CN202847693U - Electric traction system of alternating current drive locomotive - Google Patents
Electric traction system of alternating current drive locomotive Download PDFInfo
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- CN202847693U CN202847693U CN2012205627275U CN201220562727U CN202847693U CN 202847693 U CN202847693 U CN 202847693U CN 2012205627275 U CN2012205627275 U CN 2012205627275U CN 201220562727 U CN201220562727 U CN 201220562727U CN 202847693 U CN202847693 U CN 202847693U
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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
Abstract
The utility model discloses an electric traction system of an alternating current drive locomotive. The electric traction system comprises a control system, a main drive system and an auxiliary alternating current system, and further comprises a speed measuring radar arranged on a locomotive, wherein the speed measuring radar is connected with the control system and transmits collected real-time speed signals of the locomotive to the control system, the control system can judge the adhering state of a locomotive wheel set to a rail surface in real time according to the distribution of continuously changed instantaneous speed values of the locomotive, and adjust the given torque value of a traction motor in the main drive system according to the real-time change situation of the limit value of the adhesive force between the wheels of the locomotive and the rail. The electric traction system has the advantages of simple and compact structure, low cost, convenience in operation, stable and reliable operation, favorable overall performance and the like.
Description
Technical field
The utility model is mainly concerned with the electric locomotive field, refers in particular to a kind of electric traction system that is applicable to AC drive locomotive.
Background technology
In recent years, along with the domestic and international market to improving constantly that railway locomotive high-speed overload tractive property requires, the client has proposed the demand of more renewals to the following aspect of AC drive locomotive electric traction system:
(1) high-effect adhesion controller performance.The adhesion control of existing AC drive locomotive electric traction system is adopted based on the mode of calculating acceleration/accel, but locomotive wheel is when half-and-half wearing away, and train starting tractive force, continuous tractive effort are limited, can't satisfy user and the market demand.
(2) high-effect fault tractive property.Existing AC drive locomotive electric traction system is under fault traction condition, and because power of traction motor can't be regulated automatically, total tractive output can't satisfy fault tractive output requirement for restriction.
(3) low constant speed functional requirement.Existing AC drive locomotive electric traction system can't satisfy the low constant speedpump driving functions of locomotive.
(4) high ancillary system Energy Efficiency Ratio.Existing AC drive locomotive ancillary system all adopts hands over straight or part AC Drive mode, and master mode is rough, and Energy Efficiency Ratio is low, denounces in existence aspect economy and the feature of environmental protection.
The utility model content
The technical problems to be solved in the utility model just is: for the technical matters that prior art exists, the utility model provides the AC drive locomotive electric traction system of a kind of simple and compact for structure, with low cost, easy and simple to handle, stable and reliable operation, good combination property.
For solving the problems of the technologies described above, the utility model by the following technical solutions:
A kind of AC drive locomotive electric traction system comprises control system, the main transmission auxiliary converter system of unifying; Comprise that also one is arranged at the velocity radar on the locomotive, described velocity radar links to each other with control system and sends the locomotive real-time speed signal that collects to control system, described control system continues the numeric distribution real-time judge train wheel of variation and the tacky state of rail level according to the locomotive momentary velocity, and according to the real-time change situation of wheel drive track binding force limits value the given torque value of traction motor in the main transmission is regulated.
As further improvement of the utility model:
Among the microprocessor control system LCS of described control system the low constant speed control module is set, among the motion control unit DCU of described control system the tractive characteristic control module is set, described low constant speed control module links to each other with low constant speed handle; When locomotive transferred low constant speed operating mode to, described low constant speed control module passed through to regulate the given variation of tractive force or braking force according to the constant speed instruction of low constant speed handle, make locomotive operation in command speed.
Among the microprocessor control system LCS in the described control system LCS fault traction control module is set, DCU fault traction control module is set among the motion control unit DCU of described control system; When a certain traction motor of monitoring or its corresponding inversion module fault, described LCS fault traction control module is redistributed tractive force, DCU fault traction control module block according to control command that the corresponding inversion module of fault drives and to traction motor given torque redistribute.
