RU201827U1 - AC-ELECTROMECHANICAL TRANSMISSION OF A SHUNTING LOCOMOTIVE - Google Patents

Abstract

The present utility model relates to railway transport, in particular to shunting diesel locomotives. The utility model can be used to modernize the existing fleet of railway vehicles (for example, diesel locomotives TGM4, TGM6) with the replacement of existing transmissions (mechanical, hydraulic) with an electromechanical transmission. The electromechanical transmission of alternating-alternating current of a shunting locomotive contains two asynchronous motor-generators, each of which is connected to its own internal combustion engine, at least two traction asynchronous motors, cooling systems for traction asynchronous electric machines, a control system that includes power electronics modules containing power converters based on intelligent integrated IGBT modules, converter controllers that implement digital control algorithms for traction asynchronous electric machines and their cooling systems, a top-level controller for controlling power flows and traction, associated with controls and information display in the cab diesel locomotive, controllers of power converters and internal combustion engines, electric power supply circuit for electricity consumers. It is possible to include an energy storage device in the electric power supply circuit of consumers. Asynchronous traction motors are directly connected to the propellers and are multi-pole, high-torque AC electric machines, and each is controlled from an individual frequency converter. Asynchronous AC motor generators are each controlled by an individual frequency converter. All elements of the control system, drive and power electronics are interconnected with the possibility of transmitting control and information signals. The technical result of the claimed utility model is to increase the efficiency (efficiency) of the drive, save fuel, increase the reliability of the vehicle, reduce the overhaul interval, and reduce operating costs. 1 ill.

Description

This utility model relates to rail transport, in particular to shunting diesel locomotives. The utility model can be used to modernize the existing fleet of railway vehicles (for example, diesel locomotives TGM4, TGM6) by replacing existing transmissions (mechanical, hydraulic) with an electromechanical transmission, as well as when creating a new generation of shunting locomotives.

It is known that the operation of railway vehicles (for example, shunting diesel locomotives) is characterized by a significant time of their operation at low loads, idling, transient and partial modes (see - Kuznetsov I.A. To the issue of reducing fuel consumption when performing shunting work with diesel locomotives // Bulletin of transport of the Volga region. - 2015. - No. 6 p. 23-27). Under such operating conditions, equipping a vehicle with one internal combustion engine leads to excessive fuel consumption.

The design of a diesel locomotive TGM4 is known, in the back of the engine room of which there is an internal combustion engine, a hydraulic transmission, a compressor, a two-machine unit, an oil cooler for a hydraulic transmission, and a number of other auxiliary elements, (see-Diesel locomotives TGM4 and TGM4A: Operation and Maintenance Manual / Lyudinovsky Order of the Red Labor Banner of diesel locomotive plant - 3rd ed. Revised and additional - M .: Transport, 1985 - 206 p). The disadvantage of this design is to equip the locomotive with one internal combustion engine and hydraulic transmission. Equipping a vehicle with a single combustion engine, which affects the efficiency of its operation at part load or at idle speed, leads to excessive fuel consumption. The use of a hydraulic transmission leads to insufficient efficiency, increased fuel consumption of the diesel locomotive, and they also use special mineral oils.

From the prior art, a vehicle diesel locomotive TEM12 is known, which uses an electric transmission with a group drive of wheelsets. The locomotive contains a generator that powers two traction motors connected in parallel. The shafts of the electric motors are interconnected and connected to cardan shafts, which are connected to axial gearboxes (Rakov V.A.Lokomotivs and multiple unit rolling stock of the railways of the Soviet Union (1976-1985). - M.: Transport, 1990. S. 159- 162).

The design disadvantage of this vehicle is the use of DC motors as traction motors. The efficiency of DC motors is lower than that of AC electric machines. Asynchronous AC motors are simpler in design, lighter than DC motors of the same power. They lack a collector and brush apparatus, which are unreliable in operation, therefore, the costs of repair and maintenance are reduced. Asynchronous electric motors with a squirrel cage rotor have the greatest reliability, maintainability, controllability and high efficiency among AC electric machines.

