An integrated locomotive roof brake resistor device

Abstract

The application discloses an integrated locomotive roof brake resistor device, and belongs to the field of rail transit equipment. The device comprises a fan area, a resistor element area, a outgoing copper bar connecting area and a monitoring equipment area. The fan area is located on the two radial side walls, and the two side walls are respectively provided with air inlet air ducts. The fan area drives airflow to be input from the two air inlet air ducts 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 air duct. The outgoing copper bar connecting area and the monitoring equipment area are respectively arranged on the two sides of the resistor element area. The integrated design is used to integrate the brake resistor device in the locomotive roof, so that the space utilization is more compact. Compared with the traditional dispersed layout, the device avoids that each component occupies space in the locomotive alone, reduces the squeezing on the installation space of other equipment, and provides more flexibility for the installation and layout of other equipment in the locomotive.

Description

Technical Field

[0001] This invention belongs to the field of rail transit equipment, specifically an integrated locomotive roof braking resistor device. Background Technology

[0002] A braking resistor is a key electrical component used in railway locomotives or other vehicles. Its main function is to convert regenerative electrical energy into heat energy and dissipate it into the air through forced air cooling during locomotive electric braking, thereby achieving braking and ensuring the safe operation of the vehicle. As an important part of modern rail transit equipment, the performance of the braking resistor directly affects the safety and reliability of locomotive operation.

[0003] Traditional braking resistors are typically installed independently, mostly fixed to the roof of the locomotive. In the early technological era, this design approach focused primarily on the functionality of the braking resistor itself, with less consideration given to integrating it with the overall locomotive structure. This resulted in a lack of organic integration between the braking resistor and the locomotive roof, which to some extent hindered the optimization of the locomotive's overall performance.

[0004] Patent CN201080139Y discloses a braking resistor for rail transit locomotives, in which a DC fan is integrated with the resistor cabinet. The DC fan generates axial airflow to force-cool the resistor cabinet. This arrangement requires the fan blades to have a large span to ensure uniform ventilation across the entire resistor cabinet, but excessively large blade spans would occupy too much radial space in the vehicle. Alternatively, increasing the number of fans to reduce the blade span would require increasing the number of motors, which is also detrimental to space optimization.

[0005] Patent CN106314451A discloses a vehicle power unit, which incorporates a first cooling air duct and a second cooling air duct for air cooling of various functional areas. The first cooling air duct is primarily used for cooling the traction converter components, while the second cooling air duct is mainly used for cooling the auxiliary converter components. The two sides are cooled independently, resulting in low integration. Furthermore, the cooling air ducts do not primarily supply cooling for the braking resistor, thus failing to fully utilize the braking resistor's performance. Summary of the Invention

[0006] The purpose of this invention is to provide an integrated locomotive roof braking resistor device to solve the problems mentioned in the prior art.

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

[0008] The fan area has air inlet ducts on its two radial side walls. The fan area drives the airflow to enter through the two air inlet ducts and outputs the airflow from the axial side wall of the fan area.

[0009] The resistor element area has one end connected to the axial sidewall of the fan area, and the other end of the resistor element area is provided with an air outlet duct.

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

[0011] The monitoring equipment area is located on the other side of the resistor element area.

[0012] As a further aspect of the invention: a dual-impeller centrifugal fan is installed within the fan area. The dual-impeller centrifugal fan has two negative pressure generating ends, each connected to one of two air inlet ducts. The dual-impeller centrifugal fan draws airflow from the air inlet ducts on the sides of the two locomotives through its two negative pressure ends. After accelerating the airflow, it outputs it from the axial sidewall of the fan area to the resistor element area, providing continuous cooling airflow for the resistor elements. This design optimizes the airflow path, avoids the low space utilization problem caused by axial air intake, significantly enhances airflow circulation efficiency, and improves heat dissipation capacity.

[0013] As a further aspect of the present invention: the dual-impeller centrifugal fan includes a dual-shaft motor, two rear impellers, two front impellers, and several blades. The several blades are arranged in a rotationally symmetrical manner between a single rear impeller and a single front impeller to form a single impeller. The rear impeller ends of the two impellers are respectively fixedly connected to the two output shafts of the dual-shaft motor.

