RU142024U1 - DEVICE FOR POWER SUPPLY OF ELECTRIC TRAINS IN THE SERVICE AREA - Google Patents

Abstract

1. A device for powering electric trains in a service area, comprising: - a power supply (4), - a base in the form of two racks (6) connected together, between which a coil (9) is installed, made with rotation, - a three-phase power cable (10), wound on a reel (9), - a current collector (14) with sliding contacts, mounted on one of the posts (6) and connecting the first end of the power cable (10) and the power source (4), - connected to the second end power cable (10) five-pin connector (20) for connection to contact train network, equipped with three contacts (21) for connecting the phases and two additional contacts (22) for connecting to the relay for monitoring the phases of the train, while the additional contacts are shunted together, - a mobile stand (3) equipped with a socket (24) for installation the aforementioned connector (20) in the idle position, as well as a switch (27), configured to block the supply of voltage to the contact network when the connector (20) is located in the socket (24), and - the automation unit (5) connected to the power source and power management stroystva.2. The device according to claim 1, in which the axis of the coil (9) is connected to the gearbox (13) equipped with a mechanical or electric drive. The device according to claim 1, characterized in that in the rack (3) there is additionally a control panel (28) for the device connected to the automation unit (5).

Description

The utility model relates to devices for servicing electric trains and can be used to provide power to new generation high-speed electric trains in their service area.

In the process of servicing electric trains, it becomes necessary to provide power to all systems of the composition with a de-energized high-voltage contact wire. This may be necessary to check the operability of electric train systems, carry out routine and repair work, charge batteries, etc.

Previously, an extension cord with a connector for connecting to a train was used for these purposes.

So, for example, devices (extenders) for powering remote objects are known in the art, including a base, a coil mounted on bearings in a base, a cable wound around it, a current collector with sliding contacts, connected to one end of the cable and configured to be connected to a power source , and a portable connector connected to the other end of the cable (see, for example, German patent for utility model DE 7439170, 03/07/1975).

However, such devices are not practical enough and safe means to provide power to trains using high voltage.

The objective of the claimed utility model is to create a safe and practical to use device for powering electric trains in the service area.

The technical result of the claimed utility model is to increase the safety of operation of the device.

The specified technical result is achieved due to the fact that the device for powering electric trains in the service area contains:

- power supply,

- the base in the form of two racks interconnected, between which a rotating coil is mounted on the bearings,

- a three-phase power cable wound on a reel,

- current collector with sliding contacts, mounted on one of the racks and connecting the first end of the power cable and the power source,

-  a five-pin connector connected to the second end of the cable for connecting to the contact network of the train, equipped with three contacts for connecting the phases and two additional contacts for connecting to the relay for monitoring the phases of the train, while the additional contacts are bridged to each other,

- a mobile rack equipped with a socket for installing said connector in an idle position, as well as a switch configured to block the supply of voltage to the contact network when the connector is disconnected, and

- an automation unit that provides power management for the device. In addition, the specified technical result is achieved in private options for implementing the utility model due to the fact that:

- the axis of the coil is connected to the gearbox equipped with a mechanical or electric drive,

- in the rack there is additionally a device control panel connected to the automation unit.

A preferred embodiment of the inventive device is shown in FIG. 1, where:

1 - electrical cabinet

2 - the main body,

3 - mobile rack

4 - power source (power part of the electrical cabinet),

5 - automation unit,

6 - racks,

7 - rod

8 - bearings

9 - coil

10 - power cable

11 - gear housing

12 - the casing of the current collector,

13 - gear

14 - current collector,

15 - stator current collector,

16 - brush current collector,

17 - bus current collector,

18 - current collector rotor,

19 - stationary cable current collector,

20 - five-pin connector,

21 - main contacts,

22 - additional contacts,

23 - column

24 - socket for connector,

25 - caprolon inserts,

26 - cover

27 - switch,

28 - control panel,

29 - cable unit automation.

The claimed device (electrant) consists of three main blocks: an electric cabinet 1, a main body 2 and a mobile stand 3.

The electrical cabinet 1 includes a power supply 4 (low voltage power part (400 V / AC)), as well as an automation unit 5. Power part 4 fully provides the electric train with the necessary power in service mode without connecting to the contact wire.

The automation unit 5 is connected to the process equipment control system and monitors the power consumption modes of the electric train, and also gives permission to turn on the contact network (CS). The automation system is connected to the depot systems through the controller using the PROFIBUS protocol and gives permission to turn on shore power (PS) when the power is off and the permission to turn on the power when the PS is off.

