Comprehensive electrical control system of mobile engineering machinery

Abstract

The utility model discloses a comprehensive electrical control system of mobile engineering machinery. The comprehensive electrical control system comprises a control box, a primary side main loop and a secondary side control loop, the primary side main loop comprises a motor start-stop loop, a transformer start-stop loop and a voltage transformer loop; the motor start-stop loop comprises a first vacuum contactor, a second vacuum contactor, a group of high-voltage fuses and a reactor; the reactor is connected with the motor in series and used for reducing current in the motor starting process. The transformer start-stop loop provides 380V / 220V alternating current for vehicle-mounted alternating current and direct current equipment, and the voltage transformer loop provides 100V alternating current for primary side main loop voltage measurement and 110V alternating current for a secondary side control loop. The beneficial effects of the utility model are that the problem that the normal operation of other equipment under the same power grid is influenced because the current is too large when the AC motor on the power-dragging mobile engineering machinery is directly started is solved; the problem of power distribution of alternating current and direct current equipment of various voltage levels on the power-dragging mobile engineering machinery is solved.

Description

Technical Field

[0001] The utility model relates to the technical field of engineering machinery, in particular to a comprehensive electrical control system for mobile engineering machinery. Background Art

[0002] The electrification transformation of mobile construction machinery has become an irresistible trend. Among them, the integrated electrical control system, as the motor control center and power supply distribution and system monitoring center of the electric mobile construction machinery, is an important component of the electrification of construction machinery.

[0003] However, the input voltage of large-scale electric traction machinery is usually 6kV, 7.2kV or 10kV high voltage electricity. The current is too large during startup, which can easily affect the normal operation of other equipment in the same power grid. The distribution voltages required by AC and DC equipment of various voltage levels on electric traction mobile machinery are diverse, so designing its safety, stability, and reliability is a major technical difficulty of the system. Utility Model Content

[0004] The utility model provides a comprehensive electrical control system for mobile engineering machinery to solve one of the problems raised in the above background technology:

[0005] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0006] An integrated electrical control system for a mobile engineering machine comprises: a control box, a primary side main circuit and a secondary side control circuit;

[0007] The primary side main circuit includes: a motor start-stop circuit, a transformer start-stop circuit and a voltage transformer circuit;

[0008] The motor start-stop circuit includes: a first vacuum contactor, a second vacuum contactor, a set of high-voltage fuses and a reactor;

[0009] The first vacuum contactor, a group of high-voltage fuses and a reactor are connected in series in sequence;

[0010] The reactor is connected in series with the motor to reduce the current during the motor starting process;

[0011] The second vacuum contactor is connected in parallel with the reactor;

[0012] The transformer start-stop circuit provides 380V / 220V AC power for on-board AC and DC equipment, and the voltage transformer circuit provides 100V AC power for primary main circuit voltage measurement and 110V AC power for secondary control circuit.

[0013] Further: the motor start-stop circuit also includes: through-core current transformers CTA1-CTC1 and lightning arresters BL1-BL3;

[0014] The through-core current transformers CTA1 to CTC1 are used to collect the motor running current;

[0015] The lightning arresters BL1-BL3 realize lightning protection.

[0016] Further: the transformer start-stop circuit includes: a transformer, a third vacuum contactor and a current transformer;

[0017] The output of the transformer is 380V / 220V AC;

[0018] The transformer, the current transformer and the third vacuum contactor are connected in series in sequence;

[0019] When the transformer is opened and closed through the third vacuum contactor, the power supply is turned on and off;

[0020] The current transformer realizes the collection of the load operating current at the output end of the transformer.

[0021] Furthermore: the voltage transformer circuit adopts a VV connection method, and the voltage transformer is an output double-winding mode, that is, it includes two sets of voltage transformers;

[0022] One set of voltage transformers outputs AC100V, and the other set of voltage transformers outputs AC110V;

[0023] The AC100V is used to measure the voltage of the primary main circuit;

[0024] The AC110V is used to power the secondary side control circuit.