[0014] The two output shafts of the dual-shaft motor drive two impellers to rotate. The blades, through centrifugal force, draw air axially into the central inlet of the front impeller and then discharge it radially along the impeller, achieving radial input and axial discharge paths for the airflow in the fan area. This structure features a small radial extension dimension of the blades, allowing the centrifugal fan to utilize all available space in front of the resistor element area, providing excellent conditions for the flow field layout in the fan area and resulting in high space utilization. The compact axial and radial structure of the single dual-shaft motor provides more space for the impeller and air inlet duct, making the entire flow field smoother and the cooling of the braking resistor more uniform. The axial dimension of the impeller can be flexibly arranged according to the width range of the resistor element area, ensuring that the radial airflow output of the impeller covers the entire range of the resistor element area and ensuring uniform cooling of the braking resistor.

[0015] As a further aspect of the present invention: a perforated mesh plate and a drainage rib plate are provided at the bottom of the air inlet duct, the perforated mesh plate connecting the air inlet duct and the drainage rib plate. The perforated mesh plate can drain water flowing into the air inlet duct from the outside to the drainage rib plate, and the drainage rib plate then guides the condensed or accumulated water to be discharged outward, which can prevent rainwater from flowing back into the resistor element area and improve the safety of the device.

[0016] As a further aspect of the present invention: a perforated mesh plate and a drainage rib plate are provided at the bottom of the air outlet duct, the perforated mesh plate connecting the air outlet duct and the drainage rib plate. The perforated mesh plate can drain water flowing into the air outlet duct from the outside to the drainage rib plate, and the drainage rib plate then guides the condensed or accumulated water to be discharged outward, which can prevent rainwater from flowing back into the resistive element area and improve the safety of the device.

[0017] As a further aspect of the invention: the air outlet of the air duct faces the top of the air duct, and an arc-shaped plate is provided inside the air duct. The perforated mesh plate is located between the resistive element area and the arc-shaped plate. By placing the air inlet duct at the front end of the locomotive roof where airflow is smoothest, and placing the air outlet duct at the rear end for exhausting air upwards, the natural wind during locomotive operation is effectively utilized. Combined with the function of the fan area, good air convection is formed, greatly improving heat dissipation efficiency. The arc-shaped plate guides the airflow upwards, reducing turbulence and resistance, and optimizing the airflow path.

[0018] As a further aspect of the present invention, a plurality of guide plates are provided 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 and avoiding local overheating.

[0019] As a further aspect of the present invention: a temperature sensor is disposed within the resistive element area, and a sensor junction box is disposed within the monitoring equipment area; 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 equipment area, and the system automatically adjusts the cooling strategy according to temperature changes.

[0020] As a further aspect of the present invention: a first resistive element and a second resistive element connected in series are arranged within the resistive element area. The second resistive element is a temperature-sensing resistor and is located on the side of the resistive element area closer to the monitoring equipment area. A temperature control box is arranged within the monitoring equipment area, and the temperature control box is electrically connected to the second resistive element. The first resistive element bears the main braking load, and the second resistive element (temperature-sensing resistor) is located near the monitoring equipment area, collecting temperature data in real time and transmitting it to the temperature control box. The system adjusts its operating status according to the temperature conditions. This achieves precise monitoring and management of the operating temperature of the resistive elements, improves the safety and efficiency of the device, and extends its service life.

[0021] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0022] 1. The braking resistor device is integrated into the locomotive roof through an integrated design, making more compact use of space. Compared with the traditional distributed layout, this avoids individual components occupying space inside the locomotive, reduces the pressure 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 placing the air intake duct at the front of the locomotive roof where airflow is smoothest and the air outlet duct at the rear for exhaust, the natural wind during locomotive operation is effectively utilized. Combined with the function of the fan, good air convection is formed, which significantly improves heat dissipation efficiency.

