CN202686362U - Transmission and network control system of rail engineering vehicle - Google Patents
Transmission and network control system of rail engineering vehicle Download PDFInfo
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- CN202686362U CN202686362U CN201220388177XU CN201220388177U CN202686362U CN 202686362 U CN202686362 U CN 202686362U CN 201220388177X U CN201220388177X U CN 201220388177XU CN 201220388177 U CN201220388177 U CN 201220388177U CN 202686362 U CN202686362 U CN 202686362U
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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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Abstract
The utility model discloses a transmission and network control system of a rail engineering vehicle. The transmission and network control system comprises a main transmission system and a control system. The control system comprises more than one network communication module, more than one microprocessor control device and a transmission control unit. The network communication module is connected with the microprocessor control device and the transmission control unit. The main transmission system comprises more than one set of transmission unit. Each transmission unit comprises a main generator, a rectification unit, an inverter unit, more than one reaction motor and more than one brake resistor. The transmission and network control system has the advantages of being high in starting tractive force and adhesion utilization rate, large in speed range of constant power, and simple and convenient to overhaul and maintain, and the like.
Description
Technical field
The utility model relates to rail engineering automobile transmission and control field, particularly a kind of rail engineering automobile transmission and network control system.
Background technology
Present domestic rail engineering automobile type of drive extensively adopts hands over straight electric drive system (as shown in Figure 1), and the diesel engine output mechanical energy is converted into AC energy by three phase synchronous generator, is converted into direct current energy by rectifier again.Under the traction working condition, dc traction motor is in the DC motor mode of operation, and the direct current energy of rectifier output is converted into mechanical energy by DC traction motor, gives the engineering truck transmission device; Under the damped condition, DC traction motor is in the dynamo generator mode of operation, and the mechanical energy of transmission device is converted into direct current energy by dynamo generator, is sent to braking resistor, by braking resistor direct current energy is converted into thermal energy consumption and falls.At this moment, the direct current energy of rectifier output, for DC generation machine excitation, this system's startup tractive force is low, utilization of adhesion is low, permanent merit speed range is narrow, safeguards complicated.
Summary of the invention
Technical problem to be solved in the utility model is, and is not enough for prior art, and a kind of tractive force height, utilization of adhesion is high, permanent merit speed range is wide, repair and maintenance is easy rail engineering automobile transmission and network control system of starting is provided.
For solving the problems of the technologies described above, the technical scheme that the utility model adopts is: a kind of rail engineering automobile transmission and network control system, comprise the main transmission control system of unifying, described control system comprises an above network communication module, above computer control device, motion control unit, and described network communication module is connected with computer control device, motion control unit; Described main transmission comprises that one is embedded with the upper driving unit, gear unit comprises main generator, rectification unit, inversion unit, an above traction electric machine, an above braking resistor, main generator, rectification unit, inversion unit connect successively, inversion unit is connected with traction electric machine, braking resistor, and traction electric machine is in parallel with braking resistor; Described main generator, rectification unit are connected with computer control device, and rectification unit, inversion unit, traction electric machine are connected with motion control unit by the transmission control bus.
As preferred version, described control system also comprises two telltales, and telltale is connected with network communication module; Described network communication module, computer control device quantity are two.
The utility model is handed over the deficiency of straight electric drive system for domestic existing rail engineering automobile, look for another way, propose first and create friendship orthogonal electric transmission and distributed network control system, the orthogonal electric energy form of handing over is adopted in the transmission of main transmission intermediate energy, overcome the low problem of the direct transmission efficiency of mechanical energy, secondly because of the intrinsic advantage of AC Drive, overcome the shortcoming of DC drive, have the characteristics such as the tractive force of startup is high, high, the permanent merit speed range of utilization of adhesion is wide, and repair and maintenance is easy.
Description of drawings
Fig. 1 is DC－drive system architecture scheme drawing;
Fig. 2 is the utility model embodiment 1 structural representation;
Fig. 3 is the utility model embodiment 2 structural representations;
Fig. 4 is the utility model embodiment 3 structural representations;
Fig. 5 is the utility model embodiment 4 structural representations;
Fig. 6 is the utility model embodiment 5 structural representations;
Fig. 7 is the utility model embodiment 6 structural representations.
The specific embodiment
Embodiment 1
As shown in Figure 2, the utility model embodiment 1 comprises the main transmission control system of unifying, described control system comprises an above network communication module GWM, above computer control device LCS32, a motion control unit DCU, and described network communication module GWM is connected DCU with computer control device LCS32, motion control unit; Described main transmission comprises two cover gear units, gear unit comprises main generator, rectification unit, inversion unit, traction electric machine, braking resistor, main generator, rectification unit, inversion unit connect successively, inversion unit is connected with traction electric machine, braking resistor, and traction electric machine is in parallel with braking resistor; Described main generator, rectification unit are connected with computer control device, and rectification unit, inversion unit, traction electric machine are connected with motion control unit by the transmission control bus; Described rectification unit comprises AC/DC changer and the rectification sensor that is connected with the AC/DC changer; Described inversion unit comprises a DC/AC changer, a DC/DC changer, two sensors, the DC/AC changer is in parallel with the DC/DC changer, the DC/AC changer is connected with first sensor, the DC/DC changer is connected with the second sensor, first sensor is connected with 1～3 traction electric machine, and the second sensor is connected with braking resistor.
