RU184031U1 - Railway vehicle traction drive - Google Patents

Abstract

The utility model is aimed at increasing work efficiency by reducing the amplitude value of the variable component in the rectified voltage, by ensuring the possibility of continued operation of the vehicle in case of failure of one or more traction DC electric motors of series excitation, as well as by increasing the range of regulation of the speed of a railway vehicle when constant power. The traction electric drive contains at least four traction electric motors 1.1-1.4 DC of series excitation connected in pairs and connected to the outputs of rectifiers 2.1, 2.2. Anchor windings 9.1-9.4. each pair of traction motors are connected in series. The excitation windings 3.1-3.4 of even and odd traction motors of each pair are also connected in series. The free output of the anchor winding of the even traction motor is connected to the free output of the excitation winding of the odd traction motor. In parallel with the field windings of each pair of DC traction electric motors of series excitation, 4.1, 4.2 excitation current regulators are included. Field current controllers contain two or more series-connected contactors 5.1-5.4 and resistors 6.1-6.4. The free terminal of the field winding of an even traction motor is connected to the negative terminal of the second rectifier. The negative terminal of the first rectifier is connected to the positive terminal of the second rectifier. Between the free output of the armature winding of each odd traction electric motor and the positive output of the first rectifier, contactors 10.1, 10.2 are connected with the shutdown function in case of failure of series DC traction motors. The power inputs of the rectifiers are connected to separate alternating voltage generators 7.1, 7.2, which are mechanically connected to the heat engines 8.1, 8.2. The control inputs of heat engines, the control of excitation of generators and the control circuit of contactors with the shutdown function in the event of failure of the DC traction electric motors of series excitation, as well as the contactors of the excitation current regulators, are connected to the corresponding terminals of the controller 11. 1 ill.

Description

The utility model relates to railway transport and can be used in traction electric drive of rail vehicles, in particular in traction electric drive of diesel locomotives with two or more diesel-generator or gas-generating units.

The prior art traction electric drive of a vehicle containing at least two traction DC electric motors of series excitation connected to the output of the voltage Converter. In parallel with the field windings of the DC traction electric motors of series excitation, the excitation current regulators are included. The voltage converter consists of two rectifiers. The excitation current regulators are made in the form of a block of resistors, each of which is connected to the excitation winding of the corresponding DC traction electric motor of series excitation through contactors. The control circuits of the contactors are connected to the corresponding outputs of the controller. The traction electric drive of the vehicle is equipped with additional contactors. Moreover, the first traction DC electric motor of series excitation by a free output of the armature winding is connected to the positive terminal of the first rectifier. The free terminal of the field winding of the first DC traction electric motor of series excitation is connected via the first additional contactor to the negative terminal of the first rectifier. The free output of the anchor winding of the second traction DC electric motor of series excitation is connected via the second additional contactor to the plus terminal of the second rectifier. The free terminal of the field winding of the second traction DC motor of series excitation is connected to the negative terminal of the second rectifier. The free output of the field winding of the first traction DC motor of series excitation is connected via a third additional contactor to the free output of the armature coil of the second traction DC motor of series excitation. A fourth additional contactor connects the positive terminal of the first rectifier to the positive terminal of the second rectifier. A fifth additional contactor connects the negative terminal of the first rectifier to the negative terminal of the second rectifier. The power inputs of the rectifiers are connected to separate three-phase alternating voltage generators, mechanically connected to heat engines. The control inputs of three-phase generators, heat motors and the control circuit of additional contactors are connected to the corresponding outputs of the controller (RU No. 2551297 C1, B60L 11/06, publ. 05.20.2015).

The disadvantages of the known traction electric drive is the insufficiently high efficiency of the vehicle traction electric drive associated with the use of a three-phase alternating voltage generator, which increases the amplitude value of the variable component in the rectified voltage, which leads to a decrease in the efficiency of the traction electric drive. The disadvantages of the known technical solutions include a limited range of speed control of a railway vehicle.

