RU91696U1 - THREE-PHASE FREQUENCY CONVERTER AND VOLTAGE FOR DIESEL - Google Patents

Abstract

The utility model relates to the design of electrical appliances and devices, in particular, to the design of power semiconductor frequency and voltage converters of traction systems of diesel locomotives and is intended to convert a three-phase unstable alternating voltage of a traction generator into three independently controlled frequency and voltage of three-phase alternating current systems used for separate power supply three asynchronous traction electric motors of a diesel locomotive. A three-phase frequency and voltage converter for a diesel locomotive, comprising a cabinet with a first chamber and a second chamber, in which a set of elements of the power section of the converter is placed, a set of elements of the control section of the converter, and a set of elements of the power inverter section of the converter containing the power semiconductor phase inverter modules is located in the first chamber of the converter in the amount of nine pieces with inverter phase current sensors, three power semiconductor brake modules, a ventilation duct, of phase and braking modules are formed by three inverter voltage, the second chamber converter components are arranged a power rectifier for inverter comprising six power semiconductor diode modules placed microprocessor converter control system, the second transducer chamber comprises a ventilation cooling channel power semiconductor diode modules power three-phase bridge rectifier. The technical result of the utility model is the creation of a compact, with minimal mass, and reliable power semiconductor frequency and voltage converter with a vertical air cooling system for three-phase asynchronous electric motors of a diesel locomotive, which allows for its aggregate repair due to the modularity of the blocks, while ensuring compactness with strictly limited dimensions at the location in the high-voltage chamber of the locomotive, increased reliability due to the control device isol tion, increasing the vibration resistance of power modules and reducing the inductive resistance of the inverter busbars, the modularity of the blocks, installation and dismantling of the blocks included in the converter, the efficiency of air cooling of all converter blocks, and the braking of traction motors.

Description

The utility model relates to the design of electrical appliances and devices, in particular, to the design of power semiconductor frequency and voltage converters of traction systems of diesel locomotives and is intended to convert a three-phase unstable alternating voltage of a traction generator into three independently controlled frequency and voltage of three-phase alternating current systems used for separate power supply three asynchronous traction electric motors of a diesel locomotive.

A three-phase inverter for electric rolling stock is known, in a common cabinet of which inverter power modules are installed corresponding to each of the three phases of the output supply voltage. The inverter is characterized in that each power module contains semiconductor switching modules connected in series and forming the corresponding phase of the main circuit of the inverter; damping capacitors forming damping circuits of the switching modules; coolers of heat-emitting units, including switching modules; conclusions for connection to an external circuit: frame in which the listed components of the power module are mounted. The switching modules are mounted on some surfaces of the radiator panels, the other surfaces of which are connected through a heat circuit to coolers located outside the common cabinet. The frame is removable relative to the common cabinet. Damper capacitors are fixed on both sides of the switching modules. (JP Patent No. 3271059 “Three-phase inverter for electric rolling stock”, Class H02M 7/48, publ. 02.04.2002).

The disadvantages of the known three-phase inverter are: its large mass and dimensional characteristics due to the use of natural ventilation using heat pipes with low mechanical strength of the heat pipes due to their cantilever mounting relative to the radiator panels. Due to the remote location of the power capacitors from the IGWT modules, the inverter design does not provide a low inductance of the power bus, therefore, to prevent overvoltage on the UBT modules when disconnecting short circuit currents due to the high bus inductance, additional expensive snubber capacitors and low inductance resistors are installed in the circuit, which also increase the overall dimensions of the inverter. Drivers for controlling IGBT modules are installed at a considerable distance from the power modules, which can cause false switching on of the modules and lead to malfunctions in the inverter.

Known three-phase frequency and voltage Converter, implemented using the platform SEMIKUBE firm SEMIKRON. The converter design is based on a single module containing IGBT transistors or rectifiers, a DC bus with capacitors, a radiator, a fan, a driver, and a current sensor. To increase the output power, individual modules are connected by busbars in parallel in a horizontal or vertical position. The single modules combined in the required configuration are installed in the housing and equipped with terminals for external connection.

In addition to the elements of the inverter, rectifier modules are formed, each module of which, in addition, contains a cooled bank of capacitors and sensors.

(A. Kolpakov. Research network SEMIKRON - a global solution to local problems. - (Electronic components. 2005. No. 5, journal).

A disadvantage of the known converter is that it is necessary to have two systems of forced ventilation of the power elements - one for the switching elements and the other or the other for cooling the bank of capacitors of the converter, the mechanical strength of a single module included in the converter, due to insufficient mechanical protection of the housing does not allow specified modules on transport. In addition, single modules are designed for a supply voltage of up to 1000 V, and in a diesel locomotive, the operating voltage is a voltage of 1800 to 2000 V.

