A load device for locomotive power supply load test

Abstract

The present invention discloses a load device for a locomotive power supply load test, comprising a load main circuit for providing a load required for a test of a circuit for supplying power from a locomotive to a train; a load control circuit for controlling the load main circuit to meet different load test requirements of the locomotive; the load main circuit comprises a plurality of resistors; the plurality of resistors comprises a first resistor, a second resistor, a third resistor and a fourth resistor; the first resistor, the second resistor, the third resistor and the fourth resistor are arranged in sequence from top to bottom, the load control circuit comprises a first control circuit and a second control circuit, the first control circuit and the second control circuit are electrically connected, and the device is suitable for an electric locomotive to carry out a load test of a DC train supply circuit or a diesel locomotive to carry out a load test of a three-phase AC train supply circuit; the device solves the problem of live switching, ensuring that when switching from full load to 1 / 2 load and then to 1 / 4 load during a train supply load test of an electric locomotive, the locomotive train power supply system does not need to be powered off.

Description

Technical Field

[0001] The invention belongs to the field of locomotives and relates to a load device used for a locomotive power supply load test. Background Art

[0002] At present, electric locomotives and some exported diesel locomotives are equipped with train power supply circuits to provide working power for the train's electrical equipment (electric heaters, air conditioning systems, lighting, water heaters, etc.). After the locomotive is manufactured and various tests are carried out, it is also necessary to carry out load tests on the train power supply system. According to the design requirements of the test, the train power supply system of the electric locomotive needs to be tested at full load, 1 / 2 load, and 1 / 4 load; the train power supply system of the exported diesel locomotive only needs to be tested at full load. The load required for the test is a pure resistance load, and its parameters are as follows:

[0003] When the electric locomotive is fully loaded, the locomotive output voltage is DC600V and the output power is 400kW. Therefore, the output current is DC666.67A and the load resistance is 0.9Ω.

[0004] When the electric locomotive is tested at 1 / 2 load, the locomotive output voltage is DC600V and the output power is 200kW. Therefore, the output current is DC333.33A and the load resistance is 1.8Ω.

[0005] When the electric locomotive is tested at 1 / 4 load, the locomotive output voltage is DC600V and the output power is 100kW. Therefore, the output current is DC166.67A and the load resistance is 3.6Ω.

[0006] During the full load test of the export diesel locomotive, the locomotive output voltage is three-phase AC380V50Hz, and the output power is 145kW. Therefore, the output line current can be calculated to be AC220A, and the load resistance is three 1Ω resistors connected in star shape.

[0007] At present, when the electric locomotive power supply system in the industry is conducting load tests, the load equipment used is a tap mode, which is switched by a manual switch, such as Figure 1 shown.

[0008] In the figure, R1, R2, R3, and R4 are load resistors, all of which are 0.9Ω, and the power is as indicated in the figure; K1, K2, and K3 are manual switches. When conducting a load test on the train power supply system, the locomotive power supply output terminal is connected to the C(+) point and D(-) point of the load device.

[0009] When the electric locomotive is undergoing a full-load test, only the K1 switch is closed, and only the R1 resistor is connected. Because the locomotive's train power supply output voltage is DC600V, the load resistance is 0.9Ω, the output current is DC666.67A, and the output power is 400kW, which meets the full-load test requirements.

[0010] When the electric locomotive performs a 1 / 2 load test, only the K2 switch is closed. At this time, the R1 and R2 series resistors are connected. Because the locomotive's train power supply output voltage is still DC600V, the total resistance of the load resistor is 1.8Ω, the output current is DC333.33A, and the output power is 200kW, which meets the 1 / 2 load test requirements.

[0011] When the electric locomotive performs a 1 / 4 load test, only the K3 switch is closed. At this time, the R1, R2, R3 and R4 series resistors are connected. Because the locomotive's train power supply output voltage is still DC600V, the total resistance of the load resistor is 3.6Ω, the output current is DC166.67A, and the output power is 100kW, which meets the 1 / 4 load test requirements.