Described auxiliary converter system mainly comprises auxiliary converter control unit ACU, two cover excitation module, several auxiliary converter modules and several AC-DC-AC frequency-variable modules, described excitation module links to each other with the mouth of pilot alternator, and the mouth of described excitation module links to each other with assistant load behind auxiliary converter module and corresponding with it AC-DC-AC frequency-variable module.
Compared with prior art, the utility model has the advantage of:
(1) the utility model can improve the adhesion control policy, significantly promotes adhesive performance.The utility model has adopted the adhesion control policy based on radar velocity measurement, and when locomotive wheel half-and-half wore away, the train starting tractive force can reach 600kN, and it is 16km/h that continuous tractive effort can reach 520kN(speed).
(2) the utility model has been realized fault traction optimization, can significantly promote the fault tractive property.When one or more traction motor fault, then control system control residue traction motor is by the design Operation at full power, so that the locomotive traction loss in efficiency is minimum.
(3) the utility model is used the low constant speed control technology, has realized that locomotive hangs down the constant speed function.Locomotive possesses and can carry out constant speed control function in arbitrary speed set point of 0.5～10km/h, and unit or coupled running all can realize.
(4) the utility model has been realized the full variable frequency control of assistant load, and all cooling system loads are all carried out varying frequency starting and according to cooling system temperature converting operation.When guaranteeing cooling performance, reduced to greatest extent the consumption of locomotive auxiliary energy.
Description of drawings
Fig. 1 is the frame principles schematic diagram of the utility model structure.
Fig. 2 is the frame principles schematic diagram of main transmission in the specific embodiment.
Fig. 3 is the frame principles schematic diagram of control system in the specific embodiment.
Fig. 4 is the frame principles schematic diagram of auxiliary converter system in the specific embodiment.
Marginal data:
1, control system; 101, LCS fault traction control module; 102, DCU fault traction control module; 103, low constant speed control module; 104, tractive characteristic control module; 105, low constant speed handle; 2, main transmission; 201, main generator; 202, traction convertor; 203, traction motor; 204, braking resistor; 3, auxiliary converter system; 301, auxiliary converter control unit; 302, AC-DC-AC frequency-variable module; 303, pilot alternator; 304, excitation module; 401, velocity radar.
The specific embodiment
Below with reference to Figure of description and specific embodiment the utility model is described in further details.
As shown in Figure 1, AC drive locomotive electric traction of the present utility model system, comprise control system 1, main transmission 2 and auxiliary converter system 3, main transmission 2 is used for that horsepower output with diesel engine is delivered to bogie truck and is the electric braking energy with the kinetic transformation of locomotive, thereby realizes traction and the braking function of locomotive; Control system 1 is used for realizing the functions such as locomotive control, call management, supervision and trouble diagnosing; Auxiliary converter system 3 is used for being in charge of locomotive assisting system, in conjunction with the mode of operation of locomotive operation operating mode and each parts of main transmission, controls operating voltage and the frequency of operation of each helper motor, realizes that the consumption of locomotive auxiliary power minimizes management.
The utility model arranges velocity radar 401 at locomotive, velocity radar 401 links to each other with communication transfer interface module HCM in the control system 1 by the RS485 mode, the locomotive real-time speed signal that collects is sent to motion control unit DCU1 and the DCU2 of control system 1.Utilize velocity radar 401 to continue to monitor and the accurate locomotive operation momentary velocity that obtains, adhesion control module among DCU1 and the DCU2 continues the numeric distribution of variation according to the locomotive momentary velocity, by the COMPREHENSIVE CALCULATING analysis, the tacky state of real-time judge train wheel and rail level, real-time change situation according to wheel drive track binding force limits value, by the tractive characteristic control module among DCU1 and the DCU2, the given torque value of traction electric machine is regulated, reach maximum adhesion utilization.In the utility model, since the introducing of velocity radar 401, step-by-step counting speed sensor relatively in the past, and frequency acquisition, the accuracy and precision of locomotive speed are largely increased; Simultaneously, the adhesion control module has also been carried out corresponding optimization for velocity radar 401, and then has promoted whole handling property and precision.
