電力機(jī)車彎道速度遙控--信號(hào)接收系統(tǒng)
電力機(jī)車彎道速度遙控--信號(hào)接收系統(tǒng),電力機(jī)車,彎道,速度,遙控,信號(hào),接收,接管,系統(tǒng)
世界電力機(jī)車的發(fā)展
電力機(jī)車本身的原始動(dòng)機(jī)接受觸網(wǎng)發(fā)出的電流作為能源，由機(jī)車牽引電機(jī)驅(qū)動(dòng)車輪。隨著電力機(jī)車功率，熱效率,速度的提高，以及有力和可靠的操作過載能力成為其主要優(yōu)勢(shì)，但不污染環(huán)境，所以特別適用于繁忙的鐵路運(yùn)輸和隧道，以及斜坡的山區(qū)鐵路。
電力機(jī)車從接觸線獲得電力，接觸網(wǎng)供電電流機(jī)車都是直流和交流。根據(jù)目前的供電電流形式的不同，而不涉及電力機(jī)車本身，電力機(jī)車系統(tǒng)可分為基本直-直流電力機(jī)車，交-直流電力機(jī)車，交-直-交電力機(jī)車三種。
直-直流電力機(jī)車采用直流電源系統(tǒng)，牽引變電所裝有整流裝置，它將成為一個(gè)三相交流-直流裝置，然后訪問互聯(lián)網(wǎng)。因此，電力機(jī)車可直接從網(wǎng)上聯(lián)絡(luò)供應(yīng)DC系列直流牽引電動(dòng)機(jī)使用，簡化了機(jī)車設(shè)備。直流系統(tǒng)的缺點(diǎn)是接觸網(wǎng)電壓低，通常l500伏或3000伏，接觸線要求較粗，因此要消耗大量的有色金屬，并增加建設(shè)投資。
對(duì)于交-直流電力機(jī)車交流電源系統(tǒng)，世界上大多數(shù)國家使用的是頻率（50赫茲）交換系統(tǒng)，或25赫茲的低頻通信系統(tǒng)。在此電力供應(yīng)系統(tǒng)中，牽引變電所將改為三相交流電頻率的25千伏單相交流電源，然后傳送到網(wǎng)絡(luò)。但是，在電力機(jī)車上使用的字符串仍然是直流電動(dòng)機(jī)（這是最大的優(yōu)勢(shì)：調(diào)速簡單，只需改變電機(jī)端電壓，因此就可以很容易地實(shí)現(xiàn)在較大范圍內(nèi)的機(jī)車速度，但這種電機(jī)由于需要使用換向器，制造和維護(hù)是非常復(fù)雜的，體積更大），這樣，交流到直流機(jī)車的轉(zhuǎn)變?nèi)蝿?wù)完成。接觸網(wǎng)系統(tǒng)的直流電壓沒有提高很多。但接觸導(dǎo)線的直徑可以相對(duì)減少，從而減少了消費(fèi)的非鐵金屬，但建設(shè)投資并沒有減少。因此，高頻通信系統(tǒng)已被廣泛采用，世界上大多數(shù)的電力機(jī)車也開始采用交-直流方式。
交-直-交流，交流非電力機(jī)車牽引電機(jī)換向器（即三相異步電動(dòng)機(jī)），其在汽車制造，性能，功能，大小，重量，成本以及維護(hù)性和可靠性等方面比換向器容易得多。這是失敗的電力機(jī)車，其主要的原因是提高速度相當(dāng)困難。但這種機(jī)車具有優(yōu)良的牽引能力。因此還是大有希望。德國制造的電力機(jī)車E120就是這種機(jī)車。
電力機(jī)車的工作原理：目前的接觸線和電力機(jī)車經(jīng)過拱形后后重新進(jìn)入斷路器后，主變壓器，交流牽引從主變壓器繞組通過硅整流單位，分成兩組，六個(gè)平行對(duì)牽引電機(jī)直流電源集中到牽引電動(dòng)機(jī)的扭矩，機(jī)械能變成電能通過傳動(dòng)齒輪驅(qū)動(dòng)的機(jī)車驅(qū)動(dòng)車輪轉(zhuǎn)動(dòng)。
電力機(jī)車的發(fā)展：首先制造了第一個(gè)標(biāo)準(zhǔn)衡量電力機(jī)車的是蘇格蘭人戴維森，時(shí)間是1842年。1879年5月，西弗吉尼亞州的德國西門子公司設(shè)計(jì)和制造的18—撤出三個(gè)公開“乘客”電力機(jī)車，這是第一個(gè)電力機(jī)車成功的試點(diǎn)。1881年，法國巴黎架設(shè)第一電力架空線-電車線，它的升級(jí)，為使用高功率牽引電機(jī)創(chuàng)造條件：1895年，美國巴爾的摩-俄亥俄州之間的5.6公里長的隧道部分直流電氣化鐵路建設(shè)成功。1903年德國的三相交流電力機(jī)車創(chuàng)造了每小時(shí)210公里的高速記錄。
電力機(jī)車的發(fā)展取決于發(fā)展的電氣化鐵路。建立一個(gè)真正意義上的電氣化鐵路首先要解決如何提供高電壓，改變標(biāo)準(zhǔn)的電力供應(yīng)問題。
目前機(jī)車接觸網(wǎng)供電系統(tǒng)，分為直流系統(tǒng)和交流兩個(gè)（交流系統(tǒng)包括單相交流，三相交流），其中要求電源標(biāo)準(zhǔn)。單相交流系統(tǒng)促進(jìn)發(fā)展電氣化鐵路。20世紀(jì)70年代初，歐洲大陸和日本在亞洲是基本實(shí)現(xiàn)了交通繁忙。交通繁忙主要是鐵路電氣化。1973年至1974年爆發(fā)的石油危機(jī)，重新評(píng)估的經(jīng)濟(jì)指標(biāo)是國家電力和內(nèi)燃牽引的鐵路，更青睞電力牽引。英國是發(fā)展的原始柴油牽引的國家，但也開始重視發(fā)展電力牽引。甚至完全靠內(nèi)燃機(jī)的美國，鐵路電氣化的呼聲也很高。到80年代初，世界上有50多個(gè)國家和地區(qū)建設(shè)電氣化鐵路，蘇聯(lián)的總長度達(dá)到了四萬公里。日本，法國，西德有超過10000公里的電氣化鐵路。目前，世界電氣化鐵路已達(dá)到20多萬公里。我國也加入了超過10,000公里的電氣化鐵路“高級(jí)俱樂部”。
電氣化鐵路供電問題得到解決之后，發(fā)展高功率，高速的電力機(jī)車成為很多國家追求的目標(biāo)。在這個(gè)時(shí)候，半導(dǎo)體技術(shù)和計(jì)算機(jī)控制技術(shù)的突破，促進(jìn)發(fā)展催生了新的電力機(jī)車。1979年，第一高功率交流傳動(dòng)E120電力機(jī)車誕生于德國，為發(fā)展電力機(jī)車創(chuàng)了一個(gè)新時(shí)代。與提高現(xiàn)有電力機(jī)車速度和大力發(fā)展高速鐵路相適應(yīng)，發(fā)展干線電力機(jī)車開始從直流傳動(dòng)到交流的轉(zhuǎn)變。到20世紀(jì)90年代，歐洲，日本和其他主要摩托車制造商幾乎停止直流傳動(dòng)電力機(jī)車的生產(chǎn)，交流電力機(jī)車已成為世界上電力機(jī)車發(fā)展的主流。