A known frequency converter, adopted as a prototype, comprising a first chamber (section) covered by a common casing, in which a set of elements of a power inverter part of an electric circuit of a frequency converter is placed, and a second camera (section), which contains a set of elements of a control part of an electric circuit of a frequency converter, each of the chambers contains a base, a lower wall on which corresponding external connectors (detachable connections) are placed, and an upper wall, the base of the first camera is provided with means m of wall mounting and is made with a ribbed outer surface, while on its inner ribless surface active elements of the power part of the frequency converter’s electrical circuit are installed with thermal contact, and a fan unit is installed on the upper end, the set of power part of the electric circuit contains power diode semiconductor modules rectifier, power semiconductor phase inverter modules, capacitor bank and smoothing filter chokes, snubber capacitor, dates iki rectified current and voltage, a set of elements control portion circuitry comprises a microprocessor device (controller), digital input-output unit, the secondary power source and local control panel, for which the corresponding window formed in the housing.

(RU, Patent No. 66141 U1 “Frequency Converter”, Class H05K 7/00, published on 08.27.2007.).

The disadvantages of the known Converter are:

- the converter allows you to control only one asynchronous electric motor;

- the converter does not have a brake module that provides braking of the traction motor;

- is not optimally compact for controlling three asynchronous traction electric motors, since in this case it is necessary to use three similar devices, which cannot be placed in a special compartment of the locomotive;

- power capacitors are placed too far from the semiconductor switching elements;

- the device has a high inductance of the inverter bus conductor, which reduces the reliability.

The technical result of the utility model is the creation of a compact, with minimal mass, and reliable power semiconductor frequency and voltage converter with a vertical air cooling system for three-phase asynchronous electric motors of a diesel locomotive, which allows for its aggregate repair due to the modularity of the blocks, while ensuring compactness with strictly limited dimensions at the location in the high-voltage chamber of the locomotive, increased reliability due to the control device isol tion, increasing the vibration resistance of power modules and reducing the inductive resistance of the inverter busbars, the modularity of the blocks, installation and dismantling of the blocks included in the converter, the efficiency of air cooling of all converter blocks, and the braking of traction motors.

The specified technical result is achieved in that in a three-phase frequency and voltage converter for a diesel locomotive comprising a cabinet with a first chamber in which a set of elements of a power section of a converter is placed, and a second camera in which a set of elements of a control section of a converter is placed; the set of elements of the power part of the converter is equipped with power diode semiconductor rectifier modules, power semiconductor phase inverter modules, capacitors and rectified current and voltage sensors, the set of elements of the control part is equipped with a microprocessor device, the cameras are equipped with a base, the rectifier with power diode semiconductor modules is made in the form of a power three-phase bridge rectifier, the cabinet is equipped with a common frame and a base common to the first and second chambers, which has openings for input / output of power cables and for the exit of cooling air, and is equipped with a right side wall and a left side wall on which external detachable connections are located, two upper walls on which are provided inlets for cooling air, a back wall, a front wall, made in the form of four drop-down doors, two of which are made in the form of the front part of the first chamber of the converter, the third door is made in the form of the front part of the second chamber, covering a niche with ikroprotsessornoy converter control system, and the fourth door is formed as a front portion of the second chamber covering the power part of the chamber, and between the third and fourth doors of the second chamber positioned front dashboard; the second converter chamber is separated from the first converter chamber by an insulating wall made of fiberglass plate, through which power busbars of the inverter part of the converter and cables of the control circuits pass; in the first chamber of the converter there is a set of elements of the power inverter part of the converter, containing nine power semiconductor phase inverter modules with inverter phase current sensors, three power semiconductor brake modules with DC voltage and current sensors, power transistor driver power supplies, four vertically mounted located standard channel, on the front parts of which two bent corners and two bent channel are vertically fixed, to which three power semiconductor brake modules and nine power semiconductor phase modules are attached by coolers so that the active parts of the modules are located in the internal volume of the first chamber, and the cooled ribbed part of the modules is located in the external part of the chamber and forms a ventilation duct with the rear inclined additional insulation wall of the converter, divided into three compartments by insulating bulkheads mounted on the sides of standard channels, the active section of the ventilation duct is variable with respect to its height, and of the nine power semiconductor phase and three power semiconductor brake modules, three voltage inverters are formed by busbars, each of which is made of three horizontally arranged power semiconductor phase modules and a power semiconductor brake module located in the upper part of the converter chamber, in each power semiconductor phase and power semiconductor brake module on special consoles installed power con a capacitor connected by conductive short flexible buses to the power inputs of the direct current of the modules to increase the vibration resistance of the modules and reduce the switched inductances in the short circuit modes; in the second chamber of the converter, a set of power rectifier part of the converter is placed, containing six power semiconductor diode modules, each of which consists of a tablet diode mounted between an individual anode and cathode coolers installed on an individual insulating mounting panel, power semiconductor diode modules are grouped in two rows, each diode module is bonded to another row diode module through a fiberglass insulation strip, and each row is a mode it is mounted on the lateral fiberglass insulating walls of the second converter chamber, the conductive parts of the power semiconductor diode modules are connected by busbars and form a three-phase power bridge rectifier, phase current sensors and rectified current and voltage sensors are installed on the buses of the three-phase bridge rectifier, the output of the three-phase bridge rectifier is made conductive tires that pass from the second chamber to the first chamber through a wall made of a fiberglass plate separating the second chamber from the first chamber, two front insulating fiberglass walls are installed in the second chamber, one of which is adjacent to the upper row of power semiconductor diode modules, the other is adjacent to the lower row of power semiconductor diode modules, a three-pole disconnector is installed on the lower glass-fiber insulating wall AC power supply of a three-phase power bridge rectifier, contactor of the converter heating system, fan of systems heating the converter control device isolation converter temperature sensor in the transmitter; on the upper front insulating fiberglass wall, forming a niche with a side wall of the transducer and a wall made of fiberglass plate separating the second chamber from the first chamber, a microprocessor control system of the transducer is placed, which is connected by cables to the transducer sensors, and through external plug-in connections placed on the left side wall of the converter, connected to the microprocessor control system of the locomotive, speed sensors of asynchronous traction electric motors, temperature sensors asynchronous traction motors; on the dashboard of the second chamber there is a voltmeter and an ammeter for measuring the output current and voltage of the power three-phase bridge rectifier, the second converter chamber contains a ventilation duct for cooling the power semiconductor diode modules of the power three-phase bridge rectifier, which is formed by the side insulating fiberglass walls of the chamber, two front insulating fiberglass walls one adjacent to the top row of power semiconductor diode modules, d another, adjacent to the lower row of power semiconductor diode modules of a power three-phase bridge rectifier, an insulating wall made of fiberglass plate separating the second and first converter chambers, and the left side and rear walls of the second converter chamber.

