Research and Development of DJ1 Type AC Drive Electric Locomotives Chen Hanqin\ Shi Weijun 2 (1. Zhuzhou Siemens Traction Equipment Co., Ltd., Zhuzhou 412001, Hunan, China; 2. Siemens AG, Transportation Technology, Ellanden, Germany) DJ1 Type AC Drive Electric Locomotive General Parameters , Traction brush characteristics, the main circuit and auxiliary circuit and control circuit structure, the main electrical and electronic components of the parameters and the characteristics of the mechanical part. 0 Rumors DJ1 AC drive electric locomotive () was designed by the Siemens AG's Ministry of Transport specifically for Chinese railways. The first three were manufactured by Siemens AG in the Graz plant in Austria and the last 17 by a joint venture. Traction Equipment Co., Ltd. manufactures, will be delivered from 2001 to 2002 under the premise of ensuring quality, the localization rate of 20 locomotives, especially the last 17 locomotives, will gradually increase. The locomotive is scheduled to be used in the difficult section of the north line of the Baocheng-Chengdu Railway to haul heavy cargo trains. The DJ1 is an 8-axis locomotive that is fixedly connected to two 4-axis locomotives. The outer cover of the locomotive is mainly blue and ivory. There are fewer roof mounting devices and the side walls are not on both sides. The middle corridor forms the locomotive to haul freight trains. Chinese railways are versatile. The design of mass production locomotives should take into consideration the advancement and maturity. Therefore, the electric drive technologies of DJ1 locomotives are: water-cooled GTO four-quadrant converters and inverters, IGBT four-quadrant auxiliary converters, AC asynchronous traction motors, SIBAS32 system The mechanical part is based on Siemens mature technology, combined with the Chinese railway heavy load traction requirements to design the 1 main parameters of the locomotive and the characteristics of the DJ1 locomotive main technical parameters are as follows: Shaft gauge centerline coupler axle weight no pressure car iron pressure car Total mass of iron Pressureless vehicle iron Pressure iron vehicle Electric current transformation Variable speed between rated power 6400kW Continuous traction 461kN Maximum starting traction Axle weight 23t 700kN Axle weight 25t 760kN Continuous speed 50km/h Maximum speed 120km/h Braking method Regeneration Braking, electropneumatic braking Electric braking power 6 400kW Maximum electric braking force 461kN Traction motor Suspension type Holding axle DJ1 Locomotive traction characteristics and electric braking characteristic curve The main circuit is a main circuit of a 4-axis locomotive. The main transformer, traction converter, and traction motor constitute the main transformer with three traction windings. The three four-quadrant converters of the traction converter supply three four-signal current limiting 2 operating in parallel to the DC intermediate circuit supply; DC circuit to the inverter power supply 2; 2 traction motor power of each inverter to a bogie. The two DC intermediate circuits share a set of secondary filters and protection modules. The main circuit is provided with a transfer switch. When a group of four-quadrant converters or inverters fail, they can be cut off and converted accordingly. The locomotive can reduce power and continue operation. 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, and the main parameters of mineral oil cooling are shown in Table 1. Table 1 Main Transformer Main Parameter Model Applicable Standard Cooling Method Working System Continuous Rated Capacity Rated Voltage Net Side Winding Traction Winding Auxiliary Winding 1 Auxiliary Winding 2 Rated Current Rated Frequency Grid Side Winding Winding Temperature Rise Winding Cooling Oil Temperature Rise Auxiliary Winding 1 Total Quality Auxiliary Winding 2 Cooling Oil Quality (2) Secondary filter reactor Secondary filter reactor The main parameters are shown in Table 2. Table Secondary Filter Reactor Main Parameters Model Rated Voltage Applicable Standard Rated Inductance Operating System Continuous Rated Rated Capacity Rated Cooling Method Rated Current Quality 3.2 Traction Converter Water-cooled GTO module. Each 4-axle vehicle has a traction converter cubicle containing 3 four-quadrant converters and 2 inverters and intermediate circuit capacitors, protection modules, transfer switches, traction control unit (TCU) cooling water channels, etc. The cabinet is installed above the traction winding of the main transformer. The AC side connection of the converter and the secondary filter reactor are very simple. The coolant is forcibly circulated by the water pump through a dedicated 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 work system cooling method working environment temperature detection interface protection class block composition, used to control the traction converter system, with MVB interface module