[0012] Although this load device can also perform load tests on the train power supply system of electric locomotives and is simple to manufacture, it has the following shortcomings:

[0013] 1) The switch must be operated manually and cannot be switched with power on. From full load to 1 / 2 load, and then to 1 / 4 load, it must be done without power, so the test cannot be carried out continuously and the switch must be made with power off;

[0014] 2) The operating switch is in the distribution box of the load device, and the load device is next to the ground locomotive. The operator needs to get off the locomotive every time the switch is switched;

[0015] 3) The resistance power in the load device is large and the manufacturing cost is high;

[0016] 4) The parameters cannot be adjusted and cannot be used to perform train load tests on export diesel locomotives. When export diesel locomotives also need to perform train load tests, another set of equipment suitable for export diesel locomotive train load tests is needed. Since there are fewer export locomotives that need to perform train load tests, their load devices are idle for a long time, which not only wastes resources but also is easily damaged due to long-term non-use. Summary of the invention

[0017] In order to solve the above problems, the present invention provides a technical solution adopted by the present invention: a load device for a locomotive power supply load test, comprising a load main circuit for providing a load required for testing a circuit for a locomotive to supply power to a train;

[0018] A load control circuit that controls the load main circuit to meet the different load test requirements of the locomotive.

[0019] Furthermore, the device is suitable for a load test of a DC train supply circuit of an electric locomotive or a load test of a three-phase AC train supply circuit of a diesel locomotive.

[0020] Furthermore: the load main circuit includes multiple resistance belts; the multiple resistance belts include a first resistance belt, a second resistance belt, a third resistance belt and a fourth resistance belt; the first resistance belt, the second resistance belt, the third resistance belt and the fourth resistance belt are arranged in sequence from top to bottom.

[0021] Furthermore, the first resistance belt includes a 0.9Ω100KW load resistor R1 and a 0.1Ω5KW load resistor R5; the second resistance belt includes a 0.9Ω100KW load resistor R2 and a 0.1Ω5KW load resistor R6; the third resistance belt includes a 0.9Ω100KW load resistor R3 and a 0.1Ω5KW load resistor R7; the fourth resistance belt includes a 0.9Ω100KW load resistor R4.

[0022] Furthermore: the load control circuit includes a first control circuit and a second control circuit, and the first control circuit and the second control circuit are electrically connected.

[0023] Further: the first control circuit includes an AC220V to DC24V direct current power supply B1, a relay K, a relay K1, a relay K2, a relay K3, a relay K4, a relay K5, and a relay K6;

[0024] The second control circuit includes an AC220V to DC110V DC power supply B2, a DC contactor KM1, a DC contactor KM2, a DC contactor KM3, a DC contactor KM4, a DC contactor KM5, a DC contactor KM6, and an AC contactor KM;

[0025] In the first control circuit, one end of the coil of the DC relay K, one end of the coil of the DC relay K1, one end of the coil of the DC relay K2, one end of the coil of the DC relay K3, one end of the coil of the DC relay K4, one end of the coil of the DC relay K5, and one end of the coil of the DC relay K6 are respectively connected to the negative electrode of the AC220V to DC24V DC power supply B1, and the other end of the coil of the relay K1, the other end of the coil of the DC relay K2, the other end of the coil of the DC relay K3, the other end of the coil of the DC relay K4, the other end of the coil of the DC relay K5, and the other end of the coil of the DC relay K6 are respectively connected to the contact wiring points corresponding to the conversion switch S, and each wiring point corresponding to the other end of the contact of the conversion switch S is respectively connected to the positive electrode of the AC220V to DC24V DC power supply B1;

[0026] In the second control circuit, a connection point at one end of the contact of the DC relay K is connected to the coil of the AC contactor KM, the other end of the coil of the AC contactor KM is connected to the neutral line of the power supply, and a connection point at the other end of the contact of the DC relay K is connected to the phase line of the power supply; one end of the contact connection point of the DC relay K1, one end of the contact connection point of the DC relay K2, one end of the contact connection point of the DC relay K3, one end of the contact connection point of the DC relay K4, one end of the contact connection point of the DC relay K5, and one end of the contact connection point of the DC relay K6 are respectively connected to the positive electrode of the AC220V to DC110V DC power supply B2, the other end of the contact connection point of the DC relay K1 is connected to one end of the coil of the DC contactor KM1, the other end of the contact connection point of the DC relay K2 is connected to one end of the coil of the DC contactor KM2, The other end of the contact connection point of the DC relay K3 is connected to one end of the coil of the DC contactor KM3, the other end of the contact connection point of the DC relay K4 is connected to one end of the coil of the DC contactor KM4, the other end of the contact connection point of the DC relay K5 is connected to one end of the coil of the DC contactor KM5, and the other end of the contact connection point of the DC relay K6 is connected to one end of the coil of the DC contactor KM6; and the other end of the coil of the DC contactor KM1, the other end of the coil of the DC contactor KM2, the other end of the coil of the DC contactor KM3, the other end of the coil of the DC contactor KM4, the other end of the coil of the DC contactor KM5, and the other end of the coil of the DC contactor KM6 are respectively connected to the negative pole of the AC220V to DC110V DC power supply B2;