[0025] Furthermore: the secondary side control circuit includes: a secondary side motor circuit, an emergency stop circuit and a communication circuit.

[0026] Further: the secondary side motor circuit includes: a motor microcomputer comprehensive protection circuit and a controller MCU motor start and stop control circuit;

[0027] The motor microcomputer comprehensive protection circuit performs real-time monitoring and protection on the motor running state by collecting the three-phase current of the motor;

[0028] The controller MCU motor start and stop control loop realizes local control and remote control of the motor by receiving the level signal from the switch control box and receiving the CAN command from the vehicle master control center MA.

[0029] Further: the emergency stop circuit includes: a motor emergency stop circuit and a transformer emergency stop circuit;

[0030] The motor emergency stop circuit disconnects the first vacuum contactor and the second vacuum contactor, and transmits the motor emergency stop signal to the controller MCU through a level signal, and the controller MCU uploads it to the vehicle main control center MA through CAN communication;

[0031] The transformer emergency stop circuit opens the third vacuum contactor, and the transformer emergency stop signal is transmitted to the controller MCU through a level signal, and the controller MCU uploads it to the vehicle main control center MA through CAN communication.

[0032] Furthermore: the communication loop adopts CAN communication mode, the baud rate is 250K, the extended frame mode, and the data packet cycle interval is set to 100ms~200ms.

[0033] Furthermore: the data packet cycle interval is 100ms.

[0034] Furthermore: the data packet cycle interval is 200ms.

[0035] Furthermore: the controller MCU is divided into two modes, namely remote mode and local mode;

[0036] The local mode is to operate the system through buttons on the control box;

[0037] The remote mode is that the vehicle master control center MA sends instructions through CAN communication to operate the system.

[0038] The beneficial effects of the utility model are:

[0039] 1. Solved the problem that the AC motor on the electric mobile engineering machinery has too much current when it is directly started, which affects the normal operation of other equipment in the same power grid;

[0040] 2. Solved the power distribution problem of AC and DC equipment of various voltage levels on towed electric mobile engineering machinery. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to facilitate understanding by those skilled in the art, the present invention is further described below in conjunction with the accompanying drawings.

[0042] Figure 1 The primary main circuit diagram of the integrated electrical control system provided for this application;

[0043] Figure 2 A block diagram of the layout architecture of the integrated electrical control system provided for this application;

[0044] Figure 3 A power distribution tree diagram of the integrated electrical control system provided for this application;

[0045] Figure 4This is a correlation diagram of the secondary side control circuit of the integrated electrical control system provided for this application. DETAILED DESCRIPTION

[0046] In order to make the purpose, technical solution and advantages of the utility model more clear, the utility model is further described in detail 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 utility model and are not used to limit the utility model, that is, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. The components of the embodiments of the utility model described and shown in the drawings here can be arranged and designed in various different configurations.

[0047] Therefore, the following detailed description of the embodiments of the utility model provided in the accompanying drawings is not intended to limit the scope of the utility model claimed for protection, but merely represents selected embodiments of the utility model. Based on the embodiments of the utility model, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the utility model.

[0048] The present invention is limited only by the claims and their full scope and equivalents. In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "multiple" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0049] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", etc. should be understood in a broad sense, for example, it can be an installed 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, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0050] See also Figure 1 , the primary side main circuit diagram of the integrated electrical control system provided in this application;

[0051] Including: motor start-stop circuit (used to control the motor circuit), transformer start-stop circuit (provides 380V / 220V AC control transformer circuit for on-board AC and DC equipment) and voltage transformer circuit (used to control the 100V voltage measurement circuit and the secondary side 110V control circuit);

[0052] Specifically:

