DJ1 AC drive electric locomotive
Research and development of DJ1 AC drive electric locomotive Chen Hanqin\Shi Weijun 2 (1. Zhuzhou Siemens Traction Equipment Co., Ltd., Zhuzhou 412001, Hunan; 2. Siemens AG Transportation Technology Department, Erlangen, Germany) DJ1 AC drive electric locomotive total parameters , traction brushing characteristics, main circuit and auxiliary circuit and control circuit structure, main electrical and electronic components parameters and mechanical parts.
0刖DJ1 AC drive electric locomotive () is specially designed for the Chinese railway by the Ministry of Transport of Siemens AG. The first three are manufactured by Siemens AG in the Graz plant in Austria, and the last 17 are joint ventures. Traction Equipment Co., Ltd. will be delivered in 2001~2002. Under the premise of ensuring quality, the localization rate of 20 locomotives, especially the latter 17 locomotives, will gradually increase. The locomotive is scheduled to be used in the difficult section of the North Line of Baocheng Railway to tow heavy-duty cargo trains. The DJ1 is an 8-axle locomotive locomotive that is fixed and connected by two 4-axis locomotives. The outer casing is mainly blue and ivory. The roof installation equipment is less, and the side walls are not on both sides, forming a middle corridor. The locomotive haulage cargo train. Chinese railways are versatile. As the design of mass production locomotive should consider advanced and mature, the electric drive technology of DJ1 locomotive is: water-cooled GTO four-quadrant converter and inverter, IGBT four-quadrant auxiliary converter, AC asynchronous traction motor, SIBAS32 system The mechanical part is based on the mature technology of Siemens, combined with the requirements of China's railway heavy-duty traction. The main parameters and characteristic curve of the locomotive DJ1 locomotive are as follows: the shaft-type gauge hook center-to-axis weight-free car-free iron car Iron total mass without pressure car iron with pressure car iron current system change to transformer rated power 6400kW continuous traction force 461kN maximum starting traction axle weight 23t 700kN axle weight 25t 760kN sustained speed 50km / h maximum speed 120km / h brake mode regeneration Braking, electric air brake electric braking power 6 400kW maximum electric braking force 461kN traction motor suspension mode holding shaft type DJ1 locomotive traction characteristics and electric braking characteristic curve If the main circuit is the main circuit of a 4-axis locomotive, The main transformer, the traction device and the traction motor constitute the main transformer with three traction windings, and the three four-quadrant converters of the traction converter supply three four-quadrant currents. Two DC intermediate circuits share a set of secondary filters and protection modules. The main circuit is provided with a changeover switch, which can be cut and converted in response to a set of four-quadrant converters or inverters, and the locomotive can reduce power and continue to operate.
3 main electrical components 3.1 main transformer and secondary filter reactor main transformer model is EFAT6644, horizontal structure; secondary filter reactor is also placed in the box body, using mineral oil cooling main parameters as shown in Table 1 Table 1 main transformer main Parameter model applicable to standard cooling mode working system continuous rated capacity rated voltage grid side winding traction winding auxiliary winding 1 auxiliary winding 2 rated current rated frequency grid side winding winding temperature rise traction winding cooling oil temperature rise auxiliary winding 1 total mass auxiliary winding 2 cooling oil The main parameters of the mass (2) secondary filter reactor secondary filter reactor are shown in Table 2.
