RU2422299C1 - Power supply system of electric train with asynchronous traction drive - Google Patents

Abstract

FIELD: transport. ^ SUBSTANCE: invention relates to electrified railway transport and aimed to improvement of electric power supply scheme of electric train with asynchronous traction drive. Electric power supply scheme is used as power supply for non-traction on-board consumers during operation from alternating current overhead system. Energising of low-voltage power consumers and accumulator battery charging of electric train is carried out using half-controlled rectifier and high-frequency inverter where rectifier input can be connected either to additional winding of the main power transformer connected with ~25 kV overhead system or to ~380 V, 50 Hz industrial three-phase system. Using of two-winding and multi-winding high-frequency transformers provides power supply for low-voltage power consumers both from =3 kV direct-current and ~25 V alternating- current high-voltage overhead systems as well as from accumulator battery of =110 V. ^ EFFECT: decrease in dimensions and weight, higher efficiency and reliability of power supply for on-board consumers. ^ 3 cl, 1 dwg

Description

FIELD OF THE INVENTION

The invention relates to electrical equipment of vehicles with electric traction, which can operate from various external power supply systems, providing power to the traction engines and non-traction on-board consumers

State of the art

For electrification of railways, two power supply systems are used: AC and DC, in our country it is 25 kV AC and 3 kV DC. Initially, two types of electric locomotives were used: direct current and alternating current. Moreover, along the route of trains at special docking stations of two different systems, electric locomotives of one type were replaced by another. Then, dual-power electric locomotives were developed, which are more expensive and massive, but do not require special conditions when moving from one power system to another.

Traction drives of electric locomotives are also of two types: synchronous (collector) and asynchronous. The advantage of asynchronous over collector is relative simplicity and reliability, due to the lack of brush-collector assembly. Work on the creation of powerful mainline electric locomotives with induction traction engines was launched back in the late 1960s (T. Lyuttin, S.V. Pokrovsky “Unified multi-system converters of a new generation for electric locomotives with asynchronous traction motors”, ZhMD No. 5, 2005 ) Since then, at least six generations of asynchronous traction converters have been created, which are increasingly used in our country as well.

Traction converters based on modern components of power electronics in combination with three-phase asynchronous traction motors provide great opportunities both to increase traction and to reduce the interfering effect of electric traction on the mains.

In recent years, there have been increased requirements for the quality of passenger transportation, which means that the need for additional non-traction consumers of electricity (air conditioners, electric heaters, additional lighting, etc.) has increased. In addition, most non-traction consumers should function even during long-term parking.

The universal power supply system for railway transport, which most fully meets modern requirements for passenger transportation, should provide for the interchangeable or combined use of the following external sources of electricity:

railway contact network of alternating current (15-25 kV),

railway contact network of direct current (1.5-3.0 kV),

external three-phase alternating current network (380 V),

rechargeable batteries (110/50 V).

Known technical solutions aimed at improving the operation of power supply systems for electric locomotives and electric trains with asynchronous traction drive.

For example, the invention is known according to the Russian patent RU No. 2248892, in which the electric drive comprises a current type switch, a traction transformer, a current collector, and a four-quadrant converter connected by contactors to an LC filter. Two contactors are introduced into the traction electric drive, one of which is connected between the extreme terminal of the LC filter reactor and the AC terminal of the four-quadrant converter, and the other between the specified terminal of the LC filter reactor and the positive DC terminal of the four-quadrant converter.

This electric drive device allows you to adjust the constant voltage at the input of a stand-alone voltage inverter in the range from the actual to the maximum value of the mains by using the key elements of the quadrant converter in the pulsed DC chopper mode, which are not involved in the power supply from the direct current network, which ensures that the electric drive delivers maximum power independently from the actual voltage of the traction network. At the same time, it remains possible for the drive to function according to the most economical single-link scheme, when the actual voltage of the traction network ensures that the drive develops the required power.

The technical result consists in eliminating the dependence of the power developed by the drive on the value of the actual voltage of the supply network.

