RU197557U1 - Control cabinet for a set of electrical equipment for a passenger car - Google Patents

Abstract

The proposed utility model relates to the electrical equipment of railway passenger cars. The control cabinet for the passenger car’s electrical equipment set further comprises a voltage transformer, and contactors KM1 and KM2 connected to the QF circuit breaker and control unit are connected to the terminals of the first primary full winding and to the terminals of the first primary partial winding of the voltage transformer T1. The main stator windings of the regular full-phase three-phase alternating current generator G1 are connected to the contactors KM3 and KM5, the operation of which is provided by the coils of the contactors K3 and K5, and the contactor KM3 is connected to the terminals of the second primary winding of the voltage transformer T1. A contactor KM4 is connected to the terminals of the secondary winding of the voltage transformer T1, which is triggered when a signal is supplied to the coil K4. Coils K1, K2, K3, K4, K5 are connected to the control unit, where each one controls the switching of the corresponding contactors KM1, KM2, KM3, KM4, KM5, as well as the driver control of the excitation of the car generator G1, which is also directly connected to the excitation winding of the rotor of the car generator G1 The technical result of the utility model is the stability of providing electric energy to electric equipment and passenger car systems from subcar generators at a car speed of 15 km / h to 160 km / h, which allowed the generator to operate stably at a rotor speed of 300 rpm. up to 2400 rpm. without exceeding the maximum load on the coupling of the car generator. 1 ill.

Description

The proposed utility model relates to the electrical equipment of railway passenger cars.

One of the most common sources of electric energy for passenger railway cars is a passenger car generator, consisting of its own synchronous generator, containing a rotor, a stator with power windings and an excitation winding, and a voltage regulator, the input of which is connected to the power windings, and the output to the generator excitation winding characterized in that a temperature sensor is installed in the generator stator, made in the form of windings from a calibrated copper wire of a certain resistance, laid bifilarly along the conductors of the power windings, the output of which is connected to the input of the newly introduced secondary temperature measuring device with a key output connected to the input of the voltage regulator . (Patent RU No. 5954, published November 15, 2019).

The main disadvantage of this subcar generator is that it is not able to supply the required voltage and achieve the required power to provide electrical power to the car's systems and electrical equipment at speeds below 35 km / h due to a decrease in the rotor speed to 700 rpm. The consequence of this drawback is the need to turn off powerful consumers of electric energy and many systems that provide a comfortable journey for passengers in passenger cars, as well as switching to power supply from the battery.

Closest to the proposed technical solution is the power source for passenger rail cars of locomotive traction (Patent RU No. 193790, published November 15, 2019), containing an alternating voltage alternator including a rotor driven by a wheel pair of a passenger car, as well as a stator including two : the first and second power three-phase windings and one excitation winding, characterized in that it further comprises a generator shaft speed meter and a generator power switching unit comprising two contactors, including first and second contactors, the control windings of which through the wheel pair speed meter connected to the output power circuits of the passenger car, the first ends of the power windings are connected to each other through the normally closed first contacts of the first contactor, the second ends of the second windings are connected through the normally open second contacts of the first contactor to the first ends the first power windings and through the normally closed contacts of the second contactor, the second ends of the second winding are connected to each other, the second ends of the first power winding are connected to each other, the field winding is connected by power via a device for regulating the field current with output power circuits, the control input of the device is connected to the control output frequency meter.

The disadvantages of the prototype are:

- the inability of the subcar generator to work without overloads at low speeds, since at a car speed of less than 35 km / h, for stable operation of the generator, it is necessary to turn off a number of consumers, which creates uncomfortable conditions for passengers;

- a significant reduction in the service life of the battery due to frequent switching when changing the source of electric energy in the range of car speeds from 0 km / h to 35 km / h;

- the inability to supply the necessary and stable voltage at a rotor speed of 300 rpm;

- limiting the load capacity of the coupling of the generator and the wheelset of the car during normal operation of car consumers;

The objective of the proposed utility model is to eliminate the aforementioned shortcomings of power supplies of this type, to expand the range of possibilities for these sources to increase the reliability and stability of providing electrical energy for electrical equipment and passenger car systems from subcar generators at car speeds from 15 km / h to 160 km / h .

The solution to this problem was the development and design of a control cabinet for a set of electrical equipment for a passenger car with the possibility of power supply from the car generator at a speed of 15 km / h, which is achieved by installing a voltage transformer with an additional winding, which makes it possible to increase the output voltage to the required level of operation of the car consumers. When using such a voltage transformer, the subcar generator operates in the nominal power mode, which makes it possible to fully provide electricity to all consumers of the car by increasing the output voltage to 110 V.

