Excitation controller suitable for direct power supply system of direct current diesel locomotive and control method

Abstract

The invention provides an excitation controller suitable for a direct power supply system of a direct current diesel locomotive, which is characterized in that two sides of an excitation control case are respectively connected with an air circuit breaker and a terminal strip, the upper end surface of the excitation control case is connected with a module power supply and a voltage regulator, and the side surfaces of the module power supply and the voltage regulator are connected with a connector; the connector is connected with the sensor, the sensor transmits collected signals into the excitation control case, the voltage regulator inputs 110V direct-current voltage and controls the excitation generator, and the excitation generator provides excitation current for a main generator in a locomotive. The excitation controller can realize various working conditions of traction, braking, power supply and traction and power supply on the premise of keeping the excitation of the original locomotive, realizes the compatibility of train power supply and locomotive traction functions of the locomotive, replaces a train generator train, and improves the operation efficiency of a main generator.

Description

Technical Field

[0001] The invention relates to the technical field of direct current diesel locomotive direct power supply, and in particular to an excitation controller and a control method suitable for a direct current diesel locomotive direct power supply system. Background Art

[0002] Diesel locomotives still occupy an important position in the railway transportation industry, and with the development of electric locomotives, diesel locomotives still account for a certain proportion. The DF4D diesel locomotive is a DC transmission diesel locomotive with a large stock in China. The locomotive uses a 16V240ZJD diesel engine with a nominal power of 2425kW. Because the locomotive itself does not have the ability to supply power to the following train, the passenger car formation needs to be powered by a diesel engine generator car alone, and a separate train supply driver and crew member needs to operate the generator car. The fuel consumption is large and the noise pollution is extremely large, which seriously affects the riding comfort of passengers in nearby sleeper cars. Since the rated traction power of the DF4D passenger car is about 400kw, and the peak power of the passenger car power supply is about 300KW, the surplus power of the main generator has not been fully utilized.

[0003] In the prior art, the traction system of the original vehicle and the auxiliary equipment of the train adopt the main and auxiliary separation power supply structure as shown in the attached figure. Figure 1 As shown, the power supply method is that the train is equipped with a separate power generation car to supply power to the rear car. The power generation car must be operated by a crew member. This method increases fuel consumption, pollution and noise hazards, and seriously affects the riding comfort of nearby passengers.

[0004] In view of this, the present invention proposes an excitation controller and a control method suitable for a direct current diesel locomotive direct power supply system to overcome the defects of the prior art. Summary of the invention

[0005] The purpose of the present invention is to overcome the shortcomings of the above-mentioned prior art. The present invention provides an excitation controller and control method suitable for the modification of the direct power supply system of a DC diesel locomotive. The direct power supply system is modified to remove the train-powered power generation car and add a train-powered converter cabinet at the traction circuit bus voltage to power the train. The excitation controller can achieve traction, braking, power supply, traction + power supply and other working conditions under the premise of maintaining the original vehicle excitation. It includes the replacement development of the original vehicle LTQ-Ⅱ type microcomputer excitation controller and the transformation of the relevant logic of the whole vehicle, so as to achieve the compatibility of the locomotive train power supply and locomotive traction function, replace the train power car, and improve the operating efficiency of the main generator.

[0006] On the one hand, the present invention provides an excitation controller suitable for a direct power supply system of a DC diesel locomotive, comprising: an excitation control chassis, located in the middle of the excitation controller, an air circuit breaker and a terminal block are respectively connected to both sides of the excitation control chassis, a module power supply and a voltage regulator are connected to the upper end surface of the excitation control chassis, the sides of the module power supply and the voltage regulator are connected with a connector, the connector is connected to a sensor, the sensor transmits the collected signal to the excitation control chassis, the voltage regulator inputs a 110V DC voltage, the voltage regulator controls the excitation generator, the excitation generator provides excitation current for the main generator in the locomotive, and the speed regulation of the traction system in the locomotive is achieved by controlling the output voltage of the main generator.

[0007] Furthermore, the terminal row consists of a first terminal row, a second terminal row, a third terminal row and a fourth terminal row, the first terminal row is connected to a DC 110V input circuit, the second terminal row is connected to an excitation winding circuit, the third terminal row is connected to a signal feedback circuit, and the fourth terminal row is connected to a relay.

[0008] Furthermore, the air circuit breaker consists of a first air circuit breaker, a second air circuit breaker, a third air circuit breaker and a fourth air circuit breaker, the first air circuit breaker is used to control the 110V input of the power module, the second air circuit breaker is used to control the 110V input of the voltage regulator, the third air circuit breaker is used to control the 110V input of the relay, and the fourth air circuit breaker is used to control the 110V input of the excitation winding.