The prior art is known traction electric drive intended for use in railway transport, adopted as a prototype of the claimed utility model. The traction electric drive contains at least two traction DC electric motors of series excitation connected to the output of the voltage converter. In parallel with the field windings of the DC traction electric motors of series excitation, the field current regulator is turned on. The excitation current controller is made in the form of a contactor and a resistor connected in series. The voltage converter consists of two rectifiers. The rectifier inputs are connected to separate alternating voltage generators, which are mechanically coupled to heat engines. The control inputs of the heat engines, the excitation control of the generators, and the control circuits of the contactor of the excitation current regulator are connected to the corresponding outputs of the controller. Anchor windings and field windings of traction DC electric motors of series excitation are connected in series. The output of the anchor winding of the first traction DC electric motor of series excitation is connected to the positive terminal of the first rectifier. The output of the field winding of the second traction DC motor of series excitation is connected to the negative terminal of the second rectifier. The negative terminal of the first rectifier is connected to the positive terminal of the second rectifier. The output of the armature winding of the second traction DC electric motor of series excitation is connected to the output of the excitation winding of the first traction DC electric motor of series excitation (RU No. 2613363 C1, B60L 11/06, B61C 5/00 publ. March 16, 2017)

A disadvantage of the known traction electric drive is the low efficiency of the vehicle’s traction electric drive associated with the use of a three-phase alternating voltage generator, which increases the amplitude value of the variable component in the rectified voltage, which reduces the efficiency of the traction electric drive. The disadvantages of the known traction electric drive can also be attributed to the inability to turn off one or more faulty traction DC electric motors of sequential excitation, which leads to the termination of operation of the vehicle. The disadvantages of the known technical solutions include a limited range of speed control of a railway vehicle.

The technical result of the utility model is to increase the efficiency of the traction electric drive of a railway vehicle by reducing the amplitude value of the variable component in the rectified voltage, providing the possibility of continued operation of the vehicle in the event of failure of one or more traction DC electric motors of sequential excitation, as well as by increasing range of regulation of speed of a railway vehicle at a constant power.

The technical result is achieved by the fact that the known traction electric drive of a railway vehicle contains at least four traction DC electric motors of series excitation connected to the outputs of the rectifiers. Anchor windings of even and odd traction DC electric motors of series excitation are connected in series, excitation windings of even and odd traction DC electric motors of series excitation are connected in series. The free terminal of the field winding of an even traction DC electric motor of series excitation is connected to the negative terminal of the second rectifier, and the negative terminal of the first rectifier is connected to the positive terminal of the second rectifier. The free output of the armature winding of the even traction DC motor of series excitation is connected to the free output of the excitation winding of the odd traction DC motor of series excitation. Parallel to the field windings of traction DC electric motors of series excitation, a field current regulator is included, made in the form of a contactor and a resistor connected in series. The power inputs of the rectifiers are connected to separate alternating voltage generators, which are mechanically connected to heat engines. The control inputs of the heat engines, the excitation control of the generators, and the control circuit of the contactor of the excitation current regulator are connected to the corresponding outputs of the controller.

New is that traction DC electric motors of series excitation are connected in pairs. The excitation current regulator of each pair of traction DC electric motors of series excitation additionally contains one or more series-connected contactors and resistors. Alternating voltage generators are made six-phase. New is also the fact that in the electric circuit between the free output of the armature winding of each odd traction DC electric motor of series excitation and the positive output of the first rectifier, contactors are additionally introduced with the function of shutting down in case of failure of DC traction electric motors of series excitation. Another distinguishing feature is that the control circuits of contactors with the shutdown function in the event of a malfunction of the DC traction electric motors of series excitation, as well as the contactors of the excitation current regulators, are connected to the corresponding terminals of the controller.