[0027] In the load main circuit, the two connection points of the main contact of the DC contactor KM1 are respectively connected to the 0.9Ω100KW resistance load R1 and the 0.9Ω100KW resistance load R3; the two connection points of the main contact of the DC contactor KM2 are respectively connected to the 0.9Ω100KW load resistor R2 and the 0.9Ω100KW load resistor R4; the two connection points of the main contact of the DC contactor KM3 are respectively connected to the 0.9Ω100KW load resistor R1 and the 0.9Ω100KW load resistor R2; the two connection points of the main contact of the DC contactor KM4 are respectively connected to the 0.9Ω100KW load resistor R2 , the 0.9Ω100KW load resistor R3; one connection point of the main contact of the DC contactor KM5 is respectively connected to the 0.9Ω100KW load resistor R1 and the 0.1Ω5KW load resistor R5, and another connection point of the main contact of the DC contactor KM5 is respectively connected to the 0.9Ω100KW load resistor R2 and the 0.1Ω5KW load resistor R6; one connection point of the main contact of the DC contactor KM6 is respectively connected to the 0.9Ω100KW load resistor R3 and the 0.1Ω5KW load resistor R7, and another connection point of the main contact of the DC contactor KM6 is connected to the 0.9Ω100K W load resistor R4.

[0028] Furthermore: it also includes a conversion module, which is connected to the load control circuit and uses a multi-pole conversion switch.

[0029] Furthermore: a heat dissipation module is also included, the heat dissipation module adopts a fan, and the fan is arranged below the fourth resistance belt.

[0030] Furthermore: different loads include: full load, 1 / 2 load, and 1 / 4 load.

[0031] The present invention provides a load device that can be used for load tests of electric and diesel locomotives, so that electric locomotives and diesel locomotives with train supply can share a set of load devices; it can be operated on the locomotive through a handheld conversion switch box; the increase and decrease of the load can be switched with power on; the device realizes a combination circuit of multiple load parameters through parallel and series switching of resistors, and the switching of the resistance load can be operated at a long distance through the handheld conversion switch box; the live switching is solved to ensure that the locomotive train power supply system does not need to be powered off when switching from full load to 1 / 2 load and then to 1 / 4 load during the train supply load test of the electric locomotive; and the operator can switch on the locomotive without getting off the locomotive, and at the same time, by observing the instruments on the locomotive, the technical parameters of the train supply load test can be judged, and it can be determined whether the output is normal under the working conditions of full load, 1 / 2 load and 1 / 4 load. At the same time, the device can also be used for load tests of train power supply circuits of export diesel locomotives. The beneficial effects of this application are as follows:

[0032] 1) Easy to operate

[0033] The operator can observe the instruments on the locomotive while operating, without having to get on and off the locomotive to switch or have two people on and off the locomotive to coordinate the operation by shouting;

[0034] 2) Live switching

[0035] During the train supply test of electric locomotives, the load can be switched from full load to 1 / 2 load and then to 1 / 4 load under power supply, which enables the train supply test to be carried out continuously with different loads without any safety hazards.

[0036] 3) Add load test function for diesel locomotives

[0037] Only three 0.1Ω 5KW resistors are added to meet the load test of the train supply of some export diesel locomotives. Compared with making a separate diesel locomotive load test device, the cost is much less and the utilization rate is much higher (there are very few diesel locomotives with train supply function);

[0038] 4) Cost reduction

[0039] The total power of the resistors in the electric locomotive load test device in the industry is 550KW, the total power of the resistors in the electric locomotive load test device of the invention is 400KW, the total power of the resistors supplemented by the diesel locomotive load test is 15KW, and the total power of all loads is 415KW. The cost of the resistor is proportional to the power. Although the function of the load device of the invention is increased, the power is reduced, and the cost is reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0041] Figure 1 It is a diagram of the existing load device resistance connection method;

[0042] Figure 2 It is the load main circuit schematic diagram;

[0043] Figure 3 (a) is the schematic diagram of the heat dissipation module circuit; (b) is the schematic diagram of the first control circuit; (c) is the schematic diagram of the second control circuit;

[0044] Figure 4 This is the closed state diagram of the main circuit contactor of the electric locomotive train supply full load test;

[0045] Figure 5 It is the equivalent diagram of the main circuit of the full load test;

[0046] Figure 6 This is the closed state diagram of the main circuit contactor of the electric locomotive train supply 1 / 2 load test;