[0009] Furthermore, there are 8 sensors in total, of which 6 are current sensors of the excitation generator, 1 is a brake excitation current sensor, and 1 is a voltage sensor of the DC bus. There are 3 connectors, and ±24V power is provided to the sensors through the connectors.

[0010] Furthermore, there are 8 relays in total, among which the first relay, the second relay, the third relay, the fourth relay, the fifth relay and the seventh relay are connected and controlled by the DO board, and the sixth relay and the eighth relay are connected and controlled by the control room; the first relay controls the main contactor of the motor on and off in parallel, the second relay controls the main contactor of the motor on and off in series, the third relay controls the braking resistor contactor in parallel, the fourth relay controls the excitation contactor, the fifth relay controls the magnetic cutting contactor, the sixth relay controls the braking resistor extension contactor in series, the seventh relay controls the braking resistor contactor in series, and the eighth relay controls the new excitation input contactor.

[0011] Furthermore, the excitation control chassis is composed of an excitation board, a digital input board and a digital output board, wherein the excitation board can simultaneously sample 8 analog signals, 2 locomotive speed signals and 2 diesel engine speed signals through an AD conversion module, and is also equipped with 2 PWM generation channels. The digital input board is used to collect 26 digital signals on the locomotive, and the digital output board is used to control the on and off of the first relay, the second relay, the third relay, the fourth relay, the fifth relay and the seventh relay.

[0012] On the other hand, the present invention also provides a control method suitable for a direct power supply system of a DC diesel locomotive, based on an excitation controller suitable for a direct power supply system of a DC diesel locomotive, including: a control method for realizing traction conditions of the locomotive through an excitation controller, a control method for realizing power supply conditions of the locomotive, and a control method for realizing traction + power supply conditions of the locomotive.

[0013] The method for controlling the locomotive to realize traction working condition by means of the excitation controller specifically comprises the following steps:

[0014] First, start the locomotive diesel engine and switch the excitation transfer switch to the new excitation position. When the excitation controller receives the locomotive traction signal fed back by the eighth relay, the excitation controller receives the machine control signal and selects the power supply transfer switch to the traction mode, the locomotive enters the traction mode after the excitation controller receives the locomotive traction command.

[0015] Then, turn the driver's direction handle to the traction position, and control the locomotive to enter the traction condition through the excitation controller. When the driver's traction handle changes from position 0 to position 1, the locomotive is in constant power traction control. When the driver's traction handle changes from position 1 to the lifting and holding position, traction control under different powers is performed by switching different speed gears. When the driver's traction handle changes from the lifting and holding position to position 1, the diesel engine runs at an idle speed of 450rpm and performs corresponding traction control. When the driver's traction handle changes from position 1 to position 0, the excitation controller seals the PWM wave and removes the excitation, waiting for the handle to return to position 1 to restore the locomotive traction condition or release the traction condition.

[0016] Secondly, turn the driver's direction handle to the braking position, and control the locomotive to enter the braking condition through the excitation controller. At this time, the electric brake wind loss signal is 0, otherwise the excitation is disconnected. When the driver pulls the handle from position 0 to position 1, the locomotive enters the electric braking mode. When the driver pulls the handle from position 1 to position 0, the excitation controller controls the excitation to be cut off, waiting for the driver's handle to return to position 1 to restore the electric braking condition or release the braking condition.

[0017] Furthermore, the control method for realizing the power supply condition of the locomotive through the excitation controller specifically includes the following steps:

[0018] First, start the locomotive diesel engine and switch the excitation transfer switch to the new excitation position. When the excitation controller receives the locomotive power supply signal fed back by the eighth relay and selects the power supply transfer switch to the power supply position, the excitation controller delays 30ms after receiving the locomotive power supply command.

[0019] Then, the excitation controller controls the fourth relay to close the excitation contactor, controls the first relay to disconnect the motor on-off main contactor, controls the second relay to disconnect the motor on-off main contactor, controls the third relay to disconnect the brake resistor contactor, and controls the seventh relay to disconnect the brake resistor contactor. After 100ms, the locomotive starts to execute the idle power supply mode.

[0020] When the driver pulls the handle to position 0, the idle power supply mode is executed. At this time, the power supply conversion switch is switched to the non-power supply position, and the excitation controller cuts off the excitation.

