RU2781845C1 - Vehicle power supply system - Google Patents

Abstract

FIELD: automotive industry.

SUBSTANCE: invention relates to electric power plants of a vehicle. The vehicle power supply system contains traction generators, a traction converter, including rectifiers of an alternating current generator, inverters for powering AC traction motors, inverters for powering auxiliary systems of the vehicle or microclimate systems or external consumers. In this case, the rectifiers are made active with the possibility of increasing the voltage, the outputs of which are connected by an internal conductive bus forming a DC network to which the inputs of the inverters are connected. The system also contains a charge-discharge converter of an energy storage device and a converter for the power supply of the vehicle’s on-board network and battery charge. Moreover, the control system is designed with the ability to redistribute the load by controlling the active rectifiers.

EFFECT: reducing the specific fuel consumption and reducing the weight and size parameters of the vehicle power plant.

4 cl, 1 dwg

Description

The invention relates to the fields of electrical engineering, railway, road and water transport, in particular to the conversion of energy for the movement and operation of the vehicle.

From the prior art, a traction locomotive converter is known from RF patent 2732816 with a publication date of 09/22/2020. The traction locomotive converter contains a power supply, the input of which is the input of the traction converter from the source of electrical energy, while the output of the power supply is connected by an internal conductive bus to a single intermediate DC power bus, to which the input of the frequency converter is connected, the output of which is connected to the windings of the traction motors, inverter input, the output of which is connected to the windings of auxiliary machines or to external loads, in addition, the power source, frequency converter, inverter are connected to each other and to the external control system of the vehicle by a communication line.

The disadvantage of the traction converter is the large mass and dimensions of the electric machine, which are necessary to maintain the generator output voltage required to power the consumers over the entire speed range.

The closest technical solution is the invention "Diesel locomotive power supply system", disclosed in RF patent 2744068 with a publication date of 03/02/2021. The power supply system of the locomotive contains an uncontrolled rectifier made on rectifier diodes with a low level of voltage drop, as well as inverters for powering the AC motor of the compressor unit and for powering the AC motors of the diesel locomotive fans. In addition, the power supply system of the diesel locomotive may contain several inverters, separately for powering the auxiliary machines of the locomotive and separately for external consumers. The locomotive power supply system may contain an electrodynamic braking converter.

The disadvantages of the prototype is the high specific fuel consumption in the idle mode (standby) of the diesel locomotive as a result of using one powerful diesel generator set to power all the needs of the locomotive, which is characterized by a high specific fuel consumption at idle. It should also be noted as a disadvantage that the large mass and dimensions of the system are necessary to maintain the output voltage of the generator required to power the consumers over the entire speed range - as a result of the use of an uncontrolled rectifier.

The technical problems to be solved by the claimed invention are to provide the possibility for diesel engines of a vehicle under different operating conditions (idling, medium, high power) to operate in the range of optimal specific fuel consumption while reducing the weight and dimensions of the alternator while maintaining constant output voltage required to power all consumers of the vehicle with the implementation of the electric braking mode without the use of mechanical or pneumatic brakes, as well as the movement of the vehicle due to the energy storage device with the diesel engines turned off. The technical results of the invention are: - reducing the specific fuel consumption of a diesel engine of a vehicle;

- reduction of the weight and size parameters of the diesel generator set of the vehicle by reducing the weight and size parameters of the alternator by increasing its number of pole pairs;

- implementation of the diesel engine compression braking mode;

- implementation of the regenerative braking mode with the accumulation of recuperation energy in the energy storage device;

- expansion of the vehicle braking speed range to zero;

- implementation of the diesel engine start mode with rotation from the alternator operating in the engine mode;

- implementation of the mode of movement of the vehicle due to the energy storage device with diesel engines turned off;

- implementation of the mode of charging the energy storage device from an external electrical network;

- implementation of the power supply regime for external consumers.

The technical results are achieved due to the fact that the vehicle power supply system contains at least two traction generators, a traction converter that includes at least two alternator rectifiers that convert the input three-phase voltage into a DC voltage on the intermediate power bus, at least two inverters for converting direct voltage into alternating current for powering AC traction motors, at least two inverters for converting direct voltage into alternating voltage for powering auxiliary machines of the vehicle or microclimate system or external consumers. At least two rectifiers are made active with the possibility of increasing the voltage, the outputs of which are connected by an internal conductive bus forming a DC network, to which the inverter inputs are connected, the output of one of which is connected to the windings of the AC traction motors. Inverter input, the output of which is connected to the windings of AC motors of auxiliary machines (compressor, fans) or to the cab microclimate system, or to external consumers of the vehicle. In addition, the system contains a charge-discharge converter of the energy storage and a power converter for the on-board network of the vehicle and battery charge, and the control system is configured to redistribute the load by controlling the active rectifiers.