[0047] Figure 7 This is the equivalent diagram of the main circuit of the 1 / 2 load test;

[0048] Figure 8 This is the closed state diagram of the main circuit contactor of the electric locomotive train supply 1 / 4 load test;

[0049] Fig. 9 This is the equivalent diagram of the main circuit of the 1 / 4 load test;

[0050] Fig.10 It is the closed state of the main circuit contactor of the three-phase AC load test of the diesel locomotive train supply;

[0051] Fig.11 It is the equivalent diagram of the main circuit of the three-phase AC load test for diesel locomotive train supply;

[0052] Fig.12 It is a schematic diagram of the appearance of the load device. DETAILED DESCRIPTION

[0053] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0054] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is by no means intended to limit the present invention and its application or use. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0055] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit exemplary embodiments according to the present invention. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprising" and / or "including" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0056] Unless otherwise specifically stated, the relative arrangement of the parts and steps described in these embodiments, the numerical expressions and numerical values ​​do not limit the scope of the present invention. At the same time, it should be clear that, for ease of description, the sizes of the various parts shown in the drawings are not drawn according to the actual proportional relationship. The technology, methods and equipment known to ordinary technicians in the relevant field may not be discussed in detail, but in appropriate cases, the technology, methods and equipment should be regarded as part of the authorization specification. In all examples shown and discussed here, any specific value should be interpreted as merely exemplary, rather than as a limitation. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar numbers and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further discussed in subsequent drawings.

[0057] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the drawings. They are only for the convenience of describing the present invention and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the device or element referred to must have a specific direction or be constructed and operated in a specific direction. Therefore, they cannot be understood as limiting the scope of protection of the present invention: the directional words "inside and outside" refer to the inside and outside relative to the contours of each component itself.

[0058] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below their position devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0059] In addition, it should be noted that the use of terms such as "first" and "second" to limit components is only for the convenience of distinguishing the corresponding components. If not otherwise stated, the above terms have no special meaning and therefore cannot be understood as limiting the scope of protection of the present invention.

[0060] A load device for locomotive power supply load test, which is suitable for electric locomotives to carry out train supply load test or diesel locomotives to carry out train supply load test, and comprises a load main circuit for providing the load required during the test;

[0061] A load control circuit that controls the load main circuit to meet the different load test requirements of the locomotive.

[0062] The load main circuit includes a plurality of resistance belts; the plurality of resistance belts include a first resistance belt, a second resistance belt, a third resistance belt and a fourth resistance belt; the first resistance belt, the second resistance belt, the third resistance belt and the fourth resistance belt are arranged in order from top to bottom; the load main circuit schematic diagram is as follows Figure 2 As shown;

[0063] The first resistance belt includes a 0.9Ω 100KW load resistor R1 and a 0.1Ω 5KW load resistor R5;

[0064] The second resistance band includes a 0.9Ω 100KW load resistor R2 and a 0.1Ω 5KW load resistor R6;

[0065] The third resistance band includes a 0.9Ω 100KW load resistor R3 and a 0.1Ω 5KW load resistor R7;

[0066] The fourth resistor belt includes a 0.9Ω 100KW load resistor R4.

[0067] Furthermore, the device also includes a heat dissipation module, the heat dissipation module uses a fan, and the fan is arranged below the fourth resistance belt.

[0068] The control circuit also includes a heat dissipation module circuit, and the heat dissipation module circuit includes a circuit breaker Q and a fan motor M;

[0069] The circuit breaker Q adopts an air switch, which is used to control the power switch in the circuit and also plays a short-circuit protection role;

[0070] The fan motor M adopts an AC 380V50Hz asynchronous motor, which is used for resistance cooling of the load device.

[0071] Figure 3 (a) is the schematic diagram of the heat dissipation module circuit; (b) is the schematic diagram of the first control circuit; (c) is the schematic diagram of the second control circuit;

[0072] The load control circuit includes a first control circuit and a second control circuit, and the first control circuit and the second control circuit are electrically connected. The load control circuit is arranged in a distribution box, which is connected by a multi-core cable. When in use, the load control circuit is brought to the locomotive with the cable so that the operator can operate the locomotive without getting off the locomotive.

