Diesel locomotive passenger car direct power supply system with composite power supply mode

Abstract

The invention belongs to the technical field of diesel locomotive power supply, and particularly discloses a diesel locomotive passenger car direct power supply system with a composite power supply mode, which is formed by transforming an original DF4D type diesel locomotive power supply system and mainly comprises a main power supply system and an auxiliary power supply system, the main power supply system and the auxiliary power supply system jointly use a diesel engine of an original DF4D type diesel locomotive and are connected through a gear box. Wherein the main power supply system is mainly used for providing direct power supply for the passenger car; the auxiliary power supply system is mainly used for providing uninterrupted energy supplement for direct power supply of the passenger car when the main power supply system is intermittently powered off due to traction working condition conversion. The power supply system provided by the invention not only can provide uninterrupted direct power supply for the passenger car, but also can realize hot switching of three working conditions of locomotive traction, traction + power supply and independent power supply, and compared with the prior art, not only is the cost greatly saved, but also the experience feeling of crew members is obviously improved.

Description

Technical Field

[0001] The invention belongs to the technical field of diesel locomotive power supply, and in particular relates to a direct power supply system for a diesel locomotive passenger car with a composite power supply mode. Background Art

[0002] As we all know, the DF4D diesel locomotive is an AC-DC electric transmission diesel locomotive with a nominal power of 2425kW. It adopts advanced electronic control technology and efficient internal combustion engine technology. It has the characteristics of strong power, large traction and reliable operation. It is widely used in railway trunk line passenger and freight traction, and plays an important role in domestic railway passenger and freight transportation.

[0003] However, the existing DF4D diesel locomotive does not have the ability to directly supply electricity to passenger cars. When towing passenger cars, a special passenger car power supply generator car needs to be assembled at the rear of the train. This not only requires two dedicated generator car crew members, increasing labor costs, but also the noise pollution generated by the generator car is huge, seriously affecting the rest of the people in the nearby sleeper cars and the comfort of the stop station.

[0004] In response to the above situation, the industry has tried relevant power supply technologies. For example, new diesel locomotives use a main diesel engine for traction main and auxiliary integrated generators and train power supply generators. However, due to the low speed limit of the diesel engine, the power supply generator is large and inefficient, and the cost of modifying existing locomotives is too high and the installation space is limited, so it has not been promoted. In addition, in addition to the locomotive traction main generator, new diesel locomotives are equipped with a train power supply generator and rectifier system with a constant speed high-power diesel generator set. Although the performance is stable, it also has high modification costs, limited installation space and noise problems, so it has not been promoted.

[0005] In view of this, this invention is proposed. Summary of the invention

[0006] The purpose of the present invention is to overcome the shortcomings of the above-mentioned prior art and provide a direct power supply system for diesel locomotive passenger cars with a composite power supply method, which is mainly used to solve a series of problems such as high cost, limited installation space and noise caused by the power supply technology adopted in the prior art of assembling a special passenger car power supply generator at the rear of the train or a newly built diesel locomotive.

[0007] The purpose of the present invention is to be solved by the following technical solutions:

[0008] The present invention provides a direct power supply system for diesel locomotives and passenger cars with a composite power supply mode, which is based on the transformation of the original DF4D type diesel locomotive power supply system, and is characterized in that the direct power supply system for diesel locomotives and passenger cars is mainly composed of a main power supply system and an auxiliary power supply system, and the main power supply system and the auxiliary power supply system jointly use the diesel engine of the original DF4D type diesel locomotive and are connected through a gear box;

[0009] Among them, the main power supply system is mainly used to provide direct power supply for the bus; the auxiliary power supply system is mainly used to provide uninterrupted energy supplement for the direct power supply of the bus when the main power supply system is intermittently powered off due to traction condition conversion.

