Locomotive fireless loopback power supply system

Abstract

A locomotive fireless loopback power supply system comprises an energy storage capacitor, a starting switch, a super capacitor, a bidirectional DC-DC module, a bidirectional inversion module and an inversion module, the energy storage capacitor, the starting switch, the bidirectional DC-DC module and the bidirectional inversion module are sequentially connected, the bidirectional inversion module is connected with a locomotive traction motor, the super capacitor is connected with the input end of the inversion module, and the super capacitor is connected with the output end of the inversion module. The output end of the inversion module is connected with a locomotive power supply load. When a locomotive is in fireless loopback, the locomotive is connected into a locomotive fireless loopback power supply system through the socket for the locomotive garage, an energy storage capacitor establishes output voltage and provides excitation, and a locomotive traction motor is converted into a generator working state from an idling state. When the locomotive traction motor operates in a generator state to generate electricity, the generated electric energy reversely charges the intermediate super capacitor, the intermediate super capacitor keeps the intermediate voltage stable, and AC220V or other voltage levels are output through the inversion module to serve as the domestic electricity of a driver. The multi-locomotive switching device is convenient to carry and can be switched among a plurality of locomotives for use.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of locomotive, especially relates to a locomotive no-fire return power supply system. BACKGROUND

[0002] When the locomotive is returned for maintenance after new construction, high-level maintenance and fault outside the section, all the return locomotives need to be set to no-fire return mode. The no-fire return of the locomotive means that the fault locomotive being towed does not work by itself. According to the provisions of the Railway Locomotive No-Fire Return Handling Method, the locomotive is strictly prohibited from raising the bow and closing the brake during the no-fire return. At this time, the return locomotive cannot generate electricity by itself or take electricity from the overhead line, and the staff cannot obtain the living electricity, resulting in the fact that the living electricity required by the air conditioner and other necessities of life cannot be met. Especially in the cold or hot season, the temperature in the locomotive is very low or very high, and the environment is relatively harsh, which greatly increases the difficulty of the task of the return locomotive.

[0003] Currently, when the locomotive is mutually connected and returned without fire, the staff uses the locomotive battery to solve the basic living electricity problem in the harsh climate season. Due to the limited capacity of the battery, the locomotive lighting device is required not to be turned on for a long time to prevent the locomotive battery from running out of power. In addition, if the battery runs out of power during the process of towing the train back to the maintenance plant, the auxiliary equipment cannot work normally, which leads to the fact that the compressor of the braking system cannot work normally, so that the energy required for train electric braking cannot be provided, which brings great safety hazards to the train operation. If there is a device that can provide power for a long time to provide living electricity for the air conditioner, electric heater, electric stove, microwave oven, etc. in the cab, it can effectively avoid this situation, and at the same time, the safety of the return locomotive and the health of the staff are also guaranteed.

[0004] In order to solve the problem that the basic living facilities designed and configured by the locomotive cannot operate normally in the case of no external power supply in the no-power return state of the locomotive, there are currently several technical solutions, such as a locomotive no-fire return power supply device and method proposed by Zhuzhou Times Electric Co., Ltd., a vehicle-mounted alternating current locomotive no-fire return power supply device proposed by Xi'an Tieshan Rail Equipment Co., Ltd., and a power locomotive no-electric zone moving device and power locomotive proposed by Zhuzhou Tianlong Electric Co., Ltd.

[0005] The above-mentioned several technical solutions have good implementation in function, but need to be allocated to each locomotive, the equipment is independently configured, the overall size is large, and there are a series of problems such as configuration location, configuration quantity, management after configuration, etc. The no-fire return of the locomotive is required only when a fixed number of kilometers are run or a fault occurs, so the frequency of use of a single locomotive is low. For the locomotive depot, it is costly and has low utilization rate to allocate the above-mentioned power supply device to each locomotive. UTILITY MODEL CONTENTS

[0006] The utility model wants to solve the technical problem of overcoming prior art's insufficient, provide a convenient to carry, can use between many locomotives switches, be favorable to reduce the cost, improve the locomotive no fire return power supply system of use frequency.