The essence of the claimed utility model is illustrated by the following drawings:

Figure 1 - Three-phase frequency and voltage Converter for diesel locomotive, front view.

Figure 2 - Front view of figure 1 on the Converter with conditionally removed front doors.

Figure 3 - Front view of figure 1 on the Converter conditionally removed electrical equipment.

Figure 4 - Top view of figure 1 on the Converter.

Figure 5 - Front view of figure 1 on the second chamber with conditionally removed front doors and the instrument panel.

6 - Top view of figure 1 on the first chamber of the transducer with a conditionally removed upper wall.

Fig.7 is a Top view of Fig.1 on the second chamber of the transducer with a conditionally removed upper wall.

Fig. 8 is a section GG of Fig. 2 in the vertical plane of the cooling channel of the fuel elements of the first converter chamber.

Fig.9 - Node A of Fig.2 - Power semiconductor phase inverter module (oxonometric image).

Figure 10 - Node B figure 2 - Power semiconductor brake module of the inverter (oxonometric image).

11 - Node In figure 2 - Power semiconductor diode module power three-phase bridge rectifier.

Fig - Block diagram of the Converter with elements of traction transmission of the locomotive of Fig.1.

A useful model of a three-phase frequency and voltage converter for a locomotive with a vertical air cooling system, then converter 1 (Figs. 1, 2, 3, 4, 5, 6, 7, 12), is made in the form of a cabinet 2 (Figs. 1, 2 , 3, 4), closed execution with one-sided maintenance and equipped with a common frame 3 of the first chamber 4 and the second chamber 5 (Figs. 1, 2, 3, 5) and provided with a base 6 common to the first 4 chambers and the second 5 chambers (Fig. 1, 2, 3, 5), in which openings are provided for the input / output of power cables and the output of cooling air (not shown in the drawing), and the right is provided the side wall 7 (FIG. 1) and the left side wall 8 (FIGS. 1, 2, 4, 5, 7), on which the external detachable connections 9 (FIGS. 5, 7) are located, the two upper walls 10 and 11 (FIG. .4), on which there are provided inlets 12 for cooling air (Fig. 4), a rear wall 13 (Figs. 4, 6, 7, 8), a front wall made in the form of four opening doors, two of which, 14 and 15 (Figs. 1, 4), made in the form of the front part of the first chamber 4, the third door 16 is made in the form of the front part of the second chamber 5 (Figs. 1, 4), covering a niche with a microprocessor control system 17 ( figure 2, 5) the Converter, the fourth door 18 (figure 1) is made in the form of the front part of the second chamber 5, covering the power part of this chamber. The second chamber 5 is separated from the first chamber 4 (FIGS. 2, 5) of the converter 1 by an insulating wall 19 (FIGS. 5, 6, 7) made of a fiberglass plate through which conductive busbars 20 feed the inverter (first chamber 4) of the converter 1 (Fig.2, 5) and cables 21 of the control circuits (Fig.2, 5). Between the third 16 and fourth 18 doors of the second chamber is placed the front dashboard 22 (figure 1). An ammeter 23 and a voltmeter 24 are placed on the front dashboard 22 of the second chamber 5 for measuring the output current and voltage (Fig. 1) of a three-phase power bridge rectifier 25 (Figs. 2, 5).

