Integrated locomotive top cover brake resistor device

Abstract

The invention discloses an integrated locomotive top cover brake resistor device, which belongs to the field of rail transit equipment and comprises a fan area, a resistor element area, an outgoing line copper bar connecting area and a monitoring equipment area. The two side walls, located in the radial direction, of the fan area are each provided with an air inlet channel, and the fan area drives airflow to be input from the two air inlet channels and output from the axial side wall of the fan area. One end of the resistor element area is communicated with the axial side wall of the fan area, and the other end of the resistor element area is provided with an air outlet channel. And the outgoing line copper bar connecting area and the monitoring equipment area are respectively arranged on two sides of the resistor element area. And the brake resistor device is integrated in the locomotive top cover through an integrated design, so that the space utilization is more compact. Compared with the traditional distributed layout, each part is prevented from independently occupying the space in the locomotive, the extrusion on the installation space of other equipment is reduced, and more flexibility is provided for the installation and layout of other equipment in the locomotive.

Description

Technical Field

[0001] The invention belongs to the field of rail transit equipment, and in particular is an integrated locomotive top cover braking resistor device. Background Art

[0002] The brake resistor device is a key electrical component used in railway locomotives or other vehicles. Its main function is to convert the regenerated electrical energy into heat energy and dissipate it into the air through forced air cooling under the electric braking condition of the locomotive, thereby achieving the braking function and ensuring the safe operation of the vehicle. As an important part of modern rail transportation equipment, the performance of the brake resistor device has a direct impact on the safety and reliability of locomotive operation.

[0003] Traditional brake resistor devices are usually installed independently, mostly fixed on the roof of the locomotive. In the early technical context, this design method mainly focused on the functional realization of the brake resistor itself, and less consideration was given to its integrated design with the overall structure of the locomotive, resulting in a lack of organic integration between the brake resistor device and the locomotive roof, which to some extent restricted the optimization of the overall performance of the locomotive.

[0004] The patent with publication number CN201080139Y discloses a rail transit locomotive brake resistor, in which a DC fan is integrated with a resistor cabinet, and the DC fan generates an axial airflow to force air cooling on the resistor cabinet. The fan blades of this arrangement need to have a large spread to ensure uniform ventilation of the full-size section of the resistor cabinet, but blades with too large a spread will cause the radial layout space of the vehicle to occupy too much space. Alternatively, the number of fans can be increased to reduce the blade spread, but this requires an increase in the number of motors, which is also not conducive to space optimization.

[0005] The patent with publication number CN106314451A discloses a vehicle power unit, in which the first cooling air duct and the second cooling air duct are arranged to cool each functional area. The first cooling air duct is mainly used for cooling the traction converter assembly, and the second cooling air duct is mainly used for cooling the auxiliary converter assembly. The two sides are cooled independently, and the integration is not high. Moreover, the cooling air duct is not mainly used to cool the brake resistor, and the performance of the brake resistor cannot be fully utilized. Summary of the invention

[0006] The object of the present invention is to provide an integrated locomotive roof brake resistor device to solve the above-mentioned problems in the prior art.

[0007] An integrated locomotive roof brake resistor device is provided, comprising:

[0008] A fan area, wherein the fan area is provided with air inlet ducts on both side walls in the radial direction, and the fan area drives airflow to be input from the two air inlet ducts and outputs airflow from the axial side wall of the fan area;

[0009] A resistance element area, one end of which is connected to the axial side wall of the fan area, and the other end of which is provided with an air outlet duct;

[0010] An outgoing copper busbar connection area, wherein the outgoing copper busbar connection area is arranged on one side of the resistor element area;

[0011] A monitoring device area is provided at the other side of the resistor element area.

[0012] As a further solution of the present invention: a double-impeller centrifugal fan is arranged in the fan area, and the double-impeller centrifugal fan has two negative pressure generating ends and the two negative pressure generating ends are respectively connected to two air inlet ducts. The double-impeller centrifugal fan draws airflow from the air inlet ducts on the two sides of the locomotive through its two negative pressure ends, accelerates the airflow, and outputs it from the axial side wall of the fan area to the resistor element area, providing continuous cooling airflow for the resistor element. This design optimizes the airflow flow path, avoids the problem of low space utilization caused by axial air intake, significantly enhances the airflow circulation efficiency, and improves the heat dissipation capacity.

