CN219790154U - Direct-current power supply variable-frequency air conditioner control system of railway vehicle and variable-frequency air conditioner - Google Patents
Direct-current power supply variable-frequency air conditioner control system of railway vehicle and variable-frequency air conditioner Download PDFInfo
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- CN219790154U CN219790154U CN202321267249.XU CN202321267249U CN219790154U CN 219790154 U CN219790154 U CN 219790154U CN 202321267249 U CN202321267249 U CN 202321267249U CN 219790154 U CN219790154 U CN 219790154U
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- 238000006243 chemical reaction Methods 0.000 claims description 68
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- 239000003990 capacitor Substances 0.000 claims description 25
- 238000004146 energy storage Methods 0.000 claims description 7
- 238000012423 maintenance Methods 0.000 claims description 6
- 238000004378 air conditioning Methods 0.000 description 8
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Abstract
The utility model discloses a direct current power supply variable frequency air conditioner control system of a railway vehicle and a variable frequency air conditioner, which comprise a controller, a direct current power supply module, a first inversion module, a second inversion module, a third inversion module, a fourth inversion module and a fifth inversion module.
Description
Technical Field
The utility model relates to the field of variable frequency air conditioners of railway vehicles, in particular to a direct current power supply variable frequency air conditioner control system of a railway vehicle and a variable frequency air conditioner.
Background
The variable-frequency air conditioning system of the railway vehicle is a special air conditioning system specially used for railway passenger trains, in the existing urban rail transit traction power supply system, the power supply voltage of a contact net is DC 500V-900V (nominal value: DC 750V) or DC 1000-2000V (nominal value: DC 1500V), a vehicle-mounted auxiliary converter is subjected to repeated rectification and inversion to be an AC380V alternating current power supply to supply power to the air conditioning system, an AC380V frequency converter is additionally arranged in the air conditioning system, the AC380V alternating current power supply is rectified to DC540V, and then the AC380V alternating current power supply is subjected to chopper inversion to be a power supply with adjustable voltage and frequency by an IGBT to realize speed regulation of a compressor so as to achieve the aim of energy conservation of the air conditioning system; however, the power supply in the above manner needs to undergo multiple ac/dc conversions, resulting in unnecessary energy loss.
Disclosure of Invention
The utility model aims to overcome the defects and shortcomings of the prior art, and provides a direct-current power supply variable-frequency air conditioner control system for a railway vehicle and a variable-frequency air conditioner for the railway vehicle, which can improve the energy utilization efficiency of the variable-frequency air conditioner for the railway vehicle and save electric energy.
The utility model provides a control system of a rail vehicle direct current power supply variable frequency air conditioner, which is applied to the rail vehicle variable frequency air conditioner, wherein the rail vehicle variable frequency air conditioner comprises a first compressor, a second compressor, a first fan, an electric heater and a second fan, and the control system of the rail vehicle direct current power supply variable frequency air conditioner comprises a controller, a direct current power supply module, a first inversion module, a second inversion module, a third inversion module, a fourth inversion module and a fifth inversion module;
the controller is respectively in communication connection with the control end of the first inversion module, the control end of the second inversion module, the control end of the third inversion module, the control end of the fourth inversion module and the control end of the fifth inversion module;
the direct current power supply module comprises a first voltage conversion unit for converting input voltage into preset voltage, wherein the input end of the first voltage conversion unit is connected with a power supply, and the output end of the first voltage conversion unit is respectively connected with the input end of the first inversion module, the input end of the second inversion module, the input end of the third inversion module, the input end of the fourth inversion module and the input end of the fifth inversion module;
the output end of the first inversion module is connected with the first compressor, the output end of the second inversion module is connected with the second compressor, the output end of the third inversion module is connected with the first fan, the output end of the fourth inversion module is connected with the electric heater, and the output end of the fifth inversion module is connected with the second fan.
In a second aspect, the utility model provides a variable frequency air conditioner, which comprises a first compressor, a second compressor, a first fan, an electric heater, a second fan and the control system of the direct current power supply variable frequency air conditioner of the railway vehicle;
the first compressor is connected with the output end of the first inversion module, the second compressor is connected with the output end of the second inversion module, the first fan is connected with the output end of the third inversion module, the electric heater is connected with the output end of the fourth inversion module, and the second fan is connected with the output end of the fifth inversion module.