中國的電力機(jī)車：韶山I型電力機(jī)車是我國最早使用的電力機(jī)車。始于1914年，是應(yīng)用于撫順煤礦的1500 V直流電力機(jī)車。1958年我國成功地生產(chǎn)了第一列電力機(jī)車，從點(diǎn)火到一個(gè)整流器-可控硅整流器，機(jī)車不斷改進(jìn)，業(yè)績提高不斷，到1976年， L型作出韶山（韶山Ⅰ型）第131號(hào)，已基本確立。直到1989年停止生產(chǎn)的最后期限，SSL電力機(jī)車共有926家臺(tái)灣制造商，成為我國第一個(gè)電氣化鐵路主要火車頭。1966列SS2機(jī)車于1978年研制成功。不僅使SS3型機(jī)車牽引性能改進(jìn)，而且每小時(shí)的機(jī)車功率從200kW至4千瓦，截止到1997年底，共生產(chǎn)了987列 ，成為第一次中國兩種主要的電力機(jī)車。1985年還成功地發(fā)展了SS4型8軸貨運(yùn)電力機(jī)車，這是我國最大功率的電力機(jī)車（6400千瓦），已成為我國主要的重型貨運(yùn)機(jī)車。然后又成功繼承發(fā)展SS5 ， SS6和SS7型電力機(jī)車。1994年已成功地發(fā)展了速度達(dá)160公里的高速電力機(jī)車以及其他4軸電力機(jī)車。
伴隨著世界潮流，誕生了新的“直-交”電力機(jī)車技術(shù)。從20世紀(jì)70年代末，我國一直在進(jìn)行中小型鐵路功率變換器的研究。在地面上的高功率測試也在進(jìn)行中,直-交流電力機(jī)車研究也已取得初步成效。
發(fā)展我國電力機(jī)車始于1958年。在那個(gè)時(shí)候，鐵道部第三機(jī)車廠，即現(xiàn)在的株洲電力機(jī)車廠在協(xié)助湘潭電機(jī)采礦電力機(jī)車制造工廠的同時(shí)，設(shè)計(jì)和編制鐵路電力機(jī)車。
1958年年初，該部機(jī)械工業(yè)部組織第一次訪問蘇聯(lián)考察。在那個(gè)時(shí)候，基本定型的觀念是：由于蘇聯(lián)使用20千伏單相交流系統(tǒng)Н60頻率電力機(jī)車，因此中方?jīng)Q定采取25千伏單相交流系統(tǒng)，并且頻率各不相同。
所以Н60電力機(jī)車是一個(gè)大膽的技術(shù)改造，這相當(dāng)于78個(gè)重大變化。
1958年12月28日，我國第一臺(tái)電力機(jī)車研制成功的鐵路干線,命名“Y1-6”,機(jī)車持續(xù)功率3410千瓦，最高速度100公里/小時(shí)。
到目前為止，我國干線電力機(jī)車已基本形成了4,6,8軸和3200千瓦，6400千瓦和4800千瓦冪級(jí)數(shù)。1999年5月26日，我國的株洲電力機(jī)車廠生產(chǎn)了第一個(gè)速度超過200公里DDJ1子彈頭型電力機(jī)車，標(biāo)志著我國電力牽引已躋身于國際高速列車服務(wù)行列。
The Development of World Electric Locomotive
Electric locomotive itself with the original motive accept catenary sent by the current as a source of energy, from locomotive traction motor drive the wheels. With electric locomotive power, thermal efficiency, fast, strong and reliable operation Guozainaili major advantages, but do not pollute the environment, and particularly applicable to the busy railway transportation and tunnels, the slope of the mountain railway.
Electric locomotive from the contact line access to electricity, catenary power supply current locomotives are both DC and AC. The current system different, not with the electric locomotive, can be divided into basically straight-DC electric locomotive, the TAC-DC electric locomotive, the TAC-Direct-AC electric locomotive three.
Straight-DC electric locomotive using DC power supply system, traction substation equipped with rectifier devices, it will become a three-phase AC DC, and then to access the Internet. Therefore, the electric locomotive can be made online directly from the contact supply DC Series traction motor use, which simplifies the locomotive equipment. DC system's weaknesses are catenary low voltage, typically l500V or 3000 V, the contact wire request is rough, it is necessary to consume a large amount of non-ferrous metals, and increased construction investment.