[0021] Furthermore, the control method for realizing the traction + power supply condition of the locomotive through the excitation controller specifically includes the following steps:

[0022] First, start the locomotive diesel engine and switch the excitation transfer switch to the new excitation position. When the excitation controller receives the locomotive traction + power supply signal fed back by the eighth relay and the power supply transfer switch is selected to the traction + power supply position, the excitation controller controls the fourth relay to close the excitation contactor, controls the first relay to disconnect the motor on-off main contactor, controls the second relay to disconnect the motor on-off main contactor, controls the third relay to disconnect the brake resistor contactor, controls the seventh relay to disconnect the brake resistor contactor, confirms that the driver's traction position handle is at 0, and executes the idle power supply mode;

[0023] Then, turn the driver's direction handle to the traction position, and control the locomotive to enter the traction + power supply condition through the excitation controller. When the driver's traction handle changes from position 0 to position 1, the excitation controller stops excitation. After 30ms, the first relay is controlled to close the motor on-off main contactor in parallel, and the second relay is controlled to close the motor on-off main contactor in series. After 100ms, the locomotive is controlled to have constant power traction. When the driver's traction handle changes from position 1 to the lifting and holding position, traction + power supply control under different powers is performed by switching different speed gears. When the driver's traction handle changes from the lifting and holding position to position 1, the diesel engine runs at an idle speed of 450rpm and performs the corresponding traction + power supply control. When the driver's traction handle changes from position 1 to position 0, the excitation controller interrupts excitation, and after an interval of 30ms, controls the first relay to disconnect the motor on-off main contactor in parallel; controls the second relay to disconnect the motor on-off main contactor in series, and after another interval of 100ms, restores excitation, executes the idle power supply mode, and waits for the driver's traction handle to return to position 1 or release the traction condition.

[0024] Secondly, turn the driver's control handle to the braking position, and control the locomotive to enter the braking + power supply condition through the excitation controller. At this time, the electric brake wind loss signal is 0, otherwise the excitation is disconnected. When the driver pulls the handle from position 0 to position 1, the locomotive enters the electric braking mode, and the excitation controller stops excitation. After 30ms, the third relay is controlled to close the braking resistor contactor in parallel, and the seventh relay is controlled to close the braking resistor contactor in series. After 100ms, the diesel engine is controlled to run at 450rpm and the corresponding braking + power supply control is executed. When the driver pulls the handle from position 1 to the lifting and lowering position, the diesel engine speed is large. It runs at 450rpm and executes braking + power supply control under different power by switching different speed gears. When the driver pulls the handle from the lifting position to the 1st position, the diesel engine runs at an idle speed of 450rpm and executes the corresponding braking + power supply control. When the driver pulls the handle from the 1st position to the 0th position, the excitation controller controls the interruption of excitation. After an interval of 30ms, the third relay is controlled to disconnect the brake resistor contactor in parallel, and the seventh relay is controlled to disconnect the brake resistor contactor in series. After an interval of 100ms, the excitation is restored and the idle power supply mode is executed, waiting for the driver to pull the handle back to the 1st position or release the braking condition.

[0025] Compared with the prior art, the present invention has the following advantages:

[0026] (1) The excitation controller of the present invention coexists with the original vehicle excitation controller, and the two are switched through a control relay, thereby maintaining the control characteristics of the original vehicle excitation;

[0027] (2) The present invention eliminates the generator car of the original locomotive by providing an excitation controller, thereby reducing fuel consumption, reducing noise pollution, and improving the riding comfort of passengers in adjacent carriages;

[0028] (3) The present invention fully utilizes the power generation margin of the traction generator through the power supply of the traction generator, thereby improving the operating efficiency of the system;

[0029] (4) The excitation controller provided by the present invention is composed of a standard 3U chassis and various functional boards. The various functional boards are electrically connected and connected to the network through a motherboard, which is convenient for maintenance. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 It is a structural schematic diagram of a main-auxiliary separation power supply system in the prior art;

[0031] Figure 2 The figure is a logic diagram of a control method of the present invention applicable to a direct current diesel locomotive direct power supply system. DETAILED DESCRIPTION

[0032] The embodiments of the present invention will be described in detail below with reference to examples, but those skilled in the art will understand that the following examples are only used to illustrate the present invention and should not be construed as limiting the scope of the present invention.