In the embodiment of the utility model, the variable frequency control of the first compressor is realized by utilizing the first inversion module, the variable frequency control of the second compressor is realized by utilizing the second inversion module, the variable frequency control of the first fan is realized by utilizing the third inversion module, the variable frequency control of the electric heater is realized by utilizing the fourth inversion module, and the variable frequency control of the second fan is realized by utilizing the fifth inversion module, so that the variable frequency air conditioner of the railway vehicle does not only realize the variable frequency of the pure compressor, but also realize the full variable frequency of all loads, the energy utilization efficiency of the variable frequency air conditioner of the railway vehicle is improved, and the electric energy is saved.
For a better understanding and implementation, the present utility model is described in detail below with reference to the drawings.
Drawings
FIG. 1 is a schematic diagram of a control system for a DC powered variable frequency air conditioner of a rail vehicle in one embodiment of the utility model;
FIG. 2 is a circuit diagram of a buffer circuit in one embodiment of the utility model;
fig. 3 is a schematic diagram of an application scenario of a dc-powered variable-frequency air conditioner control system for a rail vehicle according to an embodiment of the present utility model;
fig. 4 is a circuit diagram of a first inverter module in one embodiment of the utility model;
FIG. 5 is a schematic diagram of a DC powered inverter air conditioner control system for a rail vehicle in accordance with another embodiment of the present utility model;
fig. 6 is a schematic structural view of a variable frequency air conditioner in an embodiment of the present utility model.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present utility model more apparent, the manner of the present utility model will be described in further detail with reference to the accompanying drawings.
It should be understood that the described embodiments are merely some, but not all, embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the utility model. As used in this specification and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any or all possible combinations of one or more of the associated listed items.
When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples do not represent all implementations consistent with the utility model. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the utility model as detailed in the accompanying claims. In the description of the present utility model, it should be understood that the terms "first," "second," "third," and the like are used merely to distinguish between similar objects and are not necessarily used to describe a particular order or sequence, nor should they be construed to indicate or imply relative importance. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.
Furthermore, in the description of the present utility model, unless otherwise indicated, "a number" means two or more. "and/or", describes an association relationship of an association object, and indicates that there may be three relationships, for example, a and/or B, and may indicate: a exists alone, A and B exist together, and B exists alone. The character "/" generally indicates that the context-dependent object is an "or" relationship.
As shown in fig. 1, the present utility model provides a control system of a rail vehicle dc power supply variable frequency air conditioner, which is applied to a rail vehicle variable frequency air conditioner, wherein the rail vehicle variable frequency air conditioner comprises a first compressor, a second compressor, a first fan, an electric heater and a second fan, and the control system of the rail vehicle dc power supply variable frequency air conditioner comprises a controller 110, a dc power supply module 120, a first inverter module 130, a second inverter module 140, a third inverter module 150, a fourth inverter module 160 and a fifth inverter module 170;
the controller 110 is respectively connected with the control end of the first inverter module 130, the control end of the second inverter module 140, the control end of the third inverter module 150, the control end of the fourth inverter module 160 and the control end of the fifth inverter module 170 in a communication manner;
the controller 110 may be in communication connection with the control end of the first inverter module 130, the control end of the second inverter module 140, the control end of the third inverter module 150, the control end of the fourth inverter module 160, and the control end of the fifth inverter module 170 in a communication manner such as RS485, CAN, or ethernet, and/or the controller 110 may be in communication connection with the control end of the first inverter module 130, the control end of the second inverter module 140, the control end of the third inverter module 150, the control end of the fourth inverter module 160, and the control end of the fifth inverter module 170 in a hardware connection manner, so as to prevent each module from losing control during a communication failure, and improve reliability of the system.
In the embodiment of the utility model, the controller 110 CAN be a control chip such as an LPC1778 chip, and the controller CAN be provided with a communication interface such as an RS485 interface, a CAN interface, an Ethernet interface and the like, and the communication interface is used for communication connection with each module of the direct current power supply variable frequency air conditioner control system of the railway vehicle.
The dc power supply module 120 includes a first voltage conversion unit 121 for converting an input voltage into a preset voltage, an input end of the first voltage conversion unit 121 is connected to a power source, and an output end of the first voltage conversion unit 121 is connected to an input end of the first inverter module 130, an input end of the second inverter module 140, an input end of the third inverter module 150, an input end of the fourth inverter module 160, and an input end of the fifth inverter module 170, respectively;
the output end of the first inverter module 130 is connected with the first compressor, the output end of the second inverter module 140 is connected with the second compressor, the output end of the third inverter module 150 is connected with the first fan, the output end of the fourth inverter module 160 is connected with the electric heater, and the output end of the fifth inverter module 170 is connected with the second fan.