The technical result of the utility model is the stability of providing electric energy to electric equipment and passenger car systems from subcar generators at car speeds from 15 km / h to 160 km / h, which allowed the generator to operate stably at a rotor speed of 300 rpm. up to 2400 rpm. without exceeding the maximum load on the coupling of the car generator.

The technical result is achieved by the proposed control cabinet of a set of electrical equipment for a passenger car, containing a standard three-phase alternating current car generator, which includes a rotor driven by a wheel pair of a passenger car and also a stator, including two: the first and second power three-phase windings and one excitation winding and the control cabinet itself a set of electrical equipment. The control cabinet of the passenger car’s electrical equipment set further comprises a voltage transformer, and the contactors KM1 and KM2, respectively, which are in turn connected to the QF circuit breaker and the control unit, are connected to the terminals of the first primary full winding and to the terminals of the first primary partial winding of the voltage transformer T1. The main windings of the stator of the regular car three-phase alternating current generator G1 are connected to the contactors KM3 and KM5, the operation of these contactors is provided by the coils of contactors K3 and K5 connected to the control unit, and the contactor KM3 is connected to the terminals of the second primary winding of the voltage transformer T1. A KM4 contactor is connected to the terminals of the secondary winding of the T1 voltage transformer, which is triggered when a signal is supplied to the K4 coil connected to the control unit. To the voltage rectifier, which stabilizes the output voltage, consumers are connected, one of which is the control unit. Coils K1, K2, K3, K4, K5 are connected to the control unit, where each coil controls the switching of the corresponding contactors KM1, KM2, KM3, KM4, KM5, as well as the driver for driving the excitation of the car generator G1. The driver control of the excitation of the regular car generator G1 is directly connected to the excitation winding of the rotor of the car generator G1.

Distinctive features of the presented utility model are:

- installation of a voltage transformer, with two primary and one secondary windings, which, due to the voltage transformation coefficient, provides a stable output voltage to the secondary winding output, which is necessary to provide the wagon consumers with electric power at a speed of 15 km / h to 35 km / h, eliminating the need disconnection of a number of consumers

- connection of logically programmable controllers that control the excitation of a subcar generator, automatic switching of power networks and make it possible to control the load;

- reducing the influence of the "human factor" by ensuring full automation of the systems and electrical equipment of the car.

The main sources of electricity for railway passenger cars in the presented utility model, depending on the mode of movement of the car, are: an external power supply source for a three-phase 380V network in the standby mode and a subcar three-phase alternating current generator in the driving mode. Switching the power network to provide electricity to the car systems is carried out by switching contactors, which are closed depending on the connected power source and the speed of the car.

When the passenger car is parked, the main power source is an external power source ~ 380 V, 50 Hz (11), which is connected to the QF circuit breaker. The QF circuit breaker is connected by wires through the feed-through terminals directly to the contactors KM1 and KM2, the parallel connection of which is due to the charging steps of the passenger car battery. In turn, the contactors KM1 and KM2 are connected to the terminals of the first primary full winding (4) and to the terminals of the first primary partial winding (5) of the voltage transformer T1, respectively. The operation of the contactors KM1 and KM2 is due to the connection of the coils of the contactors K1 and K2 to the control unit (10), which, by supplying signals to these coils, controls their operation.

During the movement of a passenger car, the main power source is a three-phase alternating current generator G1, the main stator windings (3) of which are connected to KM3 and KM5 contactors, the parallel connection and operation of which are determined by the speed of the passenger car. Automatic switching of these contactors is provided by the coils of contactors K3 and K5 connected to the control unit (10). In turn, the KM3 contactor is connected to the terminals of the second primary winding of the voltage transformer T1 (6).

A contactor KM4 is connected to the terminals of the secondary winding of the voltage transformer T1 (7), which is triggered when a signal is supplied to the coil K4 connected to the control unit (10). Then, depending on the speed mode, the transformed voltage is supplied through the contactors KM4 and KM5 to the voltage rectifier connected to them (8).

To the voltage rectifier (8), which stabilizes the output voltage, consumers (9) are connected, one of which is the control unit (10). Coils K1, K2, K3, K4, K5 are connected to the control unit (10), which switch contactors KM1, KM2, KM3, KM4, KM5, respectively, as well as the driver for driving the excitation of the car generator G1 (1). The driver control of the excitation of the car generator G1 is directly connected to the excitation winding of the rotor of the car generator G1 (2), which provides direct control of the excitation of the car generator G1 and the supply of stable and necessary voltage to the main windings of the stator for powering consumers of a passenger car at speeds from 15 km / h to 35 km / h

The essence of the proposed utility model is that the stabilization of the output voltage of the transformer, regardless of the power source (external power source or car generator), is provided by automatic switching of contactors: KM1 for voltage transformation from the terminals of the first primary full winding (4), KM2 for voltage transformation from the terminals of the first primary partial winding (5) to the terminal of the secondary winding (7) of the voltage transformer T1; KM3 for voltage transformation from the terminals of the second primary winding (6) to the terminal of the secondary winding (7) of the voltage transformer T1; KM5 for power supply directly depending on the speed mode of movement of the car. The driver also controls the excitation of the subcar generator, which acts as an electronic voltage regulator on the excitation windings of the rotor of the subcar generator G1 (2), which eliminates the possibility of overloads, and a programmed logic controller, which, in addition to controlling the driver of excitation of the car generator G1 (1), is programmed to automatically wagon network switching, which provides full automation of passenger car electrical systems.