In the first chamber 4 (Fig. 2) of the converter 1, a set of elements of the power inverter part of the converter 1 is placed, containing nine pieces of power semiconductor phase modules 26, 27, 28, 29, 30, 31, 32, 33 and 34 with phase current sensors 35 inverters of the converter 1, three power semiconductor brake modules 36, 37 and 38 with DC voltage sensors (not shown in the drawing) and current 39, inverters of the converter 1, power supplies 40 (Fig. 2) of the drivers for controlling the power transistors of the phase modules 26, 37 , 28, 29, 30, 31, 32, 33, 34 and brake module 36, 37, inverter 38 1.

For compact placement of the equipment set of the inverter part of the converter 1 in the first chamber 4 (6) of the converter 1, four vertically arranged standard channels 41 (6) are installed, on the front parts of which two bent corners 42 are vertically fixed (3, 6) and two bent channels 43 (FIGS. 3, 6) to which three power semiconductor brake modules 36, 37 and 38 (FIGS. 2, 6) and nine power semiconductor phase modules 26, 27, 28, 29, 30 are attached with coolers 31, 32, 33 and 34 (Fig. 2) so that the active parts of the modules 26, 27, 28, 29, 30, 31, 32, 33, 34, 36 , 37 and 38 are placed in the internal volume of the chamber 4 (Fig.6, 8), and the cooled ribbed part of the module coolers (Fig.9, 10) is placed in the outer part of the chamber 4 and forms an additional insulating wall 44 with the back inclined wall (Fig.6 , 8) of the converter 1, the ventilation channel 45, divided into three compartments by insulating bulkheads 46, mounted on the sides of the standard channels 41 (Fig.6). The active cross section of the ventilation channel 45 is variable relative to its height, and the change in the cross section of the channel is carried out by using an inclined additional insulating back wall 44 (Fig. 8).

Of the nine power semiconductor phase and three power semiconductor brake modules 26, 27, 28, 29, 30, 31, 32, 33, 34, 36, 37 and 38, power supply lines of the inverter part of the converter 1 (Fig. 2) are three voltage inverters each of which is made of three horizontally arranged power semiconductor phase modules and a power semiconductor brake module located in the upper part of the chamber of the converter 1, so one voltage inverter contains power semiconductor phase modules 26, 27, 28 and a power semiconductor the output brake module 36 (FIG. 2), the other inverter comprises power semiconductor phase modules 29, 30, 31 and the power semiconductor brake unit 37 (FIG. 2), and the third inverter comprises power semiconductor phase modules 32, 33, 34 and the power semiconductor brake module 38 (figure 2).

Each power semiconductor phase inverter module (Fig. 9) contains a cooler 47 on which a power capacitor 49 is mounted on special consoles 48, which is connected by conductive short flexible buses 50 to increase the module vibration resistance and reduce switched inductances in short-circuit modes, with DC inputs power semiconductor phase module, made with plus 51 and minus 52 buses, two mounted on cooler 47 and serially connected IGBT transistors 53 and 54 with driver and controls 55 and 56, a voltage limiter (not shown), the phase current sensor 35 mounted on bracket 57, input buses 51 and 52 connecting with the DC terminals, the output line of the phase current 58 with the connecting terminal.

Each power semiconductor brake module (Fig. 10) also contains a cooler 47, on which a power capacitor 49 is mounted on special consoles 48, connected by short flexible conductive busbars 50 to increase the module's vibration resistance and reduce switched inductances in short circuit modes, with DC power inputs a power semiconductor brake module - one with an input positive bus 59 connected to the collector of the brake IGBT transistor 60 of the brake module, the other with a negative the bus 61 connected to the anode of the diode of the brake IGBT transistor 60, the driver 62 for controlling the brake IGBT transistor 60 of the brake module mounted on the IGBT transistor 60, the temperature sensor of the module 63, the output current sensor 39 of the brake module mounted on the bracket 64, the sensor voltage located on the cooler under the power condenser (not shown), a negative bus 61 with a connection terminal, an output bus 65 with a connection terminal.

