RU2219078C2 - Contact system in zone of servicing of electric trains - Google Patents

Abstract

FIELD: railway transport. SUBSTANCE: invention relates to devices of contact system designed to supply traction motors of railway vehicles. Electric scheme of contact system sectionalization and switching equipment control system is designed for use at service station of dc electric locomotives. Contact system includes sections of high and low voltage and insulated inserts of contact wire divided by section insulators. Low voltage is supplied to contact system sections over inspection pit by contactor from separate source. High voltage from contact wire insert is fed by thyristor from contact system over tracks of locomotive depot. Control system makes it possible to move electric locomotives at service station under their own power to and fro, without overlapping contact wire insulated inserts by current collectors which exclude dangerous for personnel and equipment connection of different voltage sections of contact system. Relative interlocking of control prevents simultaneous switching on contactor and thyristor and movement of two or more locomotives at a time. EFFECT: improved reliability of locomotive servicing, provision of universal scheme of contact system. 1 dwg

Description

 The invention relates to devices of a contact network designed to power traction engines of railway electric vehicles.

 A known contact network of a rolling stock maintenance zone containing sections of a contact wire with a high operating and low voltage, separated from each other by insulators forming the contact wire inserts, one of which is connected to the last section of the low voltage via the current relay winding and a diode and connected to another insert through a current-limiting resistor, and the third insert is connected to a portion of the contact wire with the operating voltage through the key element [1] (see copyright Certification of the USSR 823189 according to class B 60 M 1/08, published in 1978).

 The disadvantage of the above contact network is the possibility of damage to the equipment due to the fact that the supply of operating voltage to sections of the network having a low voltage is not excluded, which reduces its reliability.

 Known sectional insulator for the contact network, made in the form of successively connected in pairs diodes of one direction on two inserts and the opposite direction on the third and fourth inserts, which allows to achieve complete galvanic separation of the feeder zones [2] (see US patent 5117072, NKI 191-39 publ. 05.26.92).

 However, such a scheme is designed to separate two sources of electrical energy with the same potential and involves the operation of a vehicle with one current collector. The use of circuits for powering electric locomotives with two, three, and four current collectors from electric power sources with a potential difference of 10-15 times does not exclude the passage of power switching places in traction mode, followed by inrush current and damage to the electrical equipment of the electric locomotive and power supply system. In addition, the practical implementation of such a partitioning scheme of a contact network will entail an increase in its linear dimensions to an unreasonable value.

 The closest in technical essence of the claimed invention is the contact network of the technical maintenance area of rolling stock, adopted as a prototype [3] (see USSR author's certificate 1119875 in class B 60 M 1/80, publ. BI 39, 23.10.84), containing sections of the contact wire, respectively, with high and low voltage, separated from each other by insulators forming the insertion of the contact wire. One of the inserts from the side of the reduced voltage section is connected to the latter through the winding of the current relay and diode and is connected to the other insert through a current-limiting resistor. The third insert is connected to the high voltage section of the contact wire through the key element and is equipped with a control relay, a time relay and a pulse shaper, and a different diode is connected in series with the current-limiting resistor in accordance with the first one. An additional insulator is installed between the second and third inserts. The key element is a thyristor, the control electrode of which is connected to the output of the pulse shaper, the input of which is connected to the power source through the normally closed contact of the current relay and the normally open contact of the control relay, through which the time relay is also connected. The power relay control circuit includes a normally open contact of a current relay and a normally closed contact of a time relay, and a normally open contact of a control relay is connected in parallel with the latter.

 The disadvantage of the prototype is the limited use - only for one specific series of electric locomotives, the technical data of which determine the dimensions of the elements of the contact network in the maintenance area.

 The aim of the present invention is to create a universal circuit contact network in the maintenance area for almost all modern DC electric locomotives without reducing the functionality of the contact network and increase the level of reliability.