The power supply system of the vehicle may contain an inverter of AC motors of auxiliary machines, made bidirectional, while the input of the inverter is connected to the external network, and the output to the DC network, which makes it possible to implement the mode of charging the energy storage device from the external network.

The vehicle power supply system may contain active rectifiers, inverters, on-board network power converter designed to control and protect its own power channel, self-diagnose and exchange diagnostic messages with each other.

In addition, the active rectifiers are designed to interact with at least two alternators connected to each other, as they are under a common load.

As an input converter when powered from an external network, an inverter of auxiliary machines, a microclimate system, external consumers is used to power the DC network, which can work in the opposite direction, i.e. in rectifier mode, while the rectifier input is connected to the external network, and the output is connected to the DC network.

Active rectifiers, inverters, on-board power supply converter can be made with the ability to control and protect their own power channel, self-diagnosis and the ability to exchange diagnostic messages.

The use of at least two alternators and the vehicle control system allows, depending on the operating conditions of the vehicle (idling, medium, high power mode) and the current load, to use the number of alternators that is necessary to provide the currently required power, as well as to redistribute the load between the involved alternators in such a way that the diesel engines rotating the rotors of the generators operate in the range of their optimal modes - this leads to a decrease in specific consumption and fuel economy.

In FIG. 1 is a schematic diagram of a vehicle power supply system.

The power source for the vehicle power supply system may be a diesel engine or diesel engines. Also, the vehicle power supply system is capable of receiving power from an electrical energy storage device (battery, capacitor or supercapacitor) or from an external power supply. Sharing of energy sources, or separate is possible.

The vehicle power supply system 1 contains at least two alternators 2, the inputs of which are the inputs of the vehicle power supply system when receiving energy from the diesel engine, the charge-discharge converter 3, the input of which is the input of the vehicle power supply system when receiving power from the electric storage energy, inverter 4, which operates in the rectifier mode and whose input is the input of the vehicle's power supply system when receiving power from the mains. In this case, the outputs of the alternators are connected to the inputs of the active rectifiers 5. At the same time, the outputs of the active rectifiers 5, inverters 4 and charge-discharge converter 3 are connected by internal conductive buses into a single intermediate DC power bus 6, to which inverters 7 are connected, the outputs of which connected to the windings of AC traction motors, inverters 4, the outputs of which are connected to the windings of electric motors of auxiliary machines or to the microclimate system or to external consumers, the power supply converter 8, the output of which is connected to the consumers of the vehicle's on-board network and / or the on-board battery.

Charge-discharge converter 3, inverters 4, active rectifiers 5, inverters 7, power converter 8, cooling module 9 are connected to each other and to the external control system of the vehicle by a communication line 10.

Active rectifiers 5 and inverters 7 form a traction converter 11. Active rectifiers 5, inverters 4, 7, power converter 8 and cooling module 9 contain an internal diagnostic system and an automatic control system for output parameters and transmit the diagnostic results to the vehicle control system via communication line 10 due to software that performs program control.

The power supply system of the vehicle contains a cooling module 9, which is air-cooled or forced air-cooled with closed liquid circuits.

The power supply system of the vehicle works as follows.

When using a diesel engine as a power source, the vehicle control system 1 commands the start of one or more diesel engines rotating the alternators 2. The required number of alternators 2 involved is determined using software based on the current operating conditions of the vehicle. The diesel engine can be started from its starter, or, by means of active rectifier 5, an alternating current generator can act as a starter (acts as a starter-generator), while energy is taken from the on-board battery, the battery voltage is supplied to the input of a controlled rectifier, which in inverter mode, converts it into a three-phase generator supply voltage, the generator in engine mode rotates the crankshaft of the diesel engine, while the diesel engine starts. The diesel engine rotates the shaft (rotor) of the alternator, the alternator generates a three-phase alternating voltage supplied to the input of the active rectifier 5, which converts it into a DC voltage and supplies it to the internal conductive bus 6. Active rectifiers 5, made with the possibility of increasing the voltage , ensure the constancy of the output voltage in the conductive bus 6, regardless of the speed of the shaft (rotor) of the alternator 2.

In the event that information is received from the traction converter 11 about the need to increase power, the vehicle control system via the communication line 10 gives a command to start subsequent diesel engines or a command to use the energy storage device and, using software, distributes the load between the involved diesel engines and energy storage in such a way that diesel engines are in operating modes with the best specific fuel consumption. By redistributing the load, as well as switching on and off diesel engines, it is possible to regulate the specific fuel consumption, resulting in fuel economy.