[0053] The motor start-stop circuit includes: the first vacuum contactor KM1, the second vacuum contactor KM2, a group of high-voltage fuses FU1-FU3 and the reactor L1; the first vacuum contactor KM1, a group of high-voltage fuses FU1-FU3 and the reactor L1 are connected in series in sequence; the reactor L1 is connected in series with the motor to reduce the current during the motor starting process; a group of high-voltage fuses FU1-FU3 realizes short-circuit protection; the second vacuum contactor KM2 is connected in parallel with the reactor L1, and after the motor speed stabilizes at the rated speed, the second vacuum contactor is closed to short-circuit the input and output of the reactor, thereby realizing the removal of the reactor in the circuit; the motor start-stop circuit is also equipped with lightning arresters BL1-BL3 and current transformers CTA1-CTC1, which respectively realize lightning protection and collect the motor running current;

[0054] The transformer start-stop circuit includes: transformer SC1, the third vacuum contactor KM3 and current transformers CTA2~CTC2; transformer SC1 realizes the on-off of power supply through the opening and closing of the third vacuum contactor KM3; the output of transformer SC1 is 380V / 220V AC, which is used as the power supply of the distribution circuit; the current transformer CTA2~CTC2 is used to collect the load running current at the output end of the transformer; lightning protection is also realized through lightning arresters BL4~BL6;

[0055] The voltage transformer circuit includes: voltage transformers PTA1~PTC1 and PTA2~PTC2; the voltage transformer circuit adopts VV connection method, and the voltage transformer is an output double-winding mode; one group of voltage transformers outputs AC100V, and the other group of voltage transformers outputs AC110V; AC100V is used to measure the voltage of the primary main circuit, and AC110V is used to power the secondary control circuit.

[0056] See also Figure 2 , the layout architecture block diagram of the integrated electrical control system provided by this application;

[0057] The power input source is the transformer provided at the work site, which is connected to the input end of the incoming cabinet through a three-phase power supply / three-wire high-voltage cable; the output end of the incoming cabinet is connected to the high-voltage power control cabinet of the system through cables (three-phase power supply and signal lines) and after passing through the vehicle slip ring; the high-voltage power control cabinet mainly includes the reactor room, transformer room and low-voltage control room; the input and output interfaces of the high-voltage power control cabinet are distributed in the reactor room and the low-voltage control room; the three-phase power output interface (three-phase power supply) located in the reactor room is connected to the high-voltage motor; the low-voltage control room is connected to other AC and DC auxiliary equipment loaded on the vehicle, the on-board battery, the control box and the main control center through the signal input and output interface, the equipment power interface and the communication interface respectively.

[0058] See also Figure 3 and Figure 4 , which are respectively a power distribution tree diagram of the integrated electrical control system provided in the present application and a correlation diagram of the secondary side control circuit of the integrated electrical control system;

[0059] The high-voltage main power supply provides 380V / 220V AC power for on-board AC and DC devices through the transformer start-stop circuit, and the 380V / 220V AC power is then used to power 24V devices through the 24V charging module; the high-voltage main power supply also provides 100V AC power for primary side main circuit voltage measurement and 110V AC power for secondary side control circuit through the voltage transformer circuit;

[0060] The secondary side control circuit includes: secondary side motor circuit, emergency stop circuit, and communication circuit;

[0061] Specifically:

[0062] Among them: EST: emergency stop switch, KM1: main contactor, KM2: bypass contactor, KM3: transformer contactor, CTA1~CTC1: motor A~C phase current transformer, CTA2~CTC2: transformer A~C phase current transformer, PTA1: A phase voltage transformer, PTC1: C phase voltage transformer, ZB1: motor microcomputer comprehensive protection, ZB2: transformer microcomputer comprehensive protection, FU1~FU3: motor A~C phase fuse, TS: temperature sensor, WS: speed sensor, BOX: switch control box, WSK: temperature and humidity sensor, APM: electric energy meter, XJ: phase sequence monitoring module, ACEQ: vehicle-mounted AC / DC auxiliary equipment, FAN: heating fan, PAD: touch screen, MA: vehicle main control center, MCU: controller, IO: MCU internal input and output interface, CAN: MCU internal CAN interface, K: MCU external transition relay, KA: MCU external transition contactor;