Table secondary filter reactor main parameters model rated voltage applicable standard rated inductance value working system continuous rated frequency rated capacity cooling method rated current quality 3.2 traction converter water-cooled GTO module. Each 4-axis car has a traction converter cabinet with three four-quadrant converters and two inverters, as well as intermediate circuit capacitors, protection modules, transfer switches, traction control unit (TCU) cooling water channels, etc. The cabinet is installed above the main transformer traction winding. The AC side wiring and the secondary filter reactor wiring are very simple. The coolant is forced by the water pump to flow through the special cooling tower heat exchanger outside the cabinet. The cooling tower cools the cooling tower. Also responsible for the main transformer cooling oil cooling task converter main parameters: input and output working system cooling mode working environment temperature detection interface protection level block composition, used to control the traction converter system, with MVB interface module and CCU communication 3.3 auxiliary The converter auxiliary converter is a mature product developed by Siemens for the German railway company BR152 locomotive. The four-quadrant converter is used on the grid side to solve the problem of low auxiliary power factor. The auxiliary auxiliary converter cabinet can accommodate two groups of 80kVA. Electrically independent converter (shared forced air cooling system), IGBT air cooling module and SIBCOS microprocessor control system, cabinet design DJ1 has 4 auxiliary converter cabinets for each 4-axis axle: Type A is standard type, equipped with two 80kVA converters; Type B only contains one 80kVA converter auxiliary converter is managed by CCU of locomotive SIBCOS exchanges information with CCU through MVB.
Auxiliary converter cabinet main parameters: waveform variation load forced air cooling -40C~+40C 3 groups of 80kVA auxiliary power supply to the locomotive auxiliary system, the circuit schematic diagram shown in Figure 3.4 locomotive control locomotive electronic control system uses reliable and durable components The structure is simple, and the main control and adjustment diagnostic functions are realized. The existing train communication network products form the basis of the entire control scheme. (1) The structure of the management layer The management layer is used to manage the locomotives, and can manage 2~4 sections of each other. The 4-axis vehicle data communication is carried out through a train communication network (TCN). To manage the electronic control block diagram of the 2-section 4-axis car.
The bus system for data communication between the programmable device and the locomotive is composed of TCN. The TCN is defined by the International Electrotechnical Commission's IEC61375 and contains two parts: WTB (strand train bus) and MVB (multi-function vehicle bus).
Each 4-axis car has 2 WTBs and 2 gateways. Therefore, WTB is a redundant bus system. When one bus fails, the data exchange will continue in the other bus. The man-machine interface in the cab will Inform the driver of the bus fault condition. If both buses are faulty, the data transmission will be interrupted. The WTB of the locomotive that is hung together will reinitialize the MVB of each car to realize the data exchange between the devices. According to the working capacity of each device, TCN The standard divides it into four categories. The devices shown in Table 3 can be connected to the MVB, and these devices must at least complete the functions specified in the MVB category to cover the traffic required for control and diagnostics.
The implementation of MVB management and control is redundant, one MVB link fails, and data exchange continues on the second MVB link.
The driver's display screen provides the driver with bus link fault information.
Table 3 Equipment Function Category Equipment Equipment Function (TCN Standard Category) Central Control Unit (CCL, MVB32-P4) 4 Gateway 4 Traction Control Unit (TCL) 3 Peripheral Intelligent Interface SIBAS-KLIP(I/)2MVB-Compact-I/ O1.0 Driver's Desk Display 3 Auxiliary Inverter 1.3(2) Management's Components The central control unit's task is to manage or coordinate the management functions such as control, regulation and monitoring of the train and locomotive. The CCU is a Siemens SIBAS32 microcomputer control component with a 32-bit microprocessor. The CCU used in the DJ1 locomotive is a Type 3 type, including a gateway and a central processing unit MVB32-4 power supply, and the locomotive work can be continued without restriction. The main functions of the two CCUs in a car and the periodic rotation of the slave functions ensure that the availability of the car is not affected by the CCU failure, but the driver will receive information in 2 or more cars. In the case of continuous connection, each car has a main CCU and a main CCU from the CCU lead car is the main CCU of all the trailers. The main CCUs of the other cars are connected to the CCU from the CCU. The master CCU of the train train transmits control commands and values to the slave CCU through the WTB, and forwards the commands and values from the CCU through the MVB to the subsystem to which it belongs. Even if only one CCU works per car, the entire train is linked together. The functions of the CCU can be fully realized: a. monitoring of various components (self-diagnosis); b. reading the process data of the MVB/WTB; c. selecting the working party; d. diagnosing (function related to the CCU) ; e. working state; f. controlling the main circuit components (such as the main circuit breaker) outside the traction converter cabinet; g. traction braking control; h. control auxiliary equipment and onboard auxiliary power supply system; i. monitoring Cavity auxiliary equipment loads (such as sanding and rim lubrication); j. driver room changes (each double The locomotive or the train that is hung together has only one driver's cab to control and is activated by the driver's key switch. The TCU TCU's task is to control and regulate the electric traction equipment to electrically prevent air-to-air gliding protection.