[0013] As a further solution of the present invention: the dual-impeller centrifugal fan includes a dual-axis motor, two rear wheel discs, two front wheel discs and a plurality of blades, wherein the plurality of blades are rotationally symmetrically arranged between a single rear wheel disc and a single front wheel disc to form a single impeller, and the rear wheel disc ends of the two impellers are respectively fixedly connected to the two output shafts of the dual-axis motor.

[0014] The two output shafts of the dual-axis motor drive the two impellers to rotate respectively. The blades use centrifugal force to axially inhale the airflow from the air outlet in the middle of the front wheel disc and then discharge the airflow radially along the impeller, realizing the radial input and axial discharge path of the airflow in the fan area. The radial extension size of the blades of this structure is small, so that the centrifugal fan utilizes all the available space at the front end of the resistor element area, providing good conditions for the flow field layout of the fan area, and the space utilization rate of the fan area is high. The axial and radial structures of a single dual-axis motor are compact, and more space is reserved for the impeller and the air inlet duct, making the entire flow field smoother and the heat dissipation of the brake resistor belt more uniform. The axial size of the impeller can be flexibly arranged according to the width range of the resistor element area to ensure that the radial airflow output of the impeller covers the entire range of the resistor element area and ensures uniform cooling of the brake resistor.

[0015] As a further solution of the present invention: a through-hole mesh plate and a drainage rib plate are arranged at the bottom of the air inlet duct, and the through-hole mesh plate connects the air inlet duct with the drainage rib plate. The through-hole mesh plate can discharge the water flow entering the air inlet duct from the outside to the drainage rib plate, and the drainage rib plate then guides the condensed or accumulated water flow to be discharged outward, which can prevent rainwater from flowing back into the resistor element area, thereby improving the safety of the device.

[0016] As a further solution of the present invention: a through-hole mesh plate and a drainage rib plate are arranged at the bottom of the air outlet duct, and the through-hole mesh plate connects the air outlet duct with the drainage rib plate. The through-hole mesh plate can discharge the water flow entering the air outlet duct from the outside to the drainage rib plate, and the drainage rib plate then guides the condensed or accumulated water flow to be discharged outward, which can prevent rainwater from flowing back into the resistor element area, thereby improving the safety of the device.

[0017] As a further solution of the present invention: the air outlet of the air outlet duct faces the top of the air outlet duct, an arc plate is arranged in the air outlet duct, and the through-hole mesh plate is located between the resistor element area and the arc plate. By setting the air inlet duct at the position where the airflow is smoothest at the front end of the locomotive roof, and setting the air outlet duct at the rear end to exhaust air to the top, the natural wind during the operation of the locomotive is effectively utilized, and combined with the effect of the fan area, good air convection is formed, which greatly improves the heat dissipation efficiency. The arc plate is used to guide the airflow to discharge upward, reduce turbulence and resistance, and optimize the airflow path.

[0018] As a further solution of the present invention: a plurality of guide plates are arranged between the fan area and the resistor element area. The guide plates evenly distribute the airflow output from the fan area to the resistor element area, ensuring that the resistor element is evenly covered by the cooling airflow to avoid local overheating.

[0019] As a further solution of the present invention: a temperature sensor is provided in the resistor element area, a sensor junction box is provided in the monitoring device area, and the temperature sensor is electrically connected to the sensor junction box. The temperature sensor transmits the monitored temperature signal to the sensor junction box in the monitoring device area, and the system automatically adjusts the cooling strategy according to the temperature change.

[0020] As a further solution of the present invention: the resistance element area is provided with a first resistance element and a second resistance element connected in series with each other, the second resistance element is a temperature measuring resistor and is provided on one side of the resistance element area close to the monitoring device area, the monitoring device area is provided with a temperature control box, and the temperature control box is electrically connected to the second resistance element. The first resistance element bears the main braking load, the second resistance element (temperature measuring resistor) is close to the monitoring device area, and the temperature data is collected in real time and transmitted to the temperature control box, and the system adjusts the working state according to the temperature conditions. Accurate monitoring and management of the working temperature of the resistance element is achieved, the safety and efficiency of the device are improved, and its service life is extended.