[0063] The secondary side motor circuit consists of two parts: the motor microcomputer comprehensive protection circuit and the controller MCU motor start-stop control circuit; the controller MCU receives the level signal of the button on the control box BOX to realize local control of the motor, and receives the CAN command of the vehicle main control center MA to realize remote control; at the same time, the motor microcomputer comprehensive protection ZB1 collects the three-phase current of the motor to monitor and protect the motor running status in real time. Its main protection functions are: instantaneous quick-break protection, overcurrent two-stage protection, overload protection, and its current threshold is reduced once, and the specific size needs to be set according to the actual situation on site;

[0064] The emergency stop circuit is divided into internal emergency stop and external emergency stop. These two parts are connected in series to ensure the reliable operation of the emergency stop function. The emergency stop circuit is divided into motor emergency stop and transformer emergency stop according to function. When the motor emergency stop button is pressed, the first vacuum contactor KM1 and the second vacuum contactor KM2 are opened, and the motor emergency stop signal is transmitted to the controller MCU through a level signal. After receiving the signal, the controller MCU uploads it to the vehicle main control center MA through CAN communication. When the transformer emergency stop button is pressed, the third vacuum contactor KM3 is opened, and the transformer emergency stop signal is transmitted to the controller MCU. The controller MCU uploads it to the vehicle main control center MA through CAN communication.

[0065] The communication circuit is mainly responsible for collecting the system operation data collected by the electric energy meter APM, the motor microcomputer comprehensive protection ZB1 and the transformer microcomputer comprehensive protection ZB2, as well as the data exchange with the display screen PAD and the vehicle main control center MA; the communication data of APM, ZB1 and ZB2 include the three-phase voltage of the main circuit, the three-phase current and operating power of the motor and transformer, and then the total power consumption of the system, and also receive the fault information data fed back by ZB1 and ZB2; the communication between the controller MCU and the display screen PAD is used to locally display the detailed operation status and fault records of the system; the communication with the vehicle main control center MA is responsible for realizing the remote recording of the operation status and faults and the remote control of the vehicle main control center MA; its remote control instructions include: remote motor start / stop, remote transformer start / stop, fault reset, emergency stop, and auxiliary equipment control instructions; the whole system adopts CAN communication mode, the baud rate is 250K, the extended frame mode, and the data packet cycle interval is set to 100ms~200ms, specifically 100ms and 200ms;

[0066] The secondary side control loop also includes the secondary side transformer loop, the acquisition loop and the auxiliary equipment loop;

[0067] Similarly, the secondary transformer circuit is also divided into a transformer microcomputer comprehensive protection circuit and a controller MCU transformer start-stop control circuit; the controller MCU receives the level signal of the button on the control box BOX to realize local control of the transformer, and receives the CAN command of the vehicle main control center MA to realize remote control; the protection functions of the transformer microcomputer comprehensive protection ZB2 are: instantaneous quick-break protection and overload protection;

[0068] The acquisition circuit is responsible for collecting the motor body temperature, motor speed, temperature and humidity in the system high-voltage power control cabinet, and is also responsible for receiving control instructions from the control box BOX. The data related to the motor is mainly responsible for realizing high temperature protection, low temperature protection, speed reversal protection and low speed protection for the motor; the temperature and humidity data in the high-voltage power control cabinet are used to control the start and stop of the heating fan FAN, maintain the dryness in the high-voltage power control cabinet, and maintain the ambient temperature in the high-voltage power control cabinet; the IO control instructions sent from the control box BOX to the controller MCU include: local / remote mode selection, local motor start / stop, local transformer start / stop, fault reset and emergency stop instructions;

[0069] In the auxiliary equipment loop, the control signals of the auxiliary equipment (excluding the heat fan FAN) all come from the vehicle main control center MA, including: refrigeration start / stop control, heating start / stop control, fresh air system control, and lighting control.

[0070] The above contents are merely examples and explanations of the structure of the utility model. The technicians in this technical field may make various modifications or additions to the specific embodiments described or replace them in a similar manner. As long as they do not deviate from the structure of the utility model or exceed the scope defined in the claims, they should all fall within the protection scope of the utility model.

