Main and auxiliary integrated converter with double-fan cooling system

Abstract

The utility model discloses a main and auxiliary integrated converter with a double-fan cooling system, which comprises a converter box body, and an auxiliary converter module chamber, a traction converter module chamber, a centrifugal fan, a lower-layer air duct and an upper-layer air duct are arranged in an inner cavity of the converter box body; the auxiliary converter module chamber is arranged on one side of an inner cavity of the converter box, the traction converter module chamber and the auxiliary converter module chamber are oppositely arranged, and the two centrifugal fans are arranged between the auxiliary converter module chamber and the traction converter module chamber; the lower-layer air duct is located below the air inlet of the centrifugal fan, the auxiliary converter module chamber and the traction converter module chamber, and the upper-layer air duct is located above the air inlet of the centrifugal fan. The utility model provides the main and auxiliary integrated converter with the double-fan cooling system, and the converter is provided with the cooling system with higher reliability, so that the converter still keeps certain traction and auxiliary performance under the condition that a single fan fails.

Description

TECHNICAL FIELD

[0001] The utility model relates to a main auxiliary integrated converter with double-fan cooling system belongs to rail transit vehicle converter technical field. BACKGROUND

[0002] At present, forced air cooling is one of the common cooling methods of rail transit traction converter, and the cooling fan is the core device to ensure the normal operation of the converter system, and the requirement for continuous operation is very high. The combination of the fan and the air duct ensures the effective distribution of airflow, and forms an efficient heat dissipation whole between the heating device and the radiator. Most of the existing forced air cooling converters of rail transit vehicles adopt single-fan cooling system. When the fan fails, the cooling system fails, and the whole converter fails. Therefore, the single-fan system has the problem of insufficient reliability. To solve this problem, for trains with high reliability operation requirements, a power distributed design is adopted, and each train is equipped with multiple auxiliary converters and traction converters to ensure the fault operation ability of the train when a single device fails. For locomotives running in single section, especially shunting locomotives and engineering locomotives, a single traction converter and a single auxiliary converter are usually configured for each section. Once the cooling fan of the traction converter fails, the traction converter stops working, or once the cooling fan of the auxiliary converter fails, the auxiliary converter stops working, which also causes the traction converter cooling fan to lose power and the traction converter to stop working. The above two single-point failure conditions of the cooling system will cause the machine to break down. SUMMARY

[0003] The technical problem to be solved by the utility model is to overcome the shortcomings of the prior art and provide a main auxiliary integrated converter with double-fan cooling system, which has a more reliable cooling system and can maintain certain traction and auxiliary performance when a single fan fails.

[0004] To solve the above technical problems, the technical scheme of the utility model is as follows:

[0005] A main auxiliary integrated converter with double-fan cooling system, which comprises a converter box, an auxiliary converter module chamber, a traction converter module chamber, a centrifugal fan, a lower air duct and an upper air duct are arranged in the inner cavity of the converter box.

[0006] The auxiliary converter module chamber is arranged on one side of the inner cavity of the converter box, the traction converter module chamber is arranged opposite to the auxiliary converter module chamber, and the two centrifugal fans are arranged between the auxiliary converter module chamber and the traction converter module chamber.

[0007] The lower air duct is located below the air inlet of the centrifugal fan, the auxiliary variable flow module chamber and the traction variable flow module chamber, the upper air duct is located above the air inlet of the centrifugal fan, both of the centrifugal fans are located in the upper air duct, the auxiliary variable flow module chamber is isolated from the lower air duct and the upper air duct, and the traction variable flow module chamber is isolated from the lower air duct and the upper air duct.

[0008] Further, the lower air duct comprises a converging cavity and lower air duct air inlet sections, both of the lower air duct air inlet sections are communicated with the left and right ends of the converging cavity respectively, the bottom of the converging cavity and the lower air duct air inlet section is provided with a bottom plate, one lower air duct air inlet section is arranged below the auxiliary variable flow module chamber and the traction variable flow module chamber respectively, and the upper end of the converging cavity is communicated with the air inlet of the centrifugal fan.

[0009] Further, a guide plate is arranged in the converging cavity.

[0010] Further, an auxiliary variable flow module is arranged in the auxiliary variable flow module chamber, a traction variable flow module is arranged in the traction variable flow module chamber, a radiator is arranged on the auxiliary variable flow module and the traction variable flow module respectively, and the radiator is located in the lower air duct air inlet section.

