CN213635666U - Driving transformer for rail locomotive power supply - Google Patents
Driving transformer for rail locomotive power supply Download PDFInfo
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- CN213635666U CN213635666U CN202022889396.3U CN202022889396U CN213635666U CN 213635666 U CN213635666 U CN 213635666U CN 202022889396 U CN202022889396 U CN 202022889396U CN 213635666 U CN213635666 U CN 213635666U
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Abstract
The utility model provides a driving transformer for rail locomotive power. The transformer comprises a winding, a magnetic core, a framework, a front pin and a rear pin; wherein the windings comprise an N1 winding, an N2 winding, an N3 winding, and an N4 winding; the input of the N1 winding, the input of the N2 winding, the input of the N3 winding, and the input of the N4 winding are connected with the front pin; the output of the N1 winding, the output of the N2 winding, the output of the N3 winding and the output of the N4 winding are connected with the rear pin; the winding is wound on the framework; the magnetic core is arranged inside the framework; the magnetic core is used for forming a magnetic circuit. The utility model discloses a driving transformer for rail locomotive power in the scheme has guaranteed through the mode of dispersion insulation that equipment can not produce too much and generate heat, has utilized the winding number of turns distribution of symmetry and overall structure to improve the stability of output in addition, has characteristics small, that the heat dissipation is good, reliable stable.
Description
Technical Field
The utility model relates to a rail locomotive field, in particular to a driving transformer for rail locomotive power.
Background
At any time, the urban rail transit of China develops rapidly, and the passenger traffic volume greatly increases and the urban rail passenger traffic volume rapidly increases. In recent years, with the continuous promotion of urbanization, the population of cities and towns is greatly increased, and in order to relieve the pressure of public transportation and improve the transportation capacity of buses, rail locomotives are increasingly constructed. The environment in the rail locomotive is relatively closed and the space is small, so that the equipment used in the rail locomotive has the characteristics of small volume, good heat dissipation and the like. However, the conventional driving transformer is generally large in size and has the problem of insufficient insulation, so that a fire risk exists when the driving transformer is generally used on an urban rail, and the internal space of a rail locomotive is obviously reduced.
SUMMERY OF THE UTILITY MODEL
The utility model discloses the equipment that the technical problem that needs to solve used in the driving transformer that uses in the rail locomotive has bulky, poor, the insulating poor problem of heat dissipation.
In order to solve the problem, the utility model provides a driving transformer for rail locomotive power, the technical scheme of its adoption as follows: a driving transformer for a rail locomotive power supply comprises a winding, a magnetic core, a framework, a front pin and a rear pin; wherein the windings comprise an N1 winding, an N2 winding, an N3 winding, and an N4 winding; the input of the N1 winding, the input of the N2 winding, the input of the N3 winding, and the input of the N4 winding are connected with the front pin; the output of the N1 winding, the output of the N2 winding, the output of the N3 winding and the output of the N4 winding are connected with the rear pin; the winding is wound on the framework; the magnetic core is arranged inside the framework; the magnetic core is used for forming a magnetic circuit.
Preferably, the number of turns of the N1 winding is 21; the number of turns of the N2 winding is 21; the number of turns of the N3 winding is 12; the number of turns of the N4 winding is 14.
Preferably, the winding adopts a copper wire with the wire diameter of 0.2 cm.
Preferably, a first insulating material is placed between the N1 winding and the N2 winding; a second insulating material is placed between the N2 winding and the N3 winding; a third insulating material is arranged on one side, close to the outside, outside the N4 winding; the first insulating material adopts 2 layers of aluminum silicate ceramic refractory fiber high-temperature heat-insulation insulating paper, the second insulating material adopts 1 layer of aluminum silicate ceramic refractory fiber high-temperature heat-insulation insulating paper, and the third insulating material adopts 2 layers of aluminum silicate ceramic refractory fiber high-temperature heat-insulation insulating paper.
Preferably, the magnetic core is made of ferrite material.
Preferably, the framework is square, the overall section size is 23cm x 23cm, and through holes are formed in the framework for assembly.
Preferably, the winding input and output of the N1 are respectively connected with a first wire pin and a second wire pin with the thickness of 0.6cm, the winding input and output of the N2 are respectively connected with a third wire pin and a fourth wire pin with the thickness of 0.6cm, the winding input and output of the N3 are respectively connected with a fifth wire pin and a sixth wire pin with the thickness of 0.6cm, and the winding input and output of the N4 are respectively connected with a seventh wire pin and an eighth wire pin with the thickness of 0.6 cm; wherein the distance between the first wire pin and the second wire pin is 5 cm; the distance between the third wire pin and the fourth wire pin is 5 cm; the distance between the fifth wire pin and the sixth wire pin is 5 cm; and the distance between the seventh wire pin and the eighth wire pin is 5 cm.