 This goal is achieved by increasing the number of contact wire inserts, separated by insulators, between sections of the contact network with low and high operating voltage.

 The attached drawing shows the electrical circuit of the contact network in the maintenance area and the composition of two electric locomotives moving through the latter.

 The proposed electrical circuit for sectioning the contact network and the control system for the equipment includes a section of the contact network 1 with a low voltage, a section of the contact network 2 with a high voltage, sections of the contact network 3, 4, 5, 6, 7, 8, separated by sectional insulators 9, 10 , 11, 12, 13, 14, 15, barrier diodes 16, 17, 18, 19, 20, thyristor 21, current relay 22 with contacts 22.1, 22.2 and 22.3, current-limiting resistor 23, control relay 24 with contacts 24.1, 24.2, 24.3, time relay 25 with contacts 25.1, electromagnetic contactor 26 with coil 26.1 and contacts 26.2 and pulse shaper 27.

 Barrier diodes are turned on against high voltage. The diode 16 shunts the first on the low voltage side of the sectional insulator 9, and the diodes 19 and 20 shunt the sectional insulators 13 and 14, respectively. The sectional insulator 10 is bridged by a circuit consisting of the winding of the current relay 22, the current-limiting resistor 23 and the blocking diode 17. The diode 18 is connected to the contact wire inserts 4 and 6. The insert 5 is isolated from the contact wire by insulators 11 and 12. The thyristor 27 is turned on according to the high voltage between the high voltage contact area 2 and the insert 6. The contactor 26 delivers low The voltage from the corresponding electrical source to the contact network above the inspection ditch. The coil of the contactor is powered by an electric source of the control circuit through the contacts 22.3 of the current relay 22 or the contacts 24.3 of the control relay 24.

 The winding of the control relay is powered through the normally open contacts 22.2 of the current relay 22 and normally closed contacts 25.1 of the time relay 25. After the control relay is turned on, its power is also supplied through its own normally open contacts 24.1. Through the normally closed contacts 22.1 of the current relay, the normally open contacts 24.2 of the control relay 24 and the normally closed contacts 26.2 of the contactor 26 receives power from the pulse shaper 27.

 The location of the sectional insulators and their number are determined by the design dimensions of the served electric locomotives.

 When moving electric locomotives from the inspection channel ditch to the traction depot paths (from left to right in the drawing), the above scheme works as follows. The maintenance worker (shift master) turns on the contactor 26, and low voltage is supplied to the contact wire section 1, and through the barrier diodes to the corresponding isolated sections of the contact network 3-8. No voltage is supplied to section 5. The driver raises all current collectors on a controlled electric locomotive and sets it in motion. First, the electric current is consumed from the contact wire 1, then, when the insulator 9 is the last to go along the current collector, the current flows from the insert 3. After the last collector passes the insulator 10, the current passes through the winding of the current relay 22 and the current-limiting resistor 23. Relay 22 is activated and closes its contacts 22.2, 22.3. Through the closed contacts 22.2 and the included contacts 25.1 of the time relay 25, power is supplied from the control system voltage source to the relay coil 24. The relay 24 is turned on and through self-closed contacts 24.1 it becomes self-locking. Contacts 24.3 are broken, but the power of coil 26.1 of contactor 26 continues through the closed contacts 22.3 of the current relay 22. The current-limiting resistor 23 reduces the amount of current through the traction motors to a value insufficient for the movement of the electric locomotive, and the driver is forced to turn off the traction mode. The current through the coil of the relay 22 stops and it turns off. Disconnecting the contacts 22.3 de-energizes the coil 26.1 and the contactor 26 removes the low voltage from the section of the contact network 1. At the same time, contacts 26.2 are closed. Electrical power from the voltage source of the control circuit through the closed contacts 22.1, 24.2 and 26.2 is supplied to the pulse shaper 27. At the same time, power is supplied to the time relay 25. If the driver activates the traction mode of the electric locomotive for a certain time (5-10 s), then a closed galvanic current circuit through the thyristor 21, the latter will open and switch the power supply of the electric locomotive from the high voltage contact network through any isolated section 6, 7 or 8, with which the runners of the current collectors come into contact. After the passage of the first along the current collector of the insulator 15, the thyristor 21 closes. The time relay 25, after a specified time, trips and, breaking its contacts 25.1, de-energizes the coil of the relay 24, which, through its open contacts 24.2, turns off the pulse former. Closed after disconnecting the relay 24, its contacts 24.3 make it possible to re-enable the contactor 26 and output from the viewing position of the next electric locomotive.

