Electric power transmission traction vehicle
Electric power transmission traction vehicle includes a traction synchronous generator driven by a heat engine, block the excitation of the traction synchronous generator, asynchronous traction motors and the transmission control block. The stator winding of the traction synchronous generator connected to the stator windings of two identical asynchronous traction motors. The rotor asynchronous traction motors are connected in series and connected to the direct current motor, the shaft of which is connected to the shaft of thermal engine, and the excitation winding is connected to the second block of excitation through the rectifier. Shafts asynchronous traction motors connected with each other and with the axes of the driving wheels of the traction vehicle. The stator of one of the asynchronous traction motors are pivoted and connected to the rotation mechanism, a control unit connected to the heat engine, blocks the excitation of the traction synchronous generator and the direct current motor and to the mechanism of rotation of the stator of the asynchronous traction motor. The technical result is to reduce size, weight, reducing the cost and improving the bound of funds direct and alternating current. Electric power transmission, AC-DC and AC-constantly-AC have certain advantages over electric power transfer DC. Known electric transmission variable-constant-AC contain traction synchronous generator with a power excitation, traction rectifier stopping, traction frequency Converter and asynchronous traction motors [1-12] . Such electric power transmission developed on the basis of electric drive systems of the axes of the driving wheels of the electric traction rolling stock that does not have traction synchronous generator, and the electric power is supplied from the contact network. With the availability on the traction vehicle traction synchronous generator can be developed electric power transmission using asynchronous traction motors without the use of frequency converters, which have specific dimensions, weight, cost, reliability.The proposed electrical transmission of power and traction of the vehicle contains the following elements (see principle the block diagram of Fig.1): traction synchronous generator 1, the winding vosburg the DC motor 4, the excitation winding of which is connected to the second block of excitation 5; stator winding traction synchronous generator connected to the stator windings of the asynchronous traction motors 6 and 7, the rotor windings are connected in series and connected to the direct current motor 4 through the rectifier 8 and the shafts are connected with each other and with the axes 9 of the driving wheels of the traction vehicle; a stator of one of the asynchronous traction motors are pivoted and connected to the turning mechanism 10, and the control unit 11 electric power transmission traction of the vehicle, connected to the heat engine 3, blocks excitation 2 and 5 and to the turning mechanism 10.The proposed electrical transmission of power and traction of the vehicle operates as follows. When the maximum peripheral speeds of rotationmaxshafts asynchronous traction motors and axles of the driving wheels 90rotating the stator of one of the asynchronous traction motors must be placed in such a position that the EMF induced in the windings of the rotating rotor induction traction motor the circulation 6 and 7maxwas equal 180oelectric (this corresponds to180o/R geometric degrees, where p is the number of pairs of poles of the induction traction motor). When this angle shift statorsmaxboth asynchronous traction motor work as one asynchronous traction motor dual power. The direct current motor can have such an excitation current Iinwhat is required for the operation of the electric power transmission traction of the vehicle in this mode. The increase of the excitation current Iinleads to reductionasynchronous traction motors and Vice versa, reducing the excitation current Iinincreases.In the case under consideration (in the range of large) changeit is advisable to produce by changing the excitation currentinthe direct current motor to the value of the slip S=0,25, while the excitation current Iinmust be maxage vehicle) is achieved by the rotation of the stator of the asynchronous traction motor 7. When you rotate the stator in the direction of decreasingthe resulting EMF rotor windings of asynchronous traction motors 6 and 7 equal to the geometrical sum of the EMF in the windings of the rotors, with the same S will start to decrease rectified currentdin the circuit of the direct current motor 4 will be reduced, and the torque delivered asynchronous traction motors, will decrease. Frequencywill be reduced to a value at which the torque of both asynchronous traction motors will be equal to the drag torque generated driving the traction wheels of the vehicle. In the absence of the shift angle between the stator windings of the asynchronous traction motors (i.e., when=0o) EMF winding their rotors are equal and are directed oppositely, the resulting EMF is zero and frequency= 0. Increaseis achieved by the rotation of the stator of the asynchronous traction motor 7 (increase(see mechanical characteristics of asynchronous traction motors 6 and 7 for differentAccording to Idand the relationship of the phase voltage ECP(open slip rings of the rotor of the asynchronous traction motors to refer to the rotor circuit resistance phase asynchronous traction motor xdwhen S=1,0 relativegiven in Fig.2.The proposed electrical transmission of power and traction of the vehicle can be applied when the change gear ratio of the transmission 10:1. In connection with the use of energy-slip rotor