The input voltage may be the catenary supply voltage DC750V or DC1500V.
The dc power supply module 120 is configured to output a voltage signal of a preset voltage, in this embodiment, the preset voltage may be determined according to an operating parameter of a variable frequency air conditioner of a rail vehicle, in this embodiment, the preset voltage is 600V, and the first voltage conversion unit 121 may be configured to convert an input voltage into a 600V voltage signal.
The first voltage conversion unit 121 may perform voltage conversion using an existing dc-dc converter, which may be determined according to an electric power parameter of the inverter air conditioner of the rail vehicle.
In one embodiment, the first voltage conversion unit 121 includes a buffer circuit, a first filter circuit, a first voltage conversion circuit, a first rectifying circuit, and a second filter circuit, which are sequentially connected.
The buffer circuit is used for playing a role of power-on buffer.
The first filter circuit is used for inhibiting voltage fluctuation and high-frequency interference at the side of the contact net and plays a role in stabilizing direct-current voltage.
The first voltage conversion circuit is used for converting input voltage into preset voltage, and the voltage output by the first voltage conversion circuit is rectified and filtered by the first rectifying circuit and the second filtering circuit to obtain a stable voltage signal. The first rectifying circuit may rectify by using rectifying elements such as a bridge rectifier, and the second filtering circuit may be an LC filtering circuit.
The first voltage conversion circuit can be a DC/DC converter, the DC/DC converter adopts vector control without a speed sensor, low rotation speed and dynamic response of the rotation speed are realized, and the reliability of a direct current power supply variable frequency air conditioner control system of the railway vehicle is improved; the DC/DC converter can output stable 600V direct current voltage, only an inversion module with a DC1200V withstand voltage level is needed when the 600V direct current voltage is converted into the frequency-adjustable voltage, no additional filter is needed, insulation failure of equipment such as a fan, an electric heater, a compressor and the like of the variable frequency air conditioner of the railway vehicle can be effectively prevented, and the reliability of the variable frequency air conditioner of the railway vehicle is improved.
As shown in fig. 2, in one embodiment, the snubber circuit includes a first contactor, a third fuse, a snubber resistor, a second contactor, a voltage sensor, and a storage capacitor; the controller is connected with the control end of the first contactor and the control end of the second contactor respectively, the first end of the first contactor is connected with the first input end of the storage battery, the second end of the first contactor is connected with the first end of the third fuse, the second end of the third fuse is connected with the first end of the buffer resistor and the first end of the second contactor respectively, the second end of the second contactor is connected with the second end of the buffer resistor, the first end of the voltage sensor, the first end of the energy storage capacitor and the first input end of the first filter circuit respectively, and the second input end of the storage battery is connected with the second end of the voltage sensor, the second end of the energy storage capacitor and the second input end of the first filter circuit respectively.
Because of the characteristic that the voltage of the capacitor cannot be suddenly changed, when the voltage of the capacitor is 0 in a dead state, the capacitor is equivalent to a short circuit state, and if the capacitor is directly charged to generate a great charging current, the whole loop is equivalent to a short circuit, and a short circuit fault of a power supply and burning loss of a DC/DC converter circuit or a device are caused.
Therefore, in the utility model, the controller performs self-checking on the DC/DC converter after power-on, after the self-checking successfully determines that the DC/DC converter can work normally, the controller sends a first control signal to the first contactor to enable the first contactor contact to be attracted, the energy storage capacitor is subjected to current-limiting charging through the buffer resistor to inhibit the maximum charging current, the charging voltage is gradually built on the energy storage capacitor along with the extension of the charging process, when the voltage sensor detects that the voltage amplitude of the two ends of the capacitor reaches 80% of the input voltage, the controller sends a second control signal to enable the second contactor contact to be attracted, the DC/DC converter enters a working state, and the reliability of the circuit is improved.