Peripheral Intelligent Interface Station (KLIP) SIBAS System Peripheral Intelligent Interface Station (KLIP) uses decentralized input and output to reduce the wiring required in the car, plus the signals of the rolling stock control and diagnostic components and components are not directly connected to the MVB. It can be collected and controlled in a decentralized manner through the SIBAS-KLIP station. The modular structure of the KLIP station facilitates the optimization of the component control function output interface station, which is designed for the driver's cab to cause the input and output that are decisive for the operation of the driver's cab to occur twice. These data are prepared for the main CCU. When there is inconsistency in the redundant data, the system will select a reasonable man-machine interface (MMI) in the cab. The MMI is composed of a display and a microcomputer. The display is the SIBAS control in the locomotive. Human machine interface for measurement and diagnostic functions. The display shows the driver the fault, the limit function and the corresponding countermeasure diagnosis information. The display of the driver's cab can be used to display the gateway gateway for data exchange between WTB and MVB. The Process Data Arrangement (PDM) in the gateway determines which MVB process data is transmitted to each car with 2 gateways, but only one gateway participates in WTB communication. Each gateway is assigned to a CCU. The gateway from the CCU does not participate in the initialization of the trailer. Therefore, it does not participate in any data exchange. Other WTB devices participating in the communication do not access the gateway. When the primary gateway fails, the driver must pass the switch to disable the gateway. The CCU stops working and puts the gateway's intact CCU into operation.
3.5 Traction motor TB2624 DJ locomotive adopts 4-pole squirrel-cage three-phase asynchronous traction motor with strong structure and axle suspension with rolling bearing. It meets IEC349-2 requirements. Asynchronous traction motor maintenance cost Low life length 1TB2624 Main parameters are as follows: continuous power continuous Torque voltage, current frequency, rated speed efficiency (continuous condition), number of poles, maximum speed, overspeed test speed (2min insulation class 4 mechanical part 4.1 body body body by chassis, side wall, rear wall, driver's cab and its rear wall and The roof cover and the like constitute an integral load-bearing structure, and three arched brackets are screwed to the side wall portion to support four roof covers. The roof cover is detachable for easy installation and replacement of heavy components.
The body is protected against corrosion and a suitable paint. The car body design considers that the lifting point of the undercarriage part of the chassis is close to the center of the bogie. The assembled body should be able to withstand a pressure of 2 960 kN. The static first car body evenly distributed under the front window of the cab will be subjected to a pressure load test to verify the strength calculation and finite element analysis results.
The undercarriage is one of the most important components of the car body. It consists mainly of two outer longitudinal beams and one inner longitudinal beam (including multiple beams and two end beams) for the installation of in-vehicle equipment. The beam on the C-type mounting rail bogie is supported by three second-series suspension coil springs on each side of the bogie. The two end beams each have a coupler seat and a center pin that connects the low drawbar. The traction and braking force are transmitted through the coupler and the end. The beam and the towing rod transmit the side wall of the vehicle body, which is composed of a column and a longitudinal beam, and is completely closed by the outer skin.
The upper side of the side wall has a slope with a traction motor fan and a cold air inlet for the auxiliary converter fan.