TAC - DC electric locomotive powered by AC system, most of the world's countries use the frequency (50Hz) exchange system, or 25 Hz low-frequency communication system. In this supply system, traction substation will be changed to three-phase alternating current frequency of 25 kV single-phase AC power industry after exposure to the Internet. But in the electric locomotive used on the string is still DC motor (which is the biggest advantage motor speed as simple as changing motor terminal voltage, it should be easy to achieve in the larger context of the locomotive speed, but such Motor due to the commutator, manufacturing and maintenance are very complex, and also greater volume), the AC into DC locomotive in the task completed. The catenary system DC voltage than to raise a lot of contact wire diameter can be relatively reduced, reducing the consumption of non-ferrous metals and construction investment did not. Therefore, the frequency communication system has been widely adopted by majority of the world's electric locomotive also pay - DC electric locomotive.
TAC-Direct-exchange by exchange of non-electric locomotive traction motor commutator (that is, three-phase asynchronous motors),which is in the motor manufacturing, performance, functionality, size, weight, cost, maintenance and reliability and so on than the motor commutator much easier. It is the failure of the electric locomotive, is the main reason for speed rather difficult. This locomotive has excellent traction capacity promising. German-made electric locomotive E120 This is the locomotive.
The working principle of electric locomotive, the current contact wire, and withstand electric locomotive into the arch after re-entering the circuit breaker after the main transformer, AC traction from the main transformer winding through silicon rectifier units, divided into two groups of six parallel to the traction motor DC supply concentrate to a traction motor torque, the mechanical energy into electric energy through the transmission gear-driven locomotive drive wheels turning.
The development of electric locomotives:
The first to create the first standard gauge electric locomotive is the Scots R Davidson, time is 1842. May 1879, the German Siemens W V design and manufacture of a 18 - to pull on the three open "passenger" electric locomotive, this is the first electric locomotive successful pilot. 1881, Paris, France at the first of electricity from overhead wires tram lines, which for the upgrade, using high-power traction motors to create the conditions: 1895, the United States in Baltimore - Ohio between 5.6 km long tunnel section DC electrified railway construction. 1903 Germany's three-phase AC electric locomotive created a 210 km per hour high-speed recording.