[0010] Furthermore, the main power supply system includes the diesel engine, main generator, fourth switch and traction rectifier cabinet of the original DF4D diesel locomotive, as well as the newly added first excitation controller, first power supply converter cabinet, second power supply converter cabinet and passenger car power supply transformer cabinet;

[0011] Among them, the diesel engine is connected to the main generator through a gear box to drive the main generator to rotate; the first excitation controller is connected to the main generator through a fourth switch to control the current of the main generator excitation winding and close the fourth switch to make the main generator output a three-phase AC power supply; the input end of the traction rectifier cabinet is electrically connected to the main generator to rectify the voltage of the three-phase AC power supply into a variable DC voltage without control; the output end of the traction rectifier cabinet is divided into two branches, the first branch is electrically connected to the input end of the first power supply converter cabinet, and the first power supply converter cabinet is used to convert the input variable DC voltage Convert and output constant voltage DC600v; the output end of the first power supply converter is divided into two branches, the first branch is connected to the input end of the second power supply converter cabinet, the second power supply converter cabinet is used to convert the input constant voltage DC600v and output AC300v / 50Hz AC power supply; the output end of the second power supply converter cabinet is connected to the input end of the bus power supply transformer cabinet, the output end of the bus power supply transformer cabinet is electrically connected to the bus compartment load, and is used to filter and boost the input AC300v / 50Hz AC power supply, and output a stable 380v / 50Hz power supply to supply the bus compartment load.

[0012] Furthermore, the second excitation controller of the original DF4D diesel locomotive is connected to the main generator via a fourth switch, and the second excitation controller and the first excitation controller form a hot backup redundant switching mode.

[0013] Furthermore, the passenger car power supply transformer cabinet adopts a transformer-reactor integrated design.

[0014] Furthermore, the second branch of the output end of the traction rectifier cabinet is electrically connected to the traction motor through a first switch.

[0015] Furthermore, the second branch of the first power supply converter output end is electrically connected to the passenger compartment load via a fifth switch, and is used to provide a DC power supply with a constant voltage of DC600V to the passenger compartment load.

[0016] Furthermore, the first power supply converter cabinet adopts a buck-bost interleaved hybrid circuit.

[0017] Furthermore, the second power supply converter cabinet and the coach power supply transformer cabinet adopt a method of connecting three single-phase transformers and filter reactors to each other to achieve single-phase 100% off-load capacity.

[0018] Furthermore, the auxiliary power supply system is mainly composed of the diesel engine, auxiliary DC starting generator, third switch and on-board DC110v diesel engine starting battery pack of the original DF4D type diesel locomotive, as well as the newly added auxiliary generator excitation controller, second switch and third power supply converter cabinet;

[0019] Among them, the diesel engine is connected to the auxiliary DC starter generator through a gear box, which is used to drive the auxiliary DC starter generator to rotate; the auxiliary generator excitation controller is connected to the auxiliary DC starter generator, which is used to control the current of the auxiliary DC starter generator so that it outputs a DC voltage; the input end of the third power supply converter cabinet is electrically connected to the auxiliary DC starter generator, which is used to convert the input DC voltage and output a constant voltage DC600v; the output end of the third power supply converter cabinet is divided into two branches, the first branch is connected in parallel with the two branches of the output end of the first power supply converter cabinet through the second switch, and the second branch is electrically connected to the on-board DC110v diesel engine starting battery pack through the third switch.

[0020] Furthermore, the first power supply converter cabinet, the second power supply converter cabinet and the third power supply converter cabinet all adopt vehicle-level network control.

[0021] Compared with the prior art, the present invention has the following beneficial effects:

[0022] The diesel locomotive passenger car direct power supply system provided by the present invention is formed by modifying the original DF4D diesel locomotive power supply system. It gives full play to its own advantages, maximizes the use of the energy of the locomotive's own main generator, realizes the function of powering the passenger car, and does not change the structure of the original locomotive during the modification process. This measure effectively ensures the safety and reliability of the entire system. Compared with the prior art, the present invention eliminates the need for a dedicated power generation vehicle, thereby completely eliminating the noise interference generated by the power generation vehicle. Not only that, it also saves the configuration of the distribution vehicle crew, greatly reduces pollution emissions and the maintenance costs of the power generation vehicle, and significantly improves the comfort experience of the crew and passengers. In addition, the present invention also has the following advantages:

[0023] First, the specially designed main power supply system and auxiliary power supply system can not only provide continuous, stable and uninterrupted direct power supply for the passenger car, but also realize the locomotive traction, traction + power supply and independent power supply capabilities. At the same time, these three working conditions can also realize hot switching, which greatly improves the flexibility and adaptability of the system;

[0024] Second, the present invention realizes the hot backup redundancy of the original excitation controller (AVR1) and the newly added excitation controller (AVR) of the locomotive, and both AVR1 and AVR can realize the locomotive traction control independently, which effectively enhances the reliability and stability of the system;