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

[0022] 1. The integrated design integrates the brake resistor device inside the locomotive roof, making the space utilization more compact. Compared with the traditional decentralized layout, it avoids each component occupying a separate space in the locomotive, reduces the squeeze on the installation space of other equipment, and provides more flexibility for the installation and layout of other equipment inside the locomotive.

[0023] 2. By setting the air inlet duct at the position with the smoothest air flow at the front end of the locomotive roof, and setting the air outlet duct at the rear end for exhaust, the natural wind during the operation of the locomotive is effectively utilized. Combined with the function of the fan, good air convection is formed, which significantly improves the heat dissipation efficiency.

[0024] 3. Set the outgoing copper busbar connection area and the monitoring equipment area in a relatively independent area. The outgoing copper busbar connection area will generate an electromagnetic field when current passes through it. Separating the outgoing copper busbar connection area from the monitoring equipment area can reduce electromagnetic interference to the monitoring equipment and ensure the reliability of monitoring data. When there is an electrical connection problem in the outgoing copper busbar connection area or a fault in the monitoring equipment area, the setting of independent areas enables maintenance personnel to quickly locate the fault area, greatly improving maintenance efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the embodiments of the present drawings 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 only some embodiments of the present drawings. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

[0026] Figure 1 A is a schematic diagram of the overall structure of an integrated locomotive top cover brake resistor device;

[0027] Figure 2 The overall structural diagram B is an integrated locomotive top cover brake resistor device;

[0028] Figure 3 It is a top view of the integrated locomotive top cover brake resistor device;

[0029] Figure 4 It is a side sectional view of the integrated locomotive roof brake resistor device.

[0030] In the figure: 1. Fan area; 11. Air inlet duct; 12. Air outlet duct; 121. Arc plate; 13. Double-impeller centrifugal fan; 131. Double-axis motor; 132. Rear wheel disc; 133. Front wheel disc; 134. Blade; 14. Through-hole mesh plate; 15. Drainage rib plate; 2. Resistor element area; 21. First resistor element; 22. Second resistor element; 23. Temperature sensor; 3. Outgoing copper busbar connection area; 4. Monitoring equipment area; 41. Sensor junction box; 42. Temperature control box; 5. Guide plate. DETAILED DESCRIPTION

[0031] In order to make the purpose, technical scheme and advantages of the present invention more clearly understood, the present invention is described and illustrated below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention. Based on the embodiments provided by the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work belong to the scope of protection of the present invention.

[0032] Obviously, the drawings described below are only some examples or embodiments of the present invention. For ordinary technicians in this field, the present invention can also be applied to other similar scenarios based on these drawings without creative work. In addition, it can also be understood that although the efforts made in this development process may be complicated and lengthy, for ordinary technicians in this field related to the content disclosed by the present invention, some changes in design, manufacturing or production based on the technical content disclosed by the present invention are just conventional technical means, and should not be understood as insufficient content disclosed by the present invention.

[0033] However, unnecessary detailed descriptions may be omitted. For example, detailed descriptions of well-known matters and repeated descriptions of substantially the same structures may be omitted. This is to avoid the following description from becoming unnecessarily lengthy and to facilitate understanding by those skilled in the art. In addition, the drawings and the following description are provided to enable those skilled in the art to fully understand the present invention and are not intended to limit the subject matter described in the claims.

[0034] See also Figure 1-Figure 2 As shown, in an embodiment of the present invention, an integrated locomotive roof brake resistor device includes a fan area 1, a resistor element area 2, an outlet copper busbar connection area 3, and a monitoring device area 4. The fan area 1 is located on both side walls of the radial direction and is respectively provided with air inlet ducts 11. The fan area 1 drives the air flow to be input from the two air inlet ducts 11 and outputs the air flow from the axial side wall of the fan area 1. One end of the resistor element area 2 is connected to the axial side wall of the fan area 1, and the other end of the resistor element area 2 is provided with an outlet duct 12. The outlet copper busbar connection area 3 is arranged on one side of the resistor element area 2. The monitoring device area 4 is arranged on the other side of the resistor element area 2.

