Diesel-Electric Drive System with Dual Winding Generators
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Solution Overview
Problem
In diesel-electric drive systems, power semiconductors are underutilized as they remain unused in traction mode and are not efficiently used in braking mode, leading to unnecessary installation and increased costs due to the need for a separate braking controller.
Innovation Solution
A diesel-electric drive system with a generator having two polyphase winding systems, where the second generator-side self-commutated pulse-controlled converter is connected in parallel with the voltage intermediate circuit, allowing the braking resistor to connect input phases of one converter to the corresponding input phases of the other, enabling phase shifting for efficient power conversion in both traction and braking modes without reconfiguring the topology.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a separate braking controller is added to handle braking power, then the braking function is improved, but the device complexity and cost increase due to additional converter bridge arms and control apparatus
Solution Approach 1:
The generator-side self-commutated pulse-controlled converter is designed to perform dual functions: power conversion during traction mode and braking power dissipation during braking mode. By connecting braking resistors to the input phases of the converter, the same power semiconductor components handle both propulsion and braking, eliminating the need for a separate braking controller and reducing overall system complexity
Solution Approach 2:
The braking control function is merged with the generator-side pulse-controlled converter. The converter bridge arms that normally handle generator output during traction now also handle braking power dissipation through connected resistors. This consolidation integrates two previously separate functions (power conversion and braking control) into a single unified system, reducing the number of required components
2Power
If power semiconductors are used in braking mode, then the braking power handling is improved, but the power semiconductors remain underutilized as they are unused in traction mode when a separate braking controller is employed
Solution Approach 1:
The power semiconductors in the generator-side converter maintain continuous useful action by switching between traction power conversion and braking power dissipation functions. During traction, the converters process generator output to the intermediate circuit; during braking, the same converters route braking power to dissipation resistors. This ensures power semiconductors remain actively utilized throughout all operational modes, eliminating idle time and improving overall system efficiency
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration eliminates the need for a separate braking controller, reduces the installed power and chip area of the voltage intermediate-circuit converter, and allows for efficient power conversion in both traction and braking modes, utilizing power semiconductors effectively and reducing costs.
Implementation Method 1
a generator (4) which is mechanically coupled on the rotor side to a diesel engine (2) and is mechanically coupled on the stator side to a voltage intermediate-circuit converter (6)
Implementation Method 2
a generator-side self-commutated pulse-controlled converter (12) which is electrically conductively connected to a generator (4)
Implementation Method 3
with a braking resistor (20), wherein a generator with two polyphase winding systems (42, 44) is provided as the generator (4)
Data Source
AI summary
A diesel-electric drive system having a generator mechanically connected to a diesel motor on the rotor side and linked to a voltage source (intermediate) inverter on the stator side. The voltage source inverter is connected to a self-commuting pulse power converter on the generator and on the load side as well as to a brake resistor. The generator has two multiple-phase coil systems which are each electroconductively linked to a self-commuting pulse power converter on the generator side, wherein the second self-commuting pulse power converter on the generator side is switched electrically parallel to the voltage source (intermediate) circuit of the voltage source (intermediate) inverter on the generator side. At least one input phase of the first self-commuting pulse power converter on the generator side is electroconductively linked via a brake resistor to a input phase of the second self-commuting pulse power converter on the generator side.