The pairwise combination of traction DC electric motors of series excitation ensures minimization of the power loss of a railway vehicle when disconnected failed traction DC electric motors of series excitation during operation.

The use of an excitation current regulator in a traction electric drive of a railway vehicle, additionally containing one or more series-connected contactors and resistors, allows you to expand the range of vehicle speed control. Six-phase alternating voltage generators make it possible to reduce the amplitude value of the variable component of the direct voltage from 13% to 4%, which leads to a decrease in electric losses in the traction DC electric motor of series excitation, as well as to a decrease in its heating, improvement of switching conditions, and an increase in the power given to them. The additional inclusion of contactors between the free output of the armature winding of each odd traction DC electric motor of series excitation and the plus output of the first rectifier allows one or more failed serial DC excitation traction motors to be switched off during operation of the vehicle. Thus, all the claimed distinguishing features in the aggregate ensure the achievement of the claimed technical result, namely, increasing the efficiency of the traction electric drive of a railway vehicle.

The drawing (Fig. 1) shows a diagram of a traction electric drive.

The traction electric drive of a railway vehicle contains four traction electric motors 1.1, 1.2, 1.3 and 1.4 of a direct current of series excitation connected in pairs to the outputs of rectifiers 2.1 and 2.2. The excitation windings 3.1, 3.2 of the traction electric motors 1.1, 1.2 of a direct current series drive are connected in series. Parallel to the windings 3.1, 3.2 of excitation of traction electric motors 1.1 and 1.2 of a direct current series drive, a regulator 4.1 of the excitation current is turned on. The excitation current controller 4.1 contains contactors 5.1, 5.2 and resistors 6.1, 6.2. The excitation windings 3.3, 3.4 of the traction electric motors 1.3 and 1.4 of a direct current of series excitation are connected in series. In parallel with the excitation windings 3.3 and 3.4 of the traction electric motors 1.3, 1.4 of a direct current sequential excitation, a regulator 4.2 of the excitation current is turned on. The excitation current controller 4.2 contains contactors 5.3, 5.4 and resistors 6.3, 6.4. The power inputs of rectifiers 2.1, 2.2 are connected to six-phase alternators 7.1, 7.2 of alternating voltage. Six-phase alternators 7.1, 7.2 of alternating voltage are mechanically connected with heat engines 8.1, 8.2. Anchor windings 9.1, 9.2 of traction electric motors 1.1, 1.2 of direct current series excitation are connected in series. The free output of the anchor winding 9.1 of the traction electric motor 1.1 of a direct current series drive is connected to the positive terminal of the rectifier 2.1 through the contactor 10.1. The free output of the field winding 3.2 of the traction electric motor 1.2 DC of series excitation is connected to the negative terminal of the rectifier 2.2. The free output of the anchor winding 9.2 of the traction electric motor 1.2 of a series direct current excitation is connected to the free output of the excitation winding 3.1 of a traction electric motor 1.1 of a series constant current excitation. Anchor windings 9.3, 9.4 of traction electric motors 1.3, 1.4 of direct current of series excitation are connected in series. The free output of the anchor winding 9.3 of the traction electric motor 1.3 of a constant current series excitation is connected to the positive terminal of the rectifier 2.1 through the contactor 10.2. The free output of the excitation winding 3.4 of the traction electric motor 1.4 of a direct current sequential excitation is connected to the negative terminal of the rectifier 2.2. The free output of the anchor winding 9.4 of the traction DC electric motor 1.4 of series excitation is connected to the free terminal of the excitation winding 3.3 of the traction electric motor 1.3 of direct current of series excitation. The negative terminal of the rectifier 2.1 is connected to the positive terminal of the rectifier 2.2. The control inputs of the heat engines 8.1, 8.2, the excitation control of six-phase alternating voltage generators 7.1, 7.2, the control circuit of the contactors 10.1, 10.2 of the traction DC motors of series excitation, the control circuit of the contactors 5.1, 5.2, 5.3 and 5.4 of the controllers 4.1, 4.2 of the excitation current are connected to corresponding outputs of the controller 11.