[0011] Further, the opening end of the heat dissipation fin of the radiator is covered with a partition plate.

[0012] Further, the upper end of the upper air duct is provided with a cover plate.

[0013] By adopting the above technical scheme, the utility model has the following beneficial effects:

[0014] 1. The main auxiliary integrated converter provides traction and auxiliary power supply for the vehicle, two centrifugal fans are arranged in the converter as cooling fans, the power supply of the centrifugal fan is provided by the auxiliary variable flow module, the stable cooling system can improve the reliability of the vehicle operation. The double fans can be independently controlled, and the rotating speed can be adjusted. When any fan fails, the other fan operates at full speed, and the converter operates at reduced performance.

[0015] 2. The main auxiliary integrated converter promotes integration. Compared with the split-mounted converter, the integrated converter occupies less space under the vehicle and is more convenient to install.

[0016] 3. The control units in the two variable flow module chambers can control the speed regulation of the two cooling fans. When a single fan fails, the remaining fan can automatically switch to full-speed working condition.

[0017] 4. The utility model discloses a centrifugal fan air inlet is the interface with cooling air duct and divides into the high -efficient air duct system of upper, lower superposition, and the lower air duct is the air duct of external air into the converter until the centrifugal fan air inlet section, the upper air duct is the air duct of air into the centrifugal fan until the air outlet exhaust converter section.

[0018] 5. The utility model discloses according to the installation environment requirement of the component and spare part of need cooling, divides the component and spare part into two categories, and the environmental requirement of lower such as transformer, reactor and other magnetic components is installed in the upper air duct and directly contacts with external air, and the environmental requirement of higher such as IGBT and other power components is installed on the radiator in the converter module chamber, and the radiator is embedded in the lower air duct and contacts with external air.

[0019] 6. The utility model discloses the lower air duct cooling adopts symmetrical design, and the flow of external air is equal from two converter module parts lower air duct air inlet, and in single fan working condition, both sides converter module can obtain enough basic air volume.

[0020] 7. The utility model discloses the upper air duct in the centrifugal fan is as the center, and both sides are provided with the air outlet, and the component and spare part required cooling in the upper air duct is arranged separately on both sides of the centrifugal fan, and the air outlet is set up size according to the different air volume of both sides distribution, and in single fan working condition, all the magnetic components in the upper air duct can obtain enough basic air volume. DRAWINGS

[0021] Figure 1 It is the top view of the main auxiliary integrated converter of the utility model with double fan cooling system;

[0022] Figure 2 It is the side sectional view of Figure 1 ;

[0023] Figure 3 It is the structure schematic view of radiator in the lower air duct of the utility model;

[0024] Figure 4 It is the air flow direction in the converter when the double fan of the utility model works simultaneously;

[0025] Figure 5 It is the air flow direction in the converter when the single fan of the utility model works. DETAILED DESCRIPTION

[0026] In order to make the content of the utility model more easily be clearly understood, the utility model is further explained in detail below according to specific embodiment and combining with the drawings.

[0027] For example, Figure 1 , 2As shown, the embodiment provides a main and auxiliary integrated converter with a double-fan cooling system. The main and auxiliary integrated converter provides traction and auxiliary power for a vehicle. It includes a converter box 1, an auxiliary converter module chamber 3, a traction converter module chamber 4, centrifugal fans 2, a lower air duct 5 and an upper air duct 6 arranged in the inner cavity of the converter box, Figure 1 The auxiliary converter module chamber 3 is arranged at one side of the inner cavity of the converter box, the traction converter module chamber 4 is arranged opposite to the auxiliary converter module chamber 3, and the two centrifugal fans 2 are arranged between the auxiliary converter module chamber 3 and the traction converter module chamber 4. The lower air duct 5 is located below the air inlet 14 of the centrifugal fan 2, the auxiliary converter module chamber 3 and the traction converter module chamber 4, and the upper air duct 6 is located above the air inlet 14 of the centrifugal fan 2. The two centrifugal fans 2 are located in the upper air duct 6. The auxiliary converter module chamber 3 is isolated from the lower air duct 5 and the upper air duct 6, and the traction converter module chamber 4 is isolated from the lower air duct 5 and the upper air duct 6.