Also known is a universal power supply complex designed to power the measuring and computing complex (IVK) and the domestic needs of laboratory staff on wheels NIIEFA-ENERGO (www.nfenergo.sp.ru), which provides:

- uninterrupted power regardless of the speed of the car, including stops along the way;

- electricity supply during long-term parking both in the presence of an external network, and in its absence;

- convenience of remote control and control from the equipment room from the operator’s workplace.

The complex operates in four modes, which are selected using a single switch:

- The main mode of operation on the go;

- power mode for long-term parking in the presence of an external network;

- power supply in the parking lot in the absence of an external network;

- work from an external network at low or high voltage.

The complex includes inverters, uninterruptible power supply, diesel generator, battery charger, distribution cabinet, isolation transformer, remote control.

As a prototype, we consider the power supply system of an electric locomotive ES64U4 from Siemens Transportation Systems (TS), (railway station number 12, 2005)

The electric locomotive ES64U4 is equipped with two traction converters, one per traction motors of one of the bogies.

Each traction converter includes:

- two four-quadrant pulse regulators;

- two pulse inverters (one for each traction motor);

- one inverter to power auxiliary on-board energy consumers.

When powered from a 15 or 25 kV contact AC network, the traction current is supplied to the converters, after passing through a sequence of switchgear mounted on the roof, which includes a disconnector, an earthing switch, an inductive choke and a main high-speed vacuum circuit breaker, to the primary winding of the main transformer. Four-quadrant 4QS controllers are connected to the secondary winding of the main transformer. The rectified current from them passes through an intermediate DC link to two pulse inverters. Each inverter supplies three-phase alternating current “own” traction motors. The flow of current is possible both in the forward and in the opposite direction, i.e. modes of both traction and electrodynamic braking are realized.

When powered from a DC contact network with a voltage of 3 or 1.5 kV, the current through a two-stage line filter is sent directly to the intermediate DC link. The filter is formed from the secondary winding of the main transformer, capacitor assembly and inductive choke. In this mode, the traction converters operate at the full voltage of the contact network, and the inverters supply the traction motors in the same way as in the case of the contact AC network.

The electric locomotive has two separate converters for powering non-traction on-board energy consumers. Each of them is connected to the output of the intermediate DC link of one of the traction converters.

The first converter generates electricity of regulated voltage and adjustable (in the range from 2 to 60 Hz) frequency. It feeds asynchronous motors with a squirrel cage cooling system. The second converter generates electricity of a stable voltage and a stable frequency. It powers the air conditioning units in the control cabins, the motor-compressor, oil pumps and the battery charger. The charger can also be powered by an external power source connected via a dedicated connector.

The main transformer of the electric locomotive is made in a single-phase design and is designed to be powered from a contact AC network of 15 kV, 16.7 Hz and 25 kV, 50 Hz.

The disadvantage is the dependence of the power supply circuit of non-traction on-board energy consumers from the power supply circuit of traction motors, since it is connected to the output of the intermediate DC link of one of the traction converters.

Disclosure of invention

The inventive power supply system of an electric train with an asynchronous traction drive is equipped with connection devices:

~ 25 kV railway contact network of alternating current,

to the railway contact network of a direct current with voltage = 3 kV,

to an external three-phase AC network with a voltage of ~ 380 V,

to battery at = 110/50 V.

The system contains a main power transformer, the primary winding of which is connected to a ~ 25 kV AC contact network device and which supplies an electric power supply circuit for an asynchronous traction drive, including a rectifier, a filter and a powerful inverter that controls asynchronous motors, as well as an electric power supply circuit for non-traction vehicles consumers, including the battery charger, which includes a semi-controlled rectifier and a high-frequency inverter connected through yklyuchatel one of the two primary windings of the multiple transformer having multiple secondary windings for the inductive separation by feeding all onboard not traction consumers.

The same supply circuit of non-traction on-board consumers - at the input - can be connected, if necessary (for example, during long-term parking), with an external three-phase AC network with a voltage of ~ 380 V.