As shown in Figure 2, in the present embodiment, main transmission 2 comprises that correspondence arranges three traction motors 203 and a braking resistor 204 on each bogie trucks of a main generator 201, a traction convertor 202, six traction motors 203 and 204, one locomotives of two braking resistors.The three plase alternating current of main generator 201 outputs converts direct current (DC) to after the rectification module rectification of traction convertor 202, the inverter of traction convertor 202 becomes dc inverter the three plase alternating current of frequency and voltage variable, give three asynchronous traction motors that are positioned on the same bogie truck 203 power supplies, realize the traction of locomotive.When carrying out electric braking, traction motor 203 uses as electrical generator, is the intermediate dc link that electric energy inputs to traction convertor 202 with the kinetic transformation of locomotive, by braking resistor 204 with this energy dissipation.When locomotive carries out from the load test, the out-put supply of main generator 201 inputs to the intermediate dc loop after rectification, chopper by opening traction convertor 202 with the energy consumption of diesel powerplant on braking resistor 204, with the power out-put characteristic of checking diesel powerplant.
As shown in Figure 3, in the present embodiment, control system 1 mainly comprises Locomotive Microcomputer Control System LCS32(such as 32 microcomputers of diesel locomotive), motion control unit DCU, vehicle control module VCM, communication transfer interface module HCM, intelligent display IDU, failure record unit ERU, control unit of engine ECM, brak control unit BCU, classify device EOT and LEADER (Locative Engineer Assist Display as; Event Recorder) composition such as.This control system 1 integrates locomotive control, call management, supervision and diagnosis function.Adopt the MVB bus to communicate between each parts in the control system 1, communicate by RS485 between the auxiliary converter control unit ACU in the LCS32 of control system 1 and the auxiliary converter system 3.
Wherein, microprocessor control system LCS32 is used for being responsible for the control of locomotive level, and radical function comprises the operation of coordinating the locomotive each several part, implement the logic control of locomotive level, realize diesel engine speed regulation control, implement the control of main generating output voltage characteristic, regulate the DC auxiliary generator output voltage, realize the traction of locomotive/the given and permanent power control of diesel engine of electric braking characteristic and realize heavy joint control system etc. under the low constant speed of locomotive and the power regulation pattern.LCS32 communicates by letter with control unit of engine ECM by the CAN bus, communicates by MVB bus and failure record unit ERU.
Motion control unit DCU is used for being responsible for gear stage control, and it is DCU1 and DCU2 among Fig. 1 that car load is equipped two DCU(altogether) control respectively the power of two bogie trucks.DCU receives given from the tractive force of LCS32, sample the simultaneously drive feedback of middle dc voltage, electric machine phase current, motor 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 motor 203 consistent with the given moment of LCS32.DCU is by to the Characteristics Control of traction motor 203, finally realizes the traction of locomotive/electric braking Characteristics Control.
The radical function of intelligent display IDU is for realizing the man-machine communication function of locomotive, and car load is equipped two IDU altogether, is installed in respectively the two ends driver's cab.
Vehicle control module VCM is used for the whole MVB network communicating system of control and management, realizes management, the data exchange of MVB network.Car load is equipped with two VCM, realizes that heat is redundant, and when one of them VCM fault, another one VCM takes over the call management function automatically.
Communication transfer interface module HCM mainly bears the transition of communications function, realizes RS485, RS422(HDLC agreement) with the conversion of MVB communication pattern, communicate by RA422 and RS485 and brake and LEADER respectively.