[0007] To solve the above technical problem, the utility model adopts the following technical scheme:

[0008] A locomotive no fire return power supply system, including energy storage capacitor, starting switch, super capacitor, bidirectional DC-DC module, bidirectional inverter module and inverter module, energy storage capacitor, starting switch, bidirectional DC-DC module and bidirectional inverter module are connected in proper order, bidirectional inverter module is connected with locomotive traction motor, super capacitor is connected with the input end of inverter module, and the output end of inverter module is connected with locomotive power supply load.

[0009] As further improvement of the above technical scheme: the energy storage capacitor is equipped with external charging port.

[0010] As further improvement of the above technical scheme: the energy storage capacitor is equipped with external charging port.

[0011] As further improvement of the above technical scheme: the super capacitor is equipped with voltage monitoring module.

[0012] As further improvement of the above technical scheme: the super capacitor is connected with energy consumption module through contactor KM1.

[0013] As further improvement of the above technical scheme: the bidirectional DC-DC module includes the bidirectional chopper circuit based on BUCK-BOOST.

[0014] As further improvement of the above technical scheme: the bidirectional inverter module includes AC-DC unit and DC-DC unit.

[0015] Compared with prior art, the utility model has the advantages that: the utility model discloses a locomotive no fire return power supply system, when the locomotive is returned without fire, the utility model's locomotive no fire return power supply system is connected by the socket of locomotive depot, the output voltage is established by energy storage capacitor, excitation is provided, the locomotive traction motor is converted from idle state to generator working state.When the locomotive traction motor operates as a generator, the generated power is charged to the intermediate super capacitor, the intermediate super capacitor maintains the intermediate voltage stable, and the AC220V or other voltage grade is outputted as the driver's living power through the inverter module.The utility model discloses a locomotive no fire return power supply system, which can be used between multiple locomotives, which is helpful to reduce the cost and improve the use frequency, and the total weight of each module after assembly is about 30kg, which is convenient to carry.

[0016] Other features and advantages of the present application will be described in detail in the following specific embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1 is a structural schematic diagram of the locomotive fireless return power supply system of the present application.

[0018] The various reference signs in the drawings represent:

[0019] 1, energy storage capacitor; 11, external charging port; 12, fuse switch; 2, starting switch; 3, super capacitor; 4, bidirectional DC-DC module; 5, bidirectional inverter module; 6, inverter module; 7, locomotive traction motor; 8, energy consumption module. DETAILED DESCRIPTION

[0020] In the description of the present application, it is to be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like indicate the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application.

[0021] In addition, the terms "first", "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "multiple" is two or more, unless otherwise specifically limited.

[0022] In the present application, unless otherwise specifically defined and limited, the terms "assembly", "connection", "connection", "fixing" and the like should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0023] The present application will be further described in detail below in conjunction with the drawings and specific embodiments of the present application.

[0024] Figure 1An embodiment of the locomotive fireless return power supply system is shown, the locomotive fireless return power supply system of the embodiment comprises an energy storage capacitor 1, a starting switch 2, a super capacitor 3, a bidirectional DC-DC module 4, a bidirectional inverter module 5 and an inverter module 6, the energy storage capacitor 1, the starting switch 2, the bidirectional DC-DC module 4 and the bidirectional inverter module 5 are connected in sequence, the bidirectional inverter module 5 is connected with a locomotive traction motor 7, the super capacitor 3 is connected with an input end of the inverter module 6, and an output end of the inverter module 6 is connected with a locomotive power supply load.

[0025] The locomotive fireless return power supply system of the embodiment, when the locomotive is in the fireless return, is connected with the locomotive fireless return power supply system of the embodiment through a locomotive garage socket, an output voltage is established by the energy storage capacitor 1, excitation is provided, the locomotive traction motor 7 is converted from an idle state to a generator working state.

[0026] As a preferred embodiment, the energy storage capacitor 1 is provided with an external charging port 11.

[0027] Further, in the embodiment, a fuse switch 12 is arranged between the energy storage capacitor 1 and the external charging port 11.