Claims

1. An integrated electrical control system for mobile engineering machinery, characterized in that: include: Control box, primary main circuit and secondary control circuit; The primary side main circuit includes: a motor start-stop circuit, a transformer start-stop circuit and a voltage transformer circuit; The motor start-stop circuit includes: a first vacuum contactor, a second vacuum contactor, a set of high-voltage fuses and a reactor; The first vacuum contactor, a group of high-voltage fuses and a reactor are connected in series in sequence; The reactor is connected in series with the motor to reduce the current during the motor starting process; The second vacuum contactor is connected in parallel with the reactor; The transformer start-stop circuit provides 380V / 220V AC power for on-board AC and DC equipment, and the voltage transformer circuit provides 100V AC power for primary main circuit voltage measurement and 110V AC power for secondary control circuit.

2. The integrated electrical control system for mobile engineering machinery according to claim 1, characterized in that: The motor start-stop circuit also includes: through-core current transformers CTA1-CTC1 and lightning arresters BL1-BL3; The through-core current transformers CTA1~CTC1 are used to collect the motor running current; The lightning arresters BL1-BL3 provide protection against lightning strikes.

3. The integrated electrical control system for mobile engineering machinery according to claim 1, characterized in that: The transformer start-stop circuit comprises: a transformer, a third vacuum contactor and a current transformer; The output of the transformer is 380V / 220V AC; The transformer, the current transformer and the third vacuum contactor are connected in series in sequence; When the transformer is opened and closed through the third vacuum contactor, the power supply is turned on and off; The current transformer realizes the collection of the load operating current at the output end of the transformer.

4. The integrated electrical control system for mobile engineering machinery according to claim 1, characterized in that: The voltage transformer circuit adopts a VV connection method, and the voltage transformer is an output double-winding mode, that is, it includes two sets of voltage transformers; One set of voltage transformers outputs AC100V, and the other set of voltage transformers outputs AC110V; The AC100V is used to measure the voltage of the primary main circuit; The AC110V is used to power the secondary side control circuit.

5. The integrated electrical control system for mobile engineering machinery according to claim 1, characterized in that: The secondary side control loop includes: a secondary side motor loop, an emergency stop loop and a communication loop.

6. The integrated electrical control system for mobile engineering machinery according to claim 5, characterized in that: The secondary side motor circuit includes: a motor microcomputer comprehensive protection circuit and a controller MCU motor start and stop control circuit; The motor microcomputer comprehensive protection circuit performs real-time monitoring and protection on the motor running state by collecting the three-phase current of the motor; The controller MCU motor start and stop control loop realizes local control and remote control of the motor by receiving the level signal from the switch control box and receiving the CAN command from the vehicle master control center MA.

7. The integrated electrical control system for mobile engineering machinery according to claim 5, characterized in that: The emergency stop circuit includes: a motor emergency stop circuit and a transformer emergency stop circuit; The motor emergency stop circuit disconnects the first vacuum contactor and the second vacuum contactor, and transmits the motor emergency stop signal to the controller MCU through a level signal, and the controller MCU uploads it to the vehicle main control center MA through CAN communication; The transformer emergency stop circuit opens the third vacuum contactor, and the transformer emergency stop signal is transmitted to the controller MCU through a level signal, and the controller MCU uploads it to the vehicle main control center MA through CAN communication.

8. The integrated electrical control system for mobile engineering machinery according to claim 5, characterized in that: The communication loop adopts CAN communication mode, the baud rate is 250K, the extended frame mode, and the data packet cycle interval is set to 100ms~200ms.

9. An integrated electrical control system for mobile engineering machinery according to claim 6 or 7, characterized in that: The controller MCU is divided into two modes, namely remote mode and local mode; The local mode is to operate the system through buttons on the control box; The remote mode is that the vehicle master control center MA operates the system by sending instructions through CAN communication.

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