The utility model further arranges low constant speed control module 103, tractive characteristic control module 104 is set in motion control unit DCU in the microprocessor control system LCS32 of control system 1, low constant speed control module 103 is by low constant speed handle 105 controls.When locomotive transferred low constant speed operating mode to, LCS32 by regulating the given variation of tractive force or braking force, made locomotive operation in command speed according to the constant speed instruction of low constant speed handle 105.Therefore, electric traction of the present utility model system has increased a brand-new operating mode---and low constant speed operating mode, control system 1 will realize according to the low constant speed control instruction that the driver is sent by low constant speed handle 105 constant-speed operation control.
The utility model further arranges LCS fault traction control module 101 among the microprocessor control system LCS32 in control system 1, DCU fault traction control module 102 is set in motion control unit DCU.When DCU monitors a certain traction motor 203 or its corresponding inversion module fault, LCS32 will change the Fault Control state automatically over to, carry out LCS fault traction control module 101, and tractive force is redistributed.DCU fault traction control module 102 is blocked the corresponding inversion module of fault and is driven according to the LCS32 control command, and 203 given torques are redistributed to traction motor simultaneously.After adopting said structure, traction convertor, traction motor 203 are reserved fault tractive output allowance in design process, when a certain traction motor 203 or its corresponding inversion module fault, other traction motors 203 and inversion module thereof will be under LCS32, DCU control automatic lifting, to reduce fault to the impact of traction.
As shown in Figure 4, in the present embodiment, auxiliary converter system 3 mainly is in charge of auxiliary each parts that exchange of locomotive, the output voltage of control pilot alternator 303, mode of operation in conjunction with locomotive operation operating mode and each parts of main transmission, control operating voltage and the frequency of operation of each helper motor, realize that the consumption of locomotive auxiliary power minimizes management.Auxiliary converter system 3 comprises that mainly auxiliary converter control unit ACU 301(namely comprises the ACU1 of A cabinet and the ACU2 of B cabinet, AC1～AC5), two cover excitation modules 304, AC-DC-AC frequency-variable module 302, filter reactor, isolating transformer and corresponding contactless switch, circuit breaker etc.The purposes that energizing circuit in auxiliary converter system 3 is provided with two cover excitation modules are: when a set of fault wherein, automatically another set of excitation module is dropped into.
In this example, auxiliary converter system 3 adopts split-type structural based on the consideration of car load entire arrangement, is divided into AuCT A cabinet and AuCT B cabinet.The type of cooling of auxiliary converter cabinet is air-cooled, carries cooling blower.
Under normal circumstances, the assistant loads such as AuCT A cabinet control high-temperature water cooling blower fan, middle cold water cooling blower, the first traction ventilator, the second traction ventilator are according to the load temperature variable frequency work, control the first Air compressor and the second Air compressor varying frequency starting, fixed frequently work.AuCT B cabinet is controlled 3 phase 380V/50Hz loads and the surely frequently level pressure work of single-phase AC240V household electricity.When the auxiliary converter module et out of order more than one of them, automatically switched by auxiliary converter control unit ACU 301 control assistant loads.Specific as follows:
When the AC1 fault, auxiliary converter control unit ACU 301 control high-temperature water cooling blower fans are directly by pilot alternator 303 power supplies.
When the AC2 fault, the cold water cooling blower is directly by pilot alternator 303 power supplies in auxiliary converter control unit ACU 301 controls.
When the AC3 fault, auxiliary converter control unit ACU 301 control the first traction ventilators and the second traction ventilator are directly powered by pilot alternator 303, the control of delaying time when two ventilating sets drop into.
When the AC4 fault, auxiliary converter control unit ACU 301 control the first Air compressors and the second Air compressor are powered by AC3, and control the first traction ventilator and the second traction ventilator directly by pilot alternator 303 power supplies, the control of delaying time during input.
When the AC5 fault, auxiliary converter control unit ACU 301 control control 3 phase 380V/50Hz loads and single-phase AC240V household electricity are powered by AC2, and the cold water cooling blower is directly powered by pilot alternator 303 in the control simultaneously.
In the conventional art, assistant load directly is articulated on the three phase circuit, starts impact larger, can't realize variable frequency control.In the utility model, each assistant load drives by an AC-DC-AC frequency-variable module 302, like this can be in conjunction with locomotive operation operating mode and assistant load demand, control operating voltage and the frequency of operation of each helper motor, realize that the consumption of locomotive auxiliary power minimizes management, finally realizes the full variable frequency control of assistant load.