[0073] The first control circuit includes an AC220V to DC24V direct current power supply B1, a relay K1, a relay K2, a relay K3, a relay K4, a relay K5, a relay K6, and a relay K;

[0074] The relays K1, K2, K3, K4, K5, K6 and K all use small 24V DC relays to control the on / off operation of the coil power supply of the corresponding contactor;

[0075] The AC220V to DC24V DC power supply B1 is used for relay control power supply, because the conversion switch box S needs to be taken to the vehicle for operation through the connecting cable during the load test, and the safe voltage 24V is used;

[0076] In the first control circuit, one end of the coil of the DC relay K, one end of the coil of the DC relay K1, one end of the coil of the DC relay K2, one end of the coil of the DC relay K3, one end of the coil of the DC relay K4, one end of the coil of the DC relay K5, and one end of the coil of the DC relay K6 are respectively connected to the negative electrode of the AC220V to DC24V DC power supply B1, and the other end of the coil of the relay K1, the other end of the coil of the DC relay K2, the other end of the coil of the DC relay K3, the other end of the coil of the DC relay K4, the other end of the coil of the DC relay K5, and the other end of the coil of the DC relay K6 are respectively connected to the contact wiring points corresponding to the conversion switch S, and each wiring point corresponding to the other end of the contact of the conversion switch S is respectively connected to the positive electrode of the AC220V to DC24V DC power supply B1;

[0077] The second control circuit includes an AC220V to DC110V DC power supply B2, a DC contactor KM1, a DC contactor KM2, a DC contactor KM3, a DC contactor KM4, a DC contactor KM5, a DC contactor KM6, and an AC contactor KM;

[0078] The AC220V to DC110V DC power supply B2 is used for contactor control power supply, because high current DC contactors in the locomotive industry widely use DC110V coil control voltage;

[0079] The AC contactor KM is used for starting the fan motor (the fan is used for cooling the resistance belt), and adopts a coil of AC220V and three main contacts;

[0080] The DC contactors KM1, KM2, KM3, KM4, KM5 and KM6 are used for resistance switching combination connection of load devices, and all adopt DC contactors with coils of DC110V widely used in the industry and one main contact.

[0081] The relay K is used to power the coil of the AC contactor for starting the fan motor, and its contacts control the coil of the AC contactor KM. The coil of the relay K is powered by the AC220V to DC24V DC power supply B1 and switches the DC 24V power supply on and off under the control of the conversion switch S. The contacts of the relay K are connected to the coil of the AC contactor KM;

[0082] The coil of the relay K1, the coil of the relay K2, the coil of the relay K3, the coil of the relay K4, the coil of the relay K5, and the coil of the relay K6 are respectively connected to the AC220V to DC24V direct current power supply B1 and controlled by the conversion switch S;

[0083] The AC220V to DC110V direct current power supply B2 is used to supply power to the direct current contactor.

[0084] In the second control circuit, a connection point at one end of the contact of the DC relay K is connected to the coil of the AC contactor KM, the other end of the coil of the AC contactor KM is connected to the neutral line of the power supply, and a connection point at the other end of the contact of the DC relay K is connected to the phase line of the power supply; one end of the contact connection point of the DC relay K1, one end of the contact connection point of the DC relay K2, one end of the contact connection point of the DC relay K3, one end of the contact connection point of the DC relay K4, one end of the contact connection point of the DC relay K5, and one end of the contact connection point of the DC relay K6 are respectively connected to the positive electrode of the AC220V to DC110V DC power supply B2, and the DC relay K1 The other end of the contact connection point is connected to one end of the coil of the DC contactor KM1, the other end of the contact connection point of the DC relay K2 is connected to one end of the coil of the DC contactor KM2, the other end of the contact connection point of the DC relay K3 is connected to one end of the coil of the DC contactor KM3, the other end of the contact connection point of the DC relay K4 is connected to one end of the coil of the DC contactor KM4, the other end of the contact connection point of the DC relay K5 is connected to one end of the coil of the DC contactor KM5, and the other end of the contact connection point of the DC relay K6 is connected to one end of the coil of the DC contactor KM6;

[0085] The other end of the coil of the DC contactor KM1, the other end of the coil of the DC contactor KM2, the other end of the coil of the DC contactor KM3, the other end of the coil of the DC contactor KM4, the other end of the coil of the DC contactor KM5, and the other end of the coil of the DC contactor KM6 are respectively connected to the negative electrode of the AC220V to DC110V DC power supply B2;

[0086] In the load main circuit, the two connection points of the main contact of the DC contactor KM1 are respectively connected to the 0.9Ω100KW load resistor R1 and the 0.9Ω100KW load resistor R3;

[0087] The two connection points of the main contact of the DC contactor KM2 are respectively connected to the 0.9Ω100KW load resistor R2 and the 0.9Ω100KW load resistor R4;