The first inverter module 130, the second inverter module 140, the third inverter module 150, the fourth inverter module 160 and the fifth inverter module 170 are configured to convert a voltage signal of a preset voltage into a voltage signal with adjustable frequency, where the voltage signal can be applied to a first compressor, a second compressor, a first fan, a second fan and an electric heater of a variable frequency air conditioner of a rail vehicle, so that the variable frequency air conditioner of the rail vehicle does not need to be simply converted by the compressor any more, and all loads are fully converted, thereby improving the energy saving effect of the variable frequency air conditioner of the rail vehicle.
In the embodiment of the utility model, the first fan can be a condensing fan of the variable frequency air conditioner of the railway vehicle, and the second fan can be a ventilator of the variable frequency air conditioner of the railway vehicle.
The first inverter module 130, the second inverter module 140, the third inverter module 150, the fourth inverter module 160 and the fifth inverter module 170 in the embodiment of the present utility model may adopt an existing inverter circuit or an inverter frequency conversion chip to convert a voltage signal of a preset voltage into a voltage signal with adjustable frequency, where the voltage signals output by the first inverter module 130, the second inverter module 140, the third inverter module 150, the fourth inverter module 160 and the fifth inverter module 170 may be different or the same, and may specifically be determined according to the working parameters of the first compressor, the second compressor, the first fan, the second fan and the electric heater. The operating parameters may include voltage, power, etc.
The power of each inverter module can be determined according to the motor load actually used by the variable-frequency air conditioner of the railway vehicle, as shown in fig. 3, in the embodiment of the utility model, the variable-frequency air conditioner of the railway vehicle comprises a first variable-frequency compressor, a second variable-frequency compressor, a first condensing fan, a second condensing fan, a first electric heater, a second electric heater, a first ventilator and a second ventilator, and for the first variable-frequency compressor and the second variable-frequency compressor, the first inverter module and the second inverter module can adopt 11KW inverter variable-frequency modules to realize variable-frequency control; the first condensing fan and the second condensing fan can share a third inversion module, the third inversion module can adopt an inversion frequency conversion module of 2.5KW to realize frequency conversion control, the first electric heater and the second electric heater can share a fourth inversion module, the fourth inversion module can adopt an inversion frequency conversion module of 2.5KW to realize frequency conversion control, the first ventilator and the second ventilator can share a fifth inversion module, and the fifth inversion module can adopt an inversion frequency conversion module of 2.5KW to realize frequency conversion control.
In the embodiment of the utility model, the variable frequency control of the first compressor is realized by utilizing the first inversion module, the variable frequency control of the second compressor is realized by utilizing the second inversion module, the variable frequency control of the first fan is realized by utilizing the third inversion module, the variable frequency control of the electric heater is realized by utilizing the fourth inversion module, and the variable frequency control of the second fan is realized by utilizing the fifth inversion module, so that the variable frequency air conditioner of the railway vehicle does not only realize the variable frequency of the pure compressor, but also realize the full variable frequency of all loads, the energy utilization efficiency of the variable frequency air conditioner of the railway vehicle is improved, and the electric energy is saved.
The structures of the first, second, third, fourth and fifth inverter modules 130, 140, 150, 160 and 170 may be the same or different.
In one embodiment, the first inverter module 130, the second inverter module 140, the third inverter module 150, the fourth inverter module 160, and the fifth inverter module 170 have the same structure, and the first inverter module 130 is taken as an example, and the structures of the first inverter module 130, the second inverter module 140, the third inverter module 150, the fourth inverter module 160, and the fifth inverter module 170 are described below:
as shown in fig. 4, the first inverter module 130 includes a first capacitor C1, a second capacitor C2, a first diode D1, a second diode D2, a third diode D3, a fourth diode D4, a fifth diode D5, a sixth diode D6, a first insulated gate bipolar transistor Q1, a second insulated gate bipolar transistor Q2, a third insulated gate bipolar transistor Q3, a fourth insulated gate bipolar transistor Q4, a fifth insulated gate bipolar transistor Q5, and a sixth insulated gate bipolar transistor Q6;
a first end of the first capacitor C1 is connected to the first output end of the first voltage conversion unit 121, a second end of the first capacitor C1 is connected to a first end of the second capacitor C2 and the first input end of the first compressor, and a second end of the second capacitor C2 is connected to the second output end of the first voltage conversion unit 121;
