Integrated power source for providing power for diesel locomotive auxiliary transmission system and train

Abstract

The invention provides an integrated power source for providing power for a diesel locomotive auxiliary transmission system and a train. The integrated power source comprises a main generator and an AC-DC main rectifying circuit. The DC output component of the AC-DC main rectifying circuit provides power for a traction motor through a traction circuit switch and a traction inversion module. The DC output component of the AC-DC main rectifying circuit provides power for the diesel locomotive auxiliary transmission system and the train through a DC-DC chopping set-down module, a DC-AC inversion module, an isolation transformer and an AC-DC auxiliary rectifying module in sequence. Neither extra auxiliary generator nor diesel generating set for power supply is needed, the weight of a shaft is reduced, and space is saved. The number of current transformer components is reduced, cost is reduced, and system reliability is improved. Feedback power of resistance braking can be utilized, and the total power of a locomotive can be freely distributed to the traction power, the auxiliary power and the train power supply power. When the traction power does not need to be output, input of the traction inverter can be cut off, and reliability and safety are improved.

Description

technical field [0001] The invention relates to an integrated power supply for an auxiliary transmission of a diesel locomotive and a train power supply, and belongs to the technical field of railway locomotive manufacturing. Background technique [0002] In modern railway passenger transportation, a diesel locomotive must not only provide sufficient tractive force, but also provide power for the locomotive's auxiliary drive system to power the entire train. Therefore, the prior art has several different solutions for the power of the auxiliary drive system and the power supply of the train. [0003] Solution 1: The auxiliary transmission system of the locomotive uses the main diesel engine of the locomotive to drive the auxiliary generator to generate electricity, and then uses the electric energy generated by the auxiliary generator to supply power to each auxiliary motor through direct drive or variable frequency drive to make the auxiliary transmission system work; the t...

AI Technical Summary

Problems solved by technology

[0004] (1) No matter what kind of auxiliary generator the locomotive is equipped with, the mechanical transmission mechanism between the main diesel engine and the auxiliary generator is required; because of the existence of the auxiliary generator, the space layout and weight control of the locomotive will be more complicated and difficult

[0005] (2) It is additionally equipped with a power supply diesel generator set, and it must also be equipped with a fuel supply system and an oil-water cooling system, which increases the complexity of the locomotive system

In addition, limited by power, size and weight, the power of the power supply diesel engine is much smaller than that of the main diesel engine of the locomotive, and it is impossible to provide a large power margin. This limits the number of sections that the locomotive can tow passenger cars. On the other hand, it is also unable to cope with sudden and large changes in the power load on passenger trains.

[0006] (3) The main diesel engine and the power supply diesel engine are separated, and there is no electrical connection with each other, so it is impossible to realize the free distribution of energy in each subsystem

[0007] (4) Neither the auxiliary transmission system nor the train power supply system can use the electric energy generated on the main circuit of the locomotive when the locomotive resistance brakes, resulting in a certain degree of waste of electric energy

Increased fuel consumption, poor energy efficiency

[0008] (5) Increase the axle load of the locomotive, which is not conducive to the maintenance of the locomotive

Larger auxiliary generators exacerbate the difficulty of locomotive space layout and weight control

[0011] (2) Neither the auxiliary transmission system nor the train power supply system can use the electric energy generated on the main circuit of the locomotive when the locomotive resists braking, resulting in waste of electric energy

This will not only lead to greater noise and exhaust emissions, but also due to the high speed of the auxiliary generator, some direct-drive (unremovable) auxiliary transmission loads obtain a higher voltage that is not needed, making this part of auxiliary transmission Load power is unnecessarily increased, increasing fuel consumption

[0013] (4) It also increases the axle load of the locomotive, which is not conducive to the maintenance of the locomotive

After the main intermediate DC link is input, the direct use of inverter will inevitably require the auxiliary inverter module, train power inverter module, and isolation transformer to use high-voltage power devices, which will also greatly increase the cost of the entire system. lead to a decline in the economy

At the same time, too many high-voltage converter components will also reduce the reliability of the locomotive

[0016] (2) When the locomotive does not need traction power output, but the output of auxiliary transmission power and train power supply power must be guaranteed, since the auxiliary inverter module and train power supply inverter module on the main intermediate DC link need electric energy input, the main intermediate DC The link needs to be charged all the time to maintain a certain voltage level. Even if the traction inverter module itself has no output, the input voltage always exists, which will lead to a reduction in the life of the traction inverter module and a decrease in the reliability of the entire system.

For diesel locomotives, the load power, speed and torque requirements of various auxiliary motors, especially fan motors, are quite different, and it is difficult to unify the voltage and frequency of auxiliary motors, which is not conducive to the matching of locomotive auxiliary drive systems. selection

In addition, because each auxiliary drive motor adopts the same frequency and same voltage control method, it will lead to waste of auxiliary load, increase fuel consumption, and poor economy

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