[0088] The two connection points of the main contact of the DC contactor KM3 are respectively connected to the 0.9Ω100KW resistor R1 and the 0.9Ω100KW load resistor R2;

[0089] The two connection points of the main contact of the DC contactor KM4 are respectively connected to the 0.9Ω100KW load resistor R2 and the 0.9Ω100KW load resistor R3;

[0090] One connection point of the main contact of the DC contactor KM5 is connected to the 0.9Ω100KW load resistor R1 and the 0.1Ω5KW load resistor R5 respectively, and another connection point of the main contact of the DC contactor KM5 is connected to the 0.9Ω100KW load resistor R2 and the 0.1Ω5KW load resistor R6 respectively; one connection point of the main contact of the DC contactor KM6 is connected to the 0.9Ω100KW load resistor R3 and the 0.1Ω5KW load resistor R7 respectively, and another connection point of the main contact of the DC contactor KM6 is connected to the 0.9Ω100KW load resistor R4;

[0091] Furthermore, the device also includes a conversion module, which is connected to the load control circuit. The conversion module uses a multi-pole conversion switch S, which uses a 5-gear 7-contact manual switch, which is installed in a movable small box and is moved to the vehicle with a connecting cable when in use;

[0092] When the electric locomotive is conducting a train supply load test, the train supply output of the locomotive is connected to the C(+) and D(-) points of the load device with cables;

[0093] When the diesel locomotive is conducting a train load test, the train three-phase output of the locomotive is connected to the L1, L2, and L3 points of the load device with a three-phase cable. The transfer switch box S is taken to the car through the connecting cable;

[0094] When the power switch Q is closed, the DC rectifier power supply B1 is powered to output a 24V DC power supply, and B2 is powered to output a 110V DC power supply.

[0095] When not testing, the multi-pole switch S is rotated to the "0" position. At this time, all relays do not operate and are in the disconnected state. Therefore, all contactors do not operate and are also in the disconnected state, and the entire circuit does not work.

[0096] 1) When the electric locomotive is conducting a full load test of train power supply

[0097] When the multi-pole switch S is turned to the "full" position, it is a full-load test. Relays K, K1, K2, K5, and K6 are energized and activated. Their normally open contacts connect the corresponding contactor circuits. KM is activated to connect the fan motor to cool the load resistor. KM1, KM2, KM5, and KM6 connect part of the load resistor circuit. The closing condition is as follows: Figure 4 shown.

[0098] exist Figure 4In order to make the diagram clear, the unconnected circuit is omitted, leaving only the current-carrying circuit to form the equivalent diagram of the full-load test main circuit contactor closed state, as shown in the figure below: Figure 5 shown.

[0099] Depend on Figure 5 It can be seen that when the full load test is carried out, the load circuit is composed of R1 and R2 in series, R3 and R4 in series, and the two groups are connected in parallel. The total equivalent resistance is 0.9Ω. The total power of the four resistors in series and parallel is 400KW. It meets the full load test requirements of the locomotive train supply.

[0100] 2) When the electric locomotive performs a 1 / 2 load test of the train power supply

[0101] When the conversion switch S is turned to the "1 / 2" position, it is a 1 / 2 load test. Relays K, K2, and K5 are energized and operated. Their normally open contacts connect the corresponding contactor circuits. KM operates to connect the fan motor to cool the load resistor. KM2 and KM5 connect part of the load resistor circuit. The closing condition is as follows: Figure 6 Its equivalent circuit is shown as Figure 7 shown.

[0102] Depend on Figure 7 It can be seen that when the 1 / 2 load test is carried out, the load circuit is composed of R1 and R2 in series, and the total equivalent resistance is 1.8Ω. The total power of the two resistors in series is 200KW. It meets the 1 / 2 load test requirements of the locomotive train.

[0103] 3) When the electric locomotive is conducting a 1 / 4 load test of the train power supply;

[0104] When the conversion switch S is turned to the "1 / 4" position, it is a 1 / 4 load test. Relays K, K4, K5, and K6 are energized and activated. Their normally open contacts connect the corresponding contactor circuits. KM is activated to connect the fan motor to cool the load resistor. KM4, KM5, and KM6 connect part of the circuit of the load resistor. The closing condition is as follows: Figure 8 Its equivalent circuit is shown as Fig. 9 shown.

[0105] Depend on Fig. 9 It can be seen that when the 1 / 4 load test is carried out, the load circuit is composed of R1, R2, R3, and R4 in series, and the total equivalent resistance is 3.6Ω. The total power of the four resistors in series is 400KW. At this time, the power supply output is 100KW, and the load can still meet the 1 / 4 load test requirements of the locomotive train supply.