the gate of the first insulated gate bipolar transistor Q1 is connected to the cathode of the first diode D1, the anode of the first diode D1 is connected to the controller 110, the collector of the first insulated gate bipolar transistor Q1 is connected to the first output end of the first voltage conversion unit 121, and the emitter of the first insulated gate bipolar transistor Q1 is connected to the collector of the fourth insulated gate bipolar transistor Q4 and the second input end of the first compressor, respectively;
the gate of the second insulated gate bipolar transistor Q2 is connected to the cathode of the second diode D2, the anode of the second diode D2 is connected to the controller 110, the collector of the second insulated gate bipolar transistor Q2 is connected to the first output end of the first voltage conversion unit 121, and the emitter of the second insulated gate bipolar transistor Q2 is connected to the collector of the fifth insulated gate bipolar transistor Q5;
the gate of the third insulated gate bipolar transistor Q3 is connected to the cathode of the third diode D3, the anode of the third diode D3 is connected to the controller 110, the collector of the third insulated gate bipolar transistor Q3 is connected to the first output end of the first voltage conversion unit 121, and the emitter of the third insulated gate bipolar transistor Q3 is connected to the collector of the sixth insulated gate bipolar transistor Q6 and the third input end of the first compressor, respectively;
the gate of the fourth insulated gate bipolar transistor Q4 is connected to the cathode of the fourth diode D4, the anode of the fourth diode D4 is connected to the controller 110, and the emitter of the fourth insulated gate bipolar transistor Q4 is connected to the second output end of the first voltage conversion unit 121;
a gate of the fifth insulated gate bipolar transistor Q5 is connected to a cathode of the fifth diode D5, an anode of the fifth diode D5 is connected to the controller 110, and an emitter of the fifth insulated gate bipolar transistor Q5 is connected to the second output terminal of the first voltage conversion unit 121;
the gate of the sixth insulated gate bipolar transistor Q6 is connected to the cathode of the sixth diode D6, the anode of the sixth diode D6 is connected to the controller 110, and the emitter of the sixth insulated gate bipolar transistor Q6 is connected to the second output terminal of the first voltage conversion unit 121.
In the embodiment of the utility model, the controller is used for controlling the on-off of the insulated gate bipolar transistor of the inversion module, the output voltage of the inversion module is controlled by adjusting the duty ratio, the first inversion module utilizes the chopping of the insulated gate bipolar transistor to convert 600V direct current into alternating current with adjustable voltage frequency, and compared with the traditional direct current power supply variable frequency air conditioner control system of the railway vehicle, the utility model does not need to perform multiple alternating current-direct current conversions, improves the energy utilization efficiency, and has the characteristics of simple structure, stable and reliable output voltage signal and low cost.
As shown in fig. 5, in one embodiment, the dc power supply module further includes a first fuse, a first end of the first fuse is connected to the output end of the first voltage conversion unit, and a second end of the first fuse is connected to the input end of the first inverter module, the input end of the second inverter module, the input end of the third inverter module, the input end of the fourth inverter module, and the input end of the fifth inverter module, respectively.
The first fuse may be determined according to a voltage output by the first voltage conversion unit, and in the embodiment of the present utility model, the DC600V voltage output by the first voltage conversion unit may be determined according to a rated electric power and a voltage fluctuation range of the variable frequency air conditioner of the rail vehicle:
assuming that rated electric power of the variable frequency air conditioner of the railway vehicle is 25KW, the voltage fluctuation range is as follows: DC500V-DC900V, then: maximum input current: iinmax=pin/vinmin=50a, 20% overload at low voltage input, fuse minimum current 60A; under the high temperature condition, the fuse de-rating coefficient is calculated according to 0.8: 60/0.8=75a, a fuse rated at 1000V DC and 80A current can be selected.
According to the utility model, the first fuse is utilized to carry out short-circuit protection on the direct-current power supply module, so that the reliability of the direct-current power supply variable-frequency air conditioner control system of the railway vehicle is improved.
As shown in fig. 5, in one embodiment, the dc power supply module includes a storage battery and a second voltage conversion unit for converting an input voltage of the storage battery into a preset voltage;
the control end of the second voltage conversion unit is connected with the controller, the input end of the second voltage conversion unit is connected with the storage battery, and the output end of the second voltage conversion unit is respectively connected with the input end of the first inversion module, the input end of the second inversion module, the input end of the third inversion module, the input end of the fourth inversion module and the input end of the fifth inversion module.
In the utility model, the storage battery can be a DC110V storage battery, the second voltage conversion unit can be used for converting the DC110V storage battery into DC540-600V voltage, and the storage battery can be used for providing emergency power supply for the variable frequency air conditioner of the railway vehicle.