[0033] According to an embodiment of the present invention, the present invention provides an excitation controller suitable for a direct current diesel locomotive direct power supply system, which is composed of an excitation control chassis, a module power supply, a voltage regulator, a terminal block, an air circuit breaker, and a sensor. The excitation control chassis is located in the middle of the excitation controller, and the air circuit breaker and the terminal block are connected to the two sides of the excitation control chassis, respectively. The module power supply and the voltage regulator are connected to the upper end surface of the excitation control chassis, and the sides of the module power supply and the voltage regulator are connected to connectors, which are connected to sensors, and the sensors transmit the collected signals to the excitation control chassis.

[0034] According to an embodiment of the present invention, the module power supply is a separate shell structure, which can provide power for the entire excitation controller and external sensors, and can simultaneously output isolated multi-channel power supplies (+24V / ±15V / ±5V) to meet the normal working requirements of the excitation controller.

[0035] According to an embodiment of the present invention, the terminal block is composed of a first terminal block, a second terminal block, a third terminal block and a fourth terminal block, which are respectively denoted as: LX1, LX2, LX3 and LX4. The LX1 is connected to a DC 110V input circuit, the LX2 is connected to an excitation winding circuit, the LX3 is connected to a signal feedback circuit, the LX4 is connected to a relay, and the LX4 is installed in a locomotive electrical cabinet.

[0036] According to an embodiment of the present invention, the air circuit breaker consists of a first air circuit breaker, a second air circuit breaker, a third air circuit breaker and a fourth air circuit breaker, which are respectively recorded as: DZ1, DZ2, DZ3 and DZ4, the DZ1 is used to control the 110V input of the power module, the DZ2 is used to control the 110V input of the voltage regulator, the DZ3 is used to control the 110V input of the relay, and the DZ4 is used to control the 110V input of the excitation winding.

[0037] According to an embodiment of the present invention, a total of 8 sensors are provided, of which 6 are current sensors of the excitation generator, 1 is a brake excitation current sensor, and 1 is a voltage sensor of the DC bus. There are 3 connectors, namely AC1, AC2 and AC3. The sensors are provided with ±24V power supply through the connectors, and the collected signals are transmitted to the excitation board.

[0038] According to an embodiment of the present invention, there are 8 relays in total, which are respectively recorded as: K1, K2, K3, K4, K5, K6, K7 and K8. Among them, K1, K2, K3, K4, K5 and K7 are connected and controlled by the DO board, and K6 and K8 are connected and controlled by the control room; the K1 controls the main contactor (6C) of the motor on and off in parallel, the K2 controls the main contactor (6C) of the motor on and off in series, the K3 controls the brake resistor contactor (ZC) in parallel, the K4 controls the excitation contactor (LC), the K5 controls the magnetic cutting contactor (2XC), the K6 controls the brake resistor extension contactor in series, the seventh relay controls the brake resistor contactor (ZC) in series, and the eighth relay controls the new excitation input contactor. Further, the K6 and K8 control the switching between the new and old excitations.

[0039] According to an embodiment of the present invention, the excitation control chassis is composed of an excitation board, a digital input board and a digital output board, wherein the excitation board can simultaneously sample 8 analog signals, 2 locomotive speed signals and 2 diesel engine speed signals through an AD conversion module, and is also equipped with 2 PWM generation channels. The digital input board is used to collect 26 digital signals on the locomotive, and the digital output board is used to control the on and off of 6 relays (K1, K2, K3, K4, K5, K7).

[0040] According to an embodiment of the present invention, the diesel engine speed measurement circuit leads out the U and V two-phase circuits from the traction excitation generator and connects to the primary side of the isolation transformer. The secondary side of the transformer is connected to the signal conditioning circuit, and its signal is transmitted to the excitation board through the connector AC2. The diesel engine speed conditioning circuit is provided with 24V power by the power module.

[0041] According to an embodiment of the present invention, the voltage regulator inputs 110VDC, and generates a 15V voltage through the voltage adjustment circuit and inputs it into the excitation board. The MCU of the excitation board generates a PWM wave to control the on and off of the optocoupler and then generates a square wave signal output with an amplitude of 15V. The 15V square wave signal drives the N-mos on and off to generate a 110V square wave signal to supply the excitation circuit to indirectly control the magnitude of the excitation current. The main generator adopts a secondary excitation method, and the voltage regulator controls the excitation generator. The excitation generator provides the excitation current to the main generator through the voltage regulator, thereby controlling the output voltage of the main generator to achieve the speed regulation of the traction system.

[0042] According to an embodiment of the present invention, the excitation controller can realize the switching of three working modes: traction, power supply, and traction + power supply. The working flow diagram is as follows: Figure 2 shown.