[0024] 3. By setting up the outgoing copper busbar connection area and the monitoring equipment area in a relatively independent zone, the outgoing copper busbar connection area generates an electromagnetic field when current flows through it. Separating the outgoing copper busbar connection area from the monitoring equipment reduces electromagnetic interference to the monitoring equipment and ensures the reliability of the monitoring data. When electrical connection problems occur in the outgoing copper busbar connection area or a fault occurs in the monitoring equipment area, the independent zone setting allows maintenance personnel to quickly locate the faulty area, greatly improving maintenance efficiency. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this drawing or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this drawing. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0026] Figure 1 A schematic diagram of the overall structure of the integrated locomotive roof braking resistor device;

[0027] Figure 2 Schematic diagram B of the overall structure of the integrated locomotive roof braking resistor device;

[0028] Figure 3 A top view of the integrated locomotive roof braking resistor device;

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

[0030] In the diagram: 1. Fan area; 11. Inlet air duct; 12. Outlet air duct; 121. Arc plate; 13. Double impeller centrifugal fan; 131. Dual-shaft motor; 132. Rear impeller; 133. Front impeller; 134. Blade; 14. Perforated mesh plate; 15. Drainage rib plate; 2. Resistor element area; 21. First resistor element; 22. Second resistor element; 23. Temperature sensor; 3. Outlet copper busbar connection area; 4. Monitoring equipment area; 41. Sensor junction box; 42. Temperature control box; 5. Guide plate. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. All other embodiments obtained by those skilled in the art based on the embodiments provided by this invention without inventive effort are within the scope of protection of this invention.

[0032] Obviously, the accompanying drawings described below are merely some examples or embodiments of the present invention. Those skilled in the art can apply the present invention to other similar scenarios based on these drawings without any inventive effort. Furthermore, it is understood that although the efforts made in this development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this invention, modifications to design, manufacturing, or production based on the technical content disclosed in this invention are merely conventional technical means and should not be construed as insufficient disclosure of the present invention.

[0033] However, there may be instances where unnecessary detailed descriptions are omitted. For example, detailed descriptions of well-known matters or repetitive descriptions of essentially the same structures may be omitted. This is to avoid making the following description unnecessarily lengthy and to facilitate understanding by those skilled in the art. Furthermore, the accompanying drawings and the following description are provided to enable those skilled in the art to fully understand the invention and are not intended to limit the subject matter of the claims.

[0034] Please see Figures 1-2 As shown in the embodiment of the present invention, an integrated locomotive roof braking resistor device includes a fan area 1, a resistor element area 2, a copper busbar connection area 3, and a monitoring equipment area 4. The fan area 1 has air inlet ducts 11 on its radially opposite side walls. The fan area 1 drives airflow to enter through the two air inlet ducts 11 and outputs airflow 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 has an air outlet duct 12. The copper busbar connection area 3 is located on one side of the resistor element area 2. The monitoring equipment area 4 is located on the other side of the resistor element area 2.

[0035] Airflow enters through the inlet duct 11 of the fan zone 1, is accelerated by the fan zone 1, flows through the resistor element zone 2 to carry away the heat from the braking resistor, and is finally discharged through the outlet duct 12. The copper busbar connection zone 3 leads out and connects each braking resistor unit in series, responsible for current connection. The monitoring equipment zone 4 monitors the temperature and air pressure within the resistor element zone 2 to ensure efficient and safe operation of the resistor device. By integrating the fan zone 1, resistor element zone 2, copper busbar connection zone 3, and monitoring equipment zone 4 into the locomotive roof, the internal structure is optimized through partitioned design, improving system performance. This achieves a highly integrated design for the braking resistor device, improving space utilization, optimizing heat dissipation, and reducing maintenance difficulty.

[0036] The air intake ducts 11 are located on both sides of the front end of the locomotive roof. The outlets of the air intake ducts 11 are designed in a funnel shape, which helps to increase the air intake area and guide the airflow smoothly. A mesh plate is installed at the air inlet of the air intake ducts 11, which can effectively block larger foreign objects such as leaves and insects from entering the resistor device. At the same time, the mesh plate also serves as a drainage function.

[0037] The bottom of the air inlet duct 11 is equipped with a perforated mesh plate 14 and a drainage rib plate 15. The perforated mesh plate 14 connects the air inlet duct 11 and the drainage rib plate 15. The perforated mesh plate 14 can drain 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 and improve 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, connecting the various functional areas to form a whole, and strengthening the overall structural strength and stability of the resistor device.