From the prior art, an electromechanical transmission of a self-propelled machine is known, containing a traction generator connected to the internal combustion engine and made with the possibility of converting mechanical energy of the internal combustion engine into electrical energy, traction valve-inductor electric motors (VID) with independent excitation, adapted to convert electrical energy into mechanical energy, and final drives associated with traction views and adapted to drive the driving wheels of a self-propelled machine (Lashkevich M.M. Development of a control system for electric transmission with traction valve-inductor motors: dis. candidate of technical sciences: 09.09.03. - Moscow: FGBOU VPO "NRU" MPEI ", 2013. - 155 p).

In VID, multi-package designs are implemented with an excitation winding located between adjacent engine packages. Application in transmissions of the VID with independent excitation complicates the design and reduces the reliability of the transmission.

Known track machine - a vehicle (locomotive), containing a supporting frame resting on the chassis, the driver's cab mounted on the frame, power equipment and auxiliary equipment located in the subframe space, and the machine is equipped with an electromechanical transmission with an asynchronous generator and asynchronous traction motors. The asynchronous generator is controlled through the power electronics unit of the asynchronous generator. Traction equipment is controlled through the power electronics unit of traction induction motors. Torque is transmitted from asynchronous traction motors to each wheelset through an axial gearbox.

The disadvantage of this technical solution, which is optimal for a track machine with one internal combustion engine and one asynchronous generator, is the increased fuel consumption when using one powerful internal combustion engine in a shunting locomotive (RU 160327 10/14/2015; RU 168211 04/25/2016).

A vehicle is known from the prior art, comprising a carrier part with a vehicle control system and its equipment, a traction induction motor, auxiliary drive elements, power and control electronics, two internal combustion engines, cooling systems for power and control elements mounted on it by means of fastening elements. electronics and traction drive elements, a top-level controller for controlling the power and traction flows associated with the vehicle control system and displaying information and control electronics elements, the electric power supply circuit for electricity consumers. Each of the two internal combustion engines is mechanically connected to its own traction induction generator. The traction asynchronous electric motor is connected through gearboxes with propellers. The upper-level controller is configured to control the activation of the internal combustion engines depending on the driving conditions and the driver's task by means of the vehicle control system. Digital control systems, traction asynchronous generators and traction asynchronous motor, auxiliary drive elements, traction converters based on integrated intelligent IGBT modules, DC link DC voltage converters into DC and AC stabilized voltage are interconnected with the ability to transmit control and information signals. (RU 181537, 20.07.2017).

The disadvantage of this solution is the use of one traction motor, in case of failure of which the locomotive will not be able to clear the way and continue its independent movement to the place of repair. Also, the presence of a gearbox between the traction motor and the propellers reduces the efficiency of the transmission, reduces the reliability of its operation, and increases the cost of maintenance and repair.

This drawback is partially eliminated in the traction drive of shunting diesel locomotives (RU 2720229 04.04.2019), in which two traction reactive inductor motors (TRID) are used, which are connected by cardan shafts to the gearboxes of the propellers without an intermediate gearbox. TRID provides the required starting and long-term moments at low speeds.

The disadvantage of this solution is a high level of ripple of the consumed current and moment on the TRID shaft, the pulsations of which are transmitted not only to the propellers (wheel pairs), but also affect the internal combustion engine shaft, reducing its service life. In addition, the required installed capacity of the converters supplying TRID increases, which leads to an increase in the transmission cost. Due to the large mass and dimensions of TRID, the price of traction motors also increases, which also leads to an increase in the cost of the transmission.

We select this vehicle (RU 181537, July 20, 2017) and the technical solution (RU 2720229 04/04/2019) as prototypes, as the closest to the proposed utility model in technical essence.

The disadvantage of the prototype is the use of only one traction motor, in case of failure of which, the locomotive stops and cannot continue to move to the place of repair, the presence of a gearbox between the traction motor and the propellers leads to operating costs, a decrease in the reliability of the drive.