[0043] The specific implementation steps of the method for controlling the locomotive to achieve traction conditions through the excitation controller are as follows:

[0044] First, start the locomotive diesel engine and switch the excitation transfer switch 3LK (4LK) to the new excitation position. Preparation conditions include: (1) When the excitation controller LTQ-Z receives the locomotive traction signal fed back by K8, it enters the enabled state; (2) The excitation controller receives the machine control signal; (3) The power supply transfer switch 1LK (2LK) is selected to the traction mode. At this time, after the excitation controller receives the locomotive traction command, the locomotive enters the traction mode.

[0045] Select to enter the traction condition: turn the driver controller's direction handle to the traction position, and control the locomotive to enter the traction condition through the excitation controller.

[0046] When the driver pulls the handle from position 0 to position 1, the locomotive starts running and is in constant power traction control;

[0047] When the driver's traction handle changes from position 1 to the lifting and holding position, the traction control under different powers is performed by switching different speed gears, and the traction characteristic curve under different powers is executed according to the diesel engine speed;

[0048] When the driver's traction handle is moved from the lifting position to the 1st position, the diesel engine runs at an idle speed of 450rpm and performs the corresponding traction control.

[0049] When the driver turns the traction handle from position 1 to position 0, the excitation controller blocks the PWM wave and cuts off the excitation, waiting for the handle to return to position 1 to resume the locomotive traction condition or stop.

[0050] Select to enter the braking condition: turn the driver controller direction handle to the braking position, and control the locomotive to enter the braking condition through the excitation controller. At this time, the electric brake loss of wind signal is 0 (DI1 / 18b), otherwise the excitation is disconnected.

[0051] When the driver pulls the handle from position 0 to position 1, the locomotive enters the electric braking mode. At this time, the braking current is controlled to 300A;

[0052] When the driver pulls the handle from position 1 to position 0, the excitation controller cuts off the excitation through software control and waits for the driver to return the handle to position 1 to resume electric braking or stop the car.

[0053] The specific implementation steps of the method for controlling the power supply condition of the locomotive through the excitation controller are as follows:

[0054] First, start the locomotive diesel engine, switch the excitation transfer switch 3LK (4LK) to the new excitation position, and use the new excitation device to work. The preparation conditions include: (1) the excitation controller receives the locomotive power supply signal fed back by K8; (2) the excitation controller receives the selection instruction of the power supply transfer switch.

[0055] When the power supply conversion switch 1LK (2LK) is selected to the power supply position, the excitation controller delays 30ms after receiving the locomotive power supply command; the excitation controller controls K4 to close the excitation contactor (LC), controls K1 to disconnect the motor on-off main contactor (6C), controls K2 to disconnect the motor on-off main contactor (6C), controls K3 to disconnect the brake resistor contactor (ZC), and controls K7 to disconnect the brake resistor contactor (ZC). After 100ms, the locomotive starts to execute the idle power supply mode.

[0056] When the driver pulls the handle to position 0, the idle power supply mode is executed. At this time, the power supply conversion switch 1LK (2LK) is switched to the non-power supply position, and the excitation controller cuts off the excitation.

[0057] The specific implementation steps of the control method for realizing traction + power supply condition of locomotive through excitation controller are as follows:

[0058] First, start the locomotive diesel engine and switch the excitation switch 3LK (4LK) to the new excitation position. Preparation conditions: including: (1) When the excitation controller receives the locomotive traction + power supply signal fed back by K8, (2) the power supply switch 1LK (2LK) is selected to the traction + power supply position. When the excitation controller receives the command, the controller controls K4 to close the excitation contactor (LC), controls K1 to disconnect the motor on-off main contactor (6C), controls K2 to disconnect the motor on-off main contactor (6C), controls K3 to disconnect the brake resistor contactor (ZC), controls K7 to disconnect the brake resistor contactor (ZC), confirms that the driver's traction position handle is at 0, and executes the idle power supply mode.

[0059] Select to enter the traction + power supply condition, turn the driver controller direction handle to the traction position, at this time there is only a small current limiting resistor, and the locomotive is controlled to enter the traction + power supply condition through the excitation controller.

[0060] When the driver turns the traction handle from position 0 to position 1, the excitation controller stops excitation. After 30ms, it controls K1 to close the motor in parallel to turn on and off the main contactor (6C), and controls K2 to close the motor in series to turn on and off the main contactor (6C). After 100ms, the locomotive is controlled to have constant power traction through the locomotive configuration software program.