and CCU communication 3.3 auxiliary The converter-assisted converter is a mature product developed by Siemens for the German railway company BR152 locomotive. It adopts a four-quadrant converter on the grid side to solve the problem of low auxiliary-winding power factor. The standard auxiliary converter cabinet can accommodate 2 sets of 80kVA. Electrically independent converter (shared forced air cooling system), IGBT air-cooled module and SIBCOS microprocessor control system, cabinet design Good electromagnetic compatibility (EMC) DJ1 4-axis drive each section only three converters 80kVA sufficient to provide the auxiliary power required for the entire vehicle, power distribution according to redundancy, to ensure reliable operation of auxiliary systems. DJ1 has two auxiliary converter cabinets for each 4-axis vehicle: Type A is a standard type with two 80kVA converters; Type B is equipped with only one 80kVA converter. Auxiliary converters are managed by the CCU of the locomotive. SIBCOS exchanges information with CCU through MVB. Auxiliary converter cabinet main parameters: Waveform change load forced air cooling -40C~+40C 3 sets of 80kVA auxiliary power supply to the locomotive auxiliary system, its circuit diagram is shown in Fig. 4 3.4 Locomotive control Locomotive electronic control system adopts reliable and durable components The structure is simple, and the main control and regulation diagnosis functions are implemented. The existing train communication network products form the basis of the entire control plan. (1) The management structure The management layer is used to manage the locomotive and can manage 2 to 4 sections to connect each other. The 4-axis vehicle data communication is performed through the train communication network (TCN). In order to manage the two-section 4-axle car electronic control block diagram. The bus system for data communication between programmable devices and locomotive consists of TCN. The TCN is defined in accordance with IEC 61375 of the International Electrotechnical Commission and contains two parts: WTB (twisted train bus) and MVB (multifunctional vehicle bus). Each 4-axle vehicle has 2 WTB and 2 gateways. Therefore, WTB is a redundant bus system. When one bus fails, data exchange will continue in the other bus. The man-machine interface in the cab will be Inform the driver of the bus fault condition. If both buses fail, the data transmission will be interrupted. The WTB of the locomotive that is linked together will reinitialize the MVB of each car to exchange data between the devices. According to the working capability of each device, TCN The standard divides it into 4 categories. The devices shown in Table 3 can be connected to the MVB, and these devices must at least perform the functions specified by the MVB category so that they can cover the control and diagnostics required traffic. The implementation of MVB management and control is redundant, an MVB link fails, and data exchange continues on the second MVB link. The display in the driver's cab provides the driver with bus link fault information. Table 3 Equipment Functional Categories Equipment Equipment Functions (TCN Standard Category) Central Control Unit (CCL, MVB32-P4) 4 Gateway 4 Traction Control Unit (TCL) 3 Peripheral Smart Interface SIBAS-KLIP (I/) 2 MVB-Compact-I/ O1.0 Driver Station Display 3 Auxiliary Inverter 1.3 (2) Management's Components The central control unit's task is to manage and control the management functions of the train and locomotive locomotives such as control, regulation and monitoring by the CCU. CCU is a Siemens SIBAS32 microcomputer control unit with a 32-bit microprocessor. The CCU used in the DJ1 locomotive is Type 3, which includes a gateway, central processor MVB32-4 power supply, and locomotive work can continue without restriction. The main and secondary functions of two CCUs in a vehicle are periodically rotated, which ensures that the availability of the car will not affect the work of the locomotive from the failure of the CCU, but the driver will receive information on two or more cars. In the case of linking, each car has a main CCU and a main CCU leading from the CCU is the main CCU of all trailers. The main CCUs of other cars are slave CCUs connected to each other. The main CCU of the train conveys control commands and values ​​through the WTB to the slave CCU, and forwards the commands and values ​​from the CCU to their subsystems through the MVB. Even if there is only one CCU per car, the entire train is linked together. The main functions of CCU can be used as follows: a. Monitoring of various components (self-diagnosis); b. Reading out of process data through MVB/WTB; c. Selecting working parties; d. Diagnosis (functions related to CCU) e.Working status; f. Control main circuit components (such as main circuit breaker) outside the traction converter cabinet; g. Traction brake control; h. Control auxiliary equipment