The technical result of the claimed utility model is to increase the efficiency (efficiency) of the drive, save fuel, increase the reliability of the vehicle, reduce the overhaul interval, and reduce operating costs.

The claimed technical result is achieved in that the electromechanical transmission of alternating-alternating current of a shunting locomotive contains two asynchronous motor-generators, each of which is connected to its internal combustion engine, at least two traction asynchronous motors, cooling systems for traction asynchronous electric machines, a control system including power electronics modules of traction electric machines containing power converters based on intelligent integrated IGBT modules, converter controllers that implement digital control algorithms for traction asynchronous electrical machines and their cooling systems, a top-level controller for controlling power flows and traction connected with the controls and information display in the locomotive cabin, controllers of power converters and internal combustion engines, the electric power supply circuit for electricity consumers. It is possible to include an energy storage device in the electric power supply circuit of electricity consumers. Asynchronous traction motors are directly connected to the propellers, and are multi-pole, high-torque AC electric machines, and each is controlled from an individual frequency converter. Asynchronous AC motor generators are each controlled by an individual frequency converter. All elements of the control system, drive and power electronics are interconnected with the possibility of transmitting control and information signals.

FIG. 1 shows a block diagram of an electromechanical transmission (EMT) of a shunting locomotive with two traction induction motors:

two asynchronous motor generators (AMG) of alternating current;

two traction asynchronous motors (TAD);

two blocks of power electronics (PSE) with power converters (SP) (for AMG power supply) and power transformer controllers (PSC);

two blocks of power electronics (PSE) with power converters (SP) (for powering TAD) and controllers of power converters (PSC);

a set of liquid cooling systems TSB and AMG (COx);

set of air cooling system (SVO) TAD;

DC-DC voltage converter for charging storage batteries and powering current consumers through the 24 V circuit;

a top-level controller (KVU) for power and thrust flow control, connected with the control system and information display of the shunting locomotive;

service computing system (SHS);

power control unit 24 V (BUP);

control panel and information display of the locomotive (control panel and display);

motor-compressor unit.

Each unit is controlled by its own controller, which are interconnected via the CAN bus.

In the declared utility model, a liquid cooling system of TSB and AMG and an air cooling system of TAD are used. A standard CAN bus is used for communication and signal transmission between elements of traction electrical equipment.

Internal combustion engines drive each of their asynchronous motor-generators, which generate alternating current, which then flows to the AMG power electronics units. TSE AMG provides DC power to the motor-compressor unit, TAD cooling systems, TAD power electronics units. In TSB TAD, direct current is converted into alternating current and fed to asynchronous traction motors, which transmit torque to the propellers.

The drive of the vehicle provides a traction mode of operation of a shunting locomotive and an electric braking mode. In the claimed utility model, compression braking through the internal combustion engine can be implemented, while the asynchronous motor-generator operates in the engine mode. In an embodiment of the proposed utility model with an energy storage unit, compression braking is implemented with a full charge of the energy storage unit (ECU).

The drive of the vehicle is made with the possibility of protection in emergency modes from overheating of windings and bearings of AMG and TAD, from deterioration of the insulation level of current-carrying parts, from overloads in current, voltage, phase voltage asymmetry; diagnostics of components of traction electrical equipment, with the determination of a functional block malfunction, with control and visualization of the parameters of electrical equipment, recording and storage of statistical and emergency data on the operation of traction electrical equipment; viewing, analyzing the parameters of traction electrical equipment, statistical information on the operation of traction electrical equipment, monitoring and programming the configuration of traction electrical equipment systems by working with an external PC connected to the upper level controller (KVU).

KVU carries out coordinated control of all devices that make up the set of traction electrical equipment (KTEO) via the CAN bus, so it controls the internal combustion engine by transmitting the required rotation speeds to the internal combustion engine controllers, and the KVU also controls all AMG and TAD by transferring power converters to the controller, placed in the TSB AMG and TAD, tasks created by each AMG and TAD electromagnetic moments. In the KVU by means of a PC, the software is preliminarily introduced, containing algorithms for the determination and distribution of electromagnetic moments, implemented by AMG and TAD. KVU keeps a record of the state of all controls, executive devices at certain points in time. Via the CAN channel, information about an emergency with the code of this situation is read and written to the KVU from the AMG and TAD controllers. Emergency logs can be rewritten to the service computing system (SVS) to save them on an external medium.