 The interlocking of the relay 24 and the contactor 26 does not allow the contactor 26 to be turned on and the thyristor 21 to be opened, and, accordingly, the first electric locomotive powered by the high voltage contact wire 2 and the second electric locomotive powered by the low voltage wire 1 can simultaneously move. When using the so-called method for maintenance of electric locomotives through passage, i.e. when an electric locomotive enters the viewing position on one side (in our case on the left) and leaves on the other side (right), blocking the contactor 26 and the other thyristor, connected symmetrically to the thyristor 21 to the left of the center of the viewing position, will not allow the next electric locomotive to enter this moment in time is the departure of the already inspected electric locomotive.

 When the electric locomotive is moved back from high voltage to low (from right to left), the thyristor 21 is closed, and the contactor 26 is turned on. After the last current collector crosses the insulator 15, the front current collector (the longest electric locomotive) does not yet overlap the insulator 10, so the traction current passes through the coil of the current relay 22, the resistor 23 and the diode 17. Similarly to the previously described, the relay 22 is activated and the relay 24 is turned on. due to the decrease in the current value by the resistor 23, the electric locomotive cannot move, and the driver turns off the traction mode. After turning off the relay 22, the contactor 26 is disconnected (contacts 22.3 and 24.3 are broken) and the pulse shaper 27 is started. When the traction mode is turned on again, the thyristor 21 will open and supply power from the high-voltage contact wire 2. When the current collector passes the insulator 12 last, the thyristor 21 closes, and after the time relay 25 is activated, the contactor 26 will turn on. At the moment the contactor 26 is turned on, the first current collector, even the smallest length electric locomotive, will already cross the insulator 10, and therefore the traction current will be consumed from the section contact wire 3. Having received low-voltage power, the locomotive will set in motion and proceed to the viewing position.

 The proposed electrical circuit is universal and can be used for any combination of following electric locomotives and reliably prevents the possibility of overlapping section insulators and supplying high potential to the low-voltage contact wire above the inspection ditch, even if an infinite number of electric locomotives are moved with all the current collectors raised.

Claims (1)

The contact network in the maintenance area of the rolling stock, containing sections of the contact network, respectively, with high operating and low voltage, separated by sectional insulators, forming the contact wire inserts, electrically interconnected via unidirectional anti-high voltage diodes, a thyristor supplying high voltage to one of the contact wire inserts, a control circuit consisting of a current relay and a time relay, through the contacts of which the relay is controlled I, having its own self-locking contacts, a pulse shaper for opening the thyristor, receiving power through the contacts of the current relay, the control relay and the contactor supplying low voltage to the section of the contact network above the inspection ditch, characterized in that the section of the contact network with a low voltage is connected to the first insert through a diode, and the first insert is connected to the second insert through a chain containing a current relay, a current-limiting resistor and a second diode, the second insert is connected to the fourth insert through h the third diode, the fourth insert is connected to the fifth insert through the fourth diode, the fifth insert is connected to the sixth insert through the fifth diode, the third insert is isolated from the contact wire by two insulators, the thyristor cathode is connected to the high voltage section of the contact network, and the anode to the fourth insert , the coil of the low voltage contactor receives power from the electrical source of the control circuit through the contacts of the current relay or the contacts of the control relay.