and auxiliary power supply system on the vehicle; i. Monitoring Cavity ancillary equipment loads (eg sanding and rim lubrication); j. Change of cab (per pair The locomotive or linked car train has only one driver's cab to control and is activated by the driver's key switch.) Traction Control Unit (TCU) The TCU's mission is to control and regulate the electric traction equipment and to electrically implement anti-idling skid protection. Peripheral Intelligent Interface Station (KLIP) SIBAS System Peripheral Intelligent Interface Station (KLIP) uses decentralized input and output to reduce cabling required in the vehicle, plus locomotive vehicle control and diagnostic capabilities. Signals from components and components are not directly connected to the MVB Can be collected and controlled in a decentralized manner by SIBAS-KLIP stations. The modular structure of the KLIP station helps to optimize the output of the component control function interface stations. Inputs and outputs that are decisive for the operation of the driver's cab to the driver's cab will appear twice. These data are prepared for the main CCU. When there is inconsistency in redundant data, the system will use a more reasonable man-machine interface (MMI) in the cab. The MMI consists of a display and a computer. The display is the SIBAS control in the locomotive. Measurement and diagnostic functions of the human-machine interface. The display screen shows the driver faults, restrictions, and corresponding countermeasures. The gateway gateway displays the gateway gateway for data exchange between WTB and MVB. The process data arrangement (PDM) in the gateway determines which MVB process data is delivered to each car with 2 gateways, but only one gateway participates in WTB communication. Each gateway belonging to a CCU belongs to the slave CCU. The gateway does not participate in the initialization of the trailer column, so it does not participate in any data exchange. The other WTB devices participating in the communication do not access the gateway. When the master gateway fails, the driver must use the switch to disable the gateway. The CCU stopped working and let the gateway CCU work. 3.5 Traction motor TB2624 DJ locomotive adopts a 4-pole squirrel-cage three-phase asynchronous traction motor with a solid structure and a pivot axle suspension with rolling bearings. It meets IEC349-2 requirements. Asynchronous traction motor has low maintenance cost. Long service life 1TB2624 The main parameters are as follows: Continuous power continuous Torque Voltage Current Frequency Rated Speed ​​Efficiency (Continuous Operating Conditions) Number of poles Maximum Speed ​​Overspeed Test Speed ​​(2min Insulation Level 4 Mechanical Section 4.1 Bodywork Bodywork consists of a chassis, a side wall, a back wall, a driver's cab and its back wall and The roof cover and the like constitute an integral load-bearing structure, and three arch brackets are connected to the side wall with screws to support four roof covers, and the roof cover is detachable to facilitate installation and replacement of heavy components. The body uses proper anti-corrosion protection and suitable paint. The body design takes into account that the hoisting point of the undercarriage part of the undercarriage is close to the center of the bogie. The assembled body should be able to withstand a pressure of 2960 kN. The static first body below the front window of the driver's 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 parts of the car body. It consists of two outer longitudinal beams and one inner longitudinal beam (including multiple cross beams and two end beams) to install the equipment inside the car. The crossbeam above the C-mount rail is supported by three secondary suspension springs on each side of the bogie. Two end brackets each have a coupler seat and a center pin that connects the low drawbars. Traction force and braking force are passed through the coupler and ends. The side walls of beams and tow bar bodies are composed of columns and stringers and are completely enclosed by outer skin. There is a slope on the side of the side wall and there is a cold wind inlet for the traction motor fan and auxiliary converter fan on the slope. The driver's cab was welded to the undercarriage with two entrance doors and a rear wall door opening to the inner corridor. The driver and the deputy driver each have an electric/electronic cabinet behind them. The front window glass is equipped with an electric rain wiper and a sunshade. The side window is designed for lifting up and down. It can lock the driver's table at any position. Principles of design. Behind the driver's desk, there is an air-conditioned locomotive body with a rear wall structure similar to that of the side wall. There is a rear door and a windshield so that the locomotive connected to another fixed locomotive consists of four roofs and a tail piece. Install high-pressure equipment on the roof. The top of the tower adjacent to the oil-water cooling tower has a cooling tower inlet. 