[0061] When the driver pulls the handle from position 1 to the lifting and holding position, the diesel engine speed is greater than 450rpm, and traction + power supply control at different powers is performed by switching different speed gears.

[0062] When the driver's traction handle moves from the lifting position to the 1st position, the diesel engine runs at an idle speed of 450rpm and executes the corresponding traction + power supply control.

[0063] When the driver pulls the handle from position 1 to position 0, the excitation controller interrupts the excitation, and after an interval of 30ms, controls K1 to disconnect the motor on-off main contactor (6C) in parallel; controls K2 to disconnect the motor on-off main contactor (6C) in series, and then after an interval of 100ms, restores the excitation, executes the idle power supply mode, and waits for the driver to pull the handle back to position 1 or stop.

[0064] Select to enter the braking + power supply condition, turn the driver controller direction handle to the braking position. At this time, there is only a small current limiting resistor, and the locomotive is controlled to enter the braking + power supply condition through the excitation controller. At this time, the electric brake wind loss signal is 0 (DI1 / 18b), otherwise the excitation is disconnected.

[0065] When the driver pulls the handle from position 0 to position 1, the locomotive enters the electric braking mode, and the excitation controller stops excitation. After 30ms, K3 is controlled to close the braking resistor contactor (ZC) in parallel, and K7 is controlled to close the braking resistor contactor (ZC) in series. After 100ms, the diesel engine is controlled to run at 450rpm and the corresponding braking + power supply control is executed, that is, the software executes the electric braking function curve corresponding to the diesel engine 450rpm.

[0066] When the driver pulls the handle from position 1 to the lifting and holding position, the diesel engine runs at a speed greater than 450rpm, and brake + power supply control at different powers is performed by switching different speed gears.

[0067] When the driver pulls the handle from the lifting position to the 1st position, the diesel engine runs at an idle speed of 450rpm and performs the corresponding braking + power supply control.

[0068] When the driver pulls the handle from position 1 to position 0, the excitation controller controls the interruption of excitation, with an interval of 30ms, controls K3 to disconnect the brake resistor contactor (ZC) in parallel, controls K7 to disconnect the brake resistor contactor (ZC) in series, and then restores excitation after an interval of 100ms, executes the idle power supply mode, and waits for the driver to pull the handle back to position 1 or stop.

[0069] According to an embodiment of the present invention, the excitation controller provided by the present invention divides the excitation system into EXC, DI, and DO modules according to different functions. The excitation board (EXC) includes an AD conversion module, which can simultaneously sample 8 analog signals, 2 locomotive speed signals, and 2 diesel engine speed signals, and is also equipped with 2 PWM generation channels to drive voltage regulators. The digital input board collects 26 digital quantities from the locomotive as logic input signals. The digital output board controls the on and off of 6 relays (K1, K2, K3, K4, K5, K7) to switch between the old and new excitation systems. This design can improve the maintainability and scalability of the product. Each functional module can be independently designed, developed, and tested, which is convenient for product upgrades and improvements.

[0070] The excitation controller of the present invention retains the design of the original vehicle excitation system that can only perform traction conditions. By developing a new excitation controller to replace the original vehicle excitation controller, multiple logical transformations such as traction, power supply, and traction + power supply are realized. The logical principle transformation is described in the specific embodiment.

[0071] The present invention isolates the original vehicle excitation system through the design of the interface through the universal switch and the relay. For example, the universal switch 3LK / 4LK controls the conversion between the new and old excitations, and 1LK / 2LK controls the working condition conversion. The newly developed excitation system and the original vehicle excitation can be switched with each other, thereby increasing the redundancy of the locomotive control performance. The sensor signal is connected to the excitation control chassis through the aviation plug, and a spare signal port is reserved for easy maintenance.

[0072] The present invention also concentrates the circuit breaker, terminal block, excitation control box, power module, and voltage regulator on a base with good insulation and corrosion resistance, reducing the overall volume and saving space, ensuring stable operation of the system during locomotive operation.

[0073] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0074] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they are contradictory.

Claims

1. An excitation controller suitable for a direct current diesel locomotive direct power supply system, characterized in that: include: The excitation control chassis is located in the middle of the excitation controller. An air circuit breaker and a terminal block are connected to both sides of the excitation control chassis. A module power supply and a voltage regulator are connected to the upper end surface of the excitation control chassis. The sides of the module power supply and the voltage regulator are connected to connectors. The connectors are connected to sensors. The sensors transmit the collected signals to the excitation control chassis. The voltage regulator inputs a 110V DC voltage, and the voltage regulator controls the excitation generator, which provides excitation current for the main generator in the locomotive, and realizes the speed regulation of the traction system in the locomotive by controlling the output voltage of the main generator.