[0028] Two independently controllable centrifugal fans 2 are used. The centrifugal fans 2 are powered by the auxiliary part of the converter, and the cooling objects are the converter modules and the magnetic elements of the main and auxiliary integrated converter. The cooling air duct is divided into a lower air duct 5 and an upper air duct 6 by the air inlet of the centrifugal fan 2. External air first enters the lower air duct 5 to cool the traction and auxiliary converter modules 8 on both sides, and then is discharged into the upper air duct 6 after being pressurized by the impeller of the centrifugal fan 2 to cool the magnetic elements such as transformers and reactors. The converter module chamber is isolated from the upper and lower air duct 5 regions, and the converter module uses an embedded radiator 15 for heat dissipation. The auxiliary converter module chamber 3 and the traction converter module chamber 4 are respectively provided with auxiliary converter modules 8 and traction converter modules 9. The auxiliary converter modules 8 and the traction converter modules 9 can control the speed of any centrifugal fan 2. When any centrifugal fan 2 fails, the speed of the other centrifugal fan 2 can be increased to meet the air volume requirement of the low-performance operation of the converter, so that the converter can maintain traction or auxiliary function.

[0029] As shown in the drawings, Figure 2As shown, the lower air duct 5 of the embodiment is in a segmented manner, used to assist the cooling of the auxiliary converter module 8 and the traction converter module 9. The lower air duct 5 includes a converging cavity 10 and lower air duct air inlet segments 7, two lower air duct air inlet segments 7 are respectively communicated with the left and right ends of the middle converging cavity 10, the connection is sealed to prevent air leakage. When external air enters the lower air duct air inlet segment 7, filter cotton can be provided at the inlet end face of the lower air duct air inlet segment 7 to filter dust and sundries in the air, which needs to be cleaned regularly to avoid the air inlet being blocked by the dust and sundries. The bottom of the converging cavity 10 and the lower air duct air inlet segment 7 is provided with a bottom plate 12 to close the bottom of the lower air duct 5. The lower air duct air inlet segment 7 is arranged below the auxiliary converter module chamber 3 and the traction converter module chamber 4, and the upper end of the converging cavity 10 is communicated with the air inlet 14 of the centrifugal fan 2. The converging cavity 10 is provided with a flow guide plate 11, so that external air can enter the centrifugal fan 2 with less resistance.

[0030] As shown in Figure 1 , 2 , the upper air duct 6 of the embodiment is centered on the centrifugal fan 2, one side is the auxiliary functional magnetic element such as transformer, and the other side is the traction functional magnetic element, both sides are provided with air outlets, and the cooling air is distributed and discharged from the converter in proportion. The upper end of the upper air duct 6 is provided with a cover plate 13 to close the top of the upper air duct 6.

[0031] As shown in Figure 2 , the auxiliary converter module chamber 3 of the embodiment is provided with an auxiliary converter module 8, the traction converter module chamber 4 is provided with a traction converter module 9, and the auxiliary converter module 8 and the traction converter module 9 are respectively provided with radiators 15, and the radiators 15 are located in the lower air duct air inlet segment 7.

[0032] As shown in Figure 2 , 3 , the opening end of the fin of the radiator 15 of the embodiment is covered with a partition plate 16, and the radiator 15 is accommodated in the partition plate 16 after being combined with the partition plate 16 to form a closed air duct with uniform gap, and the aluminum radiator 15 is used for heat dissipation. The radiator 15 is located in the lower air duct air inlet segment 7 below the converter module chamber, and the radiator 15 is installed on the auxiliary converter module 8, for example.

[0033] As shown in Figure 1 , the embodiment provides two centrifugal fans 2 of the same model working in parallel. The two centrifugal fans 2 are synchronously controlled by two groups of control units in the two converter module chambers, and the converter always works in a synchronous speed state when it is normally operated, and the speed of the electronic fan can be steplessly adjusted.

[0034] Each of the two control units acquires the temperature signals of the radiator 15, the reactor, the transformer, and the air temperature of the converter module compartment. Based on the temperature values, they generate the fan speed demand signal and upload it to the vehicle control unit.

[0035] The speed requirement signal is 0-1, corresponding to a fan speed drive voltage signal of 0V-10V. Centrifugal fan 2 is equipped with a fault feedback relay interface. When the fan is powered on, if the fan is in normal condition, the internal contacts close; otherwise, the internal contacts open. Four fan speed settings are provided: stop, half speed, full speed, and maximum speed. The default starting speed is half speed, and the fan speed is steplessly adjustable from half speed to full speed. The stop control voltage is 0V, the half speed control voltage is 5V, the full speed control voltage is 9V, and the maximum speed control voltage is 10V. The fan control voltage is linearly related to the speed. When the vehicle control unit determines that any electronic fan or analog output unit has a fault, the vehicle control unit outputs a 10V drive voltage signal.