The service computing system (SHS) is software for maintenance, adjustment and diagnostics of errors, designed to display the parameters of the operating characteristics of the traction electrical equipment system, load, save and display emergency logs, for subsequent analysis of the causes of malfunctions, and simplify the process of adjusting and monitoring traction electrical equipment ...

The use of the proposed utility model has made it possible to obtain the following advantages: a significant increase in drive efficiency, savings in fuel and lubricants, a decrease in the overhaul interval and a decrease in repair costs.

The use of a gearless drive with multi-pole high-torque AC electric machines made it possible to simplify the design, which led to an easier maintenance of the traction drive system and an increase in its reliability, a decrease in operating costs by eliminating inevitable oil losses, and a decrease in the total costs of a traction drive.

The use of two internal combustion engines, each connected with its own asynchronous motor-generator, makes it possible to stop one internal combustion engine at partial loads, providing fuel economy, and increasing the service life of the internal combustion engine.

The use of an electromechanical transmission made it possible to increase traction, improve efficiency, reduce fuel consumption, provide stepless speed control of a shunting locomotive, increase work efficiency, reduce dynamic loads on locomotive and ICE components, reduce operating costs for maintenance, repairs and consumables, and increase the reliability of shunting locomotive diesel locomotive.

The use of modern digital control systems made it possible to increase the drive efficiency and the possibility of fuel saving.

Adding an electric power storage device (for example, based on supercapacitors or batteries) to the electric circuit of the drive allows to smooth the load on the power plant, to recover energy during braking, thereby increasing the energy efficiency of the shunting locomotive.

The modular design of the transmission components allows for compactness and optimal distribution of the components.

The implementation of any combination of the above features is aimed at increasing the reliability and efficiency of the vehicle drive, fuel economy, reducing the vehicle overhaul interval, reducing operating costs for maintenance, repairs and consumables, increasing the reliability of the shunting locomotive as a whole.

All control elements of the shunting locomotive, drive and power electronics are interconnected with the possibility of transmitting control and information signals and constitute a single device.

Claims (7)

1. Electromechanical transmission of alternating-alternating current of a shunting locomotive, containing two asynchronous motor-generators, each of which is connected to its own internal combustion engine, at least two traction asynchronous motors, cooling systems of traction asynchronous electric machines, a control system including modules of power electronics of traction electric machines containing power converters made on the basis of intelligent integrated IGBT modules, controllers of power converters that implement algorithms for digital control of traction asynchronous electrical machines and their cooling systems, a top-level controller for controlling power flows and traction associated with controls and information display in the locomotive cabin, controllers of power converters and internal combustion engines, characterized in that asynchronous traction motors are directly connected to the propellers and are luminous, high-torque electric machines, with traction asynchronous motors each controlled by an individual frequency converter, and asynchronous motor-generators each controlled by an individual frequency converter, while all elements of the control system, drive and power electronics are interconnected with the possibility of transmitting control and information signals ... 2. Electromechanical transmission according to claim 1, characterized in that the algorithms for digital control of traction asynchronous electric machines are vector control algorithms. 3. Electromechanical transmission according to claim 1, characterized in that the algorithms for digital control of traction asynchronous electric machines are frequency control algorithms. 4. Electromechanical transmission according to claim 1, characterized in that the power converters are based on SiC modules. 5. Electromechanical transmission according to claim 1, characterized in that the electrical circuit is configured to connect an electric energy storage device. 6. Electromechanical transmission according to claim 5, characterized in that the energy storage device is a supercapacitor storage device. 7. Electromechanical transmission according to claim 5, characterized in that the energy storage device is a battery storage device.

Images