2. The excitation controller suitable for the direct current diesel locomotive direct power supply system according to claim 1, characterized in that: The terminal row consists of a first terminal row, a second terminal row, a third terminal row and a fourth terminal row. The first terminal row is connected to a DC 110V input circuit, the second terminal row is connected to an excitation winding circuit, the third terminal row is connected to a signal feedback circuit, and the fourth terminal row is connected to a relay.

3. The excitation controller suitable for the direct current power supply system of a DC diesel locomotive according to claim 1, characterized in that: The air circuit breaker consists of a first air circuit breaker, a second air circuit breaker, a third air circuit breaker and a fourth air circuit breaker. The first air circuit breaker is used to control the 110V input of the power module, the second air circuit breaker is used to control the 110V input of the voltage regulator, the third air circuit breaker is used to control the 110V input of the relay, and the fourth air circuit breaker is used to control the 110V input of the excitation winding.

4. The excitation controller suitable for the direct current power supply system of a DC diesel locomotive according to claim 1, characterized in that: There are 8 sensors in total, of which 6 are current sensors of the excitation generator, 1 is a brake excitation current sensor, and 1 is a voltage sensor of the DC bus. There are three connectors, and ±24V power is provided to the sensor through the connectors.

5. The excitation controller suitable for the direct current power supply system of a DC diesel locomotive according to claim 1, characterized in that: There are 8 relays in total, among which the first relay, the second relay, the third relay, the fourth relay, the fifth relay and the seventh relay are connected and controlled by the DO board, and the sixth relay and the eighth relay are connected and controlled by the control room; The first relay controls the motor on and off main contactor in parallel, the second relay controls the motor on and off main contactor in series, the third relay controls the braking resistor contactor in parallel, the fourth relay controls the excitation contactor, the fifth relay controls the magnetic cutting contactor, the sixth relay controls the braking resistor extension contactor in series, the seventh relay controls the braking resistor contactor in series, and the eighth relay controls the new excitation input contactor.

6. The excitation controller suitable for a direct current diesel locomotive direct power supply system according to any one of claims 1 to 5, characterized in that: The excitation control chassis is composed of an excitation board, a digital input board and a digital output board, wherein: The excitation board can simultaneously sample 8 analog signals, 2 locomotive speed signals and 2 diesel engine speed signals through the AD conversion module, and is also equipped with 2 PWM generation channels. The digital input board is used to collect 26 digital signals on the locomotive. The digital quantity output board is used to control the on and off of the first relay, the second relay, the third relay, the fourth relay, the fifth relay and the seventh relay.

7. A control method for a direct current diesel locomotive direct power supply system, characterized in that: The excitation controller for a direct current diesel locomotive direct power supply system according to any one of claims 1 to 6 comprises: A control method for realizing traction working condition of a locomotive through an excitation controller, a control method for realizing power supply working condition of a locomotive, and a control method for realizing traction + power supply working condition of a locomotive.

8. The control method for a direct current diesel locomotive direct power supply system according to claim 7, characterized in that: The method for controlling the locomotive to realize traction working condition by means of the excitation controller specifically comprises the following steps: First, start the locomotive diesel engine and switch the excitation transfer switch (LK3 / LK4) to the new excitation position. When the excitation controller receives the locomotive traction signal fed back by the eighth relay, the excitation controller receives the machine control signal and selects the power supply transfer switch (LK1 / LK2) to the traction mode, the locomotive enters the traction mode after the excitation controller receives the locomotive traction command. Then, turn the driver's direction handle to the traction position, and control the locomotive to enter the traction condition through the excitation controller. When the driver's traction handle changes from position 0 to position 1, the locomotive is in constant power traction control. When the driver's traction handle changes from position 1 to the lifting and holding position, traction control under different powers is performed by switching different speed gears. When the driver's traction handle changes from the lifting and holding position to position 1, the diesel engine runs at an idle speed of 450rpm and performs corresponding traction control. When the driver's traction handle changes from position 1 to position 0, the excitation controller seals the PWM wave and removes the excitation, waiting for the handle to return to position 1 to restore the locomotive traction condition or release the traction condition. Secondly, turn the driver's direction handle to the braking position, and control the locomotive to enter the braking condition through the excitation controller. At this time, the electric brake wind loss signal is 0, otherwise the excitation is disconnected. When the driver pulls the handle from position 0 to position 1, the locomotive enters the electric braking mode. When the driver pulls the handle from position 1 to position 0, the excitation controller controls the excitation to be cut off, waiting for the driver's handle to return to position 1 to restore the electric braking condition or release the braking condition.