[0025] Third, the power supply converter cabinets of the present invention all adopt vehicle-level network control, which can realize phase sequence monitoring and grid connection control functions when multiple locomotives are connected to supply power to passenger cars, avoiding short-circuit faults caused by asynchronization of phase sequence when multiple locomotives are powered, and greatly improving the safety and stability of power supply;

[0026] Fourth, the present invention can easily switch between DC600V direct current power supply and AC380V, 50Hz power frequency power supply through the switching of the fifth switch (K5), and has strong adaptability to meet different power supply requirements;

[0027] Fifth, the second power supply converter cabinet and the coach power supply transformer cabinet in the present invention adopt the method of connecting three single-phase transformers and filter reactors to each other, successfully achieving single-phase 100% partial load capacity, and effectively solving the problem of three-phase imbalance;

[0028] Sixth, the first power supply converter cabinet in the present invention adopts a buck-bost interleaved hybrid circuit, which has the ability to output constant DC with a wide range of AC input, and effectively solves the problem of unstable power supply voltage for buses caused by wide range variation of the output voltage of the main generator (G1). BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The accompanying drawings are incorporated in and constitute a part of this specification and, together with the description, serve to explain the principles of the present invention.

[0030] 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, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0031] Figure 1 It is a principle block diagram of the direct power supply system for diesel locomotives and passenger cars of the composite power supply mode of the present invention;

[0032] Figure 2 It is a connection diagram of the direct power supply system of a diesel locomotive and passenger car of the composite power supply mode of the present invention;

[0033] Figure 3 The circuit of the first excitation controller in the direct power supply system of the diesel locomotive and passenger car of the composite power supply mode of the present invention Figure 1 ;

[0034] Figure 4 The circuit of the first excitation controller in the direct power supply system of the diesel locomotive and passenger car of the composite power supply mode of the present invention Figure 2 .

[0035] in,

[0036] 1 is the main power supply system; 1-1 is the diesel engine, 1-2 is the gearbox; 1-3 is the main generator; 1-4 is the fourth switch; 1-5 is the traction rectifier cabinet; 1-6 is the first excitation controller; 1-7 is the first power supply converter cabinet; 1-8 is the second power supply converter cabinet; 1-9 is the passenger car power supply transformer cabinet; 1-10 is the fifth switch;

[0037] 2 is the auxiliary power supply system; 2-3 is the auxiliary DC starting generator; 2-4 is the third switch; 2-5 is the on-board DC110v diesel engine starting battery pack; 2-6 is the auxiliary generator excitation controller; 2-7 is the third power supply converter cabinet; 2-8 is the second switch;

[0038] 3 is the passenger car load;

[0039] 4 is a first switch;

[0040] 5 is a traction motor;

[0041] 6 is a second excitation controller. DETAILED DESCRIPTION

[0042] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Instead, they are merely examples consistent with some aspects of the present invention as detailed in the appended claims.

[0043] In order to enable those skilled in the art to better understand the technical solution of the present invention, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments.

[0044] See also Figures 1-2 The present invention provides a direct power supply system for diesel locomotives and passenger cars with a composite power supply mode, which is based on the transformation of the original DF4D type diesel locomotive power supply system. The overall design concept of the present invention is as follows Figure 1As shown, the direct power supply system for diesel locomotives and passenger cars of the composite power supply mode is mainly composed of a main power supply system 1 and an auxiliary power supply system 2, and the main power supply system 1 and the auxiliary power supply system 2 use the diesel engine (abbreviated as CYJ in the figure) 1-1 of the original DF4D diesel locomotive together, and are connected through a gear box 1-2. Among them, the main power supply system 1 is mainly used to provide direct power supply for the passenger car; the auxiliary power supply system 2 is mainly used to provide uninterrupted energy supplement for the direct power supply of the passenger car when the main power supply system 1 is intermittently powered off due to the conversion of traction working conditions.