Traction electric vehicle operates as follows.

Traction electric motors 1.1, 1.2, 1.3 and 1.4 of direct current sequential excitation (the number of direct current traction electric motors of sequential excitation is equal to the number of wheelsets of a railway vehicle) are powered by rectifiers 2.1 and 2.2, made according to a six-phase bridge circuit.

Power regulation is carried out by changing the rectified voltage supplied to the traction electric motors 1.1, 1.2, 1.3 and 1.4 of a constant current direct current. When the heat engine 8.1 is running, the voltage applied to the traction electric motors 1.1, 1.2, 1.3 and 1.4 of a direct current of series excitation is determined by the voltage at the output of the rectifier 2.1, and the following circuits are formed for the traction current:

- positive output of rectifier 2.1, contactor 10.1, anchor windings 9.1, 9.2 and excitation windings 3.1, 3.2 of direct current traction electric motors 1.1, 1.2, negative output of rectifier 2.2, rectifier diodes 2.2 open in a conducting state, negative output of rectifier 2.1;

- positive rectifier output 2.1, contactor 10.2, anchor windings 9.3, 9.4 and excitation windings 3.3, 3.4 of direct current traction electric motors 1.3, 1.4, negative rectifier output 2.2, rectifier diodes 2.2 open in the conductive state, rectifier 2.1 negative output.

When the heat engine is running 8.2, the voltage applied to the traction electric motors 1.1, 1.2, 1.3 and 1.4 of a constant current direct current is determined by the voltage at the output of the rectifier 2.2, and the following circuits are formed for the traction current:

- the positive terminal of the rectifier 2.2, the negative terminal of the rectifier 2.1, the rectifier diodes 2.1 open in the conductive state, the contactor 10.1, the armature windings 9.1 and 9.2 and the excitation windings 3.1 and 3.2 of direct current traction motors 1.1 and 1.2, the negative terminal of the rectifier 2.2;

- the positive output of the rectifier 2.2, the negative output of the rectifier 2.1, the rectifier diodes 2.1 open in the conducting state, the contactor 10.2, the armature windings 9.3, 9.4 and the excitation windings 3.3, 3.4 of the traction electric motors 1.3, 1.4 direct current sequential excitation, the negative output of the rectifier 2.2.

With the heat engines 8.1, 8.2 running at the same time, the rectifiers 2.1, 2.2 are connected to the traction electric motors 1.1, 1.2, 1.3 and 1.4 of a constant current direct current, while the following circuits are formed for the traction current:

- the positive output of the rectifier 2.1, the contactor 10.1, the anchor windings 9.1, 9.2 and the winding 3.1, 3.2 of the excitation of the traction electric motors 1.1, 1.2 of direct current in series, the negative terminal of the rectifier 2.2, and the voltage applied to the series-connected traction electric motors 1.1, 1.2 of the direct current of series excitation, determine the sum of the output voltages of the rectifiers 2.1, 2.2, while the range of changes in the output voltage of each of the rectifiers 2.1, 2.2 is determined by the controller 11, which according to the corresponding signal Management lu alter arousal six-phase generators 7.1, 7.2 AC voltage;

- the positive output of the rectifier 2.1, the contactor 10.2, the anchor windings 9.3, 9.4 and the excitation windings 3.3, 3.4 of the traction electric motors 1.3, 1.4 of direct current in series excitation, the negative output of the rectifier 2.2, and the voltage applied to the traction electric motors 1.3, 1.4 of direct current of the series excitation, determine the sum of the output voltages of the rectifiers 2.1, 2.2, while the range of changes in the output voltage of each of the rectifiers 2.1, 2.2 is determined by the controller 11, which according to the corresponding signal Management lu alter arousal six-phase generators 7.1, 7.2 AC voltage.

