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 different

According 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.

Claims

Electric 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

 

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