[0045] Specifically, if Figure 2 As shown, the main power supply system 1 in the embodiment of the present invention includes the diesel engine 1-1, the main generator (abbreviated as G1 in the figure) 1-3, the fourth switch (abbreviated as K4 in the figure) 1-4 and the traction rectifier cabinet (abbreviated as Z in the figure) 1-5 possessed by the original DF4D type diesel locomotive, as well as the newly added first excitation controller (abbreviated as AVR in the figure) 1-6, the first power supply converter cabinet (abbreviated as DC1 in the figure) 1-7, the second power supply converter cabinet (abbreviated as AC1 in the figure) 1-8 and the passenger car power supply transformer cabinet (abbreviated as VB in the figure) 1-9. Among them, the diesel engine 1-1 is connected to the main generator 1-3 through the gear box 1-2; the first excitation controller 1-6 is connected to the main generator 1-3 through the fourth switch 1-4; the input end of the traction rectifier cabinet 1-5 is electrically connected to the main generator 1-3; the output end of the traction rectifier cabinet 1-5 is divided into two branches, the first branch is electrically connected to the input end of the first power supply converter cabinet 1-7, and the second branch is electrically connected to the traction motor (abbreviated as M in the figure) 5 through the first switch (abbreviated as K1 in the figure) 4; the output end of the first power supply converter cabinet 1-7 is divided into two branches, the first branch is connected to the input end of the second power supply converter cabinet 1-8, and the second branch is electrically connected to the passenger car load (abbreviated as R in the figure) 3 through the fifth switch 1-10; the output end of the second power supply converter cabinet 1-8 is connected to the input end of the passenger car power supply transformer cabinet 1-9, and the output end of the passenger car power supply transformer cabinet 1-9 is electrically connected to the passenger car load 3.

[0046] like Figure 3 , 4As shown, the hardware composition of the first excitation controller (AVR) 1-6 in the embodiment of the present invention is described as follows: 1) Power board: responsible for converting the DC110V power supply into the LTQ working power supply, including the sensor working power supply; 2) Digital input board: collects feedback information from the locomotive driver and various switches, relays, contactors, circuit breakers and other functional components, performs logical comparison and calculation based on the input signal, determines the logical action and protection action, and issues action instructions; 3) Digital output board: 110V / 0.5A output drive, controls the action of the external relay; 4) Analog processing board: uses the original measurement system to receive the traction motor current analog signal, and performs necessary calculation processing on the analog signal and then outputs it to the control board; 5) Excitation control board: uses the original measurement system to receive the traction motor current analog signal, and performs necessary calculation processing on the analog signal and then outputs it to the control board; The measurement system receives the analog signals of voltage, current and excitation current of the main generator, and outputs them after necessary calculation and processing of the analog signals. During the calculation process, the logical safety of the traction motor current and various feedback digital signals is considered, and the budget result is output in PWM mode; 6) Power drive card: receives PWM signal, drives the induction excitation motor after power amplification after isolation, and realizes the characteristic control of the locomotive; the drive board is equipped with display lights to display various faults; 7) Frequency acquisition board: processes the diesel engine speed and locomotive speed and outputs them after pre-processing; 8) Measurement signal: installs a locomotive speed sensor, the sensor working power supply is 15V, and the sensor output is a PWM signal; 9) External line: the external wiring is added and updated according to actual requirements.

[0047] The diesel locomotive of the embodiment of the present invention can realize the following functions by adding the first excitation controller (AVR) 1-6: 1) Traction control function: maintain the original locomotive driver's operating habits, borrow the signal measurement system of the original system, realize the locomotive's functions under traction, braking, fault excitation, idling, parking and other working conditions, and the traction and braking characteristics are consistent with the original system; 2) Oil pump motor excitation control compatibility: maintain compatibility with the crude oil pump motor excitation speed regulation and the original LTQ_Ⅱ excitation system; 3) Train supply control function: add the train power supply function of the main generator set, and maintain the train power supply function under the condition of diesel engine starting; 4) Fault traction power generation function: when other cars fail, this car has traction and direct power supply function, in the locomotive traction, braking, coasting, parking and other working conditions and the conversion process of each working condition, keep the train direct power supply function stable; 5) Logical function: unlock the electrical interlocking relationship related to the original system to enable the normal operation of other systems; redefine the logical relationship and protection relationship of the relevant parts of the traction system to enable the new system to operate stably; 6) Display function: according to the new control relationship and logical relationship, determine the system fault and display it on the locomotive power supply display screen to remind the driver to perform necessary backup operations; the fault definition is described in the product manual; 7) It adopts a pluggable structure, with an anti-misplugging design, and is designed with a whole machine grounding stud. The overall board layout is shown in Table 1 below:

[0048] Table 1 Overall board layout

[0049]