The controller 11 sets the operation modes of the heat engines 8.1, 8.2, up to the start and stop of any of them.

When operating a railway vehicle, the controller 11 sets the operating modes of the heat engines 8.1, 8.2 depending on the required power and the number of hours worked. For example, a heat engine 8.1 has the smallest hours worked and the required power for a railway vehicle is less than the maximum power generated by the heat engine, so the controller 11 turns on the heat engine 8.1. The controller 11 sets the rotation frequency of the heat engine 8.1, and also controls the excitation current of the six-phase alternating voltage generator 7.1. The output voltage of a six-phase alternator 7.1 of alternating voltage, the rectifier 2.1 converts to direct. Through the contactors 10.1, 10.2, a constant voltage is supplied to the traction electric motors 1.1, 1.2, 1.3 and 1.4 of a direct current of series excitation. In this case, the heat engine 8.2 is not used in operation. Accordingly, there is no voltage at the output of the six-phase alternating voltage generator 7.2. The traction electric motors 1.1, 1.2, 1.3 and 1.4 of a direct current sequential excitation are supplied with a rectified voltage from the rectifier 2.1 minus the voltage drop across the open diodes of the rectifier 2.2.

In the case when the smallest running hours for the heat engine 8.2 and the required power for the vehicle is less than the maximum power generated by the heat engine, the controller turns on 11 the heat engine 8.2. The controller 11 sets the rotation frequency of the heat engine 8.2, and also controls the excitation current of the six-phase alternating voltage generator 7.2. The output voltage of a six-phase alternating voltage generator 7.2, the rectifier 2.2 converts to direct. Through the contactors 10.1, 10.2, a constant voltage is supplied to the traction electric motors 1.1, 1.2, 1.3 and 1.4 of a direct current of series excitation. At the same time, the 8.1 thermal engine is not used in operation. Accordingly, there is no voltage at the output of the six-phase alternator 7.1. The traction electric motors 1.1, 1.2, 1.3 and 1.4 of a constant current direct current are supplied with a rectified voltage from a rectifier 2.2 minus the voltage drop across the open rectifier diodes 2.1.

The range of power of a railway vehicle when operating from one of the heat engines, for example, from the heat engine 8.1, is determined by the voltage applied to the circuits of four traction motors 1.1, 1.2, 1.3 and 1.4 of a direct current sequential excitation, and determined by the maximum voltage of a six-phase generator 7.1 alternating voltage and associated rectifier 2.1.

If it is necessary to increase the power of the railway vehicle during operation of the heat engine 8.1, the controller 11 sends a signal to turn on the heat engine 8.2. When the heat engine 8.2 reaches a predetermined speed from the controller 11, the six-phase alternating voltage generator 7.2 receives excitation. The output voltage of a six-phase alternating voltage generator 7.2, the rectifier 2.2 converts to constant and sums with the output voltage of the rectifier 2.1. Due to this, there is an increase in the output voltage, which leads to a further increase in the power of the railway vehicle.

The total traction force of the vehicle is determined by the total number of working traction DC electric motors of sequential excitation.