[0028] Further, in the embodiment, the super capacitor 3 is provided with a voltage monitoring module (not shown in the figure), so that the voltage of the super capacitor 3 can be monitored in real time.

[0029] Further, in the embodiment, the super capacitor 3 is connected with an energy consumption module 8 through a contactor KM1.

[0030] The working principle of the locomotive fireless return power supply system is as follows:

[0031] The locomotive traction motor 7 runs as a motor in the traction working condition and runs as a generator in the regenerative braking working condition. When the working state of the locomotive traction motor 7 is converted, the excitation current needs to be absorbed from the traction converter side to establish the magnetic field inside the motor, so as to maintain the operation of the motor. When the locomotive is sent back without fire, the locomotive is connected to the locomotive fireless return power supply system through the locomotive depot socket, the output voltage is established by the energy storage capacitor 1 in the locomotive fireless return power supply system, excitation is provided, and the locomotive traction motor 7 is converted from the idle state to the generator working state.

[0032] When the speed of the locomotive is greater than the set speed (for example, 15 km / h), the driver presses the start switch 2 to start the system, the voltage is provided by the energy storage capacitor 1 for a short time, is boosted through the bidirectional DC-DC module 4, is inverted into three-phase alternating current through the bidirectional inverter module 5, and is used to supply power to the excitation winding of the locomotive traction motor 7, so as to establish the motor working condition conversion excitation and make the locomotive traction motor 7 run in the generator state.

[0033] When the locomotive traction motor 7 runs in the generator state and generates power, the generated power is charged to the intermediate super capacitor 3 through the bidirectional inverter module 5 and the bidirectional DC-DC module 4, the intermediate voltage is maintained stable by the intermediate super capacitor 3, and AC 220V or other level voltage is output as the driver's living power through the inverter module 6.

[0034] The intermediate super capacitor 3 is provided with a voltage monitoring module, and when the voltage is too large, the contactor KM1 is attracted, and the excess energy is consumed by the energy consumption module 8.

[0035] When the speed of the locomotive is less than the set speed (for example, 15 km / h), the locomotive fireless return power supply system is cut off.

[0036] Although the utility model has been disclosed as above with the preferred embodiments, it is not used to limit the utility model. Any person skilled in the art can make many possible changes and modifications to the utility model technical solution or modify equivalent embodiments with equivalent changes without departing from the scope of the utility model technical solution by using the disclosed technical content. Therefore, any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the utility model technical solution should fall within the protection scope of the utility model technical solution.

Claims

1. A locomotive fireless return power supply system characterized by: The application relates to a locomotive power supply system, which comprises an energy storage capacitor (1), a starting switch (2), a super capacitor (3), a bidirectional DC-DC module (4), a bidirectional inverter module (5) and an inverter module (6), wherein the energy storage capacitor (1), the starting switch (2), the bidirectional DC-DC module (4) and the bidirectional inverter module (5) are sequentially connected, the bidirectional inverter module (5) is connected with a locomotive traction motor (7), the super capacitor (3) is connected with an input end of the inverter module (6), and an output end of the inverter module (6) is connected with a locomotive power supply load.

2. The locomotive fireless return power supply system of claim 1, wherein: The energy storage capacitor (1) is provided with an external charging port (11).

3. The locomotive no-fire back-feeding power supply system according to claim 2, characterized in that: A fuse switch (12) is arranged between the energy storage capacitor (1) and the external charging port (11).

4. The locomotive fireless return power supply system of claim 1, wherein: The super capacitor (3) is provided with a voltage monitoring module.

5. The locomotive fireless return power supply system of claim 4, wherein: The super capacitor (3) is connected with an energy consumption module (8) through a contactor KM1.

6. The locomotive fireless return power supply system according to any one of claims 1 to 5, characterized in that: The bidirectional DC-DC module (4) comprises a bidirectional chopper circuit based on a BUCK-BOOST.

7. The locomotive fireless return power supply system according to any one of claims 1 to 5, characterized in that: The bidirectional inverter module (5) comprises an AC-DC unit and a DC-DC unit.

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