The driver's cab is welded to the undercarriage with two entrance doors and a rear wall door that opens into the inner corridor. There is an electric/electronic cabinet behind the driver and the assistant driver. The front window glass is equipped with electric wiper and sunshade side window. The side window is designed to be lifted up and down. It can lock the various instruments on the driver's desk in any position according to the ergonomics. Principle design. There is an air-conditioning machine under the driver's desk. The rear wall structure is similar to the side wall. There is a rear door and a windshield, so that the locomotive connected to the other fixed locomotive consists of four top covers. The roof high-voltage equipment is installed, and the cooling tower inlet is adjacent to the roof of the oil-water cooling tower.
4.2 Ventilation and Cooling Design Each traction motor has its own ventilator. The cold air is sucked in by the air inlet on the side wall and exhausted through the traction motor. The air inlet is equipped with an inertial dust filter net, which has strong separation ability for dust, rain and snow. In order to prevent dust from entering the machine between the vehicles, the four traction fans are provided with a side air duct and a secondary dust filter. The air between the machines is slightly positive. The ventilation path of the two auxiliary converters and the traction motor are similar to the cooling oil of the oil ice cooling tower common to the transformer oil and the converter cooling water. The air is heated directly from a roof cover. The exchanger is then routed by the air duct below the chassis.
4.3 Brake system DJ1 locomotive adopts air brake system and regenerative braking to realize air-electric combined braking function. Each locomotive is supplied by a VV450 KNORR Air Compressor with two main air cylinders, each of which has a volume of 500L. Equipped with a disc brake mechanism Each bogie is equipped with 2 sets of disc brake system, and the parking brake device 4.4 bogie DJ1 uses a two-axle bogie based on the bogie of the German Railway BR152 locomotive. The components are verified by other bogies for long-term operation. The structure is a closed H-shaped structure. The main components are composed of two longitudinal beams*1 main beam and two end beams. The main parts are welded into a box structure by steel plates, and the whole frame is welded into a closed structure. To prevent moisture from entering the box-shaped inner wheel, the traction between the axle box and the bogie and the braking force are transmitted through the axle box tie rod and the hydraulic shock absorber is also connected in parallel. The first type of suspension adopts a coil spring, which plays the horizontal and vertical direction of the wheel pair. The second suspension adopts a high-resistance spring. There are 3 on each side of the bogie. There are rubber components on the upper and lower sides for the vibration damping pad and vertical hydraulic pressure reduction. The vibrator absorbs the vertical vibration lateral and roll vibration. The damper mounted on the tail end beam of the bogie controls the traction and braking force between the bogie and the vehicle body. The lower part of the main beam of the bogie is welded by the push-pull rod. The connecting seat and the lower part of the vehicle body underframe coupler bumper are also welded with one connecting seat, and the shape is the same as the former. The push-pull rod and the connector are connected by the same metal-rubber hinge. The connection between the push-pull rod 2 parts is protected by 2 (down to page 18) protection, over-voltage and over-current protection, over-ripple protection and other weak electrical soft protection measures. The main circuit should also be fast protected by a fast fuse. The circuit schematic is omitted.
4 Waveform Purification and Processing In view of the fact that the interference of the three-phase full-controlled bridge rectifier south source inverter circuit to the power grid is mainly the odd-order harmonics such as 3579, we add 3 57 harmonic filters to the AC inlet to reduce The system's pollution to the AC grid is measured on-site by the power department. The impact of each harmonic interference on the grid is less than 5%, which is in line with the ministerial standards. The attached table is the test result of one of the phases.
Schedule Power Grid Harmonic Test Data Harmonic Component Voltage Ripple Coefficient Phase Displacement / (* Current Ripple Coefficient Phase Displacement / (* Total 5 Conclusions and Prospects The system is field-identified and fully complies with the requirements of the Ministry of Power, energy-saving effects) Obviously, it has achieved the intended purpose, laying a good foundation for the production of large-capacity battery pack charging and discharging equipment and high-power power electronic load in the future. For the super-high-power diesel generator water resistance test bench (800V/2000A) in the railway system. It can solve the inverter subversion problem by using several extensions in parallel and computer current sharing control.
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