Preferably, the distance between the first wire pin and the fifth wire pin is 17.5 cm; the distance between the second wire pin and the sixth wire pin is 17.5 cm; the distance between the third wire pin and the seventh wire pin is 17.5 cm; the distance between the fourth wire pin and the eighth wire pin is 17.5 cm.
Preferably, the lengths of the first wire pin, the second wire pin, the third wire pin, the fourth wire pin, the fifth wire pin, the sixth wire pin, the seventh wire pin and the eighth wire pin are all 3.8cm, and the first wire pin, the second wire pin, the third wire pin, the fourth wire pin, the fifth wire pin, the sixth wire pin, the seventh wire pin and the eighth wire pin are directly connected to an external wire for power transmission.
Preferably, the first line pin, the second line pin, the third line pin and the fourth line pin are on a straight line; the fifth line pin, the sixth line pin, the seventh line pin and the eighth line pin are on a straight line.
The utility model has the advantages that:
(1) the driving transformer for the rail locomotive power supply ensures that the equipment cannot generate excessive heat in a dispersed insulation mode.
(2) The symmetrical winding turn number distribution and the multi-winding dispersed winding structure are utilized, the stability of output is improved, the size of equipment is reduced, and the heat dissipation and stability are ensured.
Drawings
Fig. 1 is a structural diagram of a driving transformer for a rail locomotive power supply according to an embodiment of the present invention.
Fig. 2 is an electrical schematic diagram of a driving transformer for a rail locomotive power supply according to an embodiment of the present invention.
Fig. 3 is a winding stacking diagram of a driving transformer for a rail locomotive power supply according to an embodiment of the present invention.
Fig. 4 is a three-view diagram of a driving transformer for a rail locomotive power supply according to an embodiment of the present invention.
Detailed Description
The present disclosure is described below based on embodiments, but the present disclosure is not limited to only these embodiments. In the following detailed description of the present disclosure, certain specific details are set forth in detail. A full understanding of the present disclosure may be gained to those skilled in the art without the benefit of this description. Well-known methods, procedures, components and circuits have not been described in detail so as not to obscure the present disclosure.
Further, those of ordinary skill in the art will appreciate that the drawings provided herein are for illustrative purposes and are not necessarily drawn to scale.
Unless the context clearly requires otherwise, throughout this specification, the words "comprise", "comprising", and the like are to be construed in an inclusive sense as opposed to an exclusive or exhaustive sense; that is, what is meant is "including, but not limited to".
In the description of the present disclosure, it is to be understood that the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. In addition, in the description of the present disclosure, "a plurality" means two or more unless otherwise specified.
At any time, the urban rail transit of China develops rapidly, and the passenger traffic volume greatly increases and the urban rail passenger traffic volume rapidly increases. In recent years, with the continuous promotion of urbanization, the population of cities and towns is greatly increased, and in order to relieve the pressure of public transportation and improve the transportation capacity of buses, rail locomotives are increasingly constructed. The environment in the rail locomotive is relatively closed and the space is small, so that the equipment used in the rail locomotive has the characteristics of small volume, good heat dissipation and the like. However, the conventional driving transformer is generally large in size and has the problem of insufficient insulation, so that a fire risk exists when the driving transformer is generally used on an urban rail, and the internal space of a rail locomotive is obviously reduced.
Fig. 1 is a structural diagram of a driving transformer for a rail locomotive power supply according to an embodiment of the present invention. A driving transformer for a rail locomotive power supply comprises a winding 1, a magnetic core 2, a framework 7, a front pin 9 and a rear pin 8; wherein the winding 1 comprises an N1 winding 3, an N2 winding 4, an N3 winding 5 and an N4 winding 6; the input of the N1 winding 3, the input of the N2 winding 4, the input of the N3 winding 5, and the input of the N4 winding 6 are connected with the front pin 9; the output of the N1 winding 3, the output of the N2 winding 4, the output of the N3 winding 5 and the output of the N4 winding 6 are connected with the rear pin 9; the winding 1 is wound on the framework 7; the magnetic core 2 is arranged inside the framework 7; the magnetic core 2 is used to form a magnetic circuit.
The magnetic core 2 is made of ferrite material. Wherein, the iron core is designed and manufactured by adopting a ferrite core, so that the cost can be reduced. The ferrite has high resistivity under the high-frequency condition, the eddy current loss is small, the price is low, and the manufacturing cost of equipment can be reduced as much as possible.
