SK1842010U1 - Circuit design and vehicle traction transformer electric locomotives - Google Patents

Abstract

The peripheral and structural design of a traction vehicle transformer of electric locomotives, wherein the traction vehicle transformer (110) disposed in the container (170) comprises an inherent embodiment of the magnetic circuit (120), is provided with an input winding (130), motor windings (140, 141) and a tertiary winding (160), wherein the distribution and arrangement of the transformer winding (110) is on both columns (126, 127) of the magnetic circuit (120) as an alternating winding and the input winding (130) is divided into three sections of primary windings (131, 132, 133), wherein the vehicle transformer (110) is disposed in the container (170) such that the longitudinal axis of the magnetic circuit (171) is parallel to the longitudinal axis (172) of the locator (100) and the longitudinal axis of the choke block (173) and where the threads ( 145) the coil sections (142, 143) of the motor windings (140, 141) are provided with inter-threaded insulation (150). The magnetic circuit (120) is of a single-phase, nuclear type, with a rectangular cross-section of the core (121), consisting of oriented transformer sheets (122, 123) of two different lengths, with oblique cuts in contact at corners (124) and mutually overlapping at two the successive layers, wherein the sheets (122, 123) at the contact points in the corner (124) comprise auxiliary openings (125) for folding without additional air gaps and crossing the sheets in the same layer. The thread intermediate insulation (150) (145) consists of corrugated electrical transformer board parts of three different shapes (151, 152, 153) fixed and centered between the individual threads (145) by spacers (154) and tightening columns (155) with locking nuts (156) axially and radially

Description

Perimeter and construction solution of traction vehicle transformer for electric locomotives.

Technical field

The technical solution concerns the peripheral and structural design of the active parts and the spatial location of the traction vehicle transformer required for the realization of the conversion of one-system electric locomotives to two system locomotives.

BACKGROUND OF THE INVENTION

The electrified railway lines of both Western and Eastern Europe are characterized by a single-phase AC traction system of 25 kV, 50 (60) Hz, or 15 kV, 16.7 Hz, prevailing over the DC 3000 V and 1500 V DC systems. train speeds require the use of electric locomotives with higher continuous traction power. Increasing the traction power of locomotives on lines electrified by the DC 3000 V system is limited, inter alia, by the maximum traction current at the 'contact wire - pantograph' transition, which cannot be increased without restriction. For this reason, new modern and high-speed lines are electrified by a single-phase AC system and are converted to an AC system for older lines electrified by a DC system. A similar situation exists in the Slovak Republic, when in 2005 it was decided to gradually replace the DC traction system with a single-phase AC system of 25 kV, 50 Hz. The gradual conversion of the DC traction system to an AC system requires that electric locomotives - single-system, ensuring the running of trains on the DC-system - be converted to two systems, given their overall technical condition and residual value. This conversion is primarily up-to-date for busy r. 163 ar.162, which have so far been carrying mostly passenger trains and express trains on lines electrified by the 3 kV DC traction system. The technical aspect of the conversion is primarily conditioned by the addition of these vehicles to the traction vehicle transformer, which, in terms of its mechanical dimensions and weight, is a decisive component of electrical equipment. In terms of coolant design, the traction vehicle transformer is almost exclusively with liquid-oil cooling and forced oil circulation, which is cooled in separate coolers blown by air-generated fans located in the locomotive box. The determination of the basic geometrical dimensions of the transformer, the electromagnetic and thermal design and the design of the traction transformer are influenced by a number of requirements of electrical, mechanical and economic nature. None of the requirements can be dealt with separately, but in conjunction with other requirements.

