower output etc. is adjusted, wherein the different operating operating mode of locomotive comprises such as diesel engine, the work state information of traction motor and accessory drives motor, its grade is by above-mentioned Diesel Engine Control device, DCU and auxiliary alternating-current controller are transferred to the locomotive microcomputer control setup.It should be noted, the charge/discharge current of power accumulator group can not send the locomotive microcomputer control setup to by the storage battery control system, but directly the mouth of power accumulator group is connected with the input end of locomotive microcomputer control setup, directly realize the transmission of the charge/discharge current of power accumulator group thus.
In practice, be divided into following five kinds of operating modes the power accumulator group is implemented control: (one) locomotive does not draw, the diesel engine zero load, not under power accumulator group charge condition, diesel engine speed is adjusted operating mode: when locomotive was worked under this operating mode, the locomotive microcomputer control setup carried out the diesel engine speed adjusting according to driver controller governor handle gear and diesel engine speed corresponding relation.
(2) under not traction of the locomotive situation, to power accumulator group charging operating mode: when locomotive is worked under this operating mode, the locomotive microcomputer control setup is according to the testing result of storage battery control system, converse the maximum charge power that the power accumulator group needs, add the auxiliary power that need this moment, automatically the rising diesel engine speed allows diesel engine power all or partly charge to power accumulator.
(3) under the locomotive traction situation, hybrid power operating mode: when locomotive is worked under this operating mode, driver controller governor handle gear definition (establishing the handle gear is 16 grades): 1-9 shelves diesel engine part load traction and to power accumulator group charging operating mode, 10 grades of full diesel full load traction working conditions, full load of 11-16 shelves diesel engine and power accumulator group drop into traction working condition.Define cooresponding traction convertor absorbed power under every grade of handle position.
The control principle: diesel engine preferentially provides power, and redundance power is to the charging of power accumulator group, and insufficient section power is replenished by the power accumulator group.
(4) under the locomotive traction situation, pure power accumulator group provides power regime: this operating mode mainly is applicable to when underload or locomotive work finish soon or the work down of locomotive diesel generator set failure condition, and retrained by power accumulator group residual capacity and operating voltage thereof, select by the operation driver.Locomotive work is when this kind operating mode, and locomotive microcomputer control setup restriction controller is exported gear power (the locomotive auxiliary power is provided by storage battery entirely, and this operating mode is mainly the power of traction electric machine ventilating set, Air compressor and locomotive control and illumination consumption).
(5) under the locomotive traction situation, pure diesel generation machine travel situation: this kind operating mode mainly is applicable to the locomotive traction under the situation of underload or power accumulator group fault.
Control method: the principle of the direct corresponding main inverter absorbed power of handle, the main exciting current of sending out of control.Corresponding main generator horsepower output of driver controller handle this moment and main inverter absorbed power, promptly every gear diesel engine speed, main generator horsepower output, main inverter absorbed power substantially constant are regulated the exciting current of main generator on this basis.
In sum, because this control system has increased the power accumulator group, and kinetic energy is converted to power storage, has realized the combination of diesel power generation unit and power accumulator group, improved the efficient of engine power system, reduced energy consumption and correspondingly reduced exhaust emission.
The above only is preferred embodiment of the present utility model; not in order to restriction the utility model; all any modifications of within spirit of the present utility model and principle, being done, be equal to and replace and improvement etc., all should be included within the protection domain of the present utility model.
Claims (2)
1. diesel-engine generator and battery hybrid AC drive locomotive control system, comprise the locomotive microcomputer control setup, the Diesel Engine Control device, gateway GW, diesel engine, main generator, the AC/DC rectification module, traction control cells D CU, the DC/AC main inverter, DC/AC assists inverter, auxiliary alternating-current controller, traction motor TMC and accessory drives motor, wherein said locomotive microcomputer control setup respectively with described main generator, described Diesel Engine Control device, described auxiliary alternating-current controller is connected and is connected with DCU by described gateway GW, described Diesel Engine Control device is connected with described diesel engine, described diesel engine is connected with described main generator, described main generator is connected with described AC/DC rectification module, described AC/DC rectification module is connected with the auxilliary inverter of described DC/AC with described DC/AC main inverter respectively, described DC/AC main inverter is connected with described traction control cells D CU with described traction motor TMC respectively, the auxilliary inverter of described DC/AC is connected with described accessory drives motor with described auxiliary alternating-current controller respectively, it is characterized in that, also comprise the power accumulator group, switch and storage battery control system, wherein said power accumulator group is connected by the mouth of described switch with described AC/DC rectification module, and described storage battery control system is connected with described locomotive microcomputer control setup by the CAN bus and described locomotive microcomputer control setup is controlled described switch.