Fig. 2 is an electrical schematic diagram of a driving transformer for a rail locomotive power supply according to an embodiment of the present invention. The number of turns of the N1 winding 3 is 21; the number of turns of the N2 winding 4 is 21; the number of turns of the N3 winding 5 is 12; the number of turns of winding 6 of N4 is 14. Wherein, the inductance generated under the circuit diagram is 0.45 muH; the turn ratio of N1 to N2 to N3 to N4 is 21:21 to 12: 12; the direct current resistance is 0.65 omega; leakage inductance 10 muH.
Fig. 3 is a winding stacking diagram of a driving transformer for a rail locomotive power supply according to an embodiment of the present invention. The winding 1 adopts a copper wire with the wire diameter of 0.2 cm. A first insulating material is placed between the N1 winding 3 and the N2 winding 4; a second insulating material is placed between the N2 winding 4 and the N3 winding 5; a third insulating material is arranged on one side, close to the outside, of the N4 winding 6; the first insulating material adopts 2 layers of aluminum silicate ceramic refractory fiber high-temperature heat-insulation insulating paper, the second insulating material adopts 1 layer of aluminum silicate ceramic refractory fiber high-temperature heat-insulation insulating paper, and the third insulating material adopts 2 layers of aluminum silicate ceramic refractory fiber high-temperature heat-insulation insulating paper.
In this embodiment, the idle materials and the winding stacking manner are used, and the driving transformer formed based on this structure can realize the isolation of temperature, thereby improving the heat dissipation capability.
Fig. 4 is a three-view diagram of a driving transformer for a rail locomotive power supply according to an embodiment of the present invention.
The input and the output of the N1 winding 3 are respectively connected with a first wire pin and a second wire pin with the thickness of 0.6cm, the input and the output of the N2 winding 4 are respectively connected with a third wire pin and a fourth wire pin with the thickness of 0.6cm, the input and the output of the N3 winding 5 are respectively connected with a fifth wire pin and a sixth wire pin with the thickness of 0.6cm, and the input and the output of the N4 winding 6 are respectively connected with a seventh wire pin and an eighth wire pin with the thickness of 0.6 cm; wherein the distance between the first wire pin and the second wire pin is 5 cm; the distance between the third wire pin and the fourth wire pin is 5 cm; the distance between the fifth wire pin and the sixth wire pin is 5 cm; and the distance between the seventh wire pin and the eighth wire pin is 5 cm.
The framework 7 is square, the size of the whole section is 23cm x 23cm, and through holes are formed in the framework 7 and used for assembly.
The distance between the first wire pin and the fifth wire pin is 17.5 cm; the distance between the second wire pin and the sixth wire pin is 17.5 cm; the distance between the third wire pin and the seventh wire pin is 17.5 cm; the distance between the fourth wire pin and the eighth wire pin is 17.5 cm.
The lengths of the first wire pin, the second wire pin, the third wire pin, the fourth wire pin, the fifth wire pin, the sixth wire pin, the seventh wire pin and the eighth wire pin are all 3.8cm, and the first wire pin, the second wire pin, the third wire pin, the fourth wire pin, the fifth wire pin, the sixth wire pin, the seventh wire pin and the eighth wire pin are directly connected with an external wire to transmit electric energy.
The distance between the first wire pin and the fifth wire pin is 17.5 cm; the distance between the second wire pin and the sixth wire pin is 17.5 cm; the distance between the third wire pin and the seventh wire pin is 17.5 cm; the distance between the fourth wire pin and the eighth wire pin is 17.5 cm.
The lengths of the first wire pin, the second wire pin, the third wire pin, the fourth wire pin, the fifth wire pin, the sixth wire pin, the seventh wire pin and the eighth wire pin are all 3.8cm, and the first wire pin, the second wire pin, the third wire pin, the fourth wire pin, the fifth wire pin, the sixth wire pin, the seventh wire pin and the eighth wire pin are directly connected with an external wire to transmit electric energy.
The first wire pin, the second wire pin, the third wire pin and the fourth wire pin are on a straight line; the fifth line pin, the sixth line pin, the seventh line pin and the eighth line pin are on a straight line.
The embodiment of the utility model provides an in, a driving transformer for rail locomotive power has guaranteed through the mode of dispersion insulation that equipment can not produce too much and generate heat, has utilized the winding number of turns distribution of symmetry and overall structure to improve the stability of output in addition, has characteristics small, that the heat dissipation is good, reliable stable.