As shown in Figure 3, present embodiment comprises two cover motion control units, inversion unit comprises the DC/AC changer of 1～3 parallel connection, a DC/DC changer in parallel with the DC/AC changer, 2～4 sensors, DC/AC changer, DC/DC changer are respectively connected with a sensor, be connected with a traction electric machine with the sensor of DC/AC changer series connection, be connected with braking resistor with the sensor of DC/DC changer series connection.
Embodiment 3
As shown in Figure 4, the gear unit quantity in the present embodiment is a cover; Inversion unit quantity is two, two inversion unit parallel connections; Inversion unit comprises a DC/AC changer, a DC/DC changer, two sensors, the DC/AC changer is in parallel with the DC/DC changer, the DC/AC changer is connected with first sensor, the DC/DC changer is connected with the second sensor, first sensor is connected with 1～3 traction electric machine, and the second sensor is connected with braking resistor.
Embodiment 4
As shown in Figure 5, the gear unit quantity in the present embodiment is a cover; Inversion unit quantity is two, two inversion unit parallel connections; Inversion unit comprises the DC/AC changer of 1～3 parallel connection, a DC/DC changer in parallel with the DC/AC changer, 2～4 sensors, DC/AC changer, DC/DC changer are respectively connected with a sensor, be connected with a traction electric machine with the sensor of DC/AC changer series connection, be connected with braking resistor with the sensor of DC/DC changer series connection.
Embodiment 5
As shown in Figure 6, the gear unit quantity in the present embodiment is a cover; Rectification unit quantity is two, and each rectification unit mouth is connected with an inversion unit, two rectification unit parallel connections; Described inversion unit comprises a DC/AC changer, a DC/DC changer, two sensors, the DC/AC changer is in parallel with the DC/DC changer, the DC/AC changer is connected with first sensor, the DC/DC changer is connected with the second sensor, first sensor is connected with 1～3 traction electric machine, and the second sensor is connected with braking resistor.
Embodiment 6
As shown in Figure 7, the gear unit quantity in the present embodiment is a cover; Rectification unit quantity is two, and each rectification unit mouth is connected with an inversion unit, two rectification unit parallel connections; Inversion unit comprises the DC/AC changer of 1～3 parallel connection, a DC/DC changer in parallel with the DC/AC changer, 2～4 sensors, DC/AC changer, DC/DC changer are respectively connected with a sensor, be connected with a traction electric machine with the sensor of DC/AC changer series connection, be connected with braking resistor with the sensor of DC/DC changer series connection.
Control system among the embodiment 1～6 also comprises two telltale IDU1, IDU2, and telltale IDU1, IDU2 are connected with network communication module GWM; Described network communication module GWM, computer control device LCS32 quantity are two.
In rail vehicle when traction,, the three plase alternating current of main generator output converts direct current (DC) to after the rectification unit rectification, and inversion unit becomes the three plase alternating current of frequency and voltage variable with dc inverter, to 2 AC traction electric motor power supplies on the bogie truck.The electric traction system is delivered to the horsepower output of diesel engine by the friendship orthogonal mapping function of circuit the wheel week of rail vehicle.During rheostatic brake, traction electric machine is operated in the electrical generator operating mode, will take turns all braking energys and be converted to electric energy and be input to rectification unit and inversion unit, with energy consumption on braking resistor.
At rail engineering automobile parking operating condition, lower by control system control adjustment, diesel engine drags main generator 1 and sends power frequency 50Hz three plase alternating current, can be the high-power electric Work machine energy is provided.
The MVB network service of the whole control system of GWM control and management, management, the data exchange of realization MVB network.Two GWM of full car configuration, redundant each other.Wherein a GWM fault then by change-over swith, is excised fault GWM, and another GWM is devoted oneself to work.
LCS32 is responsible for the control of car load level, mainly comprise the operation of coordinating the rail engineering automobile each several part, implement the control of rail vehicle partial logic, it is given to implement diesel engine speed, implement the control of main generating output voltage characteristic, realize the given and permanent power control of diesel engine of tractive characteristic of rail engineering automobile.Two LCS32 of full car configuration, redundant each other.Wherein a LCS32 fault then by change-over swith, is excised fault LCS32, and another LCS32 is devoted oneself to work.