induction traction motors (lag from the rotating magnetic fields of the stator) in the direct current motor 4, the electrical transmission of power is very economical, since the power losses in it are small and equal to the sum of losses in traction synchronous generator, asynchronous traction motors 6 and 7 and the direct current motor 4. Use in the rotor circuit of the induction traction motor uncontrolled rectifier 8 increases the reliability of electric power transmission compared to an electric power transmission variable-constant-AC. The acceleration of the traction vehicle with the proposed Aleko traction motor 7, and then reduction of Iindirect-current motor 4. Due to the fact that the voltage at the rectifier 8 and the direct current motor 4 (regardless of the speed control range of the traction vehicle) does not exceed 25% of the given voltage on the rings of the rotors (if stationary S=1,0), the installed capacity does not exceed 25% of the installed capacity of electric power transmission traction of the vehicle. The necessity of rotation of the stator of one of the asynchronous traction motors somewhat complicates the design of an electric power transmission, however, the creation of such asynchronous traction motors presents no special difficulties.The proposed electrical transmission of power and traction of the vehicle asynchronous traction motors are fed with voltage from the traction synchronous generator, which has a sinusoidal shape, so the efficiency and cos(power factor) of these asynchronous traction motors and traction synchronous generator is greater than the asynchronous traction motors, fed by voltage from the traction-frequency converters, which is markedly different from a sine wave, especially the tool has certain advantages over the known electric power transfer traction vehicles containing traction rectifier installation and traction frequency Converter in the power circuit (between traction synchronous generator and asynchronous traction motors). She has smaller overall dimensions, mass and cost, high reliability, higher efficiency, lower cost of maintenance and repairs.Sources of information 1. Bows N.M. Regulation of diesel traction electric machines. - M.: USIIT, 1973.2. Bows N.M. Automatic control and regulation of locomotives. - M.: engineering, 1983.3. Bows N.M. and other power Transmission locomotives. - M.: Transport, 1987.4. Bows N.M. Automation of diesel and gas turbine-electric locomotives and diesel trains. - M.: Mashinostroenie, 1988.5. Bows N.M. Fundamentals of automation and automation of diesel locomotives. - M.: Transport, 1989.6. Bulgakov, A. A. Frequency control of asynchronous traction motors. - M.: Nauka, 1966.7. Vinokurov C. A. , Popov D. A. Electrical machinery railway transportation. - M.: Transport, 1986.8. Stepanov A. D. and other power Transmission locomotives. - M.: Mashinostroenie, 1967.9. Stepanov A. D. Automatic power regulation in diesel and gas turbine locomotives. - M.: Mashinostroenie, 1964.10. Kamaev A. A. Design, calculation and PEREDAChI locomotives /C. I. Lipovka and others, B 28, 1972.12. A. C. 300049 (USSR). The method of regulation of electric transmission locomotive /C. I. Lipovka, etc., BI 28, 1972.
ClaimsElectric power transmission traction vehicle containing traction synchronous generator driven by a heat engine, block the excitation of the traction synchronous generator, asynchronous traction motors and the transmission control block, wherein the stator winding of the traction synchronous generator connected to the stator windings of two identical asynchronous traction motors, the rotor windings are connected in series and connected to the direct current motor, the shaft of which is connected to the shaft of thermal engine, and the excitation winding is connected to the second block of excitation through the rectifier, and the shafts asynchronous traction motors connected with each other and with the axes of the driving wheels of the traction vehicle, the stator of one of the asynchronous traction motors are pivoted and connected to the rotation mechanism, a control unit connected to the heat engine, blocks the excitation of the traction synchronous generator and the direct current motor and to the mechanism of surface
FIELD: transport engineering.
SUBSTANCE: proposed electric power transmission contains synchronous generator driven by heat engine, excitation unit of traction synchronous generator, induction electric motors and power electric transmission control unit. Station windings of synchronous generator are connected to stator windings of induction traction motors. Rotor windings of each induction traction motor are connected with connected with independent rectifier bridges. Bridges are connected from side of rectified voltage in parallel and are connected with armature winding of dc regulating machine whose shaft is connected with shafts of heat engine and traction synchronous generator. Shafts of induction traction motors are connected with axles of driving wheels. Electric power transmission control unit is connected to heat engine, excitation unit of traction synchronous generator and excitation unit of dc regulating machine. In electric power transmission of traction vehicle, two electric machines can be used instead of one dc regulating machine. Placed in armature winding circuits of said electric machines are series or parallel connection switches connected with their control unit and connected to electric power transmission control unit. Rotor windings can be by connected in series, and rectifier can be connected in parallel to said windings, output of rectifier being connected with armature winding of dc regulating machine (or two such electric machines).