[0035] The airflow enters from the air inlet duct 11 of the fan area 1, is accelerated by the fan area 1, flows through the resistor element area 2 to take away the heat of the brake resistor, and is finally discharged through the air outlet duct 12. The outgoing copper busbar connection area 3 leads out each brake resistor unit and connects them in series, which is responsible for current connection. The monitoring equipment area 4 is responsible for monitoring the temperature and wind pressure in the resistor element area 2 to ensure the efficient and safe operation of the resistor device. By integrating the fan area 1, the resistor element area 2, the outgoing copper busbar connection area 3 and the monitoring equipment area 4 into the locomotive roof, the internal structure is optimized by partition design to improve system performance. A highly integrated design of the brake resistor device is achieved, space utilization is improved, heat dissipation performance is optimized, and maintenance difficulty is reduced.

[0036] The air inlet duct 11 is located on both sides of the front end of the locomotive roof, and the outlet of the air inlet duct 11 is designed in a trumpet shape, which is conducive to increasing the air intake area and guiding the air flow to enter smoothly. A mesh plate is installed at the air inlet of the air inlet duct 11, which can effectively prevent larger foreign objects such as leaves and insects from entering the resistor device. At the same time, the mesh plate can also take into account the function of drainage.

[0037] A through-hole mesh plate 14 and a drainage rib plate 15 are provided at the bottom of the air inlet duct 11. The through-hole mesh plate 14 connects the air inlet duct 11 with the drainage rib plate 15. The through-hole mesh plate 14 can drain the water entering the air inlet duct 11 from the outside to the drainage rib plate 15, and the drainage rib plate 15 then guides the condensed or accumulated water to be discharged outward, which can prevent rainwater from flowing back into the resistor element area 2, thereby improving the safety of the device. The drainage rib plate 15 is located at the bottom of the resistor device and can also be used as a reinforcing rib plate to connect the functional areas to form a whole, thereby strengthening the overall structural strength and stability of the resistor device.

[0038] See also Figure 1-Figure 3 As shown, the fan area 1 is located between the air inlet duct 11 and the resistor element area 2, and a dual-impeller centrifugal fan 13 is arranged in the fan area 1. The dual-impeller centrifugal fan 13 has two negative pressure generating ends, and the two negative pressure generating ends are respectively connected to the two air inlet ducts 11. The two negative pressure generating ends are respectively realized by two impellers of the dual-impeller centrifugal fan 13, and the impeller inputs the airflow axially from the middle part and discharges the airflow radially, thereby changing the airflow flow path.

[0039] The dual-impeller centrifugal fan 13 includes a dual-shaft motor 131, two rear wheel discs 132, two front wheel discs 133 and a plurality of blades 134. The plurality of blades 134 are rotationally symmetrically arranged between a single rear wheel disc 132 and a single front wheel disc 133 to form a single impeller. The dual-shaft motor 131 is a dual-shaft three-phase asynchronous AC motor having two output shafts, and the rear wheel discs 132 ends of the two impellers are respectively fixedly connected to the two output shafts of the dual-shaft motor 131. When the dual-shaft motor 131 runs and drives the two impellers to rotate synchronously, the blades 134 on the radial direction of the impeller rotate to form a negative pressure and make the airflow flow to the radial outside of the impeller, and the air inlet duct 11 continuously draws external air into the annular inner cavity of the impeller, and the airflow is then directed to the resistor element area 2. The outlet of the air inlet duct 11 forms a contraction design along the direction of airflow, and the front wheel disc 133 forms an expansion design along the direction of airflow. The air inlet end of the front wheel disc 133 is sleeved on the periphery of the outlet of the air inlet duct 11, so that the air inlet duct 11 forms a pressure reduction and speed increase design, thereby improving the air intake efficiency.