[0106] 4) When the diesel locomotive is conducting a train power supply load test

[0107] When the conversion switch S is turned to the "AC" position, it is the AC output load test. Relays K, K3, and K4 are energized and operated. Their normally open contacts connect the corresponding contactor circuits. KM operates to connect the fan motor to cool the load resistor. KM3 and KM4 connect part of the circuit of the load resistor. The closing condition is as follows: Fig.10 Its equivalent circuit is shown as Fig.11 shown.

[0108] Depend on Fig.11 It can be seen that when the three-phase AC load test of the diesel locomotive train is carried out, the load circuit is respectively connected in series by R1 and R5, R2 and R6, R3 and R7, and a three-phase star connection is formed with a 1Ω resistor per phase. When the diesel locomotive is tested for load, the locomotive output voltage is three-phase AC380V50Hz, the current per phase is 220A, the total output power is 145kW, and the total power of the three-phase load is 150kW, which meets the requirements of the three-phase AC load test of the locomotive train.

[0109] The load device is made into a cabinet, and the resistance band material is divided into four layers. Starting from the top, the first, second and third layers are two groups of 0.9Ω100KW and 0.1Ω5KW, and the fourth layer has only one group of 0.9Ω100KW. The four layers are installed in a cabinet, and a fan is installed at the bottom of the cabinet. The wind direction cools the resistance band from bottom to top. The two ends of each group of resistance bands are welded with copper terminals, and all the terminals are installed on one side of the cabinet for easy external wiring, such as Fig.12 shown.

[0110] The distribution box is made separately, and is equipped with seven relays K, K1, K2, K3, K4, K5, K6, seven contactors KM, KM1, KM2, KM3, KM4, KM5, KM6, an air switch Q, and two DC rectifier power supplies B1 and B2. Figure 3 (Load device control circuit schematic diagram) for wiring; the external power supply adopts a three-phase four-wire system, the three phase lines U, V, and W of the power supply are connected to the upper wiring point of the air switch in the distribution box, and the neutral line N is directly connected to the control circuit in the distribution box, and the distribution box body is well grounded.

[0111] The connection between the distribution box and the load cabinet is made by cable. Figure 2 Each connection point (C, D, A, B, E, F, G, H) in the (main circuit schematic diagram of the load device) is connected to the corresponding contactor contacts. At the same time, the C and D connection points of the load device are used to connect the train supply output cable during the train supply test of the electric locomotive; the L1, L2, L3 connection points of the load device are used to connect the train supply output cable during the train supply test of the diesel locomotive.

[0112] The switch S adopts a 5-position 7-contact manual switch, which is installed in a removable small box to form a handheld switch conversion box. Figure 3(Load device control circuit schematic diagram) Connect to each relay coil connection point in the distribution cabinet and the positive output of the DC rectifier power supply B1. The handheld switch box can be placed in the distribution box at ordinary times, and when in use, it can be moved to the vehicle with the connecting cable for handheld operation. The operator can observe the instruments on the locomotive while operating to determine the performance of each parameter of the train for testing.

