CN201901014U

CN201901014U - Double-source electric control device for locomotive

Info

Publication number: CN201901014U
Application number: CN2010206353305U
Authority: CN
Inventors: 张彦林; 蓝正升; 马晓宁; 张树勋
Original assignee: CSR Zhuzhou Electric Locomotive Co Ltd
Current assignee: CRRC Zhuzhou Locomotive Co Ltd
Priority date: 2010-12-01
Filing date: 2010-12-01
Publication date: 2011-07-20
Anticipated expiration: 2020-12-01

Abstract

The utility model relates to a double-source electric control device for a locomotive, comprising the locomotive, a traction transformer, a traction storage battery set, an integrated traction current transformer and a three-phase alternating-current asynchronous traction motor which are electrically connected with each other. An input end of the traction transformer is connected with a 25kV contact line, an output end of the traction transformer is connected with the integrated traction current transformer, and an output end of the integrated traction current transformer is connected with the three-phase alternating-current asynchronous traction motor, a central control unit and a traction mode changeover switch. A power source of the double-source electric control device is the contact line or storage batteries which are clean energy sources, thereby meeting requirements of people in terms of energy conservation, environmental protection and low carbon. The double-source electric control device integrates functions of a traction inverter, an auxiliary inverter and a traction storage battery charging and discharging circuit, and is high in integration level and fine in integral modularized structure.

Description

Double source system electric locomotive control setup

Technical field

The utility model relates to a kind of control setup, is specifically related to rail yard or industrial and mining enterprises towage, available interchange 25kV contact system or the locomotive vehicle-mounted battery feed control setup as propulsion source of shunting.

Background technology

At present the rail yard shunting service mainly is a diesel locomotive, owing to use diesel engine as the railroad traction source, its noise and aerial contamination are serious, does not meet the developing direction of environmental protection, energy-conservation, low-carbon (LC).

Summary of the invention

The purpose of this utility model is to overcome the shortcoming of an existing station shunting service, provides a kind of and is exchanging the double source system electric locomotive control setup of working under contact system and two kinds of power supply standards of traction accumulator.

The utility model includes locomotive, traction transformer, traction accumulator group, integrated traction convertor, phase asynchronous traction electric machine and is electrically connected, it is characterized in that: the input end of described traction transformer is connected with the 25kV contact system, and mouth is connected with integrated traction convertor; Described integrated traction convertor is by traction transformer precharge unit and traction accumulator precharge unit, direct current intermediate circuit, and charging module, four-quadrant rectifier, traction PWM inverter, auxiliary PWM inverter and absorbing resistor are electrically connected to be formed; The mouth of integrated traction convertor is connected in phase asynchronous traction electric machine, Central Processing Unit (CPU) and traction mode change-over swith.

The employed power source of the utility model is contact system or storage battery, all is clean energy resourcies, satisfies the requirement of people's energy-saving and environmental protection, low-carbon (LC).Collection traction invertor, subordinate inverter and traction accumulator charge-discharge circuit are one, the integrated level height.Solid die blocking structure is good.

Description of drawings

Fig. 1 is schematic circuit diagram of the present utility model.

Among the figure: 1, traction transformer, 2, the traction transformer precharge unit, 3, four-quadrant rectifier, 4, direct current intermediate circuit, 5, traction PWM inverter, 6, auxiliary PWM inverter, 7, charging module, 8, the traction accumulator precharge unit, 9, the traction accumulator group, 10, integrated traction convertor, 11, absorbing resistor, 12, phase asynchronous traction electric machine, 13, Central Processing Unit (CPU), 14, traction mode change-over swith, 15, locomotive, 16, the 25kV contact system.

The specific embodiment

Control setup of the present utility model includes locomotive 15, traction transformer 1, traction accumulator group 9, integrated traction convertor 10, Central Processing Unit (CPU) 13, and traction mode change-over swith 14 is electrically connected to be formed.The input end of traction transformer 1 is connected with 25kV contact system 16, and mouth is connected with integrated traction convertor 10; Integrated traction convertor 10 is by traction transformer precharge unit 2 and traction accumulator precharge unit 8, direct current intermediate circuit 4, and charging module 7, four-quadrant rectifier 3, traction PWM inverter 5, auxiliary PWM inverter 6 and absorbing resistor 11 are electrically connected to be formed.

The mouth of integrated traction convertor 10 is connected in phase asynchronous traction electric machine 12, Central Processing Unit (CPU) 13 and traction mode change-over swith 14.