The essence of the utility model is illustrated by the drawing shown in Fig. 1 in the form of a functional diagram of the proposed model, such as switching a voltage transformer T1, power sources (G1 and 11) and car consumers (9), allowing the subcar generator G1 to operate at rated power without overloads, co stabilization of the output voltage and automatic switching of car networks based on the use of logically programmable controllers.

With reference to FIG. 1 marked:

G1 - three-phase alternating current subcar generator;

T1 - voltage transformer;

QF - circuit breaker from an external power source ~ 380 V (10);

KM1 - contactor for supplying power from an external power source ~ 380 V (10) to the output of the first primary full winding;

K1 - coil contactor KM1;

KM2 - contactor for supplying power from an external power source ~ 380 V (10) to the output of the first primary partial winding;

K2 - contactor coil KM2;

KM3 - contactor for supplying power to the output of the second primary winding (6) of the voltage transformer T1 from the car generator G1 at a speed below 35 km / h;

K3 - coil contactor KM3;

KM4 - contactor of the output of the secondary winding (7) of the voltage transformer T1 for consumers of the car (8) at a speed below 35 km / h;

K4 - coil contactor KM4;

KM5 - power supply contactor for consumers of the car (8) directly from the G1 generator at speeds above 35 km / h;

K5 - contactor coil KM5;

1 - driver control excitation subcar generator G1;

2 - the field winding of the rotor of the car generator G1;

3 - the main stator winding of the undercar generator G1;

4 - output of the first primary full winding of the voltage transformer T1;

5 - output of the first primary partial winding of the voltage transformer T1;

6 - output of the second primary winding of the voltage transformer T1;

7 - output of the secondary winding of the voltage transformer T1;

8 - voltage rectifier;

9 - consumers of the car;

10 - control unit;

11 - external power source ~ 380 V, 50 Hz.

Depending on the choice of source, the carriage system is provided with electric power, the proposed utility model can operate in several modes.

The first mode is in the parking lot, when the passenger car is connected to an external power source of a three-phase network with a voltage of 380 V (11). The control unit (10) sends a signal to the coils K1, K2, K3, K4, K5, thereby controlling the corresponding contacts of the contactors KM1, KM2, KM3, KM4, KM5, and analyzes the voltage on the car battery. When operating in this mode, when connecting an external power source to the car, an automatic three-pole switch QF is activated, working in conjunction with a trip unit controlled by the control unit (10). The control unit (10) supplies a signal to coil K1 of contactor KM1 or coil K2 of contactor KM2, depending from voltage on the battery, and coil K4 of the contactor KM4.

When the car battery is charged, a large current cannot be allowed, therefore, the control unit (10) provides signals to the coils K1 and K4. The contacts of the contactor KM1 and the contactor KM4 are simultaneously closed. Current is supplied to the output of the first primary full winding of the voltage transformer T1 (4). The voltage is transformed by a coefficient calculated on the voltage of the battery during deep discharge, and from the output of the secondary winding of the voltage transformer T1 (7), through the closed contacts of the contactor KM4, current is supplied to consumers of the car (9) through a voltage rectifier (8).

Upon reaching a certain charge level of the car battery, the control unit (10) sends signals to the coil K2, at the same time opening the circuit of the coil K1, thereby opening the contacts of the contactor KM1. When the contacts of the contactor KM2 are closed, the current is supplied to the output of the first primary partial winding of the voltage transformer T1 (5), The voltage transformation in this case occurs according to a different coefficient, calculated on the voltage of the car battery when the charge is incomplete. After, as in the first case, from the output of the secondary winding of the voltage transformer T1 (7), through the closed contacts of the contactor KM4, current is supplied to consumers of the car (10) through the voltage rectifier (8).