9. The control method for a direct current diesel locomotive direct power supply system according to claim 7, characterized in that: The method for controlling the power supply condition of the locomotive through the excitation controller specifically includes the following steps: First, start the locomotive diesel engine and switch the excitation transfer switch (LK3 / LK4) to the new excitation position. When the excitation controller receives the locomotive power supply signal fed back by the eighth relay and selects the power supply transfer switch (LK1 / LK2) to the power supply position, the excitation controller receives the locomotive power supply command and delays for 30ms. Then, the excitation controller controls the fourth relay to close the excitation contactor, controls the first relay to disconnect the motor on-off main contactor, controls the second relay to disconnect the motor on-off main contactor, controls the third relay to disconnect the brake resistor contactor, and controls the seventh relay to disconnect the brake resistor contactor. After 100ms, the locomotive starts to execute the idle power supply mode. When the driver pulls the handle to position 0, the idle power supply mode is executed. At this time, the power supply conversion switch is switched to the non-power supply position, and the excitation controller cuts off the excitation.

10. The control method for a direct current diesel locomotive direct power supply system according to claim 7, characterized in that: The control method for realizing traction + power supply condition of locomotive by excitation controller specifically includes the following steps: First, start the locomotive diesel engine and switch the excitation transfer switch (LK3 / LK4) to the new excitation position. When the excitation controller receives the locomotive traction + power supply signal fed back by the eighth relay and the power supply transfer switch (LK1 / LK2) is selected to the traction + power supply position, the excitation controller controls the fourth relay to close the excitation contactor, controls the first relay to disconnect the motor on-off main contactor, controls the second relay to disconnect the motor on-off main contactor, controls the third relay to disconnect the brake resistor contactor, controls the seventh relay to disconnect the brake resistor contactor, confirms that the driver's traction position handle is at 0, and executes the idle power supply mode; Then, turn the driver's direction handle to the traction position, and control the locomotive to enter the traction + power supply condition through the excitation controller. When the driver's traction handle changes from position 0 to position 1, the excitation controller stops excitation. After 30ms, the first relay is controlled to close the motor on-off main contactor in parallel, and the second relay is controlled to close the motor on-off main contactor in series. After 100ms, the locomotive is controlled to have constant power traction. When the driver's traction handle changes from position 1 to the lifting and holding position, traction + power supply control under different powers is performed by switching different speed gears. When the driver's traction handle changes from the lifting and holding position to position 1, the diesel engine runs at an idle speed of 450rpm and performs the corresponding traction + power supply control. When the driver's traction handle changes from position 1 to position 0, the excitation controller interrupts excitation, and after an interval of 30ms, controls the first relay to disconnect the motor on-off main contactor in parallel; controls the second relay to disconnect the motor on-off main contactor in series, and after another interval of 100ms, restores excitation, executes the idle power supply mode, and waits for the driver's traction handle to return to position 1 or release the traction condition. Secondly, turn the driver's control handle to the braking position, and control the locomotive to enter the braking + power supply condition through the excitation controller. At this time, the electric brake wind loss signal is 0, otherwise the excitation is disconnected. When the driver pulls the handle from position 0 to position 1, the locomotive enters the electric braking mode, and the excitation controller stops excitation. After 30ms, the third relay is controlled to close the braking resistor contactor in parallel, and the seventh relay is controlled to close the braking resistor contactor in series. After 100ms, the diesel engine is controlled to run at 450rpm and the corresponding braking + power supply control is executed. When the driver pulls the handle from position 1 to the lifting and lowering position, the diesel engine speed is large. It runs at 450rpm and executes braking + power supply control under different power by switching different speed gears. When the driver pulls the handle from the lifting position to the 1st position, the diesel engine runs at an idle speed of 450rpm and executes the corresponding braking + power supply control. When the driver pulls the handle from the 1st position to the 0th position, the excitation controller controls the interruption of excitation. After an interval of 30ms, the third relay is controlled to disconnect the brake resistor contactor in parallel, and the seventh relay is controlled to disconnect the brake resistor contactor in series. After an interval of 100ms, the excitation is restored and the idle power supply mode is executed, waiting for the driver to pull the handle back to the 1st position or release the braking condition.

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