[0113] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A load device for locomotive power supply load test, characterized in that: Including the load main circuit that provides the load required for testing the circuit that supplies power to the train from the locomotive; A load control circuit that controls the load main circuit to meet different load test requirements of the locomotive; The load main circuit includes a plurality of resistance belts; the plurality of resistance belts include a first resistance belt, a second resistance belt, a third resistance belt and a fourth resistance belt; the first resistance belt, the second resistance belt, the third resistance belt and the fourth resistance belt are arranged in sequence from top to bottom; The first resistance belt includes a 0.9Ω100KW load resistor R1 and a 0.1Ω5KW load resistor R5; the second resistance belt includes a 0.9Ω100KW load resistor R2 and a 0.1Ω5KW load resistor R6; the third resistance belt includes a 0.9Ω100KW load resistor R3 and a 0.1Ω5KW load resistor R7; the fourth resistance belt includes a 0.9Ω100KW load resistor R4; The load control circuit comprises a first control circuit and a second control circuit, wherein the first control circuit and the second control circuit are electrically connected; The first control circuit includes an AC220V to DC24V DC power supply B1, a DC relay K, a DC relay K1, a DC relay K2, a DC relay K3, a DC relay K4, a DC relay K5, and a DC relay K6; The second control circuit includes an AC220V to DC110V DC power supply B2, a DC contactor KM1, a DC contactor KM2, a DC contactor KM3, a DC contactor KM4, a DC contactor KM5, a DC contactor KM6, and an AC contactor KM; In the first control circuit, one end of the coil of the DC relay K, one end of the coil of the DC relay K1, one end of the coil of the DC relay K2, one end of the coil of the DC relay K3, one end of the coil of the DC relay K4, one end of the coil of the DC relay K5, and one end of the coil of the DC relay K6 are respectively connected to the negative electrode of the AC220V to DC24V DC power supply B1, and the other end of the coil of the relay K1, the other end of the coil of the DC relay K2, the other end of the coil of the DC relay K3, the other end of the coil of the DC relay K4, the other end of the coil of the DC relay K5, and the other end of the coil of the DC relay K6 are respectively connected to the contact wiring points corresponding to the conversion switch S, and each wiring point corresponding to the other end of the contact of the conversion switch S is respectively connected to the positive electrode of the AC220V to DC24V DC power supply B1; In the second control circuit, a connection point at one end of the contact of the DC relay K is connected to the coil of the AC contactor KM, the other end of the coil of the AC contactor KM is connected to the neutral line of the power supply, and a connection point at the other end of the contact of the DC relay K is connected to the phase line of the power supply; one end of the contact connection point of the DC relay K1, one end of the contact connection point of the DC relay K2, one end of the contact connection point of the DC relay K3, one end of the contact connection point of the DC relay K4, one end of the contact connection point of the DC relay K5, and one end of the contact connection point of the DC relay K6 are respectively connected to the positive electrode of the AC220V to DC110V DC power supply B2, the other end of the contact connection point of the DC relay K1 is connected to one end of the coil of the DC contactor KM1, the other end of the contact connection point of the DC relay K2 is connected to one end of the coil of the DC contactor KM2, The other end of the contact connection point of the DC relay K3 is connected to one end of the coil of the DC contactor KM3, the other end of the contact connection point of the DC relay K4 is connected to one end of the coil of the DC contactor KM4, the other end of the contact connection point of the DC relay K5 is connected to one end of the coil of the DC contactor KM5, and the other end of the contact connection point of the DC relay K6 is connected to one end of the coil of the DC contactor KM6; and the other end of the coil of the DC contactor KM1, the other end of the coil of the DC contactor KM2, the other end of the coil of the DC contactor KM3, the other end of the coil of the DC contactor KM4, the other end of the coil of the DC contactor KM5, and the other end of the coil of the DC contactor KM6 are respectively connected to the negative pole of the AC220V to DC110V DC power supply B2; In the load main circuit, the two connection points of the main contact of the DC contactor KM1 are respectively connected to the 0.9Ω100KW load resistor R1 and the 0.9Ω100KW load resistor R3; the two connection points of the main contact of the DC contactor KM2 are respectively connected to the 0.9Ω100KW load resistor R2 and the 0.9Ω100KW load resistor R4; the two connection points of the main contact of the DC contactor KM3 are respectively connected to the 0.9Ω100KW load resistor R1 and the 0.9Ω100KW load resistor R2; the two connection points of the main contact of the DC contactor KM4 are respectively connected to the 0.9Ω100KW load resistor R2 and the The 0.9Ω100KW load resistor R3 is connected; one connection point of the main contact of the DC contactor KM5 is respectively connected to the 0.9Ω100KW resistor R1 and the 0.1Ω5KW load resistor R5, and another connection point of the main contact of the DC contactor KM5 is respectively connected to the 0.9Ω100KW resistor R2 and the 0.1Ω5KW load resistor R6; one connection point of the main contact of the DC contactor KM6 is respectively connected to the 0.9Ω100KW load resistor R3 and the 0.1Ω5KW load resistor R7, and another connection point of the main contact of the DC contactor KM6 is connected to the 0.9Ω100KW load resistor R4.

2. A load device for locomotive power supply load test according to claim 1, characterized in that: The device is suitable for load testing of DC train supply circuits of electric locomotives or load testing of three-phase AC train supply circuits of diesel locomotives.

3. A load device for locomotive power supply load test according to claim 1, characterized in that: It also includes a conversion module, which is connected to the load control circuit and uses a multi-pole conversion switch.

4. A load device for locomotive power supply load test according to claim 1, characterized in that: It also includes a heat dissipation module, which uses a fan, and the fan is arranged below the fourth resistance belt.

5. A load device for locomotive power supply load test according to claim 1, characterized in that: Different loads include: full load, 1 / 2 load, 1 / 4 load.

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