CN210437178U - Hybrid power electric transmission system and rail engineering vehicle - Google Patents
Hybrid power electric transmission system and rail engineering vehicle Download PDFInfo
- Publication number
- CN210437178U CN210437178U CN201921405636.9U CN201921405636U CN210437178U CN 210437178 U CN210437178 U CN 210437178U CN 201921405636 U CN201921405636 U CN 201921405636U CN 210437178 U CN210437178 U CN 210437178U
- Authority
- CN
- China
- Prior art keywords
- circuit unit
- internal combustion
- inverter circuit
- electrically connected
- energy
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Abstract
The utility model provides a hybrid power electric transmission system, which comprises an internal combustion generator, a rectifying circuit unit electrically connected with the internal combustion generator, an inverter circuit unit electrically connected with the rectifying circuit unit, an energy accumulator electrically connected between the rectifying circuit unit and the inverter circuit unit, a traction motor electrically connected with the inverter circuit unit and a brake resistor electrically connected with the inverter circuit unit; the direct current electric energy generated by the internal combustion generator sequentially passes through the rectifying circuit unit and the inverter circuit unit and then is output to the traction motor; the direct current electric energy generated by the energy accumulator is processed by the inverter circuit unit and then is output to the traction motor; and realizing resistance braking control through the adjustment of the braking resistor. The utility model also provides a track machineshop car. Compared with the prior art, the utility model discloses a hybrid electric drive system and track machineshop car energy-concerving and environment-protective and good reliability.
Description
Technical Field
The utility model relates to an electric transmission device field especially relates to an apply to track engineering's hybrid electric drive system and track machineshop car.
Background
In recent years, with the rapid development of railways in China, railway tunnels and long and large ramp lines are more and more, and a control technology adopted by a rail engineering truck on the railways is based on an engine as transmission. Namely, the rail machineshop car of the related art is a mechanically driven vehicle or a hydraulically driven vehicle.
However, the rail-bound machineshop car of the related art has a serious pollution of exhaust gas and noise discharged when it operates in a tunnel, and a large amount of energy is wasted when it is braked on a long slope. So that the rail machineshop car of the related art cannot meet the environmental protection requirement of running in the tunnel and on the long and large ramp.
Therefore, there is a need to provide a new hybrid electric transmission system and a rail engineering vehicle to solve the above problems.
SUMMERY OF THE UTILITY MODEL
The utility model discloses the technical problem that needs to solve provides an energy-concerving and environment-protective hybrid electric drive system and track machineshop car.
In order to solve the above technical problem, the utility model provides a hybrid electric transmission system, this hybrid electric transmission system includes: the internal combustion generator is used for generating direct current electric energy; the rectifying circuit unit is electrically connected with the internal combustion generator and is used for carrying out controllable rectifying control on the internal combustion generator by adopting the minimum current and the maximum torque ratio of the internal combustion generator; the inverter circuit unit is electrically connected with the rectifying circuit unit and is used for converting the direct current electric energy processed by the rectifying circuit unit into alternating current electric energy; the energy accumulator is electrically connected between the rectifying circuit unit and the inverter circuit unit; the traction motor is electrically connected with the inverter circuit unit, and the direct current electric energy generated by the internal combustion generator is output to the traction motor after being processed by the rectifier circuit unit and the inverter circuit unit in sequence; the direct current electric energy generated by the energy accumulator is processed by the inverter circuit unit and then is output to the traction motor; and the brake resistor is electrically connected with the inverter circuit unit, and realizes the regulation of the braking torque of the traction motor and the resistance braking control through the regulation of the brake resistor.
Preferably, the direct current electric energy generated by the internal combustion generator is processed by the rectifying circuit unit and then output to the energy storage device to charge the energy storage device.
Preferably, the inverter circuit unit is further configured to recover electric energy generated when the traction motor is braked and charge the energy storage device.
Preferably, the energy storage device is a storage battery.
Preferably, the internal combustion generator comprises an internal combustion engine and a permanent magnet generator connected with the internal combustion engine, and the rectification circuit unit is electrically connected with the permanent magnet generator.
Preferably, the traction motors include two and are respectively electrically connected with the inverter circuit.