When used as an energy source of an external network (external industrial AC network 380 V), the input voltage of the external network is fed to the input of the inverter 4 operating in the rectifier mode, which converts it into a DC voltage and outputs it to the internal conductive bus 6.

When using an energy storage device as an energy source, the voltage of the energy storage device is supplied to the input of the charge-discharge converter 3, which converts it into a DC voltage of the required level and outputs it to the internal conductive bus 6. In this case, the vehicle can move from the energy storage device with diesel engines turned off. engines.

When charging the energy storage device, the charge-discharge converter 3 converts the DC voltage of the internal conductive bus 6 into the required voltage and current for charging the energy storage device. In this case, the energy to power the conductive bus 6 comes from the external power grid through the inverter 4, or in the regenerative braking mode from traction motors operating in the generator mode through inverters 7, or from diesel engines through alternators 2 and active rectifiers 5.

Traction converter 11, through the use of active rectifiers 5, provides control of AC traction motors to maximize traction and ensure the traction characteristics of the vehicle over the entire speed range (thereby expanding the range of vehicle braking speed to zero), as well as the possibility recovery of electrical energy during braking. In the regenerative braking mode, the inverters 7 direct the electricity generated by the traction motors during braking to the internal conductive bus 6, from where the energy converted by the inverters 4 and power converters 8 is used to power auxiliary machines for the vehicle’s own needs, or converted by the charge-discharge converter 3 , is sent to charge the energy storage device, or is redirected by active rectifiers 5 to alternators 2 operating in the electric motor mode, which in turn rotate the shafts of diesel engines, which, at the command of the vehicle control system, operate in the compressor braking mode, while the fuel stops being supplied into the combustion chambers of the diesel engine and the mechanical energy of the crankshaft rotation coming from the alternators is converted into heat in the diesel engine. Thermal energy is partly blown off by the diesel engine cooling system, partly released into the vehicle environment through the exhaust system.

Inverters 4 provide conversion of direct voltage into three-phase alternating voltage for powering vehicle auxiliary machines (AC motors, compressor and fans), powering the cab microclimate system, powering external consumers and protecting them during its operation.

The power supply converter 8 of the onboard network of the vehicle provides power to the onboard network and charge the onboard battery.

The use of several inverters 4 to power auxiliary machines, the cabin microclimate system and external consumers allows for separate control of loads. It also allows you to use the power plant of the vehicle as a power plant to power consumers of the industrial network, for example, power tools of the repair team, or heating and lighting.

The power supply system of the vehicle must contain a cooling module 9, which provides the necessary thermal conditions of the constituent elements.

The power supply system of the vehicle through the communication line 10 interacts with the vehicle control system, receives from it, depending on the mode of operation of the vehicle, the settings for the values of currents and voltages that must be applied to the connected loads or the settings for the value of the traction force, which controls traction motors, and also transmits to the vehicle control system diagnostic information obtained as a result of self-diagnosis and diagnostics of connected equipment.

Claims (4)

1. A vehicle power supply system comprising at least two traction generators, a traction converter including at least two alternator rectifiers that convert an input three-phase voltage into a DC voltage on an intermediate power bus, at least two inverters for converting direct voltage into alternating current for powering AC traction motors, at least two inverters for converting direct voltage into alternating voltage for powering auxiliary machines of the vehicle or microclimate system or external consumers, characterized in that at least two rectifiers are made active with the possibility of increasing voltage, the outputs of which are connected by an internal conductive bus, forming a DC network, to which the inputs of the inverters are connected, the outputs of which are connected to the windings of the AC traction motors, the inputs of the inverters, the outputs of the which are connected to the windings of AC electric motors of auxiliary machines either with the cabin microclimate system or with external consumers of the vehicle, in addition, it contains a charge-discharge converter of the energy storage device and a converter of the power supply of the on-board network of the vehicle and the battery charge, moreover, the control system is made with the possibility of redistribution loads by controlling active rectifiers. 2. The vehicle power supply system according to claim 1, characterized in that it contains an inverter of AC electric motors of auxiliary machines, made bidirectional, while the input of the inverter is connected to an external network, and the output is connected to a DC network. 3. The vehicle power supply system according to claim 1, characterized in that the active rectifiers, inverters, on-board network power converter are configured to control and protect their own power channel, self-diagnose and exchange diagnostic messages with each other. 4. The vehicle power supply system according to claim 1, characterized in that the active rectifiers are configured to interact with at least two alternators connected to each other, since they are under a common load.

Images