RU132395U1 - ELECTRIC DRIVE - Google Patents

Abstract

An electric locomotive drive containing rectifier-inverter converters connected to the windings of a power transformer, the positive terminals of which are connected to rectified current circuits, each of which includes a series-connected smoothing reactor, power contacts of a high-speed switch, an armature of a traction motor, the output of which through the first normally closed in traction mode the contact of the brake switch and the first contact of the reverser is connected to the input of the excitation winding, the output of which through the second contact of the reverser and the second normally closed in the traction mode contact of the brake switch is connected to the negative terminal of the rectifier-inverter converter; a traction motor field weakening unit connected in parallel with the excitation winding, a ballast resistor connected to the negative terminal of the rectifier-inverter converter through a brake switch contact normally open in traction mode and a thyristor exciter for powering the excitation windings in electric braking mode, characterized in that each individual circuit rectified current, connected to an individual rectifier-inverter converter and additionally containing a circuit connected between the first normally closed contact of the brake switch and the first contact of the reverser in the traction mode and the first contact of the reverser, a circuit of series-connected contacts of the series excitation contactor and a block of diodes, the outputs of which are connected to the contacts of the shunt contactor, the protection contactor connected between the second contact of the reverser and the second normally closed

Description

The utility model relates to the field of electrical engineering and can be used to improve traction and adjusting properties of electric rolling stock of alternating current.

Known drives AC electric locomotives with bogie (AS No. 1079493, 3 (51) B60L 15/20, publ. March 15, 1984, Bull. No. 10) and axial ("Electric locomotive with independent automatically regulated excitation of traction motors" , OMSK, tr. OMIIT, 1977, issue 186, pp. 21-28) by regulation of the traction force, containing DC traction motors, the anchors of which are powered by rectifier-inverter converters with stepless voltage regulation, and the excitation windings of all traction motors electric locomotive sections are connected in series and feed from one thyristor pathogen. To ensure alignment of the armature currents, each of the field windings is shunted by a circuit consisting of a resistor and a thyristor connected in series, the opening angle of which is automatically adjusted.

These drives have the following disadvantages. The adjusting properties of the electric locomotive are not fully used, since the transition from one type of excitation of traction electric motors (independent or sequential) to another is possible only with a break in the power circuit, that is, a complete loss of traction for the period of switching in a de-energized state of power devices (reversers, brake switches contactors).

The closest in technical essence to the claimed utility model is the drive of an electric locomotive ("Improving the design of an electric locomotive 3ES5K" / Zhirkov AI, Kalyuzhny AA, Nikonov VV // Bulletin of the All-Russian Research and Design Institute of Electric Locomotive (OJSC VelNII) / Edited by A.I. Zhirkov. -

Novocherkassk, 2012 .-- V.2 (64). - C.3-11.), Containing rectifier-inverter converters connected to the windings of the power transformer, the positive terminals of which are connected to the rectified current circuits, each of which includes a smoothing reactor connected in series, power contacts of a high-speed circuit breaker, a traction motor anchor, the output of which is through the first contact of the brake switch normally closed in traction mode and the first contact of the reverser are connected to the input of the field winding, the output of which is through the second contact of the reverser ora and second normally closed traction mode to contact the brake switch is connected to the minus terminal of the inverter rectifier converter; block attenuation of the field of the traction motor connected in parallel with the field winding; a ballast resistor connected to the negative terminal of the rectifier-inverter converter through a normally open in the traction mode of the contact of the brake switch; thyristor exciter for powering the field windings of traction electric motors in electric braking mode, connected to a separate winding of the power transformer. Two parallel chains of traction motor anchors are connected to one converter.

This drive has the following disadvantages. The transition according to the driving conditions from one type of excitation of traction electric motors to another is possible only when the current in the power circuit is turned off with the reverser and brake switches switched. This eliminates the possibility of rapid transition without loss of traction and speed. When operating in the independent excitation mode, damage to one of the traction electric motors makes it necessary to turn off all the traction motors of the electric locomotive section, which, when a critical mass train moves on a limiting lift, can lead to its stop or an unacceptable speed reduction.

The objective of the utility model is to increase the traction and adjusting properties of the drive of an electric locomotive.

The problem is solved in that in the known drive containing rectifier-inverter converters connected to the windings of the power transformer, the positive terminals of which are connected to the rectified current circuits, each of which includes a series-connected smoothing reactor, power contacts of a high-speed switch, an anchor of the traction motor, the output of which through the first contact of the brake switch normally closed in traction mode and the first contact of the reverser connected to the input of the winding excitation, which is output from the second contact of the reverser and a second normally closed traction mode in braking contact switch is connected to a minus terminal of the inverter rectifier converter; traction motor field attenuation unit, connected in parallel with the field winding, a ballast resistor connected to the negative terminal of the rectifier-inverter converter via a normally-open brake switch contact and a thyristor exciter for supplying the field windings in electric braking mode, characterized in that each individual rectified circuit current connected to an individual rectifier-inverter converter and additionally containing included between the first normally closed in the traction mode contact of the brake switch and the first contact of the reverser circuit from the series-connected contacts of the series excitation contactor and the diode block, the terminals of which are connected to the contacts of the bypass contactor, a protection contactor connected between the second contact of the reverser and the second normally closed in the traction mode brake switch contact; the armature output through the contacts of the independent excitation contactor is connected to the negative terminal of the rectifier-inverter converter, the first thyristor exciter output is connected to the output of the diode block in the circuit of the first in the electric locomotive section of the traction motor, and the second thyristor exciter output is connected through the contacts of the excitation contactor to the output of the protection contactor contacts the last circuit in the electric locomotive section of the traction electric motor, and the field windings of all the traction electric motors of the section with li ne excitation contactor connected in series.