The second voltage conversion unit may adopt a common boost circuit to realize conversion of an input voltage of the storage battery, and in the embodiment of the present utility model, the second voltage conversion unit may include a third filter circuit, a second voltage conversion circuit, a second rectifying circuit, and a fourth filter circuit that are sequentially connected.
The third filter circuit is used for filtering the input voltage of the storage battery, the second voltage conversion circuit is used for converting the DC110V storage battery into DC540-600V voltage, and the voltage output by the second voltage conversion circuit is rectified and filtered by the second rectification circuit and the fourth filter circuit to obtain a stable voltage signal. The second rectifying circuit may rectify with a rectifying element such as a bridge rectifier, and the third and fourth filtering circuits may be LC filtering circuits.
Preferably, the dc power supply module further includes a second fuse, a first end of the second fuse is connected to the storage battery, and a second end of the second fuse is connected to an input end of the second voltage conversion unit.
The second fuse may be determined according to an emergency ventilation rated electric power and a voltage fluctuation range of the variable frequency air conditioner of the railway vehicle, specifically, assuming that the emergency ventilation rated electric power of the variable frequency air conditioner of the railway vehicle is 1.5KW, the voltage fluctuation range is: DC77V-DC137.5V, then: maximum input current: iinmax=pin/vinmin=19.5a, 20% overload at low voltage input, fuse minimum current 23.4A, at high temperature, calculated according to fuse derating coefficient 0.8: 60/0.8=29.3a, a fuse rated at 500V DC and 30A may be selected.
According to the utility model, the second fuse is utilized to carry out short-circuit protection on the direct-current power supply module, so that the reliability of the direct-current power supply variable-frequency air conditioner control system of the railway vehicle is improved.
Preferably, in order to improve reliability of the circuit, the dc power supply module further includes an anti-reflection diode, an anode of the anti-reflection diode is connected to an output end of the second voltage conversion unit, and a cathode of the anti-reflection diode is connected to an input end of the first inverter module, an input end of the second inverter module, an input end of the third inverter module, an input end of the fourth inverter module, and an input end of the fifth inverter module, respectively.
In one embodiment, the controller 110 includes a first communication interface for communication connection with an off-board control cabinet and a second communication interface for communication connection with the in-vehicle maintenance control cabinet.
The under-car control cabinet is used for controlling the railway vehicle by ground personnel, so that daily operation and maintenance of the railway vehicle are facilitated.
In-car maintenance control cabinet is used for providing the personnel on the car to control the rail vehicle, in this embodiment of the utility model, the first communication interface and the second communication interface may be an RS485 interface, a CAN interface or an ethernet interface.
The in-vehicle maintenance control cabinet may include a third communication interface and a fourth communication interface, where the third communication interface may be an HMI interface and the fourth communication interface may be an MVB interface or an ethernet network card communication interface.
The direct-current power supply variable-frequency air conditioner control system of the rail vehicle can be arranged in air conditioner units of the rail vehicle, and in general, two air conditioner units are respectively arranged on each carriage of the rail vehicle, and can share one direct-current power supply variable-frequency air conditioner control system of the rail vehicle, or each air conditioner unit is respectively provided with one direct-current power supply variable-frequency air conditioner control system of the rail vehicle.
The air conditioning unit CAN be in communication connection with a third communication interface and a fourth communication interface in a communication mode of RS485, CAN or Ethernet, the third communication interface CAN be used as maintenance setting for local monitoring and operation, and the fourth communication interface CAN be used as vehicle and air conditioning data interaction and control equipment, monitoring and adjusting data of the air conditioning unit, program downloading and other functions.
As shown in fig. 6, the embodiment of the present utility model further provides a variable frequency air conditioner, which includes a first compressor 210, a second compressor 220, a first fan 230, an electric heater 240, a second fan 250, and a control system 260 for a direct current power supply variable frequency air conditioner of a rail vehicle according to any one of the above;
the first compressor 210 is connected with the output end of the first inverter module, the second compressor 220 is connected with the output end of the second inverter module, the first fan 230 is connected with the output end of the third inverter module, the electric heater 240 is connected with the output end of the fourth inverter module, and the second fan 250 is connected with the output end of the fifth inverter module.
Wherein the first blower 230 may be a condensing blower and the second blower 250 may be a ventilator.