When locomotive 15 during by 25kV contact system 16 power supply, traction, electric energy enters direct current intermediate circuit 4 through inferior limit winding, traction transformer precharge unit 2, the four-quadrant rectifier 3 of traction transformer 1, being divided into 3 the tunnel: the one tunnel thus is three-phase alternating-current supply through 5 inversions of traction PWM inverter, drives phase asynchronous traction electric machine 12 and Central Processing Unit (CPU) 13 and advances; Auxiliary PWM inverter 6 inversions of one road warp are three-phase alternating-current supply, supply locomotive 15 ancillary systems; One the tunnel is traction accumulator group 9 charging through charging module 7, and traction accumulator precharge unit 8 disconnects.During regenerative brake, regenerated energy is by traction transformer 1 feedback electrical network.

When locomotive 15 during by traction accumulator group 9 power supply, traction, electric energy is through traction accumulator precharge unit 8, direct current intermediate circuit 4, for traction PWM inverter 5, auxiliary PWM inverter 6 provide direct supply; Glancing impact, regenerated energy is fed back to direct current intermediate circuit 4 through traction PWM inverter 5, and one the tunnel provides the electric energy of auxiliary PWM inverter 6, and one tunnel process charging module 7 is 9 chargings of traction accumulator group, glancing impact, traction accumulator precharge unit 8 disconnects; If the voltage that this operating mode Central Processing Unit (CPU) 13 detects direct current intermediate circuit 4 is higher than setting value, illustrate that regenerating braking energy can't be absorbed fully by auxiliary PWM inverter 6 and traction accumulator group 9, then control system drops into absorbing resistor 11, with excess energy consumption.

Traction transformer precharge unit 2 and traction accumulator precharge unit 8 are by 13 interlockings of locomotive 15 Central Processing Unit (CPU)s, and promptly any moment has only 1 winding logical, drops into simultaneously to avoid traction accumulator group 9 and traction transformer 1.Traction accumulator precharge unit 8 and charging module 7 are by 13 interlockings of locomotive 15 Central Processing Unit (CPU)s, and charging module 7 is open-minded when promptly charging, and traction accumulator precharge unit 8 is turn-offed, and is opposite during discharge.

By above-mentioned control, locomotive can be implemented in 2 kinds of change working under the power supply.

Locomotive 15 is made of the main gear circuit of AC-DC-AC 25kV contact system 16, traction transformer 1, integrated traction convertor 10, phase asynchronous traction electric machine 12 and Central Processing Unit (CPU) 13; Constitute directly-hand over the main gear circuit by traction accumulator group 9, integrated traction convertor 10, phase asynchronous traction electric machine 12 and Central Processing Unit (CPU) 13; The two common DC intermediate loop 4.During the locomotive traction operation, traction accumulator group 9 does not drop into simultaneously with traction transformer 1.2 kinds of circuit all can be implemented as 2 phase asynchronous traction electric machines 12 and Central Processing Unit (CPU) 13 power supplies on the same bogie truck.

In locomotive 15, be provided with traction mode change-over swith 14 and locomotive Central Processing Unit (CPU) 13.

The foregoing description only to 2 traction electric machine power supplies of same bogie truck, if traction transformer increases by one limit winding and increases by one group of traction accumulator, a drag current transformer module, can be realized 2 traction electric machine power supplies to another bogie truck.Because adopt two to overlap independently intermediate dc loop, locomotive major loop redundancy is good.

Claims

1. double source system electric locomotive control setup, include locomotive (15), traction transformer (1), traction accumulator group (9), integrated traction convertor (10), phase asynchronous traction electric machine (12) and electrical connection, it is characterized in that: the input end of described traction transformer (1) is connected with 25kV contact system (16), and mouth is connected with integrated traction convertor (10); Described integrated traction convertor (10) is by traction transformer precharge unit (2) and traction accumulator precharge unit (8), direct current intermediate circuit (4), charging module (7), four-quadrant rectifier (3), traction PWM inverter (5), auxiliary PWM inverter (6) and absorbing resistor (11) are electrically connected to be formed; The mouth of integrated traction convertor (10) is connected in phase asynchronous traction electric machine (12), Central Processing Unit (CPU) (13) and traction mode change-over swith (14).

2. control setup according to claim 1 is characterized in that: be provided with traction mode change-over swith (14) and Central Processing Unit (CPU) (13) in the described locomotive (15).