The positive effect is to increase the traction and adjusting properties of the electric locomotive due to the possibility of promptly transferring the operation of traction electric motors from sequential to independent excitation and vice versa without breaking the power current circuit and eliminating the need to turn off all traction motors of the electric locomotive section in an independent excitation mode in an emergency.

The diode provides a transition without inrush currents from independent to series excitation and does not require cooling, since it is shunted in the steady state mode of series excitation by the bypass contactor.

The drawing shows the power circuit of the drive in relation to the section of an electric locomotive with four traction motors.

Rectifier-inverter converters 2 (3, 4, 5) are connected to the power transformer 1 to the positive terminals of each of which are connected in series with a smoothing reactor 6 (7, 8, 9), the power contacts of the high-speed switch 10 (11, 12, 13), the anchor of the traction motor 14 (15, 16, 17), the first contact of the brake switch 18 (19, 20, 21), the contacts of the series excitation contactor 22 (23, 24, 25), the diode block 26 (27, 28, 29), in parallel to which the contacts of the bypass contactor 30 (31, 32, 33) are connected, the first contact of the reverser 34 (35, 36, 37), field winding 38 (39, 40, 41), second contact of the reverser 42 (43, 44, 45), contacts of the protection contactor 46 (47, 48, 49), second contact of the brake switch 50 (51, 52, 53), attenuation unit fields of the traction motor 54 (55, 56, 57), ballast resistors 58 (59, 60, 61), contacts of the independent excitation contactor 62 (63, 64, 65), thyristor exciter 66, contacts of the excitation contactor 67.

The drive in traction mode operates as follows. In the independent excitation mode, closed: power contacts of the high-speed switch 10 (11, 12, 13), contacts of the brake switch 18 (19, 20, 21) and 50 (51, 52, 53), contacts of the reverser 34 (35, 36, 37) and 42 (43, 44, 45), contacts of the protection contactor 46 (47, 48, 49), contacts of the independent excitation contactor 62 (63, 64, 65), contacts of the excitation contactor 67.

The armature current 14 (15, 16, 17) flows along the circuit: the positive output of the rectifier-inverter converter 2 (3, 4, 5), the smoothing reactor 6 (7, 8, 9), the power contacts of the high-speed switch 10 (11, 12, 13), the contacts of the independent excitation contactor 62 (63, 64, 65), the negative terminal of the rectifier-inverter converter. Field current 38 (39, 40, 41) flows through the circuit: the first output of the thyristor exciter 66, the contactors of the reverser 34 (35, 36, 37) and 42 (43, 44, 45), the contacts of the protection contactor 46 (47, 48, 49), the contacts of the excitation contactor 67, the second output of the thyristor pathogen 66.

In the sequential excitation mode, closed: power contacts of the high-speed switch 10 (11, 12, 13), contacts of the brake switch 18 (19, 20, 21) and 50 (51, 52, 53), contacts of the reverser 34 (35, 36, 37) and 42 (43, 44, 45), contacts of the series excitation contactor 22 (23, 24, 25), contacts of the bypass contactor of diode 30 (31, 32, 33), contacts of the protection contactor 46 (47, 48, 49).

The armature current 14 (15, 16, 17) flows along the circuit: the positive output of the rectifier-inverter converter 2 (3, 4, 5), the smoothing reactor 6 (7, 8, 9), the power contacts of the high-speed switch 10 (11, 12, 13), the first contact of the brake switch 18 (19, 20, 21), the contacts of the series excitation contactor 22 (23, 24, 25), the contacts of the bypass contactor 30 (31, 32, 33), the first contact of the reverser 34 (35, 36, 37), the field winding 38 (39, 40, 41), the second contact of the reverser 42 (43, 44, 45), the contacts of the protection contactor 46 (47, 48, 49), the second contact of the brake switch 50 (51, 52, 53) minus A output of the rectifier-inverter converter 2 (3, 4, 5); if necessary, a traction motor field weakening unit is connected.

The transition from independent to sequential excitation is carried out in several cycles:

1 cycle - switching on of the contactor 22 (23, 24, 25);

2 cycle - switching off the contactor 62 (63, 64, 65);

3 clock - shutdown of the contactor 67;

4 cycle - inclusion of the contactor 30 (31, 32, 33), the shunt block of diodes 26 (27, 28, 29).