In the second chamber 5 (FIGS. 2, 5) of the converter 1, a set of power rectifier part of the converter 1 is placed, containing six power semiconductor diode modules of the power three-phase bridge rectifier 25, each of which consists of a tablet diode 66, for example type 01800N, mounted between the individual anode 67 and cathode 68 coolers mounted on an individual insulating mounting panel 69 (Fig.11). Power semiconductor diode modules are grouped in two rows, each row diode module is bonded to another row diode module through a fiberglass insulation strip 70 (Fig. 7). Each row of power semiconductor diode modules is mounted on the side fiberglass insulating walls 71 (Fig. 7) of the second chamber 5 of the converter 1. The conductive parts of the power semiconductor diode modules are connected by conductive busbars 72 and form a three-phase power bridge rectifier 25 (Fig. 5). On the tires of the three-phase power bridge rectifier 25 (Fig. 5), phase current sensors 73 and rectified current sensors 74 and voltage 75 are installed. The output of the three-phase bridge rectifier 25 is made of conductive buses 20, which pass from the second chamber 5 into the first chamber 4 through the wall 19 made of fiberglass plate separating the second chamber 5 from the first 4 (figure 5). In the second chamber 5 (FIG. 5), two front glass-fiber insulating insulation walls are installed, one of which the upper 76 is adjacent to the upper row of diode modules, the other lower 77 is adjacent to the lower row of diode modules (FIG. 5). On the lower fiberglass insulation wall 77, a three-pole disconnector 78 for power supply of a three-phase bridge rectifier 25, a contactor 79 for the converter 1 heating system, a fan 80 for the converter 1 heating system, an insulation control device 81 for the converter 1, an air temperature sensor 82 in the converter 1 are installed (Fig. 1). 2, 5). On the upper front fiberglass insulating wall 76, forming with a side wall 8 and a wall 19 (FIGS. 5, 7) made of a fiberglass plate separating the second chamber 5 from the first chamber 4, a niche is placed microprocessor control system 17 (figure 2, 5) a converter 1, which is connected by cables 21 (FIG. 5) to sensors 35, 39, 63, 73, 74, 79 and 82 (FIGS. 2, 5, 9, 10) of the converter 1 by an insulation monitoring device 81, drivers 55 and 56 power semiconductor phase modules 26, 27, 28, 29, 30, 31, 32, 33, 34 and drivers 62 of the brake modules 36, 37, 38. Through external times removable joints 9 located on the left side wall 8 (Fig. 5) of the converter 1, the microprocessor control system 17 of the converter 1 (Figs. 5, 12) is connected to the microprocessor control system 83 of the diesel locomotive, sensors 84 of the rotational speed of asynchronous traction motors 85, sensors 86 temperature induction traction electric motors (Fig). A voltmeter 24 and an ammeter 23 for measuring the output current and voltage of the power three-phase bridge rectifier 25 are placed on the instrument panel 22 of the second chamber (Figs. 1, 2). The second chamber 5 of the converter 1 contains a ventilation channel 87 for cooling the power semiconductor diode modules of the power three-phase bridge rectifier 25, which is formed by lateral fiberglass insulation walls 71 of the second chamber 5, two front 76, 77 fiberglass insulation walls - one upper 76 adjacent to the upper row of power semiconductor diode modules, another lower 77 adjacent to the bottom row of power semiconductor diode modules of a power three-phase bridge rectifier I 25, an insulating wall 19 made of fiberglass plate separating the second 5 and first 4 chambers of the transducer 1, and the left side 2 and rear 13 walls of the second chamber 5 of the transducer 1 (Figs. 2, 4, 5, 7).

In the lower part of the chamber 4 and the chamber 5 of the Converter 1 (1, 2) are connected power terminals. So, in the first chamber 4 of the converter 1, there are output terminals 88 for connecting traction induction motors 85 and terminals 89 for connecting brake resistors 90 (Figs. 1, 2, 12). In the second chamber 5 (Fig. 1) of the converter 1, terminals 91 are placed for inputting power to the converter 1 from the synchronous traction generator 92 of the diesel locomotive and terminals 93 for outputting the voltage of the traction generator 92 rectified by the converter 1 for loading onto an external load resistor 94 (Fig. 1) , 12).

On the housing of the Converter 1, there are two bonks 95, 96 grounding of the Converter 1 (Fig.2) for connecting the grounding Converter 1 conductors. In addition, in the first chamber 4 (figure 2) there are heating elements made in the form of a block of heating resistors 97.

Traction generator 92 (Fig) is connected to the shaft of a heat engine 98, for example, a diesel engine. The three-phase output of the generator 92 is connected via terminals 91 to a three-pole AC disconnector 78, the output of which through phase current sensors 73 is connected to the input of the three-phase power bridge rectifier 25 of the converter 1. The DC output of the three-phase bridge power rectifier 25 is connected through the rectified current sensors 74 to the power semiconductor phase modules 26, 27, 28, 29, 30, 31, 32, 33 and 34 of the Converter 1. The Converter 1 contains three voltage inverters 99, 100, 101, each of which is formed of three forces semiconductor phase modules and one power semiconductor brake module. Voltage inverters 99, 100 and 101 are formed by conductive busbars 20. Each of the voltage inverters 99, 100 and 101 formed is connected to its asynchronous traction motor 85. Each of the asynchronous traction motors 85 contains a speed sensor 84 and a temperature sensor 86 of asynchronous traction motors, which through detachable connections 9 are connected to the microprocessor control system 17 of the Converter 1. Power semiconductor brake modules 36, 37 and 38 voltage inverters through terminal connections 89 connected to the braking resistors 90 of the traction drive of the locomotive. The microprocessor control system 17 of the cable is connected to voltage inverters 99, 100 and 101 of the converter 1. In addition, the microprocessor control system 17 is connected to the insulation control device 81 of the converter 1, the heating system 102 of the converter 1 and is in electrical communication with the microprocessor control system 83 of the diesel locomotive and the remote control driver 103. The heating system of the Converter 1 consists of a contactor 79, a fan 80, a temperature sensor 82, heating resistors 104 (1, 2, 5, 12). The control panel of the driver 103 is connected to the microprocessor control system 83 of the diesel locomotive, which is connected to the speed control of the diesel engine 97 and the excitation unit 105 of the traction generator 92. On the cabinet body (2, 12) of the converter 1 are placed bonks 95 and 96 of the ground of the converter 1, to which is connected to the grounding conductor 106 (Fig.12).