Compared with the prior art, the direct-current power supply variable-frequency air conditioner control system for the rail vehicle and the variable-frequency air conditioner have the advantages that multiple alternating-current and direct-current conversions are not needed, unnecessary energy loss is reduced, the weight, the size and the cost of the variable-frequency air conditioner for the rail vehicle are reduced, the variable-frequency air conditioner for the rail vehicle does not only convert frequency by a simple compressor, but also converts frequency of all loads, the energy utilization efficiency of the variable-frequency air conditioner can be further improved, and electric energy is saved; meanwhile, the utility model adopts two control modes of hardware connection and communication connection, so that each module is prevented from losing control when communication fails, and the reliability of the system is improved.
The present utility model is not limited to the above-described embodiments, but, if various modifications or variations of the present utility model are not departing from the spirit and scope of the present utility model, the present utility model is intended to include such modifications and variations as fall within the scope of the claims and the equivalents thereof.
Claims (10)
1. The control system of the direct-current power supply variable-frequency air conditioner of the railway vehicle is characterized by being applied to the variable-frequency air conditioner of the railway vehicle, wherein the variable-frequency air conditioner of the railway vehicle comprises a first compressor, a second compressor, a first fan, an electric heater and a second fan, and the control system of the direct-current power supply variable-frequency air conditioner of the railway vehicle comprises a controller, a direct-current power supply module, a first inversion module, a second inversion module, a third inversion module, a fourth inversion module and a fifth inversion module;
the controller is respectively in communication connection with the control end of the first inversion module, the control end of the second inversion module, the control end of the third inversion module, the control end of the fourth inversion module and the control end of the fifth inversion module;
the direct current power supply module comprises a first voltage conversion unit for converting input voltage into preset voltage, wherein the input end of the first voltage conversion unit is connected with a power supply, and the output end of the first voltage conversion unit is respectively connected with the input end of the first inversion module, the input end of the second inversion module, the input end of the third inversion module, the input end of the fourth inversion module and the input end of the fifth inversion module;
the output end of the first inversion module is connected with the first compressor, the output end of the second inversion module is connected with the second compressor, the output end of the third inversion module is connected with the first fan, the output end of the fourth inversion module is connected with the electric heater, and the output end of the fifth inversion module is connected with the second fan.
2. The rail vehicle direct current power supply variable frequency air conditioner control system according to claim 1, wherein: the direct current power supply module further comprises a first fuse, a first end of the first fuse is connected with the output end of the first voltage conversion unit, and a second end of the first fuse is connected with the input end of the first inversion module, the input end of the second inversion module, the input end of the third inversion module, the input end of the fourth inversion module and the input end of the fifth inversion module respectively.
3. The rail vehicle direct current power supply variable frequency air conditioner control system according to claim 1, wherein: the direct current power supply module comprises a storage battery and a second voltage conversion unit for converting the input voltage of the storage battery into a preset voltage;
the control end of the second voltage conversion unit is connected with the controller, the input end of the second voltage conversion unit is connected with the storage battery, and the output end of the second voltage conversion unit is respectively connected with the input end of the first inversion module, the input end of the second inversion module, the input end of the third inversion module, the input end of the fourth inversion module and the input end of the fifth inversion module.
4. The rail vehicle direct current power supply variable frequency air conditioner control system according to claim 3, wherein: the direct current power supply module further comprises a second fuse, a first end of the second fuse is connected with the storage battery, and a second end of the second fuse is connected with an input end of the second voltage conversion unit.
5. The rail vehicle direct current power supply variable frequency air conditioner control system according to claim 3, wherein: the direct current power supply module comprises an anti-reflection diode, the anode of the anti-reflection diode is connected with the output end of the second voltage conversion unit, and the cathode of the anti-reflection diode is respectively connected with the input end of the first inversion module, the input end of the second inversion module, the input end of the third inversion module, the input end of the fourth inversion module and the input end of the fifth inversion module.
6. The rail vehicle direct current power supply variable frequency air conditioner control system according to claim 1, wherein: the first voltage conversion unit comprises a buffer circuit, a first filter circuit, a first voltage conversion circuit, a first rectifying circuit and a second filter circuit which are sequentially connected.