[0050] The first power supply converter cabinet 1-7 in the embodiment of the present invention adopts a buck-bost interleaved hybrid circuit, and this design has the following significant advantages: First, the buck-bost interleaved hybrid circuit can achieve a wider range of voltage input adaptation. Even if the input voltage fluctuates greatly, it can ensure stable and accurate DC output, providing reliable power supply guarantee for subsequent power supply links; second, this circuit design helps to improve the efficiency of power conversion. By interleaving, the current ripple is reduced, the switching loss is reduced, thereby improving the energy utilization efficiency of the entire power supply converter cabinet and achieving energy saving; third, the interleaved hybrid circuit can reduce electromagnetic interference. Its working mode makes the electromagnetic radiation more uniform, reduces interference to surrounding electronic equipment, and improves the electromagnetic compatibility of the entire system; fourth, this design enhances the reliability and stability of the circuit. The interleaved work of multiple units, even if one of the units fails, the remaining units can still maintain work to a certain extent, improving the fault tolerance of the system; fifth, the buck-bost interleaved hybrid circuit helps to reduce the volume of inductance and capacitance in the circuit. The structure of the power supply converter cabinet is made more compact, which is conducive to the miniaturization and lightweight design of the equipment. In summary, the buck-bost interleaved hybrid circuit adopted by the first power supply converter cabinet 1-7 performs well in voltage adaptation, efficiency improvement, electromagnetic compatibility, reliability and equipment size, providing strong support for the stable operation and performance optimization of the entire diesel locomotive and passenger car direct power supply system.

[0051] In addition, the bus power supply transformer cabinet 1-9 in the embodiment of the present invention adopts a transformer-reactor integrated design, which has the following advantages: First, the transformer-reactor integrated design can effectively reduce the size and weight of the equipment. Compared with the traditional separate design, the integrated design integrates the functions of the transformer and the reactor into a compact unit, saving installation space, making the internal layout of the bus more reasonable and optimized, and providing more possibilities for the installation and layout of other equipment; second, the design improves the power density and efficiency of the system. By integrating the transformer and reactor functions, the energy loss during the conversion and transmission process is reduced, thereby improving the efficiency of the entire power supply system, reducing energy consumption, and contributing to energy conservation and emission reduction; third, the integrated design enhances the stability and reliability of the system. Due to the reduction of external connections and interfaces, the probability of failure is reduced. At the same time, the integrated structure also makes the equipment less subject to external interference during operation, can work more stably, and reduces the frequency and cost of maintenance and repair.

[0052] Preferably, the second excitation controller (abbreviated as AVR1 in the figure) 6 of the original DF4D type diesel locomotive is connected to the main generator 1-3 via the fourth switch 1-4, and the second excitation controller 6 and the first excitation controller 1-6 form a hot backup redundant switching mode, which can independently realize the control of locomotive traction. In addition, the second power supply converter cabinet 1-8 and the passenger car power supply transformer cabinet 1-9 adopt a method of connecting three single-phase transformers and filter reactors to each other to achieve single-phase 100% load capacity, which is used to solve the three-phase imbalance problem.

[0053] It can be seen from the above settings that when the main power supply system 1 is working, the original vehicle diesel engine 1-1 drives the original vehicle main generator 1-3 to rotate, and the newly added first excitation controller 1-6 controls the current of the main generator 1-3 excitation winding and closes the original vehicle fourth switch 1-4, so that the main generator 1-3 outputs a three-phase AC power supply, and the voltage and power of the three-phase AC power supply vary with the speed of the diesel engine 1-1 and the excitation winding current. The original vehicle traction rectifier cabinet 1-5 rectifies the voltage of the three-phase AC power supply output by the main generator 1-3 into a DC voltage without control. The DC voltage changes with the change of the three-phase input voltage, and the output power is controlled by the first excitation controller 1-6 to be not less than the real-time power required for locomotive traction and passenger car power supply. The newly added first power supply converter cabinet 1-7 will output the changing DC voltage output by the traction rectifier cabinet 1-5 at a constant voltage and stable DC600v. The newly added second power supply converter cabinet 1-8 will convert the DC600v stable DC into a stable AC300v / 50Hz. The newly added bus power supply transformer cabinet 1-9 will filter and boost the AC300v / 50Hz AC power supply output by the second power supply converter cabinet 1-8 to output a stable 380v / 50Hz power supply, which will be provided to the bus compartment load 3. If the bus compartment load 3 is powered by DC600V, it can be switched to DC600V through the fifth switch 1-10, thereby providing direct power supply to the bus.