EFFECT: increased rotational frequency control range of shafts of induction traction motors, reduced installed power and overall dimensions of regulating machine.
3 cl, 5 dwg
FIELD: transport engineering.
SUBSTANCE: proposed ac electric power transmission of traction vehicle contains traction synchronous generator driven by heat engine to stator windings of which stator windings of two similar induction traction motors are connected. Rotor windings of induction motors are series-connected, their shafts being interconnected and connected with axles of running wheels of traction vehicle. Stator of one of induction traction motors is made turnable and connected with steering mechanism. Control unit of heat engine and power transmission is connected to heat engine, field unit of traction synchronous generator and turning mechanism of stator of induction traction motor. Direct frequency converter is connected ed to rotor windings of induction motors and to stator windings of synchronous traction generator, and its control unit is connected to control unit of heat engine and power transmission.
EFFECT: reduced overall dimensions of device and its mass, increased efficiency, reduced service expenses.
FIELD: electrical equipment for electrified traction consists.
SUBSTANCE: proposed device has synchronous traction generator set in rotary motion by means of heat-engine shaft, first electric-power transmission gear control unit (driver's controller), first uncontrolled rectifier, off-line current inverter, traction slip-ring induction motor, current sensor of first uncontrolled rectifier, voltage sensor of third uncontrolled rectifier, traction synchronous generator excitation unit, third control unit, and microprocessor controller; traction induction motor shaft is coupled with axles of traction-vehicle moving wheels; two three-phase rotor windings of traction induction motor are shifted apart through 30 el. degrees and connected by means of series-interconnected second and third rectifiers to first uncontrolled rectifier; synchronous traction generator excitation unit is connected to first output of microprocessor controller by means of second control unit.
EFFECT: reduced cost, size, mass, and power requirement for cooling power transmission, enhanced reliability and efficiency of device.
1 cl, 7 dwg
SUBSTANCE: invention relates to transport facilities comprising load actuator. Proposed device comprises power accumulator, step-up device to increase voltage from said power accumulator, actuator and control device. Transport facility comprises ICE, rotary electric machine and load actuator. Proposed method consists in generating request for starting rotary electric machine on starting ICE, limiting the voltage increase rate by step-up device when request for ICE start is fulfilled.
EFFECT: lower power losses on starting ICE.
16 cl, 9 dwg
SUBSTANCE: invention relates to hybrid stepless transmission of agricultural machine. Proposed transmission comprises electric generator, p.t.o.-reduction gear drive shaft, motor, gear drive and output shaft. Electric generator rotor has hollow shaft. Said rotor shaft houses torsion shaft. Gear drive represents bear box provided with hollow input shaft and two intermediate shafts. Constant-mesh gears run free on one shaft. Gears are rigidly fitted on hollow input shaft. Gearshift device is also fitted on said shaft. Constant-mesh gears run free on output shaft.
EFFECT: reduced dynamic load, better acceleration.
6 cl, 4 dwg
SUBSTANCE: in diesel-electric drive system the synchronous generator (4) excited with constant magnets is mechanically connected on rotor side to diesel engine (2) and on stator side to two-section valve-type voltage converter (6) which in the side of generator and load includes independent pulse valve-type converters of electric power (12, 14), which are connected on the side of constant voltage to each other by means of intermediate link of constant voltage (18) and to brake resistor (20), which is electrically conducting and connected to this intermediate link of constant voltage (18). As brake resistor there provided is multi-phase scheme of brake resistors, which by means of multi-phase switching device (32) is electrically connected in series to multi-phase system of stator winding (74) of synchronous generator (4) excited with constant magnets. As a result, in diesel-electric drive system the additional brake control is not required, and it is possible to switch between generator operating mode and braking mode, and rotation frequency of diesel engine can be set in braking mode.
EFFECT: design is simplified.
7 cl, 7 dwg
SUBSTANCE: proposed invention aims at perfecting diesel-electric power plants. Power plant comprises generator coupled with diesel engine on rotor side and with AC frequency transducer of voltage intermediate loop it is connected on stator side. In compliance with this invention, generator is made up of generator with two multiphase systems of windings connected to relevant independent pulsed gate converter of generator side. Note here that second independent pulsed gate converter of generator side is connected parallel with AC frequency transducer of voltage intermediate loop on constant voltage side. At least one effective phase of first independent pulsed gate converter on generator side is connected with relevant input phase of second AC frequency transducer of generator side.
EFFECT: reduced costs.
6 dwg, 4 cl