2. diesel-engine generator as claimed in claim 1 and battery hybrid AC drive locomotive control system is characterized in that, described power accumulator group is connected with described locomotive microcomputer control setup.
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| Application Number | Priority Date | Filing Date | Title |
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| CN2010206132656U CN201890228U (en) | 2010-11-18 | 2010-11-18 | Diesel generator and storage battery hybrid power alternating-current drive locomotive control system |
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| CN2010206132656U CN201890228U (en) | 2010-11-18 | 2010-11-18 | Diesel generator and storage battery hybrid power alternating-current drive locomotive control system |
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| CN102324777A (en) * | 2011-09-30 | 2012-01-18 | 南车资阳机车有限公司 | Charging device used for hybrid powered locomotive |
| CN102390386A (en) * | 2011-09-30 | 2012-03-28 | 南车资阳机车有限公司 | Voltage control device for hybrid power locomotive |
| CN103129564A (en) * | 2011-11-29 | 2013-06-05 | 永济新时速电机电器有限责任公司 | Electric locomotive traction system |
| CN103129566A (en) * | 2011-11-24 | 2013-06-05 | 金鹰重型工程机械有限公司 | Track double-dynamical engineering vehicle |
| CN103296897A (en) * | 2012-03-05 | 2013-09-11 | 永济新时速电机电器有限责任公司 | Traction converter and electric transmission system of electric locomotive |
| WO2014086005A1 (en) * | 2012-12-05 | 2014-06-12 | 中国北车股份有限公司大连电力牵引研发中心 | Rectification traction apparatus and diesel multiple units |
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| CN104158249A (en) * | 2014-08-13 | 2014-11-19 | 清华大学 | Common bus feedback energy storage type port machinery power supply device |
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| CN110667606A (en) * | 2019-10-16 | 2020-01-10 | 中车大连机车车辆有限公司 | Control method of alternating-current transmission hybrid power shunting locomotive |
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- 2010-11-18 CN CN2010206132656U patent/CN201890228U/en not_active Expired - Lifetime
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| CN109532886A (en) * | 2018-11-06 | 2019-03-29 | 中车大连机车研究所有限公司 | Hybrid power shunting locomotive dynamical system |
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| CN109435978A (en) * | 2018-11-12 | 2019-03-08 | 中车资阳机车有限公司 | A kind of electric hybrid vehicle energy management control system and control method |
| CN110667606A (en) * | 2019-10-16 | 2020-01-10 | 中车大连机车车辆有限公司 | Control method of alternating-current transmission hybrid power shunting locomotive |
| CN110667606B (en) * | 2019-10-16 | 2021-03-23 | 中车大连机车车辆有限公司 | Control method of alternating-current transmission hybrid power shunting locomotive |
| CN113734209A (en) * | 2020-05-28 | 2021-12-03 | 株洲中车时代电气股份有限公司 | Power supply system and power supply control method of locomotive shunting locomotive |
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| CN113291329A (en) * | 2021-06-11 | 2021-08-24 | 中车大连机车研究所有限公司 | Hybrid power mechanical transmission system for industrial and mining railway shunting locomotive |
| CN114094661A (en) * | 2021-11-12 | 2022-02-25 | 株洲变流技术国家工程研究中心有限公司 | Off-highway vehicle power supply system, power supply method and off-highway vehicle |
| CN114228754A (en) * | 2021-12-18 | 2022-03-25 | 中车永济电机有限公司 | A hybrid electric shunting locomotive electric drive system |
| CN116461351A (en) * | 2023-04-06 | 2023-07-21 | 中车青岛四方机车车辆股份有限公司 | Power supply system and control method of railway vehicle and railway vehicle |
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