The main body 2 includes a base consisting of two racks 6 connected by a rod 7. Between the racks 6 on the bearings 8 there is a coil 9 with a three-phase power cable wound around it 10. From the ends of the coil 9, under the covers 11, 12 there is a gearbox 13 and a current collector 14 The gearbox 13 is connected to the axis of the coil 9 and has a mechanical or electrical drive to facilitate rotation of the coil 9. The current collector 14 connects the first end of the cable 10 and the power part 4 (power source) and is a fixed housing 15 (stator) fixed to the rack 6 with brushes 16 captured by it and rotating copper tires 17, which are connected through insulators and mounted on a hollow rotor 18 connected to the axis of the coil 9. The brushes 16 of the current collector 14 are connected to a power source (power part 4 of the electrical cabinet 1) through a stationary cable 19. When this winded cable 10 is connected to the copper bus 17 of the rotor 8 and passes through it, leaving the hole made in the coil 9. Thanks to this design, when the coil 9 is rotated, the cable 10 does not twist and when wound lies flat turns on the surface of the cat ears 9.

The second end of the power cable 10 is connected to a five-pin connector 20 connected to the contact network of the train. The connector is a portable outlet equipped with three main contacts 21 and two additional contacts 22 for connecting the device to the relay for monitoring the phases of the train. Additional contacts 22 are interconnected and protect the device from switching the connector 20 under voltage.

The rack 3 is a column 23, equipped with a socket 24 (holster) for storing the connector 24 in the idle position. The socket has caprolon inserts 25, a cover 26 and a limit switch 27. A signal is received from the switch 27, which blocks the voltage supply to the electrant when the connector 20 is inserted into the socket 24 and the voltage supply to the contact network when the connector 20 is disconnected. This eliminates the possibility of switching the connector energized, as well as raising the pantograph and the beginning of the movement of the composition with connected shore power. Also on the column there is a control panel 28 connected to the automation unit 5 via cable 29 and used to supply and disconnect power to the electrant and emergency shutdown.

The device operates as follows.

When the train is serviced, the stand 3 of the electrant with the connector 20 is moved to the service area, while the unwinding of the power cable 10 is carried out by rotating the coil 9. The switch 27 blocks the voltage supply to the contacts of the connector 20 until it is connected.

Then the connector is connected to the on-board network of the train. Before applying power to the power cable 10, the automation unit 5 checks the network elements. In FIG. 2 shows the algorithm of the automation unit 5. The automation unit gives permission to turn on the power supply of the electric train if the contact network is disconnected, connector 20 is removed from socket 24 and connected to the train, the cable is not damaged and the train systems are ready to accept on-shore power.

Automation unit 5 supplies a low-current signal with a voltage of –12 V and a pulse duration of 0.6–0.8 s to the relay for monitoring the phases of the train through additional contacts 22. With it, the electrant receives a signal “Connector Connected”, and the automation system of the train gives an enable signal receiving voltage PSU.

When this voltage is supplied from the power source 4 via cable 19, through the current collector 14 and the power cable 10 to the contacts of the connector 20.

Automation unit 5 carries out continuous monitoring of the system during operation, in particular, it is possible to monitor the process of charging batteries online.

At the end of the service, the connector 20 is disconnected and installed in the socket 24 of the rack 3, and the rack is moved to its storage location, winding the cable 10.

This design solution allows to increase the safety of operation of the claimed device. When using an electrant, the influence of the human factor during work is minimized, since the possibility of switching the connector under voltage, raising the pantograph and starting the movement of the train with connected shore power is excluded. The design of the main body prevents breakage of the power cable during work and ensures its safe storage. As a result, the device protects maintenance personnel from injuries and voltage. In addition, the service time of rolling stock is significantly reduced without violating safety requirements, which ultimately increases the profitability of using modern rolling stock.

Claims (3)

1. A device for powering electric trains in a service area, comprising: - power supply (4), - the base in the form of interconnected two racks (6), between which a coil (9) is installed, made with the possibility of rotation, - a three-phase power cable (10) wound around a coil (9), - current collector (14) with sliding contacts, mounted on one of the racks (6) and connecting the first end of the power cable (10) and the power source (4), - a five-pin connector (20) connected to the second end of the power cable (10) for connecting to the train's contact network, equipped with three contacts (21) for connecting the phases and two additional contacts (22) for connecting to the train phase monitoring relay, with additional contacts bridged with each other, - a mobile stand (3) equipped with a socket (24) for installing the aforementioned connector (20) in the idle position, as well as a switch (27) configured to block the supply of voltage to the contact network when the connector (20) is located in the socket (24) , and - an automation unit (5) connected to a power source and providing power control for the device. 2. The device according to claim 1, in which the axis of the coil (9) is connected to the gearbox (13) equipped with a mechanical or electric drive. 3. The device according to p. 1, characterized in that in the rack (3) is additionally installed a control panel (28) of the device associated with the automation unit (5).

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