The operation of the claimed device is as follows.

The power cabinet of the converter 1 is installed on the seats in a special compartment of the locomotive and a ground conductor 106 is connected to the earthing beams 95 and 96 (figure 2, 12). The power circuits and control circuits of the converter 1 are installed in accordance with the structural diagram of the converter with elements of the traction drive of the diesel locomotive, namely, via plug-in connections 9 (Figs. 5, 7, 12), 110 V DC power is connected from the driver’s control panel 103 to the microprocessor the control system 17 of the converter 1, to the power supply 40 drivers 55, 56 and 62 of the power semiconductor phase modules 26, 27, 28, 29, 30, 31, 32, 33 and 34 and the power semiconductor brake modules 36, 37 and 38 of voltage inverters 99 , 100 and 101, to system p reheating converter 102 1.

Connect through detachable connections 9 speed sensors 84 and temperature 86 traction asynchronous electric motors 85 (Fig.2, 5, 12); the microprocessor control system 17 is connected to the microprocessor control system 83 of the diesel locomotive (upper level MPSU) via a serial communication channel, three phases of the synchronous diesel locomotive generator 92 are connected to the input power terminals 91. Traction induction motors 85 are connected to the output terminals 88, locomotive brake resistors 90 are connected to the output terminals 89 (Fig. 12).

A heat engine 98 of a diesel locomotive, for example, a diesel engine, is driven into rotation by a traction synchronous generator 92. Through plug-in connections 9 (FIGS. 5, 7, 12), 110 V is supplied to the converter 1, a microprocessor control system 83 of a diesel locomotive controls the excitation unit 105 of the traction generator 92 and excite the synchronous traction generator 92. A three-phase alternating voltage is applied to the terminals 91 (FIGS. 5, 12) of the converter 1, which, through the disconnector 78 (FIGS. 5, 12), is fed to the input of the power three-phase bridge rectifier 25 (FIGS. 2, 12) . The rectified voltage from the output of the power three-phase bridge rectifier 25 (Figs. 2, 5, 12) through the current sensors 74 is supplied to the inputs of three voltage inverters 99, 100 and 101 located in the first chamber 4 (Figs. 2, 12) of the converter 1. Through input plug connections 9 (FIGS. 5, 7, 12) to the microprocessor control system 17 provide signals from the upper-level MPSU 83, the sensors 84 of the rotational speed of the traction motors 85, and provide signals from the current sensors 35, 39 and voltage 75 and other sensors of the converter 1 Microprocessor control system 17 (Fig.2, 5, 12) produces control commands for voltage inverters 99, 100 and 101 of the voltage of the converter 1, consisting of power semiconductor phase modules 26, 27, 28, 29, 30, 31, 32, 33 and 34 and power semiconductor brake modules 36, 37 and 38 in accordance with a given operating mode from MPSU 83 of the upper level. At the power terminals 88 (FIGS. 1, 2, 12) of the converter 1, to which the traction induction motors 85 are connected, three-phase AC voltages adjustable in frequency and voltage are generated by voltage inverters 99, 100 and 101. Asynchronous traction motors 85, the rotational speed and loading power of which is regulated by the converter 1, depending on the specified MPSU 83 of the upper level of the operating mode, are rotated.

Converter 1 provides the following modes of operation of the locomotive:

- traction mode;

- braking mode.

In traction mode, a microprocessor control system 17 receives input through a plug-in connector 9 of converter 1 (FIGS. 5, 7, 12) proportional to a given traction power of a diesel locomotive, which is compared in microprocessor control system 17 with the measured output power of a three-phase bridge rectifier 25 , which is determined in the microprocessor control system 17 by the signals of the rectified current sensors 74 and the voltage sensor 75 installed at the output of the power three-phase bridge rectifier 25 (Fig.2, 12). According to the result of the power comparison, the microprocessor control system 17 generates control signals of the power semiconductor phase modules 26, 27, 28, 29, 30, 31, 32, 33, 34 (Fig. 2) of the converter 1 and translates the voltage inverters 99, 100 and 101 formed with these modules, into the vector width-pulse-mode - PWM mode, for which it processes the signals received from the outputs of the 35 phase current sensors of the power semiconductor phase modules 26, 27, 28, 29, 30, 31, 32, 33, 34 (figure 2), and signals proportional to the rotational speed of the traction electric rotors motors 85, 17 received by the microprocessor control system, a speed sensor rotor 84 via plug connections 9 and produces individual control asynchronous traction motors 85 (Figure 12). Regulation when starting the locomotive is carried out with a variable frequency and alternating supply voltage of the traction electric motors 85, but with a constant torque on the traction electric motors 85. Regulation in the constant power mode is carried out with a constant voltage and variable speed of the traction electric motors 85 and the changing moment of the traction electric motors 85.