The utility model also provides a rail engineering car, include the utility model provides an above-mentioned hybrid electric transmission system.
Preferably, the hybrid electric transmission system comprises at least two sets and is controlled to operate independently of each other.
Compared with the prior art, the utility model discloses a hybrid power electric transmission system sets up the accumulator as the second power output of this system simultaneously through interior combustion generator for first power output, and the two is all handled as traction motor's power supply through inverter circuit unit, uses separately in orbital different highway sections, if use the accumulator in the tunnel for traction motor provides the electric energy, use the internal combustion generator outside the tunnel for traction motor provides the electric energy, has effectively controlled the emission of noise and tail gas; in addition, when the internal combustion generator supplies power to the traction motor, the energy accumulator is charged, and when the traction motor brakes, the energy generated by the inverter circuit unit is collected and used for charging the energy accumulator, so that the energy-saving function of the hybrid power electric transmission system is realized.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained without inventive work, wherein:
fig. 1 is a schematic circuit structure diagram of a hybrid electric transmission system of the present invention, which includes two sets of the hybrid electric transmission systems;
fig. 2 is the energy transmission schematic diagram of the hybrid electric transmission system applied to the track engineering vehicle.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.
Referring to fig. 1, the present invention provides a hybrid power electric transmission system 100, which includes an internal combustion generator 1, a rectifier circuit unit 2, an inverter circuit unit 3, an energy storage 4, a traction motor 5, and a brake resistor 6.
The internal combustion generator 1 is used for generating direct current electric energy. In the present invention, specifically, the internal combustion generator 1 includes the internal combustion engine 11 and the permanent magnet generator 12 connected to the internal combustion engine 11.
The rectifier circuit unit 2 is electrically connected to the internal combustion generator 1, and specifically, the rectifier circuit unit 2 is electrically connected to the permanent magnet generator 12. The rectifier circuit unit 2 is configured to rectify the dc power generated by the permanent magnet generator 12, and in this embodiment, the rectifier circuit unit 2 performs controllable rectification control on the internal combustion generator 1 by using a ratio of a minimum current and a maximum torque of the internal combustion generator 1.
The inverter circuit unit 3 is electrically connected with the rectifier circuit unit 2 and is used for converting the direct current electric energy processed by the rectifier circuit unit 2 into alternating current electric energy. The inverter circuit unit 3 is also used for recovering electric energy generated when the traction motor 5 is braked and charging the energy storage 4.
The energy storage device 4 is electrically connected between the rectifier circuit unit 2 and the inverter circuit unit 3. It can be used for supplying power and also for charging it via the internal combustion engine generator 1 and the traction motor 5. In the present embodiment, the accumulator 4 is a battery.
The traction motor 5 is electrically connected with the inverter circuit unit 3, and the direct current electric energy generated by the internal combustion generator 1 is converted into alternating current electric energy after being processed by the rectifier circuit unit 2 and the inverter circuit unit 3 in sequence and is output to the traction motor 5 as a first power output source of the traction motor 5; meanwhile, the direct current electric energy generated by the energy storage 4 is processed by the inverter circuit unit 3 to be converted into alternating current electric energy, and then the alternating current electric energy is output to the traction motor 5 and serves as a second power output source of the traction motor 5.
In this embodiment, the two traction motors 5 are respectively electrically connected to the inverter circuit 3, so as to improve the reliability thereof, and also drive one or two traction motors 5 to operate as required.
When the hybrid electric transmission system 100 is applied to a track engineering truck, the hybrid electric transmission system can be used in different sections of a track, for example, the energy storage device 4 is used in a tunnel to provide electric energy for the traction motor 5, and the internal combustion generator 1 is used outside the tunnel to provide electric energy for the traction motor 5, so that the emission of noise and tail gas in the tunnel is effectively controlled, and the purpose of environmental protection is achieved.
The brake resistor 6 is electrically connected to the inverter circuit unit 3, and the brake torque of the traction motor 5 is adjusted by adjusting the brake resistor 6, thereby realizing resistance brake control. Because the braking is realized through the braking torque adjustment, the friction of mechanical braking is avoided, and the emission of noise is effectively reduced.