Electric locomotive of development depends on the development of electrified railway. Build a real sense electrified railway is first necessary to resolve how to provide high-voltage, change standard power supply problems.
Catenary locomotive current supply system, divided into DC system and the exchange of two (AC system in the single-phase AC again, three-phase AC), which called power supply standard. The frequency of the single-phase AC system to promote the development of electrified railway. 20 in the early 1970s, continental Europe and Japan in Asia is basically realized transport busy main railway electrification. 1973 ~ 1974 outbreak of the oil crisis, the national electricity and internal combustion of the railway traction re-evaluation of the economic, favored by the more electric traction. Britain is the development of the original diesel traction, but also started to attach importance to the development of electric traction. Even completely internal combustion of the United States, the voice of railway electrification also high. To the early 1980s, the world had more than 50 countries and regions to build the electrified railway, the Soviet Union's total length of electrified railway reached over 40,000 kilometers, Japan, France, West Germany have a more than 10,000 km of electrified Railway. At present, the world electrified railway has reached more than 20 million kilometres, China has also joined the more than 10,000 km of electrified railways, "senior club".
Electrified railway power supply problems are solved, the development of high-power, high-speed electric locomotive on a national pursuit of the goal. At this time, the semiconductor technology and computer control technology breakthroughs and promoting the development of the birth of a new electric locomotive. 1979, the first high-power AC drive E120-electric locomotive was born in Germany, opened a new era in the development of electric locomotives.
With the upgrading of existing electric locomotive and the vigorous development of high-speed railway, the development of Route electric locomotive drive from DC to AC. In the 1990s, Europe, Japan and other major motorcycle manufacturers have nearly halted DC drive electric locomotive production, AC electric locomotive has become the world's electric locomotive the mainstream of development.
China's electric locomotive:
Shaoshan an electric locomotive of China's earliest use of electric locomotive in 1914, is the use of the Fushun Coal Mine 1500 V DC electric locomotive. 1958 China has successfully produced the first electric locomotive, from the ignition of a rectifier to silicon rectifier, locomotives constantly improve and enhance performance, to 1976 l-made Shaoshan (SS1 type) No. 131, has been basically established. The deadline for the cessation of production in 1989, SSl electric locomotive has a total of 926 Taiwan manufacturers to become China's first electrified railway main locomotive. 1966 SS2 locomotive made in 1978 successfully developed SS3 locomotive not only improved traction performance, also of the hours of locomotive power from 200kW to a 4 kW 4800, deadline to the end of 1997, produced a total of 987, becoming the first Chinese two kinds of main electric locomotive. 1985 also has succeeded in the development of SS4 8 axis freight electric locomotive, it is China's largest electric locomotive power in a (6400 kW), has become China's main heavy-duty freight locomotive. After the successful development of a succession SS5, SS6 and SS7 electric locomotive. 1994 has succeeded in the development speed of 160 km of high-speed electric locomotive, and other 4-axis.
World track for the new “pay-direct-diplomacy” electric locomotive new technology, from the late 1970s, China has been carrying out small and medium-sized railway power converter units on the ground and high-power test on the Hand-Direct-AC electric locomotive Research has also achieved initial success.
Development of China's electric locomotive began in 1958. At that time, the Ministry of Railways San locomotive factory, which is now the Zhuzhou Electric Locomotive Factory in assisting the Xiangtan Electrical mining electric locomotive manufacturing plant at the same time, design and Preparation railway electric locomotive. Early 1958, the Ministry of Machinery Industry organized by the Department of the first mission to the Soviet Union study tour. At that time, the basic stereotypes of the Soviet Union is the use of 20 kV single-phase AC system Н60 frequency electric locomotive, and China decided to adopt the 25 kV single-phase AC system frequency vary, so Н60 electric locomotive on a bold technological transformation, which amounted to 78 major changes.
December 28,1958, China's first electric locomotive Taiwan Railway Route Preparation successful named Y1-6.Locomotive 3410 kW continuous power, a maximum speed of 100 km / H .
So far, China Route electric locomotive has been basically formed a 4,6,8 axis and 3200 kW, 6400 kW and 4800 kW power series. May 26, 1999, China's Zhuzhou Electric Locomotive Works produced the first speed of over 200 km DDJ1“bullet” electric locomotive, indicates that China has ranked as one of the electric traction in the international high-speed train service.
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