The system also has a second power supply circuit for non-traction on-board consumers, which can be connected via a circuit breaker to a DC contact network = 3 kV. This circuit contains a high-frequency inverter and a two-winding isolation transformer, which through a switch can be connected to the same primary winding of a multi-winding transformer as the first power supply circuit of non-traction on-board consumers.

The second primary winding of a multi-winding transformer can be connected (if necessary, emergency power supply) to the battery at = 110/50 V through a low-power inverter (converting the battery's constant voltage to alternating).

The technical effect of the invention is to simplify the electrical circuit of the universal power supply system, to reduce the overall dimensions of the auxiliary power supply source, to increase the efficiency and reliability of the power supply of onboard consumers. This is due to the fact that:

1) the electrical power supply circuit of non-traction on-board consumers when operating from a ~ 25 kV AC contact network monitors the power supply of all low-voltage energy consumers and the battery of the electric train battery using a semi-controlled rectifier and a high-frequency inverter, and the rectifier input can be connected either to an additional winding of the power transformer, or to an industrial three-phase network of 380 V, 50 Hz, which greatly simplifies the circuit and reduces the overall dimensions of the auxiliary power supply ;

2) the use of two- and multi-winding high-frequency transformers allows you to provide power to low-voltage energy consumers from high-voltage contact networks of direct and alternating current, as well as from a battery = 110 V through a low-power inverter, which increases the efficiency and reliability of the consumer power source.

The drawing shows a functional diagram of the power supply system of an electric train with an asynchronous traction drive.

The implementation of the invention

The power supply system shown in the drawing includes:

1 - a device for connecting a power supply system of an electric train to a railway contact network of alternating current voltage of ~ 25 kV,

2 - device for connecting the electric power supply system of the electric train to the railway contact network of direct current voltage = 3 kV,

3 - device for connecting the power circuit of non-traction on-board consumers to an external three-phase AC network with a voltage of ~ 380 V,

4 - device for connecting non-traction on-board consumers to the battery at = 110/50 V,

5 - main power transformer,

6 - rectifier,

7 - filter or DC-DC converter (first),

8 - a powerful inverter for traction drive,

9 - semi-controlled rectifier,

10 - filter or DC-voltage converter (second),

11 - high frequency inverter,

12 - multi-winding transformer,

13 - the first switch of the primary winding of a multi-winding transformer,

14 - isolation transformer,

15 - high-frequency inverter,

16 - low power inverter,

17 - Converter 3-phase output voltage 380 to 50 Hz,

18 - Converter 2-phase output voltage 230 to 50 Hz,

19 is a Converter charger battery

20 - on-board consumer converter for 50 V DC,

21 - converter on-board consumer to voltage on demand from 0 to 135 V,

22 - circuit breaker of non-traction on-board consumers when operating from a contact railway network = 3 kV,

23 - circuit breaker of non-traction on-board consumers when operating from a contact railway network ~ 25 kV,

24 - the second switch of the primary winding of a multi-winding transformer.

As connection devices 1-4, standard contactors and circuit breakers can be used.

Rectifier 6 can be made according to a bridge half-wave circuit.

Filters or DC / DC converters 7 and 10 can be made according to any well-known scheme.

As a powerful first inverter 8, you can use a 3-phase bridge inverter.

As a high-frequency second inverter 11, a single-phase half-bridge or bridge inverter can be used.

As a high-frequency third inverter 15, a single-phase half-bridge or bridge inverter can be used.

As a low-power fourth inverter 16, a single-phase half-bridge or bridge inverter can be used.

Converters 17 and 18 can be made according to any well-known schemes designed to obtain the corresponding output voltages: 380 V, 50 Hz; 230 V, 50 Hz.

Low-voltage DC-DC converters 19-21 can also be made according to known schemes.

The operation of the power supply system of an electric train with an asynchronous traction drive, depending on the source of external power supply, can be carried out in different ways.

1 case - connection of the electric train power supply system to the direct current contact network = 3 kV.