In the braking mode of the locomotive, the microprocessor control system 17 through plug-in connections 9 (FIGS. 5, 7, 12) of the converter 1 from the upper level MPSU 83 receives a reference signal for the braking mode. By a microprocessor control system 17, voltage inverters 99, 100 and 101 are transferred from the invert mode of the input voltage to the rectification mode of alternating three-phase voltages coming from the stator windings of the traction motors 85 to the terminals 88 of the converter 1, and then to the phase inputs of the power semiconductor phase modules 26, 27, 28, 29, 30, 31, 32, 33 and 34 voltage inverters 99, 100 and 101 (Fig.2, 12). The three-phase voltages of the traction electric motors 85, rectified by the inverters 99, 100 and 101, are supplied through the power semiconductor brake modules 36, 37 and 38 to the terminals 89 of the converter 1 (FIGS. 2, 12) and then to the braking resistors 90 of the locomotive, in which the power is released braking traction electric motors 85. The rotational speed of the braking traction electric motors 85 is regulated by a microprocessor control system 17 depending on the set braking characteristics of the locomotive.

Installed in the Converter 1 (1, 2, 3, 4, 5, 6, 7) equipment provides protection:

- from short circuits in the power internal and external circuits of the Converter 1 according to the signals of the sensors 73 (Fig.2, 5) of the phase current, while protecting the active elements of the power semiconductor modules 26, 27, 28, 29, 30, 31, 32, 33, 34, 36, 37, and 38 (Figs. 2, 9) in the short-circuit modes against overvoltages arising in DC circuits due to the reduction of the switched inductances of these circuits, is ensured by connecting power capacitors 49 directly to the power inputs of the switching elements (IGBT- transistor modules), which increases reliability and the durability of the above-mentioned modules and the converter 1 as a whole allows the design of the converter 1 to be more compact;

- from reducing the insulation resistance in the power circuits below the set level according to the signal of the insulation monitoring device 81 (Fig. 5);

- from excess of temperature on active switching elements of power semiconductor modules 26, 27, 28, 29, 30, 31, 32, 33, 34, 36, 37 and 38 according to the signals of temperature sensors, for example, sensor 63 (figure 10);

- from hypothermia of the active elements of the power semiconductor modules 26, 27, 28, 29, 30, 31, 32, 33, 34, 36, 37 and 38 (figure 2) in the chamber 4 of the Converter 1 using the heating system 102 from hypothermia, made using a contactor 79, a fan 80 and heating elements in the form of a block of heating resistors 104; protection is turned on automatically by the signal of the air temperature sensor 82 in the converter 1 (Fig. 5) if the measured temperature is minus 25 ° C and below, and is disabled if the measured temperature exceeds minus 20 ° C.

During operation of the converter 1, the active fuel components of the converter 1 are cooled by two vertical air cooling systems - one, which is the ventilation channel 87 of the second chamber 5 with a rectangular cross section that does not vary in height of the converter 1, with diode power modules of the second chamber 5 located in the channel , another, which is the ventilation channel 45 of the first chamber 4, divided by bulkheads into three compartments, in which the ribbed parts of the power semi-coolers are located ovodnikovyh modules 26, 27, 28, 29, 30, 31, 32, 33, 34, 36, 37, 38, with the active section of the ventilation channel varying in height of the converter 1 due to the use of the rear inclined additional insulation wall 44 in the first chamber 4, what ensures uniform cooling of the power semiconductor modules 26, 27, 28, 29, 30, 31, 32, 33, 34, 36, 37, 38 located along the height of the channel by changing the aerodynamic drag along the height of the ventilation channel 45 of the first chamber 4 (Fig. 2, 8).

Cooling air is pumped into the ventilation ducts 87 and 45 of the converter 1 from the cooling fan of the converter 1 located outside the converter 1.

The claimed design of a three-phase frequency and voltage converter for a diesel locomotive has the following technical advantages compared with known designs:

- optimal compactness with a minimum weight corresponding to the location of the converter in a special high-voltage compartment of the locomotive;

- increasing the efficiency of air cooling by air flows due to the uniform cooling of the active fuel parts of the Converter 1 due to changes in aerodynamic resistance in the ventilation channel due to the inclined location of the rear wall of the channel;

- improving the reliability of operation due to insulation control, increasing the vibration resistance of power modules and reducing the inductive resistance of the busbar of inverter voltage inverters;

- constructive security for carrying out aggregate repair of the device due to the modularity of the converter blocks.

The technical result of the utility model is the creation of a compact, with minimal mass, and reliable power semiconductor frequency and voltage converter with a vertical air cooling system for three-phase asynchronous electric motors of a diesel locomotive, which allows for its aggregate repair due to the modularity of the blocks, while ensuring compactness with strictly limited dimensions at the location in the high-voltage chamber of the locomotive, increased reliability due to the control device isol tion, increasing the vibration resistance of power modules and reducing the inductive resistance of the inverter busbars, the modularity of the blocks, installation and dismantling of the blocks included in the converter, the efficiency of air cooling of all converter blocks, and the braking of traction motors.