The second mode - when the car moves at low speeds from 15 km / h to 35 km / h, the main source of electricity becomes the car three-phase alternating current generator G1. At low speeds, the G1 subcar generator is not capable of supplying the necessary voltage in the network to provide electric power to the systems and electrical equipment of the car, because the rotor speed is low (less than 700 rpm) and the generator is limited by the load on the coupler. In connection with these problems, to stabilize the voltage on the field windings of the rotor of the subcar generator G1 (2), the driver for controlling the excitation of the subcar generator (1), which is an electronic controller based on the microcontroller, is installed. The driver for driving the excitation of the car generator G1 (1) receives data based on the program of work of the control unit (10) and the data on the speed of the car, load current, temperature in the battery box and the temperature of the generator, and controls the excitation of the car generator G1.

At low speed (from 15 to 35 km / h), the current from the main windings of the stator of the car generator G1 (3) is supplied to the contactor KM3, while the control unit (10), in addition to supplying a signal to the driver for controlling the excitation of the car generator G1 (1), simultaneously delivers signals to the K3 coil of the KM3 contactor and the K4 coil of the KM4 contactor. When the contactor KM3 is activated, through closed contacts, current is supplied to the output of the second primary winding of the voltage transformer T1 (6). The voltage is transformed by a coefficient calculated for the operation of the transformer with the voltage of the undercar generator G1 when the car moves at a speed of 15 km / h-35 km / h. At the same time, the contactor KM4 operates and from the output of the secondary winding of the voltage transformer T1 (7), through the closed contacts of the contactor KM4, current is supplied to consumers of the car (9).

The third mode is when the speed of the car exceeds 35 km / h, at which it is possible to provide consumers of the car (9) with the necessary electricity. The control unit (10) opens the current supply circuit to the K3 coil of the KM3 contactor and the K4 coil of the KM4 contactor and simultaneously supplies current to the K5 coil of the KM5 contactor, while the contacts of the KM3 and KM4 contactors are opened, and the contacts of the KM5 contactor are closed, and the generator supplies current to consumers car (9) through a voltage rectifier (8) directly.

The proposed utility model, based on the use of a voltage transformer with an additional primary winding, a driver for controlling the excitation of a subcar generator and logically programmable controllers, allowed:

- operate the subcar generator without overloads in the range of the car speed from 15 km / h to 160 km / h without exceeding the load capacity of the coupling, thereby increasing the life cycle of the generator;

- to expand widely the range of power options for systems and electrical equipment of passenger cars from a subcar generator without switching to battery power in the range of car speed from 15 km / h to 160 km / h. For comparison, in the well-known power source RU 5954 U1, this possibility appeared only when the speed of the car was more than 35 km / h.

- stabilize the output voltage from power sources, both from external sources and from car generators;

- fully automate the switching of systems and electrical equipment of passenger cars;

- increase the level of comfort for passengers when traveling in passenger cars.

Industrial applicability.

The developed utility model has already managed to show itself in action and to prove itself in several orders as reliable and high-quality electrical equipment, which is gradually becoming very popular in the production of railway cars (compartment cars and reserved seats).

The expanded functionality of the presented utility model, one of the functions of which is stabilization of the output voltage produced by the car generator, eliminates the need to develop new car engines capable of operating in the rotational speed range of 300 rpm. up to 3400 rpm. In turn, there was also no need to develop and introduce a new microclimate system, which made it possible to improve the comfort conditions for passengers in the carriage on track sections where the passenger train moves at a speed of 15 km / h to 35 km / h without turning off the air conditioning system and microclimate, and at the same time charge the battery.

Also, this utility model can be used to replace the currently operating electrical equipment for the overhaul of both domestic and imported wagons.

Claims (1)

A control cabinet for a passenger car electric equipment set containing a standard three-phase alternating current car generator including a rotor driven by a wheel pair of a passenger car and also a stator including two: the first and second three-phase power windings and one field winding and the control cabinet for the electrical equipment set, characterized in that it additionally contains a voltage transformer, moreover, the contactors KM1 and KM2 are connected to the terminals of the first primary full winding and to the terminals of the first primary partial winding of the voltage transformer T1, which, in turn, are connected to the circuit breaker QF and the control unit, and the main windings of the car stator a three-phase alternating current generator G1 is connected to the contactors KM3 and KM5, the operation of these contactors is provided by coils of contactors K3 and K5 connected to the control unit, and the contactor KM3 is connected to the terminals of the second primary winding and voltage transformer T1; a KM4 contactor is connected to the terminals of the secondary winding of the T1 voltage transformer, which is triggered when a signal is supplied to the K4 coil connected to the control unit; consumers are connected to the voltage rectifier, which stabilizes the output voltage, one of which is the control unit; coils K1, K2, K3, K4, K5 are connected to the control unit, where each coil controls the switching of the corresponding contactors KM1, KM2, KM3, KM4, KM5, as well as the driver for driving the excitation of the car generator G1; the driver control of the excitation of the regular car generator G1 is directly connected to the excitation winding of the rotor of the car generator G1.

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