[0038] Please see Figures 1-3 As shown, the fan area 1 is located between the air inlet duct 11 and the resistor element area 2. A double-impeller centrifugal fan 13 is installed within the fan area 1. The double-impeller centrifugal fan 13 has two negative pressure generating ends, each connected to one of the two air inlet ducts 11. The two negative pressure generating ends are achieved through the two impellers of the double-impeller centrifugal fan 13. The impellers axially input the airflow from the center and radially discharge the airflow, thereby changing the airflow path.

[0039] The dual-impeller centrifugal fan 13 includes a dual-shaft motor 131, two rear impeller discs 132, two front impeller discs 133, and several blades 134. The blades 134 are arranged rotationally symmetrically between a single rear impeller disc 132 and a single front impeller disc 133 to form a single impeller. The dual-shaft motor 131 is a dual-shaft three-phase asynchronous AC motor with two output shafts. The rear impeller discs 132 of the two impellers are fixedly connected to the two output shafts of the dual-shaft motor 131, respectively. When the dual-shaft motor 131 operates synchronously, driving the two impellers to rotate, the rotation of the blades 134 in the radial direction of the impellers creates negative pressure, causing airflow to flow radially outward from the impeller. The air inlet duct 11 continuously draws external air into the annular inner cavity of the impeller, and the airflow is then guided to the resistive element area 2. The air intake duct 11 has a narrowed outlet design along the airflow direction, while the front wheel 133 has an expanded outlet design along the airflow direction. The air intake end of the front wheel 133 is fitted around the outlet of the air intake duct 11, so that the air intake duct 11 has a pressure reduction and speed increase design, thereby improving the air intake efficiency.

[0040] A guide plate 5 is installed between the fan area 1 and the resistor element area 2. The guide plate 5 consists of an outer frame arc plate and several central baffles. The central baffles are arranged along the length of the outer frame arc plate to guide the airflow to diffuse towards the weakly cooled areas. This ensures that the cold air can be blown evenly onto the resistor element for heat dissipation, resulting in better heat dissipation and a more uniform temperature distribution throughout the braking resistor device. This reduces the risk of localized overheating and extends the service life of the resistor element. The tilt angle of each central baffle can be controlled by a separate control component to increase the airflow guidance in areas of sudden high temperature, enabling flexible adjustment.

[0041] A first panel is installed on the wind turbine area 1. The first panel is fixed to the locomotive roof with bolts. The first panel is equipped with handles, allowing maintenance personnel to easily open the first panel to inspect, clean, or replace the wind turbine when it malfunctions. The handles can also serve as safety anchor points for connecting safety ropes, safety belts, and other protective equipment, providing reliable fall protection for personnel.

[0042] Please see Figure 1 , Figure 3 and Figure 4 As shown, resistor element area 2 is located between fan area 1 and air outlet duct 12. Resistor element area 2 consists 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, forming two resistor sections by being connected in series. The second panel on resistor element area 2 is fixed to the locomotive roof with bolts, and the second panel is equipped with handles. When the first resistor element 21 and the second resistor element 22 are installed, the second panel can be opened, and the pulleys on both sides of the resistor element can be slid into the installation position along the guide rail for fixing. The handles can also serve as safety anchor points for connecting safety ropes, safety belts, and other protective equipment, providing reliable fall protection for personnel.

[0043] The outgoing copper busbar connection area 3 contains outgoing copper busbars, terminals, and insulators for electrical connection and lead-out. Outgoing copper busbar connection area 3 is equipped with a flip-up cover that is hinged to the locomotive roof and has a handle, allowing maintenance personnel to easily open it for inspection.

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

[0045] A temperature sensor 23 is installed in the resistive element area 2. The temperature sensor 23 transmits the temperature signal to the sensor junction box 41. The sensor junction box 41 controls the fan speed or other heat dissipation measures according to the temperature change. For example, when the temperature exceeds the set threshold, the fan speed is increased or auxiliary heat dissipation equipment is turned on.

[0046] The second resistive element 22 is a temperature-sensing resistive element. The temperature-sensing resistive element converts temperature changes into resistance changes. The temperature control box 42 converts the resistance change signal from the temperature-sensing resistive element into a high or low level signal, which serves as the basis for internal circuitry to judge and control the temperature. When the temperature exceeds a preset safety threshold, the control system can reduce the number of braking resistors in operation, thereby reducing the heat power of the braking resistors, preventing the resistor strip from burning out, and improving the reliability and service life of the braking resistor device.