[0054] In the embodiment of the present invention, the auxiliary power supply system 2 is mainly composed of the diesel engine 1-1, the auxiliary DC starting generator (abbreviated as G2 in the figure) 2-3, the third switch (abbreviated as K3 in the figure) 2-4 and the on-board DC110v diesel engine starting battery pack (abbreviated as PW in the figure) 2-5 possessed by the original DF4D diesel locomotive, as well as the newly added auxiliary generator excitation controller (abbreviated as VVR in the figure) 2-6, the second switch (abbreviated as K2 in the figure) 2-8 and the third power supply converter cabinet (abbreviated as DC2 in the figure) 2-7. Among them, the diesel engine 1-1 is connected to the auxiliary DC starting generator 2-3 through the gear box 1-2; the auxiliary generator excitation controller 2-6 is connected to the auxiliary DC starting generator 2-3; the input end of the third power supply inverter cabinet 2-7 is electrically connected to the auxiliary DC starting generator 2-3; the output end of the third power supply inverter cabinet 2-7 is divided into two branches, the first branch is connected in parallel with the two branches of the output end of the first power supply inverter cabinet 1-7 through the second switch 2-8, and the connection point is located on the line between the first power supply inverter cabinet 1-7 and the fifth switch 1-10, and the second branch is electrically connected to the on-board DC110v diesel engine starting battery pack 2-5 through the third switch 2-4.

[0055] It can be seen from the above connections that when the auxiliary power supply system 2 is working, the original vehicle diesel engine 1-1 drives the original vehicle auxiliary DC starting generator 2-3 to rotate through the gear box 1-2, and the newly added auxiliary generator excitation controller 2-6 controls the auxiliary DC starting generator 2-3 excitation winding current to make it output a DC voltage. The DC voltage amplitude changes with the speed of the diesel engine 1-1 and the excitation current of the auxiliary generator excitation controller 2-6, and finally outputs a stable DC127v. The original vehicle's on-board DC110v diesel engine starting battery pack 2-5 is connected in parallel to the DC input terminal of the newly added third power supply converter cabinet 2-7 through the original vehicle's third switch 2-4. Through the newly added third power supply converter cabinet 2-7, The input DC voltage is controlled through internal conversion to output a constant voltage DC600v in a stable manner, and is connected in parallel with the DC600v output of the newly added first power supply converter cabinet 1-7, and are jointly connected to the newly added second power supply converter cabinet 1-8 to convert the DC600v stable DC output into a stable AC300v / 50Hz. The newly added bus power supply transformer cabinet 1-9 is a transformer-integrated type, and the AC300v / 50Hz AC power supply output by the second power supply converter cabinet 1-8 is filtered and boosted to output a stable 380v / 50Hz power supply, which is provided to the bus compartment load 3. If the bus compartment load 3 is powered by DC600V, the DC600V power supply can be achieved by switching the fifth switch 1-10.

[0056] Preferably, in the embodiment of the present invention, the first power supply inverter cabinet 1-7, the second power supply inverter cabinet 1-8 and the third power supply inverter cabinet 2-7 all adopt vehicle-level network control (existing technology) to realize phase sequence monitoring and grid connection control capabilities when multiple locomotives are connected to supply power to passenger cars, thereby avoiding short-circuit faults caused by phase sequence asynchrony when multiple locomotives are powered.

[0057] To sum up, in the present invention, since the auxiliary power supply system 2 is not intermittently powered off due to the change of locomotive operating conditions, it belongs to the long-term working system and accompanies the entire working process from the start-up to the shutdown of the locomotive diesel engine 1-1. Therefore, the auxiliary power supply system 2 is used as an uninterruptible power supply for the passenger car power supply system, which solves the intermittent short-term power supply problem of the main power supply system 1 caused by the locomotive traction braking conversion needs.

[0058] The above description is only a specific embodiment of the present invention, so that those skilled in the art can understand or implement the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention.

[0059] It should be understood that the present invention is not limited to what has been described above and that various modifications and changes may be made without departing from its scope. The scope of the present invention is limited only by the appended claims.

Claims

1. A direct power supply system for diesel locomotives and passenger cars with a composite power supply mode, based on the transformation of the original DF4D diesel locomotive power supply system. It is characterized in that The diesel locomotive passenger car direct power supply system is mainly composed of a main power supply system and an auxiliary power supply system, and the main power supply system and the auxiliary power supply system use the diesel engine of the original DF4D diesel locomotive together and are connected through a gear box; Among them, the main power supply system is mainly used to provide direct power supply for the bus; the auxiliary power supply system is mainly used to provide uninterrupted energy supplement for the direct power supply of the bus when the main power supply system is intermittently powered off due to traction condition conversion.