Transition from sequential to independent mode:

1 cycle - switching off the contactor 30 (31, 32, 33);

2 clock - switching on the contactor 67 (connecting the field windings to the exciter terminals, the thyristors of which are supplied with control pulses);

3 clock - switching on the contactor 62 (63, 64, 65);

4 clock - shutdown of the contactor 22 (23, 24, 25);

Such algorithms provide the ability to quickly switch from one type of excitation of traction motors to another without breaking the armature current circuit, switching reversers and brake switches, i.e. with a minimum change in the traction force of the electric locomotive.

In emergency mode, on the collector of the traction electric motor of independent excitation, to reduce the duration of the arc burning, which determines the degree of damage to the armature, it is necessary to quickly disconnect the power source of not only the armature circuit, but also the field winding circuit. However, with group power supply of the field windings from one exciter in the known drives and prototype, it is impossible to disconnect the excitation current of only a damaged traction motor. It is necessary to turn off all the traction motors of the electric locomotive section, which reduces its traction properties. The present invention allows for selectivity of protection with the localization of a damaged traction motor.

The protection operation algorithm is as follows:

In the event of an emergency on the collector of any traction motor, for example, the first, a high-speed switch in the armature circuit is activated and the power contacts open 10. The armature current is interrupted, but the excitation current does not change, and if measures are not taken to turn it off quickly, the arc on the collector will continue to burn, exacerbating the degree of damage to the anchor. Therefore, after the operation of the high-speed circuit breaker, a signal is supplied to turn on the serial excitation contactor 22 and the field winding 38 is shunted by the circuit: contacts of the reverser 34, 42, contacts of the bypass contactor 30, contacts of the serial excitation contactor 22, contacts of the brake switch 18, 50 and contacts of the independent excitation contactor 62, contacts of the protection contactor 46; the excitation currents of the remaining traction motors continue to flow, bypassing the excitation winding of the first, damaged, traction motor along the resulting shunt circuit; subsequent shutdown of the protection contactor and opening of its contacts 46 completely localizes the field winding from the power source and accelerates the attenuation of the magnetic flux of the traction motor. This creates the conditions for stopping the burning of an arc on its collector.

If the contactors of protection 46 (47, 48, 49) are excluded from the power circuit of the electric locomotive, for example, according to the conditions for placing electrical equipment in the section, the protection efficiency decreases, but the presence of contactors of series excitation 22 (23, 24, 25) included in the subject of the invention shunts 30 (31, 32, 33) and excitation contactor 67 make it possible to limit the duration of arc burning by transferring all section motors from independent to series excitation. In emergency mode, on the collector of the first traction motor, a high-speed switch 10 trips with the opening of the power contacts in the armature circuit, then the transition to the sequential excitation of all traction motors is carried out according to the previously considered four-cycle algorithm:

1 cycle - switching on of the contactor 22 (23, 24, 25);

2 cycle - switching off the contactor 62 (63, 64, 65);

3 clock - turn off the contactor 67;

4 cycle - switching on of contactor 30 (31, 32, 33).

The second cycle is mandatory, because otherwise, when the contactor 22 is turned on, a discharge circuit of electromagnetic energy is stored in the main poles of the traction motor, which slows down the attenuation of the magnetic flux and, consequently, increases the duration of arc burning on the collector.

Thus, if the protection contactors 46 (47, 48, 49) are excluded from the power circuit, the duration of arc burning during emergency operation on the collector of any of the traction motors can be limited by transferring all section traction motors from independent to series excitation.

In the mode of electrical (regenerative) braking, the electric locomotive circuitry switches over normally when the main handle of the controller of the electric locomotive driver is set to the “recovery” position with the removal of traction and with the reversers switched.

Claims (1)

Electric locomotive drive, comprising rectifier-inverter converters connected to the windings of the power transformer, the positive terminals of which are connected to the rectified current circuits, each of which includes a smoothing reactor connected in series, power contacts of a high-speed switch, a traction motor anchor, the output of which is through the first normally closed in traction mode contact of the brake switch and the first contact of the reverser is connected to the input of the field winding, the output of which is through the second the contact of the reverser and the second contact of the brake switch normally closed in traction mode is connected to the negative terminal of the rectifier-inverter converter; a traction motor field attenuation unit, connected in parallel with the field winding, a ballast resistor connected to the negative terminal of the rectifier-inverter converter via a normally-open brake switch contact and a thyristor exciter for supplying the field windings in electric braking mode, characterized in that each individual circuit rectified current connected to an individual rectifier-inverter converter and further comprising between the first normally closed in the traction mode contact of the brake switch and the first contact of the reverser circuit from the series-connected contacts of the series excitation contactor and the diode block, the terminals of which are connected to the contacts of the bridging contactor, a protection contactor connected between the second contact of the reverser and the second normally closed in the traction mode brake switch contact; the armature output through the contacts of the independent excitation contactor is connected to the negative terminal of the rectifier-inverter converter, the first thyristor exciter output is connected to the output of the diode block in the circuit of the first in the electric locomotive section of the traction motor, and the second thyristor exciter output is connected through the contacts of the excitation contactor to the output of the protection contactor contacts the last circuit in the electric locomotive section of the traction electric motor, and the field windings of all the traction electric motors of the section with li ne excitation contactor connected in series.

Images