[0047] The air outlet duct 12 is located downstream of the resistor element area 2, i.e., at the rear end of the locomotive roof. The end of the air outlet duct 12 furthest from the resistor element area 2 is designed as an arc-shaped plate 121, which facilitates airflow to smoothly expel hot air outside the vehicle. The top of the air outlet duct 12 is equipped with an air outlet mesh plate, and the bottom is equipped with a perforated mesh plate 14 and a drainage rib plate 15. The perforated mesh plate 14 connects the air outlet duct 12 and the drainage rib plate 15, serving both ventilation and drainage functions. The perforated mesh plate 14 allows water entering the air outlet duct 12 to drain to the drainage rib plate 15, which then guides condensed or accumulated water outwards, preventing rainwater from flowing back into the resistor element area 2 and improving the safety of the device. The drainage rib plate 15 is located at the bottom of the resistor device and also serves as a reinforcing rib, connecting the various functional areas to form a whole, 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-described embodiments. The above embodiments are merely examples, and any embodiments that have the same structure and perform the same effects as the technical concept within the scope of the present invention are included within the scope of the present invention. Furthermore, various modifications that can be conceived by those skilled in the art to the embodiments, and other ways of constructing by combining some of the constituent elements of the embodiments, without departing from the spirit of the present invention, are also included within the scope of the present invention.

Claims

1. An integrated locomotive roof braking resistor device, characterized in that, include: The fan area (1) is provided with air inlet ducts (11) on both radial side walls. The fan area (1) drives the airflow to enter from the two air inlet ducts (11) and outputs the airflow from the axial side wall of the fan area (1). The resistor element area (2) is connected at one end to the axial sidewall of the fan area (1), and the other end of the resistor element area (2) is provided with an air outlet duct (12). Outgoing copper busbar connection area (3), the outgoing copper busbar connection area (3) is located on one side of the resistor element area (2); The monitoring equipment area (4) is located on the other side of the resistor element area (2); The bottom of the air inlet duct (11) is provided with a perforated mesh plate (14) and a drainage rib plate (15), and the perforated mesh plate (14) connects the air inlet duct (11) and the drainage rib plate (15). The bottom of the air outlet duct (12) is provided with a perforated mesh plate (14) and a drainage rib plate (15), and the perforated mesh plate (14) connects the air outlet duct (12) and the drainage rib plate (15). The air outlet of the air outlet duct (12) faces the top of the air outlet duct (12), and an arc plate (121) is provided inside the air outlet duct (12). The perforated mesh plate (14) is located between the resistor element area (2) and the arc plate (121).

2. The integrated locomotive roof braking resistor device according to claim 1, characterized in that, The fan area (1) is equipped with a double impeller centrifugal fan (13), which has two negative pressure generating ends and is connected to two air inlet ducts (11) respectively.

3. The integrated locomotive roof braking resistor device according to claim 2, characterized in that, The dual-impeller centrifugal fan (13) includes a dual-shaft motor (131), two rear impellers (132), two front impellers (133), and several blades (134). The several blades (134) are arranged in a rotationally symmetrical manner between a single rear impeller (132) and a single front impeller (133) to form a single impeller. The rear impellers (132) ends of the two impellers are fixedly connected to the two output shafts of the dual-shaft motor (131).

4. The integrated locomotive roof braking resistor device according to claim 1, characterized in that, Several guide plates (5) are provided between the fan area (1) and the resistor element area (2).

5. An integrated locomotive roof braking resistor device according to claim 1, characterized in that, A temperature sensor (23) is provided in the resistive element area (2), and a sensor junction box (41) is provided in the monitoring equipment area (4). The temperature sensor (23) is electrically connected to the sensor junction box (41).

6. An integrated locomotive roof braking 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) connected in series. The second resistor element (22) is a temperature measuring resistor and is located in the resistor element area (2) on the side close to the monitoring equipment area (4). The monitoring equipment area (4) is provided with a temperature control box (42) and the temperature control box (42) is electrically connected to the second resistor element (22).

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