The above embodiments are only used for illustrating the present invention, and not for limiting the present invention, and those skilled in the relevant technical field can make various changes and modifications without departing from the spirit and scope of the present invention, so that all equivalent technical solutions also belong to the scope of the present invention, and the protection scope of the present invention should be defined by the claims.
Claims (10)
1. A driving transformer for a rail locomotive power supply is characterized by comprising a winding, a magnetic core, a framework, a front pin and a rear pin; wherein the windings comprise an N1 winding, an N2 winding, an N3 winding, and an N4 winding; the input of the N1 winding, the input of the N2 winding, the input of the N3 winding, and the input of the N4 winding are connected with the front pin; the output of the N1 winding, the output of the N2 winding, the output of the N3 winding and the output of the N4 winding are connected with the rear pin; the winding is wound on the framework; the magnetic core is arranged inside the framework; the magnetic core is used for forming a magnetic circuit.
2. The drive transformer for a rail locomotive power supply of claim 1, wherein said N1 winding has 21 turns; the number of turns of the N2 winding is 21; the number of turns of the N3 winding is 12; the number of turns of the N4 winding is 14.
3. The driving transformer for a power supply of a railway locomotive according to claim 1, wherein said winding is a copper wire having a wire diameter of 0.2 cm.
4. The drive transformer for a rail locomotive power supply of claim 1, wherein a first insulating material is disposed between said N1 winding and said N2 winding; a second insulating material is placed between the N2 winding and the N3 winding; a third insulating material is arranged on one side, close to the outside, outside the N4 winding; the first insulating material adopts 2 layers of aluminum silicate ceramic refractory fiber high-temperature heat-insulation insulating paper, the second insulating material adopts 1 layer of aluminum silicate ceramic refractory fiber high-temperature heat-insulation insulating paper, and the third insulating material adopts 2 layers of aluminum silicate ceramic refractory fiber high-temperature heat-insulation insulating paper.
5. The driving transformer for a power supply of a railway locomotive as claimed in claim 1, wherein said magnetic core is made of ferrite material.
6. The driving transformer for a power supply of a railway locomotive according to claim 1, wherein said bobbin has a square shape with an overall cross-sectional size of 23cm x 23cm, and through holes are provided in said bobbin for assembly.
7. The driving transformer for a power supply of a railway locomotive according to claim 1, wherein the N1 winding input and output are connected to a first wire pin and a second wire pin having a thickness of 0.6cm, respectively, the N2 winding input and output are connected to a third wire pin and a fourth wire pin having a thickness of 0.6cm, respectively, the N3 winding input and output are connected to a fifth wire pin and a sixth wire pin having a thickness of 0.6cm, respectively, the N4 winding input and output are connected to a seventh wire pin and an eighth wire pin having a thickness of 0.6cm, respectively; wherein the distance between the first wire pin and the second wire pin is 5 cm; the distance between the third wire pin and the fourth wire pin is 5 cm; the distance between the fifth wire pin and the sixth wire pin is 5 cm; and the distance between the seventh wire pin and the eighth wire pin is 5 cm.
8. The drive transformer for a rail locomotive power supply of claim 7, wherein a distance between said first wire lead and said fifth wire lead is 17.5 cm; the distance between the second wire pin and the sixth wire pin is 17.5 cm; the distance between the third wire pin and the seventh wire pin is 17.5 cm; the distance between the fourth wire pin and the eighth wire pin is 17.5 cm.
9. The driving transformer for a power supply of a railway locomotive according to claim 8, wherein the first wire pin, the second wire pin, the third wire pin, the fourth wire pin, the fifth wire pin, the sixth wire pin, the seventh wire pin and the eighth wire pin are each 3.8cm in length for direct connection with an external wire for power transmission.
10. The drive transformer for a rail locomotive power supply of claim 9, wherein said first wire pin, said second wire pin, said third wire pin, said fourth wire pin are on a straight line; the fifth line pin, the sixth line pin, the seventh line pin and the eighth line pin are on a straight line.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022889396.3U CN213635666U (en) | 2020-12-04 | 2020-12-04 | Driving transformer for rail locomotive power supply |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022889396.3U CN213635666U (en) | 2020-12-04 | 2020-12-04 | Driving transformer for rail locomotive power supply |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN213635666U true CN213635666U (en) | 2021-07-06 |
Family
ID=76638523
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022889396.3U Expired - Fee Related CN213635666U (en) | 2020-12-04 | 2020-12-04 | Driving transformer for rail locomotive power supply |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN213635666U (en) |
-
2020
- 2020-12-04 CN CN202022889396.3U patent/CN213635666U/en not_active Expired - Fee Related
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20210706 Termination date: 20211204 |