When the hybrid electric transmission system 100 runs on a track engineering vehicle and runs outside a tunnel, the internal combustion engine 11 drives the permanent magnet generator 12 to provide energy for the traction motor 5 through the rectifier circuit unit 2 and the inverter circuit unit 3, and meanwhile, direct current electric energy generated by the internal combustion generator 1 is processed by the rectifier circuit unit 2 and then is output to the energy accumulator 4 to charge the energy accumulator.
When the vehicle is running in a tunnel, the internal combustion engine 11 is turned off, and the energy storage device 4 supplies energy to the traction motor 5 through the inverter circuit unit 3.
When the rail engineering truck implements electric braking, the traction motor 5 charges the energy storage 4 through the inverter circuit unit 3, that is, the inverter circuit unit 3 recovers braking energy of the traction motor 5 during braking and charges the energy storage 4; when the energy storage 4 is full, the braking energy of the traction motor 5 is dissipated through the braking resistor 6. The braking mode has low noise, energy conservation and environmental protection.
The utility model also provides a track machineshop car (not shown), include the utility model provides an above-mentioned hybrid electric drive system 100. Preferably, the hybrid electric drive system 100 includes at least two sets and is controlled to operate independently of each other. And selecting a single set or double sets of the hybrid electric transmission system 100 to work simultaneously according to the traction load condition of the rail engineering vehicle. The environment-friendly and energy-saving level of the rail engineering vehicle is improved, and the running reliability of the rail engineering vehicle is improved.
Referring to fig. 2, the power transmission path of the hybrid electric transmission system 100 is: the internal combustion engine 11 drives the permanent magnet generator 12 to generate direct current electric energy, the direct current electric energy is rectified by the rectifying circuit unit 2 and then input to the inverter circuit unit 3 to serve as first power output, the direct current electric energy output by the energy accumulator 4 is also input to the inverter circuit unit 3 to serve as second power output, the direct current electric energy and the second power output are converted into alternating current electric energy by the inverter circuit unit 3 and then input to the traction motor 5, the traction circuit converts the electric energy into mechanical energy and transmits the mechanical energy to the gear box, and finally the mechanical energy is transmitted to wheels by the gear box, so that the rail engineering vehicle is driven to run.
Compared with the prior art, the utility model discloses a hybrid power electric transmission system sets up the accumulator as the second power output of this system simultaneously through interior combustion generator for first power output, and the two is all handled as traction motor's power supply through inverter circuit unit, uses separately in orbital different highway sections, if use the accumulator in the tunnel for traction motor provides the electric energy, use the internal combustion generator outside the tunnel for traction motor provides the electric energy, has effectively controlled the emission of noise and tail gas; in addition, when the internal combustion generator supplies power to the traction motor, the energy accumulator is charged, and when the traction motor brakes, the energy generated by the inverter circuit unit is collected and used for charging the energy accumulator, so that the energy-saving function of the hybrid power electric transmission system is realized.
The above only is the embodiment of the present invention, not limiting the scope of the present invention, all the equivalent structures or equivalent processes of the present invention are used in the specification and the attached drawings, or directly or indirectly applied to other related technical fields, and the same principle is included in the protection scope of the present invention.
Claims (8)
1. A hybrid-electric powertrain, comprising:
the internal combustion generator is used for generating direct current electric energy;
the rectifying circuit unit is electrically connected with the internal combustion generator and is used for carrying out controllable rectifying control on the internal combustion generator by adopting the minimum current and the maximum torque ratio of the internal combustion generator;
the inverter circuit unit is electrically connected with the rectifying circuit unit and is used for converting the direct current electric energy processed by the rectifying circuit unit into alternating current electric energy;
the energy accumulator is electrically connected between the rectifying circuit unit and the inverter circuit unit;
the traction motor is electrically connected with the inverter circuit unit, and the direct current electric energy generated by the internal combustion generator is output to the traction motor after being processed by the rectifier circuit unit and the inverter circuit unit in sequence; the direct current electric energy generated by the energy accumulator is processed by the inverter circuit unit and then is output to the traction motor; and
and the brake resistor is electrically connected with the inverter circuit unit, and realizes the regulation of the braking torque of the traction motor and the resistance braking control through the regulation of the brake resistor.