Below only be preferred implementation of the present utility model, protection domain of the present utility model also not only is confined to above-described embodiment, and all technical schemes that belongs under the utility model thinking all belong to protection domain of the present utility model.Should be pointed out that for those skilled in the art, the some improvements and modifications not breaking away under the utility model principle prerequisite should be considered as protection domain of the present utility model.
Claims (4)
1. AC drive locomotive electric traction system, comprise control system (1), main transmission (2) and auxiliary converter system (3), it is characterized in that: comprise that also one is arranged at the velocity radar (401) on the locomotive, described velocity radar (401) links to each other with control system (1) and sends the locomotive real-time speed signal that collects to control system (1), described control system (1) continues the numeric distribution real-time judge train wheel of variation and the tacky state of rail level according to the locomotive momentary velocity, and according to the real-time change situation of wheel drive track binding force limits value the given torque value of traction motor (203) in the main transmission (2) is regulated.
2. AC drive locomotive electric traction according to claim 1 system, it is characterized in that: low constant speed control module (103) is set among the microprocessor control system LCS32 of described control system (1), tractive characteristic control module (104) is set among the motion control unit DCU of described control system (1), and described low constant speed control module (103) links to each other with low constant speed handle (105); When locomotive transferred low constant speed operating mode to, described low constant speed control module (103) passed through to regulate the given variation of tractive force or braking force according to the constant speed instruction of low constant speed handle (105), make locomotive operation in command speed.
3. AC drive locomotive electric traction according to claim 1 system, it is characterized in that: among the microprocessor control system LCS32 in the described control system (1) LCS fault traction control module (101) is set, DCU fault traction control module (102) is set among the motion control unit DCU of described control system (1); When monitoring a certain traction motor (203) or its corresponding inversion module fault, described LCS fault traction control module (101) is redistributed tractive force, DCU fault traction control module (102) block according to control command that the corresponding inversion module of fault drives and to traction motor (203) given torque redistribute.
4. according to claim 1 and 2 or 3 described AC drive locomotive electric traction systems, it is characterized in that: described auxiliary converter system (3) mainly comprises auxiliary converter control unit (301), two cover excitation module (304) and several AC-DC-AC frequency-variable modules (302), described excitation module (304) links to each other with the mouth of pilot alternator (303), and the mouth of described excitation module (304) links to each other with assistant load behind the AC-DC-AC frequency-variable module (302) of auxiliary converter module and correspondence.
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| Application Number | Priority Date | Filing Date | Title |
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| CN2012205627275U CN202847693U (en) | 2012-10-30 | 2012-10-30 | Electric traction system of alternating current drive locomotive |
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| CN2012205627275U CN202847693U (en) | 2012-10-30 | 2012-10-30 | Electric traction system of alternating current drive locomotive |
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Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104527452A (en) * | 2014-12-16 | 2015-04-22 | 南车株洲电力机车研究所有限公司 | Electric drive control system for dumper and dumper system |