[0036] The maximum value of the requested fan speed from each control unit is used for fan speed control. The control unit only sends a stop signal to both fans when both request a stop speed simultaneously. In emergency traction mode, the fans run at full speed by default. The control unit receives fault feedback signals from centrifugal fan 2. After the converter starts operating, if no closed feedback signal from centrifugal fan 2 is received, or if the feedback signal changes from high to low, the vehicle control unit generates a fault event. When the closed feedback signal of any centrifugal fan 2 is low, as long as the locomotive has established a power supply mode and the high-voltage enable signal is high, the vehicle control unit outputs a 10V drive voltage signal to control centrifugal fan 2 to operate at its maximum speed.

[0037] like Figure 4 The diagram illustrates the fluid state when both fans are operating simultaneously. External air enters the centrifugal fan 2 through the manifold 10 and is simultaneously flung outwards by the two fan impellers, entering the upper air duct 6. Part of the cooling air cools the passing magnetic components such as transformers before being discharged through the first bottom air outlet 18, while the other part enters through the top, cools the reactors therein, and is then discharged through the second bottom air outlet 19.

[0038] like Figure 5 The diagram illustrates the fluid state when a single fan is operating. The diagram uses the example of the left fan operating while the right fan is off; the fluid state is similar when the left fan is off and the right fan is operating. The cooling air ejected by the single fan is proportionally distributed to the left and right sides of the space. Although a small portion of the airflow 20 enters the operating fan through the ventilation holes of the off fan, the remaining airflow still meets the requirements for low-performance operation of the converter.

[0039] The above-described specific embodiments further specifically describe the technical problems, technical solutions and beneficial effects solved by the present application, and it should be understood that the above-described specific embodiments are merely specific embodiments of the present application and are not used to limit the present application, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A main and auxiliary integrated converter with a dual-fan cooling system, characterized in that: It includes a converter housing (1), and the inner cavity of the converter housing is provided with an auxiliary converter module chamber (3), a traction converter module chamber (4), a centrifugal fan (2), a lower air duct (5) and an upper air duct (6); The auxiliary converter module chamber (3) is located on one side of the inner cavity of the converter box, the traction converter module chamber (4) is located opposite to the auxiliary converter module chamber (3), and the two centrifugal fans (2) are located between the auxiliary converter module chamber (3) and the traction converter module chamber (4). The lower air duct (5) is located below the air inlet (14) of the centrifugal fan (2), the auxiliary converter module chamber (3) and the traction converter module chamber (4). The upper air duct (6) is located above the air inlet (14) of the centrifugal fan (2). Both centrifugal fans (2) are located in the upper air duct (6). The auxiliary converter module chamber (3) is isolated from the lower air duct (5) and the upper air duct (6). The traction converter module chamber (4) is isolated from the lower air duct (5) and the upper air duct (6).

2. The integrated main and auxiliary converter with a dual-fan cooling system according to claim 1, characterized in that: The lower air duct (5) includes a junction cavity (10) and a lower air duct inlet section (7). The two lower air duct inlet sections (7) are respectively connected to the left and right ends of the junction cavity (10). A base plate (12) is provided at the bottom of the junction cavity (10) and the lower air duct inlet section (7). A lower air duct inlet section (7) is provided below the auxiliary converter module chamber (3) and the traction converter module chamber (4). The upper end of the junction cavity (10) is connected to the air inlet (14) of the centrifugal fan (2).

3. The integrated main and auxiliary converter with a dual-fan cooling system according to claim 2, characterized in that: A guide plate (11) is provided inside the manifold (10).

4. The integrated main and auxiliary converter with a dual-fan cooling system according to claim 2, characterized in that: An auxiliary converter module (8) is provided in the auxiliary converter module chamber (3), and a traction converter module (9) is provided in the traction converter module chamber (4). A radiator (15) is provided on the auxiliary converter module (8) and the traction converter module (9), and the radiator (15) is located in the air inlet section (7) of the downwind duct.

5. The integrated main and auxiliary converter with a dual-fan cooling system according to claim 4, characterized in that: The open ends of the heat dissipation fins of the radiator (15) are covered with partitions (16).

6. The integrated main and auxiliary converter with a dual-fan cooling system according to claim 2, characterized in that: The upper end of the upper air duct (6) is provided with a cover plate (13).

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