4.2 Ventilation and Cooling Design Each traction motor has its own ventilator. Cold air is sucked into the air inlet on the side wall and discharged outside through the traction motor. The air inlet is equipped with an inertial dust filter net, which has strong separation capability for dust, rain, and snow. To prevent dust from entering the vehicle room, four traction fans are equipped with a bypass air duct and a secondary dust filter. The air between the machines is slightly under positive pressure. The ventilation paths of the two auxiliary converters and the traction motors are similar. The cooling air of the oil ice cooling tower shared by the transformer oil and the converter cooling water is directly sucked from a roof lid and the air is heated. After the exchanger is discharged from the air duct below the chassis. 4.3 Braking System DJ1 locomotive adopts air brake system and regenerative braking to realize the air-power combined braking function. Each locomotive is supplied with 2 main air cylinders by one VV450 KNORR air compressor, and each wheel of 500L capacity is Equipped with disc brake mechanism Each bogie equipped with two disc brake systems, and another parking brake device 4.4 Bogie DJ1 uses a two-axle bogie based on the bogie of the German Railway BR152 locomotive. The long-term operation of other parts of the bogie is based on a closed H-shaped structure. The main components consist of 2 longitudinal beams*1 main beam and 2 end beams welded by steel plates into a box structure. The entire frame is welded into a closed structure. Prevents moisture from entering the box-shaped inner wheel pair Traction force and braking force between the axle box and the bogie. The axle box pull rod is also connected in parallel with a hydraulic damper. A series of suspensions adopts spiral springs, which act as the lateral and vertical guides of wheelsets. The second-row suspension uses high-deflection springs. There are three bogies on each side, and there are rubber elements on the upper and lower sides. The cushions are provided with vertical hydraulic pressure reduction. The vibration absorber absorbs the vertical vibration lateral and lateral roll vibration. The shock absorber mounted on the head end beam of the bogie controls the traction force and braking force between the bogie and the body. The push rod is used to realize the lower welding of the main beam of the bogie. The connection base is also welded with a connection base in the lower part of the car body undercarriage buffer seat, and the shape is the same as the former. Both 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 weak current soft protection measures such as 2 protection (overturning to page 18) protection, over-voltage over-current protection, and over-ripple protection, and the main circuit should also be used for hard protection with a quick fuse. Schematic circuit omitted. 4 Waveform Purifying and Processing In view of the fact that the three-phase full-bridge rectification south-sourced inverter circuit interferes with the grid mainly with odd harmonics such as 3579, we added 3 57 harmonic filters at the ac line to reduce The system's pollution to the AC power grid was determined by the power department on-site, and the impact of various harmonic disturbances on the power grid was less than 5%, which complied with the ministerial standards. The attached table is one of the test results. Schedule Grid Harmonics Test Data Harmonic Component Voltage Ripple Coefficient Phase Displacement/(*Current Ripple Factor Phase Displacement/(*Total 5 Conclusions and Expectations This system has been field-approved and fully complies with the requirements of the Ministry of Power, energy saving effect. Obviously, it has achieved the intended purpose and laid a good foundation for the future production of large-capacity battery packs and discharge equipment and high-power electronic loads. Super high-power diesel generator water resistance test rig in railway systems (800V/2000A) , You can solve the problem of inverter subversion by using several extensions in parallel and using computer-controlled flow sharing.
Picking the right shower tray can be difficult given the huge array of options that are now available. The first thing to consider is the space available as this can quickly narrow your options down making the decision easier however if a large showering area is desired then there are almost endless possibilities. Apart from the obvious size considerations, expect to have to choose which material, shape and colour you require.
Shower Tray Acrylic Shower Trays,Square shower tray,Rectangle Shower Trays,White Shower Tray ,Sector shower tray,antiskid shower tray Dongguan Horizon Technology Development Co., Ltd. , http://www.horizontub.com
Shower Tray
DJ1 AC Drive Electric Locomotive