DCU is responsible for gear stage control, reception is given from the tractive force of LCS32, sample the simultaneously drive feedback of middle dc voltage, traction electric machine phase current, traction electric machine rotating speed and IGBT element, utilize the IGBT element switch state of direct moment control technology control inverter module, thereby the output voltage amplitude of control inverter, phase place and frequency make the output torque of traction electric machine consistent with the given moment of LCS32.DCU finally realizes the traction/brake control of rail vehicle by the Characteristics Control to traction electric machine.When the load test, DCU receives the certainly load order from LCS32, and it is closed to drive copped wave IGBT, and braking resistor is accessed the intermediate dc loop, by resistance the output energy of the diesel motor group mode with heat energy is consumed, with checking diesel engine speed-horsepower characteristic.Full car disposes 1 DCU altogether, and DCU inside is divided into two groups of control units, controls respectively two cover power circuits of main transmission.
The radical function of IDU1 and IDU2 is for realizing the man-machine communication function of rail engineering automobile.Wherein, IDU1 is installed in the I end driver's cab of rail engineering automobile, and IDU2 is installed in the II end driver's cab of rail vehicle.
Claims (8)
1. a rail engineering automobile transmission and network control system, comprise the main transmission control system of unifying, it is characterized in that, described control system comprises an above network communication module, above computer control device, motion control unit, and described network communication module is connected with computer control device, motion control unit; Described main transmission comprises that one is embedded with the upper driving unit, gear unit comprises main generator, rectification unit, inversion unit, an above traction electric machine, an above braking resistor, main generator, rectification unit, inversion unit connect successively, inversion unit is connected with traction electric machine, braking resistor, and traction electric machine is in parallel with braking resistor; Described main generator, rectification unit are connected with computer control device, and rectification unit, inversion unit, traction electric machine are connected with motion control unit by the transmission control bus.
2. rail engineering automobile transmission according to claim 1 and network control system is characterized in that, described control system also comprises two telltales, and telltale is connected with network communication module; Described network communication module, computer control device quantity are two.
3. rail engineering automobile transmission according to claim 2 and network control system is characterized in that, described gear unit quantity is two covers; Described rectification unit comprises AC/DC changer and the rectification sensor that is connected with the AC/DC changer.
4. rail engineering automobile transmission according to claim 2 and network control system is characterized in that, described gear unit quantity is a cover; Described rectification unit comprises AC/DC changer and the rectification sensor that is connected with the AC/DC changer; Described inversion unit quantity is two, two inversion unit parallel connections.
5. rail engineering automobile transmission according to claim 4 and network control system is characterized in that, described rectification unit quantity is two, and each rectification unit mouth is connected with an inversion unit.
6. one of according to claim 3～5 described rail engineering automobile transmission and network control system, it is characterized in that, described inversion unit comprises a DC/AC changer, a DC/DC changer, two sensors, the DC/AC changer is in parallel with the DC/DC changer, the DC/AC changer is connected with first sensor, the DC/DC changer is connected with the second sensor, first sensor is connected with 1～3 traction electric machine, and the second sensor is connected with braking resistor.
7. one of according to claim 3～5 described rail engineering automobile transmission and network control system, it is characterized in that, described inversion unit comprises the DC/AC changer of 1～3 parallel connection, a DC/DC changer in parallel with the DC/AC changer, 2～4 sensors, DC/AC changer, DC/DC changer are respectively connected with a sensor, be connected with a traction electric machine with the sensor of DC/AC changer series connection, be connected with braking resistor with the sensor of DC/DC changer series connection.
8. one of according to claim 3～5 described rail engineering automobile transmission and network control system is characterized in that described traction electric machine is AC traction electric motor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201220388177XU CN202686362U (en) | 2012-08-07 | 2012-08-07 | Transmission and network control system of rail engineering vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201220388177XU CN202686362U (en) | 2012-08-07 | 2012-08-07 | Transmission and network control system of rail engineering vehicle |
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| Publication Number | Publication Date |
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| CN202686362U true CN202686362U (en) | 2013-01-23 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201220388177XU Expired - Lifetime CN202686362U (en) | 2012-08-07 | 2012-08-07 | Transmission and network control system of rail engineering vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104527659A (en) * | 2014-12-29 | 2015-04-22 | 北京二七轨道交通装备有限责任公司 | Drive system for train traction |
-
2012
- 2012-08-07 CN CN201220388177XU patent/CN202686362U/en not_active Expired - Lifetime
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104527659A (en) * | 2014-12-29 | 2015-04-22 | 北京二七轨道交通装备有限责任公司 | Drive system for train traction |
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Legal Events
| Date | Code | Title | Description |
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| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CP03 | Change of name, title or address |
Address after: The age of 412001 in Hunan Province, Zhuzhou Shifeng District Road No. 169 Patentee after: ZHUZHOU CRRC TIMES ELECTRIC Co.,Ltd. Address before: The age of 412001 in Hunan Province, Zhuzhou Shifeng District Road Patentee before: ZHUZHOU CSR TIMES ELECTRIC Co.,Ltd. |
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| CP03 | Change of name, title or address | ||
| CX01 | Expiry of patent term |
Granted publication date: 20130123 |
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| CX01 | Expiry of patent term |