A prototype of a utility model of a three-phase frequency and voltage converter for a diesel locomotive is manufactured and installed on a TE25A diesel locomotive and meets all the stated technical results.

Claims (1)

A three-phase frequency and voltage converter for a diesel locomotive, comprising a cabinet with a first chamber in which a set of elements of the converter power section is placed, and a second chamber in which a set of elements of the converter control section is placed, the set of elements of the converter power section is equipped with power diode rectifier semiconductor modules, power semiconductor phase inverter modules, capacitors and rectified current and voltage sensors, a set of elements of the control part is equipped microprocessor device, the cameras are equipped with a base, characterized in that the rectifier with power diode semiconductor modules is made in the form of a power three-phase bridge rectifier, the cabinet is equipped with a common frame and a base common for the first and second cameras, in which openings for input / output of power cables and for the exit of cooling air, and is equipped with a right side wall and a left side wall on which external detachable connections are located, two upper walls on which inputs are provided for cooling air, a rear wall, a front wall made in the form of four drop-down doors, two of which are made in the form of the front part of the first chamber of the converter, the third door is made in the form of the front part of the second chamber, covering a niche with the microprocessor control system of the converter located in it, and the fourth door is made in the form of the front of the second chamber, covering the power part of this chamber, and between the third and fourth doors of the second chamber there is a front dashboard; the second converter chamber is separated from the first converter chamber by an insulating wall made of fiberglass plate, through which power busbars of the inverter part of the converter and cables of the control circuits pass; in the first chamber of the converter there is a set of elements of the power inverter part of the converter, containing nine power semiconductor phase inverter modules with inverter phase current sensors, three power semiconductor brake modules with DC voltage and current sensors, power transistor driver power supplies, four vertically mounted located standard channel, on the front parts of which two bent corners and two bent channel are vertically fixed, to which three power semiconductor brake modules and nine power semiconductor phase modules are attached by coolers so that the active parts of the modules are located in the internal volume of the first chamber, and the cooled ribbed part of the modules is located in the external part of the chamber and forms a ventilation duct with the rear inclined additional insulation wall of the converter, divided into three compartments by insulating bulkheads mounted on the sides of standard channels, the active section of the ventilation duct is variable with respect to its height, and of the nine power semiconductor phase and three power semiconductor brake modules, three voltage inverters are formed by busbars, each of which is made of three horizontally arranged power semiconductor phase modules and a power semiconductor brake module located in the upper part of the converter chamber, in each power semiconductor phase and power semiconductor brake module on special consoles installed power con a capacitor connected by conductive short flexible buses to the power inputs of the direct current of the modules to increase the vibration resistance of the modules and reduce the switched inductances in the short circuit modes; in the second chamber of the converter, a set of power rectifier part of the converter is placed, containing six power semiconductor diode modules, each of which consists of a tablet diode mounted between an individual anode and cathode coolers installed on an individual insulating mounting panel, power semiconductor diode modules are grouped in two rows, each diode module is bonded to another row diode module through a fiberglass insulation strip, and each row is a mode it is mounted on the lateral fiberglass insulating walls of the second converter chamber, the conductive parts of the power semiconductor diode modules are connected by busbars and form a power three-phase bridge rectifier, phase current sensors and rectified current and voltage sensors are installed on the buses of the power three-phase bridge rectifier, the output of the power three-phase bridge rectifier is made conductive tires that pass from the second chamber to the first chamber through a wall made of a fiberglass plate separating the second chamber from the first chamber, two front insulating fiberglass walls are installed in the second chamber, one of which is adjacent to the upper row of power semiconductor diode modules, the other is adjacent to the lower row of power semiconductor diode modules, a three-pole disconnector is installed on the lower glass-fiber insulating wall AC power supply of a three-phase power bridge rectifier, contactor of the converter heating system, fan of systems heating the converter control device isolation converter temperature sensor in the transmitter; on the upper front insulating fiberglass wall, forming a niche with a side wall of the transducer and a wall made of fiberglass plate separating the second chamber from the first chamber, a microprocessor control system of the transducer is placed, which is connected by cables to the transducer sensors, and through external plug-in connections placed on the left side wall of the converter, connected to the microprocessor control system of the locomotive, speed sensors of asynchronous traction electric motors, temperature sensors asynchronous traction motors; on the dashboard of the second chamber there is a voltmeter and an ammeter for measuring the output current and voltage of the power three-phase bridge rectifier, the second converter chamber contains a ventilation duct for cooling the power semiconductor diode modules of the power three-phase bridge rectifier, which is formed by the side insulating fiberglass walls of the chamber, two front insulating fiberglass walls one adjacent to the top row of power semiconductor diode modules, d another, adjacent to the lower row of power semiconductor diode modules of a power three-phase bridge rectifier, an insulating wall made of fiberglass plate separating the second and first converter chambers, and the left side and rear walls of the second converter chamber.