[0040] A guide plate 5 is provided between the fan area 1 and the resistor element area 2. The guide plate 5 is composed of an outer frame arc plate and a plurality of middle partitions. The plurality of middle partitions are arranged along the length direction of the outer frame arc plate to guide the airflow to diffuse to the cooling weak area, which can ensure that the cold air can be evenly blown to the resistor element for heat dissipation, and the heat dissipation effect is better, so that the temperature distribution of the entire brake resistor device is more uniform, the risk of local overheating is reduced, and the service life of the resistor element is extended. Each middle partition can control the inclination angle through a separate control component to increase the airflow guidance amount in the sudden high temperature area, and realize flexible regulation.

[0041] A first panel is provided on the fan area 1, and the first panel is fixed to the locomotive roof by bolts. A handle is provided on the first panel. When the fan fails, maintenance personnel can easily open the first panel to inspect, clean or replace the fan. The handle can be used as a safety anchor point to connect safety ropes, safety belts and other protective equipment to provide reliable fall protection for personnel.

[0042] See also Figure 1 , Figure 3 and Figure 4 As shown, the resistor element area 2 is located between the fan area 1 and the air outlet duct 12, and the resistor element area 2 is composed of a first resistor element 21 and a second resistor element 22. The first resistor element 21 and the second resistor element 22 are closely arranged to form a ventilation duct, and two sections of resistance are formed by series connection. The second panel on the resistor element area 2 is fixed to the locomotive roof by bolts, and a handle is provided on the second panel. When the first resistor element 21 and the second resistor element 22 are installed, the pulleys on both sides of the resistor element can be opened and slid along the guide rails into the installation position for fixing. The handle can be used as a safety anchor point to connect safety ropes, safety belts and other protective equipment to provide reliable anti-fall protection for personnel.

[0043] Outgoing copper bar connection area 3 is equipped with outgoing copper bar, terminal block and insulator for electrical connection and lead-out. Outgoing copper bar connection area 3 is provided with a flap plate, which is connected to the locomotive top cover by a hinge, and a handle is installed on the flap plate, so that maintenance personnel can easily open it for maintenance when maintenance is required.

[0044] The monitoring equipment area 4 is located on the other side of the outgoing copper busbar connection area 3, and an electrical junction box, a temperature control box 42, a sensor junction box 41, and a wind pressure switch are installed inside. The temperature control box 42 and the sensor junction box 41 are arranged in a corner away from the resistance element area 2, which can reduce the impact of high temperature on the electronic components inside the temperature control box 42 and the sensor junction box 41.

[0045] A temperature sensor 23 is installed in the resistor element area 2. The temperature sensor 23 transmits the temperature signal to the sensor junction box 41, and the sensor junction box 41 controls the speed of the fan or other heat dissipation measures according to the temperature change, such as increasing the fan speed or turning on the auxiliary heat dissipation device when the temperature exceeds the set threshold.

[0046] The second resistor element 22 is a temperature measuring resistor element. The temperature measuring resistor element converts temperature changes into changes in resistance value. The temperature control box 42 converts the resistance change signal transmitted by the temperature measuring resistor element into high and low level signals, which are used as the basis for the internal circuit to judge and control the temperature. When the temperature exceeds the preset safety threshold, the control system can reduce the number of brake resistor input groups, thereby reducing the thermal power of the brake resistor, avoiding the burning of the resistor belt, and improving the reliability and service life of the brake resistor device.

[0047] The air outlet duct 12 is located downstream of the resistor element area 2, that is, the rear end of the locomotive roof. The end of the air outlet duct 12 away from the resistor element area 2 is designed as an arc plate 121, which is conducive to guiding the airflow to smoothly discharge the hot air out of the vehicle. The top of the air outlet duct 12 is provided with an air outlet mesh plate, and the bottom is provided with a through-hole mesh plate 14 and a drainage rib plate 15. The through-hole mesh plate 14 connects the air outlet duct 12 with the drainage rib plate 15, which can take into account the exhaust and drainage functions. The through-hole mesh plate 14 can discharge the water flow entering the air outlet duct 12 from the outside to the drainage rib plate 15, and the drainage rib plate 15 then guides the condensed or accumulated water flow to be discharged outward, which can prevent rainwater from backflowing into the resistor element area 2, thereby improving the safety of the device. The drainage rib plate 15 is located at the bottom of the resistor device, and can also be used as a reinforcing rib plate to connect the functional areas to form a whole, thereby strengthening the overall structural strength and stability of the resistor device.