To further expand the range of regulation of the speed of a railway vehicle with a constant power of the traction electric drive, regulators 4.1, 4.2 of the excitation current are used. Upon reaching a voltage, a further increase of which is limited by alternating voltage generators 7.1, 7.2, the controller 11 includes contactors 5.1, 5.3 of the regulators 4.1, 4.2 of the excitation current. The contactor 5.1 of the controller 4.1 of the excitation current includes a resistor 6.1 of the controller 4.1 of the excitation current parallel to the windings 3.1, 3.2 of the excitation of traction electric motors 1.1, 1.2 of a constant current direct current. The contactor 5.3 of the controller 4.2 of the excitation current includes a resistor 6.3 of the controller 4.2 of the excitation current parallel to the windings 3.3, 3.4 of the excitation of traction electric motors 1.3, 1.4 direct current sequential excitation. The inclusion of resistors 6.1, 6.3 of the regulators 4.1, 4.2 of the excitation current leads to a weakening of the excitation field of the traction electric motors 1.1, 1.2, 1.3 and 1.4 of a constant current direct current. To further weaken the field of excitation of traction electric motors 1.1, 1.2, 1.3 and 1.4 of a constant current direct current series controller 11 includes contactors 5.2, 5.4 of the regulators 4.1, 4.2 of the excitation current. The contactor 5.2 of the controller 4.1 of the excitation current includes a resistor 6.2 of the controller 4.1 of the excitation current parallel to the windings 3.1, 3.2 of the excitation of traction electric motors 1.1, 1.2 of a constant current direct current. The contactor 5.2 of the controller 4.2 of the excitation current includes a resistor 6.4 of the controller 4.2 of the excitation current parallel to the windings 3.3, 3.4 of the excitation of traction electric motors 1.3, 1.4 of direct current sequential excitation. The inclusion of resistors 6.2, 6.4 of the regulators 4.1, 4.2 of the excitation current leads to an additional weakening of the excitation field of the traction electric motors 1.1, 1.2, 1.3 and 1.4 of the direct current of series excitation. The controller 11 disconnects the contactors 5.1, 5.2, 5.3 and 5.4 of the controllers 4.1, 4.2 of attenuation of the field of traction electric motors 1.1, 1.2, 1.3 and 1.4 of direct current in series in the reverse order.

In addition, the controller 11 enables and disables a pair of traction electric motors 1.1, 1.2, 1.3 and 1.4 of direct current sequential excitation using contactors 10.1, 10.2, which allows you to disable failed traction electric motors of direct current sequential excitation.

In the event that the traction motor 1.1 and / or 1.2 of the direct current series drive fails, the controller 11 disconnects the contactor 10.1. Contactor 10.1 excludes from operation of the traction electric drive traction electric motors 1.1, 1.2 of a direct current of series excitation. In the event that the traction motor 1.3 and / or 1.4 of the direct current series drive fails, the controller 11 disconnects the contactor 10.2. The contactor 10.2 excludes from the work of the traction electric drive traction motors 1.3, 1.4 of a direct current of series excitation.

The claimed utility model passed bench tests and showed a good result, about which a test report was drawn up.

Claims (1)

A traction electric drive of a railway vehicle containing at least four series traction DC electric motors connected to the outputs of the rectifiers, the armature windings of the even and odd traction electric motors are connected in series, the excitation windings of the even and odd traction DC electric motors of series excitation are connected in series, and the free output of the winding excitation of an even traction DC motor the research excitation is connected to the negative terminal of the second rectifier, the negative terminal of the first rectifier is connected to the positive terminal of the second rectifier, the free terminal of the armature winding of the even traction DC motor of series excitation is connected to the free terminal of the excitation winding of the odd traction DC motor of series excitation, parallel to the excitation windings of the traction motor dc sequential excitation enabled reg the excitation current regulator, made in the form of a contactor and a resistor connected in series, the rectifier power inputs are connected to separate alternating voltage generators mechanically connected to the heat engines, the heat engine control inputs, the generator excitation control and the control circuit of the excitation current regulator contactor are connected to the corresponding outputs of the controller, characterized in that the traction DC electric motors of series excitation are connected in pairs, while the excitation current regulator of each pair of series DC traction electric motors additionally contains one or more series-connected contactors and resistors, alternating voltage generators are made six-phase, and the electrical circuit between the free output of the armature winding of each odd traction DC electric motor of series excitation and the positive output of the first rectifiers additionally introduced contactors with a shutdown function when exiting three of the traction DC electric motors of series excitation, and the control circuits of contactors with the shutdown function in case of failure of the traction DC electric motors of series excitation, as well as the contactors of the excitation current regulators, are connected to the corresponding terminals of the controller.

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