DC voltage = 3 kV is supplied to the filter 7 (or DC-DC converter), then to the inverter 8, where the operating voltage is formed for the operation of asynchronous motors AD. The power circuit of non-traction on-board consumers is connected through a switch 22 and includes a high-frequency inverter 15, an isolation transformer 14, and a primary winding (PS) of a multi-winding transformer 12, which can be switched off by a switch 13. On the secondary windings of the transformer 12, output voltages of different nominal values are formed:

a) the input voltage for the Converter 17 3-phase output voltage of 380 to 50 Hz, designed to power the on-board air conditioner;

b) the input voltage for the Converter 18 2-phase output voltage of 230 to 50 Hz, designed to power the car sockets;

c) the input voltage of the rectifier 19 connected to the lighting devices of the car;

d) the input voltage of the rectifier 20 connected to various low-voltage consumers of the car;

e) the input voltage of the rectifier 21, designed to recharge the car battery.

2 case - connection of the power supply system of the electric train to the contact AC network ~ 25 kV.

An alternating voltage of ~ 25 kV is supplied through the connection device 1 to the primary winding of the main power transformer 5. On one of its secondary windings (BB), the input voltage of the electric power circuit of the asynchronous traction drive is formed, including rectifier 6, filter 7 (constant voltage driver) and powerful inverter 8.

To power non-traction on-board consumers, a power circuit is used, which is connected by a switch 23 to another secondary winding (NV) of the main power transformer 5. The power circuit includes: a semi-controlled rectifier 9, assembled according to any known bridge circuit, a filter 10 (constant voltage driver), a high-frequency inverter 11 and the primary winding (PSU) of a multi-winding transformer 12, which can be disconnected from this circuit by a switch 24.

As in the 1st case, the output voltages of different required nominal values are formed on the secondary windings of the transformer 12.

Case 3 - connecting the power circuit of non-traction on-board consumers (at stops or in a depot) to an external three-phase AC network with a voltage of ~ 380 V, 50 Hz.

To connect, use connection device 3, which supplies ~ 380 V to the input of the power circuit of non-traction on-board consumers, used in the 2nd case, i.e. consisting of a semi-controlled rectifier 9, a filter 10 (constant-voltage driver), a high-frequency inverter 11 and a primary winding (BP) of a multi-winding transformer 12, which can be disconnected from this circuit by a switch 24. In this case, the switch 23 is in the off state.

4 case - connection of non-traction on-board consumers to the battery at = 110/50 Hz (emergency connection).

The direct current from the storage batteries (= 110 V) is supplied through the connection device 4 to the input of the low-power inverter 16, being converted into alternating current. The output of the inverter 16 is connected to the second primary winding (AB) of the multi-winding transformer 12. This case involves the use of rechargeable batteries in emergency cases, for example, for emergency lighting of a car.

Claims (1)

Power supply system for an electric train with an asynchronous traction drive, equipped with devices for connecting: to a ~ 25 kV railway contact AC network, ~ 3 kV to a railway contact DC network, ~ 380 V to an external three-phase AC network, to = 110/50 V, containing the main power transformer and the electric power circuit of the asynchronous traction drive, including the rectifier, filter and powerful inverter, as well as the electric power circuit of the non-traction x on-board consumers, including a battery charger, characterized in that it additionally contains a multi-winding transformer with two primary and several secondary windings for inductively shared power for all non-traction on-board consumers, and a second supply circuit of non-traction on-board consumers, which can be connected via a switch to contact DC network = 3 kV, while the main power transformer, the primary winding of which is connected to the device connecting to ~ AC 25 kV, has two secondary windings, one of which is connected to the power circuit of the asynchronous traction drive, and the other to a switch connecting the first power circuit of non-traction on-board consumers, which includes a semi-controlled rectifier and a high-frequency inverter, as well as a switch for connection to the first primary winding of a multi-winding transformer, while the second power circuit of non-traction on-board consumers contains a high-frequency inverter, an isolation transformer and also e switch for connecting to the first primary winding of the multi-winding transformer, in addition, the second primary winding of the multi-winding transformer is connected to the battery connection device at = 110/50 V through a low-power inverter, and the first power supply of non-traction on-board consumers is connected via an input to the external connection device three-phase AC voltage ~ 380 V.

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