[0048] It should be noted that the present invention is not limited to the above-mentioned embodiments. The above-mentioned embodiments are only examples, and the embodiments having the same structure as the technical idea and exerting the same effect within the scope of the technical solution of the present invention are all included in the technical scope of the present invention. In addition, without departing from the scope of the main purpose of the present invention, various modifications that can be thought of by those skilled in the art to the embodiments and other methods of combining some of the constituent elements in the embodiments are also included in the scope of the present invention.

Claims

1. An integrated locomotive roof brake resistor device, characterized in that: include: A fan area (1), wherein the fan area (1) is provided with air inlet ducts (11) on both side walls in the radial direction, and the fan area (1) drives air flow to be input from the two air inlet ducts (11) and outputs air flow from the axial side walls of the fan area (1); A resistor element area (2), one end of the resistor element area (2) being in communication with an axial side wall of the fan area (1), and the other end of the resistor element area (2) being provided with an air outlet duct (12); An outgoing copper busbar connection area (3), wherein the outgoing copper busbar connection area (3) is arranged on one side of the resistor element area (2); A monitoring device area (4), wherein the monitoring device area (4) is arranged on the other side of the resistor element area (2).

2. The integrated locomotive roof brake resistor device according to claim 1, characterized in that: A double-impeller centrifugal fan (13) is arranged in the fan area (1), and the double-impeller centrifugal fan (13) has two negative pressure generating ends, and the two negative pressure generating ends are respectively connected to the two air inlet ducts (11).

3. The integrated locomotive roof brake resistor device according to claim 2, characterized in that: The dual-impeller centrifugal fan (13) comprises a dual-shaft motor (131), two rear wheel discs (132), two front wheel discs (133), and a plurality of blades (134); the plurality of blades (134) are rotationally symmetrically arranged between a single rear wheel disc (132) and a single front wheel disc (133) to form a single impeller; the rear wheel disc (132) ends of the two impellers are respectively fixedly connected to two output shafts of the dual-shaft motor (131).

4. The integrated locomotive roof brake resistor device according to claim 1, characterized in that: A through-hole mesh plate (14) and a drainage rib plate (15) are provided at the bottom of the air inlet duct (11); the through-hole mesh plate (14) connects the air inlet duct (11) with the drainage rib plate (15).

5. The integrated locomotive roof brake resistor device according to claim 1, characterized in that: A through-hole mesh plate (14) and a drainage rib plate (15) are provided at the bottom of the air outlet duct (12); the through-hole mesh plate (14) connects the air outlet duct (12) and the drainage rib plate (15).

6. The integrated locomotive roof brake resistor device according to claim 5, characterized in that: The air outlet of the air outlet duct (12) faces the top of the air outlet duct (12), an arc-shaped plate (121) is arranged in the air outlet duct (12), and the through-hole mesh plate (14) is located between the resistor element area (2) and the arc-shaped plate (121).

7. The integrated locomotive roof brake resistor device according to claim 1, characterized in that: A plurality of guide plates (5) are arranged between the fan area (1) and the resistor element area (2).

8. The integrated locomotive roof brake resistor device according to claim 1, characterized in that: A temperature sensor (23) is arranged in the resistor element area (2), a sensor junction box (41) is arranged in the monitoring device area (4), and the temperature sensor (23) is electrically connected to the sensor junction box (41).

9. The integrated locomotive roof brake resistor device according to claim 1, characterized in that: The resistor element area (2) is provided with a first resistor element (21) and a second resistor element (22) which are connected in series with each other; the second resistor element (22) is a temperature measuring resistor and is arranged on a side of the resistor element area (2) close to the monitoring device area (4); a temperature control box (42) is arranged in the monitoring device area (4); and the temperature control box (42) is electrically connected to the second resistor element (22).

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