2. The hybrid electric transmission system according to claim 1, wherein the dc electric energy generated by the internal combustion generator is processed by the rectifier circuit unit and then output to the energy storage device to charge the energy storage device.
3. The hybrid electric drive system of claim 2 wherein the inverter circuit unit is further configured to recover electrical energy from braking the traction motor and to charge the energy storage device.
4. The hybrid-electric powertrain of claim 1, wherein the energy storage device is a battery.
5. The hybrid electric powertrain of claim 1, wherein the internal combustion generator includes an internal combustion engine and a permanent magnet generator coupled to the internal combustion engine, the rectifier circuit unit being electrically coupled to the permanent magnet generator.
6. The hybrid-electric powertrain of claim 1, wherein the traction motors comprise two and are each electrically connected to the inverter circuit.
7. A rail-bound work vehicle, characterized in that it comprises a hybrid electric drive according to any one of claims 1 to 6.
8. The track work vehicle of claim 7 wherein the hybrid electric drive system includes at least two sets and is controlled to operate independently of each other.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921405636.9U CN210437178U (en) | 2019-08-27 | 2019-08-27 | Hybrid power electric transmission system and rail engineering vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921405636.9U CN210437178U (en) | 2019-08-27 | 2019-08-27 | Hybrid power electric transmission system and rail engineering vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN210437178U true CN210437178U (en) | 2020-05-01 |
Family
ID=70409551
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921405636.9U Active CN210437178U (en) | 2019-08-27 | 2019-08-27 | Hybrid power electric transmission system and rail engineering vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN210437178U (en) |
-
2019
- 2019-08-27 CN CN201921405636.9U patent/CN210437178U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN107776416B (en) | Rail transit hybrid power circuit, energy storage power pack and power supply method thereof | |
| CA2545552C (en) | Method and apparatus for producing tractive effort | |
| CN102130626B (en) | Variable voltage converter (VVC) with integrated battery charger | |
| US7960855B2 (en) | System and method for providing power control of an energy storage system | |
| US8950526B2 (en) | AC drive system for a vehicle | |
| CN100537292C (en) | Method for reclaiming braking energy from automobile retarder and system thereof | |
| CN101734251A (en) | Stroke-increasing electric automobile control system and control method thereof | |
| CA2378774A1 (en) | Hybrid energy power management system and method | |
| JP3924725B2 (en) | Railway vehicle drive system | |
| CN103832286B (en) | A kind of energy control method of hybrid power mine electric wheel dump | |
| EP2636556A1 (en) | Train car system control device | |
| CN105253028A (en) | Control method and device for hybrid power supply stroke-adding type electric vehicle | |
| WO2020097896A1 (en) | Energy management control system and control method for hybrid electric locomotive | |
| CN105751902A (en) | Motor full-electronic regenerative braking energy recycling system | |
| CN104527960A (en) | Ship braking energy control system and method | |
| CN202320312U (en) | Hybrid power transmission system | |
| CN110149000A (en) | Vehicle-mounted power taking driving electricity generation system power down preventing compensation system | |
| CN109591528B (en) | Hybrid power highway-railway vehicle and control system thereof | |
| CN106335373B (en) | Underground coal mine four motorized wheels brake energy recovering system of electric vehicle and method | |
| CN210437178U (en) | Hybrid power electric transmission system and rail engineering vehicle | |
| CN209738820U (en) | New forms of energy electric automobile inertial power conversion electric energy compensation charging system | |
| CN103129565A (en) | Hybrid power transmission system | |
| CN100389030C (en) | Super capacitor energy accumulating and frequency varying driving electric control system for trolleybus | |
| CN205468584U (en) | Motor all -electronin regenerative brake energy recuperation system | |
| KR102194491B1 (en) | Battery powered system for specially equipped vehicles |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20211123 Address after: No. 118, Baofu Road, Jintai District, Baoji City, Shaanxi Province Patentee after: BAOJI CRRC TIMES ENGINEERING MACHINERY Co.,Ltd. Patentee after: China National Railway Group Co., Ltd Address before: No. 118, Baofu Road, Jintai District, Baoji City, Shaanxi Province Patentee before: BAOJI CRRC TIMES ENGINEERING MACHINERY Co.,Ltd. |