7. The rail vehicle direct current power supply variable frequency air conditioner control system according to claim 6, wherein: the buffer circuit comprises a first contactor, a third fuse, a buffer resistor, a second contactor, a voltage sensor and an energy storage capacitor;
the controller is connected with the control end of the first contactor and the control end of the second contactor respectively, the first end of the first contactor is connected with the first input end of the storage battery, the second end of the first contactor is connected with the first end of the third fuse, the second end of the third fuse is connected with the first end of the buffer resistor and the first end of the second contactor respectively, the second end of the second contactor is connected with the second end of the buffer resistor, the first end of the voltage sensor, the first end of the energy storage capacitor and the first input end of the first filter circuit respectively, and the second input end of the storage battery is connected with the second end of the voltage sensor, the second end of the energy storage capacitor and the second input end of the first filter circuit respectively.
8. The rail vehicle direct current power supply variable frequency air conditioner control system according to claim 1, wherein: the first inversion module comprises a first capacitor, a second capacitor, a first diode, a second diode, a third diode, a fourth diode, a fifth diode, a sixth diode, a first insulated gate bipolar transistor, a second insulated gate bipolar transistor, a third insulated gate bipolar transistor, a fourth insulated gate bipolar transistor, a fifth insulated gate bipolar transistor and a sixth insulated gate bipolar transistor;
the first end of the first capacitor is connected with the first output end of the first voltage conversion unit, the second end of the first capacitor is connected with the first end of the second capacitor and the first input end of the first compressor respectively, and the second end of the second capacitor is connected with the second output end of the first voltage conversion unit;
the grid electrode of the first insulated gate bipolar transistor is connected with the cathode of the first diode, the anode of the first diode is connected with the controller, the collector of the first insulated gate bipolar transistor is connected with the first output end of the first voltage conversion unit, and the emitter of the first insulated gate bipolar transistor is respectively connected with the collector of the fourth insulated gate bipolar transistor and the second input end of the first compressor;
the grid electrode of the second insulated gate bipolar transistor is connected with the cathode of the second diode, the anode of the second diode is connected with the controller, the collector of the second insulated gate bipolar transistor is connected with the first output end of the first voltage conversion unit, and the emitter of the second insulated gate bipolar transistor is connected with the collector of the fifth insulated gate bipolar transistor;
the grid electrode of the third insulated gate bipolar transistor is connected with the cathode of the third diode, the anode of the third diode is connected with the controller, the collector of the third insulated gate bipolar transistor is connected with the first output end of the first voltage conversion unit, and the emitter of the third insulated gate bipolar transistor is respectively connected with the collector of the sixth insulated gate bipolar transistor and the third input end of the first compressor;
the grid electrode of the fourth insulated gate bipolar transistor is connected with the cathode of the fourth diode, the anode of the fourth diode is connected with the controller, and the emitter of the fourth insulated gate bipolar transistor is connected with the second output end of the first voltage conversion unit;
the grid electrode of the fifth insulated gate bipolar transistor is connected with the cathode of the fifth diode, the anode of the fifth diode is connected with the controller, and the emitter of the fifth insulated gate bipolar transistor is connected with the second output end of the first voltage conversion unit;
the grid electrode of the sixth insulated gate bipolar transistor is connected with the cathode of the sixth diode, the anode of the sixth diode is connected with the controller, and the emitter of the sixth insulated gate bipolar transistor is connected with the second output end of the first voltage conversion unit.
9. The rail vehicle direct current power supply variable frequency air conditioner control system according to claim 1, wherein: the controller comprises a first communication interface used for being in communication connection with the under-vehicle control cabinet and a second communication interface used for being in communication connection with the in-vehicle maintenance control cabinet.
10. A variable frequency air conditioner, which is characterized by comprising a first compressor, a second compressor, a first fan, an electric heater, a second fan and the control system of the direct current power supply variable frequency air conditioner of the railway vehicle according to any one of claims 1-9;
the first compressor is connected with the output end of the first inversion module, the second compressor is connected with the output end of the second inversion module, the first fan is connected with the output end of the third inversion module, the electric heater is connected with the output end of the fourth inversion module, and the second fan is connected with the output end of the fifth inversion module.
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| CN202321267249.XU CN219790154U (en) | 2023-05-23 | 2023-05-23 | Direct-current power supply variable-frequency air conditioner control system of railway vehicle and variable-frequency air conditioner |
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| CN202321267249.XU CN219790154U (en) | 2023-05-23 | 2023-05-23 | Direct-current power supply variable-frequency air conditioner control system of railway vehicle and variable-frequency air conditioner |
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