| 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 |
| CN105857321A (en) * | 2016-05-28 | 2016-08-17 | 中车永济电机有限公司 | 1,000 KW heavy motor trolley alternating current transmission system |
| CN106314203A (en) * | 2015-06-30 | 2017-01-11 | 南车株洲电力机车研究所有限公司 | Alternating-current driving control system |
| CN106314196A (en) * | 2016-08-30 | 2017-01-11 | 广州电力机车有限公司 | Control system and control method for antique-looking sightseeing train |
| CN106379177A (en) * | 2016-11-21 | 2017-02-08 | 株洲中车时代电气股份有限公司 | Internal combustion locomotive electric braking energy feedback converter and control method |
| CN109733423A (en) * | 2018-12-21 | 2019-05-10 | 湘电重型装备有限公司 | A kind of large-tonnage Tunnel Engineering heavy haul train electric control system |
| CN110001672A (en) * | 2019-05-10 | 2019-07-12 | 中车资阳机车有限公司 | A kind of power concentration formula direct current Diesel Multiple Unit power supply system of train |
| CN110406549A (en) * | 2019-09-04 | 2019-11-05 | 宝鸡中车时代工程机械有限公司 | A kind of hybrid power railcar drawn using diesel engine and power accumulator |
| CN110411753A (en) * | 2018-04-28 | 2019-11-05 | 株洲中车时代电气股份有限公司 | A kind of diesel locomotive fault diagnosis system |
| WO2021135415A1 (en) * | 2019-12-30 | 2021-07-08 | 中车大连机车车辆有限公司 | Locomotive and weighted parameter adhesion control method therefor |
| CN113665596A (en) * | 2021-08-25 | 2021-11-19 | 中车南京浦镇车辆有限公司 | Train traction braking force distribution method suitable for unmanned driving |
-
2012
- 2012-10-30 CN CN2012205627275U patent/CN202847693U/en not_active Expired - Lifetime
Cited By (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104527452A (en) * | 2014-12-16 | 2015-04-22 | 南车株洲电力机车研究所有限公司 | Electric drive control system for dumper and dumper system |
| 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 |
| CN106314203A (en) * | 2015-06-30 | 2017-01-11 | 南车株洲电力机车研究所有限公司 | Alternating-current driving control system |
| CN106314203B (en) * | 2015-06-30 | 2019-04-19 | 南车株洲电力机车研究所有限公司 | A/C transmission control system |
| CN105857321A (en) * | 2016-05-28 | 2016-08-17 | 中车永济电机有限公司 | 1,000 KW heavy motor trolley alternating current transmission system |
| CN106314196A (en) * | 2016-08-30 | 2017-01-11 | 广州电力机车有限公司 | Control system and control method for antique-looking sightseeing train |
| CN106379177A (en) * | 2016-11-21 | 2017-02-08 | 株洲中车时代电气股份有限公司 | Internal combustion locomotive electric braking energy feedback converter and control method |
| CN110411753A (en) * | 2018-04-28 | 2019-11-05 | 株洲中车时代电气股份有限公司 | A kind of diesel locomotive fault diagnosis system |
| CN109733423A (en) * | 2018-12-21 | 2019-05-10 | 湘电重型装备有限公司 | A kind of large-tonnage Tunnel Engineering heavy haul train electric control system |
| CN109733423B (en) * | 2018-12-21 | 2020-04-28 | 湘电重型装备有限公司 | Electrical control system of large-tonnage tunnel engineering heavy-duty train |
| CN110001672A (en) * | 2019-05-10 | 2019-07-12 | 中车资阳机车有限公司 | A kind of power concentration formula direct current Diesel Multiple Unit power supply system of train |
| CN110001672B (en) * | 2019-05-10 | 2023-05-30 | 中车资阳机车有限公司 | Power centralized type direct-current internal combustion motor train unit train power supply system |
| CN110406549A (en) * | 2019-09-04 | 2019-11-05 | 宝鸡中车时代工程机械有限公司 | A kind of hybrid power railcar drawn using diesel engine and power accumulator |
| CN110406549B (en) * | 2019-09-04 | 2024-03-01 | 宝鸡中车时代工程机械有限公司 | Hybrid power rail car drawn by diesel engine and power storage battery |
| WO2021135415A1 (en) * | 2019-12-30 | 2021-07-08 | 中车大连机车车辆有限公司 | Locomotive and weighted parameter adhesion control method therefor |
| CN113665596A (en) * | 2021-08-25 | 2021-11-19 | 中车南京浦镇车辆有限公司 | Train traction braking force distribution method suitable for unmanned driving |
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| 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: 412001 Hunan Province, Zhuzhou Shifeng District Tian Xin era Road No. 169 Patentee before: ZHUZHOU CSR TIMES ELECTRIC Co.,Ltd. |
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Granted publication date: 20130403 |