RU-2861454-C1 - ELECTRIC TRACTION TRANSMISSION OF BATTERY-POWERED ELECTRIC LOCOMOTIVE OR HYBRID CONTACT-BATTERY LOCOMOTIVE

Abstract

FIELD: vehicles. SUBSTANCE: invention relates to electric traction systems of vehicles. The electric traction transmission of a battery-powered electric locomotive or a hybrid contact-battery locomotive comprises a current collector, a disconnector, a mains filter, a circuit breaker, a mains converter, a traction converter or traction converters, an auxiliary locomotive power converter, a main storage unit, and traction motors. A common electrical bus is installed, to which the mains converter, the traction converter or traction converters, the auxiliary locomotive power converter, and the main storage unit are connected. EFFECT: increasing the efficiency of the traction transmission for charging or discharging modes of the traction storage unit. 5 cl, 1 dwg

Inventors

• Leonov Aleksej Viktorovich
• Guchapsheva Disana Khasanshevna
• OSIPOV ALEKSANDR MIKHAJLOVICH
• PETROV ANTON VLADIMIROVICH
• PLATONOV ILYA ANDREEVICH
• Tabulin Stanislav Igorevich
• Spiryagin Valentin Igorevich
• Malakhov Vadim Nikolaevich
• Burov Denis Evgenevich
• Kuzmina Oksana Aleksandrovna
• Filyagin Aleksandr Nikolaevich
• DMITRIEV KONSTANTIN IGOREVICH

Dates

Publication Date

20260505

Application Date

20251105

Claims (5)

1. 1. An electric traction transmission of a battery-electric locomotive or a hybrid contact-battery locomotive, comprising a pantograph, a disconnector, a line filter, a power switch, a line converter, a traction converter or traction converters, a converter for the locomotive's own needs, a main storage device, traction motors, characterized in that in the topology of the electric network of the traction transmission for transmitting electric energy, a common electric bus is installed between the line converter, the traction converter or traction converters, the converter for the locomotive's own needs and the main storage device.
2. 2. The traction electric transmission according to paragraph 1, characterized in that the operating range of the bus voltage is set within the boundaries of the operating voltage range of the traction storage device.
3. 3. A traction electric transmission according to paragraph 1 or 2, characterized in that the converters included in the traction transmission are combined into one main converter or are used as independent devices connected to a common bus in accordance with the declared topology of the traction transmission.
4. 4. An electric traction transmission according to paragraph 1 or 2, characterized in that it is designed for a contact network of both alternating and direct current.
5. 5. An electric traction transmission according to paragraph 1 or 2, characterized in that it is intended for driving traction motors operating on both direct and alternating currents.

Description

The invention relates to the field of railway and rail transport, the design and topology of the electrical circuit of the traction electric transmission of a battery-electric locomotive or a hybrid contact-battery locomotive, receiving power from the contact wire of the electrical network of the transport facility under operation The schematic topologies for the traction drive systems of hybrid locomotives and design options are described in GOST R IEC 62864-1-2021, Rail Transport. Rolling Stock. Power Supply by On-Board Energy Storage Systems, Part 1: Series Hybrid Systems. The traction drive system of the EMKA2 electric shunting locomotive, manufactured by JSC Transmashholding and LLC PC NEVZ, is known. The traction drive's electrical circuit is connected to the overhead contact system via a current collector connected to a disconnector. A line filter is connected to the disconnector, which is connected to a high-speed circuit breaker that supplies current from the overhead contact system to two traction converters used to supply electrical energy and control the traction of the traction motors. The first traction converter controls the operation of the two traction motors on the front bogie. The second traction converter controls the operation of the two traction motors on the rear bogie. Each traction converter has two input channels, both bidirectional and capable of operating in both forward and reverse directions to transmit electrical energy. In the forward direction, electrical energy is supplied from the overhead contact network during traction and locomotive coasting, charging the traction storage device, and idling. In the reverse direction, electrical energy is returned to the overhead contact network during regenerative braking. The first input channel of the front bogie traction converter is connected to the DC overhead contact network power supply bus, while the second input channel is connected to the traction battery (storage device) power supply and charging bus. The rear bogie traction converter is connected in a similar manner. The traction converters have output channels that provide connections to the electrodynamic brake braking resistors. The charge-discharge converter connection channel is used to charge and discharge the traction storage device using the charge-discharge converter. Charging is carried out during the operation of the electric locomotive from the overhead contact network; the electric energy from the overhead contact network is converted in the charge-discharge converter, or the traction storage unit can be charged during electrodynamic braking from the electric energy generated by the traction motors. An auxiliary power converter is connected to the charge-discharge converter - traction storage unit bus and receives power, ensuring the supply of electric energy to consumers of the locomotive's auxiliary power circuit. [STNR.661141.501RE1 EMKA2 Contact-Accumulator Shunting Electric Locomotive, Operation Manual, Book 1, Main Parameters and Characteristics, Information on the Contents of the Electric Locomotive Operation Manual, TMH Engineering LLC, 2024. - 30 pages]. This device is the closest to the claimed invention and is considered a prototype. A drawback of the technical solution adopted as a prototype is the excessive conversion of electrical energy during operation of the electric locomotive's traction drive powered by the traction energy storage device or the recuperation of electrical energy generated by the traction motors during electrodynamic braking into the traction energy storage device. The prototype's traction drive electrical circuit topology requires the use of an additional device—a charge-discharge converter—used to regulate and transform the voltage and ensure operation of the traction energy storage device. This results in increased energy consumption and reduced traction drive efficiency when operating with the traction energy storage device in charge and discharge modes. The objective of the invention is to increase energy efficiency, reduce energy consumption for converting electrical energy of the traction transmission of a contact-battery locomotive, and increase the efficiency when operating from a traction storage device in charge and discharge modes. The technical result is a reduction in the number of electrical energy conversions for the charge and discharge modes of the traction storage device, a simplification of the traction transmission electrical circuit diagram by eliminating the charge-discharge converter from the electrical circuit diagram, and an increase in the efficiency of the traction transmission when operating with the traction storage device. The technical result is achieved by the claimed solution modifying the topology of the traction drive's electrical circuit, eliminating the charge-discharge branch with a supply voltage different from the operating voltage range of the traction converter, traction storage unit, a