2. The direct power supply system for diesel locomotives and passenger cars with a composite power supply method according to claim 1, It is characterized in that The main power supply system includes the diesel engine, main generator, fourth switch and traction rectifier cabinet of the original DF4D diesel locomotive, as well as the newly added first excitation controller, first power supply converter cabinet, second power supply converter cabinet and passenger car power supply transformer cabinet; Among them, the diesel engine is connected to the main generator through a gear box to drive the main generator to rotate; the first excitation controller is connected to the main generator through a fourth switch to control the current of the main generator excitation winding and close the fourth switch to make the main generator output a three-phase AC power supply; the input end of the traction rectifier cabinet is electrically connected to the main generator to rectify the voltage of the three-phase AC power supply into a variable DC voltage without control; the output end of the traction rectifier cabinet is divided into two branches, the first branch is electrically connected to the input end of the first power supply converter cabinet, and the first power supply converter cabinet is used to convert the input variable DC voltage Convert and output constant voltage DC600v; the output end of the first power supply converter is divided into two branches, the first branch is connected to the input end of the second power supply converter cabinet, the second power supply converter cabinet is used to convert the input constant voltage DC600v and output AC300v / 50Hz AC power supply; the output end of the second power supply converter cabinet is connected to the input end of the bus power supply transformer cabinet, the output end of the bus power supply transformer cabinet is electrically connected to the bus compartment load, and is used to filter and boost the input AC300v / 50Hz AC power supply, and output a stable 380v / 50Hz power supply to supply the bus compartment load.

3. The direct power supply system for diesel locomotives and passenger cars with a composite power supply method according to claim 2, It is characterized in that The second excitation controller of the original DF4D type diesel locomotive is connected to the main generator via the fourth switch, and the second excitation controller and the first excitation controller form a hot backup redundant switching mode.

4. The direct power supply system for diesel locomotives and passenger cars with a composite power supply method according to claim 2, It is characterized in that The passenger car power supply transformer cabinet adopts a transformer-reactor integrated design.

5. The direct power supply system for diesel locomotives and passenger cars with a composite power supply method according to claim 2, It is characterized in that The second branch of the output end of the traction rectifier cabinet is electrically connected to the traction motor through the first switch.

6. The direct power supply system for diesel locomotives and passenger cars with a composite power supply method according to claim 2, It is characterized in that The second branch of the first power supply converter output end is electrically connected to the passenger compartment load via the fifth switch, and is used to provide a DC power supply with a constant voltage of DC600V to the passenger compartment load.

7. The direct power supply system for diesel locomotives and passenger cars with a composite power supply method according to claim 2, It is characterized in that The first power supply converter cabinet adopts a buck-bost interleaved hybrid circuit.

8. The direct power supply system for diesel locomotives and passenger cars with a composite power supply method according to claim 2, It is characterized in that The second power supply converter cabinet and the coach power supply transformer cabinet adopt a method of connecting three single-phase transformers and filter reactors to each other to achieve single-phase 100% off-load capacity.

9. The direct power supply system for diesel locomotives and passenger cars with a composite power supply method according to claim 2, It is characterized in that The auxiliary power supply system is mainly composed of the diesel engine, auxiliary DC starting generator, third switch and on-board DC110v diesel engine starting battery pack of the original DF4D diesel locomotive, as well as the newly added auxiliary generator excitation controller, second switch and third power supply converter cabinet; Among them, the diesel engine is connected to the auxiliary DC starter generator through a gear box, which is used to drive the auxiliary DC starter generator to rotate; the auxiliary generator excitation controller is connected to the auxiliary DC starter generator, which is used to control the current of the auxiliary DC starter generator so that it outputs a DC voltage; the input end of the third power supply converter cabinet is electrically connected to the auxiliary DC starter generator, which is used to convert the input DC voltage and output a constant voltage DC600v; the output end of the third power supply converter cabinet is divided into two branches, the first branch is connected in parallel with the two branches of the output end of the first power supply converter cabinet through the second switch, and the second branch is electrically connected to the on-board DC110v diesel engine starting battery pack through the third switch.

10. The direct power supply system for diesel locomotives and passenger cars with a composite power supply method according to claim 7, It is characterized in that The first power supply converter cabinet, the second power supply converter cabinet and the third power supply converter cabinet all adopt vehicle-level network control.

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