Electrical requirements result directly from the cooperation of the traction vehicle transformer - diode rectifier system, from which the requirements for the short-circuit voltage of the transformer result. The absolute value of the short-circuit voltage of the transformer depends on the type of rectifier used, which is determined by the type of traction power transmission by the traction motors and the demand for braking energy recovery. In locomotives using DC traction motors, the absolute value of the short-circuit voltage between the input and output motor windings is usually between 10 and 12%. For power transmissions of locomotives equipped with asynchronous traction motors, the short-circuit voltage is 35 to 45%. Such different short-circuit voltage values can be achieved almost exclusively by the separate and different arrangements of the individual windings on the transformer core. However, the anticipated increase in traction power of converted locomotives with diode rectifiers and DC traction motors requires that the short-circuit voltage be reduced below the 10% above, requiring a different transformer winding arrangement than the previously used dual system locator arrangements.

Traction vehicle transformers are supplied with voltage from the traction line, which is characterized by a considerable tolerance from the nominal value of 25 kV. The upper deviation from the AC line voltage rating of the AC system requires that the transformer magnetic circuit be sized to ensure that even at the short-term maximum traction line voltage that can reach 29 kV, the magnetic circuit does not become oversaturated. manifests both by increased no-load current and, above all, by excessive noise of the magnetic circuit. The no-load current is a vector sum of the magnetizing current and the current covering the losses in the plates (iron) of the magnetic circuit. The absolute value of the no-load current is decisive for the magnetizing current component, which depends on the amplitude of the magnetic induction in the magnetic circuit and the shape of the yoke and clutch plates (butt contact, overlap contact, etc.) and the size of the airborne gaps. The currently used single- and dual-system locomotives are equipped with transformers in which the magnetic circuit is made of sheets folded essentially with perpendicular (90 °) overlapping connections.

The traction vehicle transformer supplies two groups of DC drive traction motors via diode rectifiers and anchor pulse converters, each group consisting of two traction motors connected in series. Achieving the required continuous traction power of traction motors with a value of 800 kW and at a voltage of 1500V, the secondary winding currents are above 1000 A. Such current values require a corresponding winding solution and individual threads of the required cross section. The traction transformers used in the two system vehicles r.361 and r.362 had an inter-turn insulation system created by a large number of insulating spacers, which were riveted to the individual threads by non-magnetic and electrically non-conductive threads through the additional holes in the individual threads. drivers. Another drawback of such an embodiment of the inter-thread insulation is the high time consuming of its construction.

The current solution of the spatial arrangement of the traction vehicle transformer in the two system locomotives r.361 and r.362 was characterized by the fact that the vehicle transformer was mounted in one common frame with the choke block. The choke block with its dimensions and weight represents almost half the weight of the vehicle transformer and is located in the locomotive frame such that its longitudinal axis is parallel to the longitudinal axis of the locomotive and vice versa the vehicle transformer with its longitudinal axis is perpendicular to the choke block. Such a spatial layout of the on-board transformer does not allow any increase in its type power, which the conversion of a single-system locomotive into a dual-system locomotive is reasonably contemplated.

The essence of the technical solution

The above-mentioned drawbacks are eliminated by the circuit design and positioning of the traction vehicle transformer for electric locomotives according to the utility model, which is based on the fact that the traction vehicle transformer placed in the container contains its own design of the magnetic circuit, is equipped with input winding, output motor windings and the arrangement and arrangement of the transformer windings is on both poles of the magnetic circuit as an alternating winding and the input winding is divided into sections of the primary windings, the vehicle transformer being positioned in the vessel such that the longitudinal axis of the magnetic circuit is parallel to the longitudinal axis of the locator and the longitudinal axis of the choke block; wherein the motor windings of the threads and coils are provided with inter-thread insulation. The thus designed arrangement and distribution of the input and output motor windings ensures that the required lower values of the short-circuit voltage of the winding pairs are achieved.

The magnetic circuit is a single-phase, core type, with a rectangular core cross-section, consisting of oriented transformer sheets of two different lengths, with oblique cuts in contact at the corners and intersecting each other in two successive layers, the sheets at auxiliary points in the corner , used for folding without additional air gaps and crossing of sheets in the same layer.

The inter-turn insulation of the windings of the output motor windings consists of parts of corrugated electrical transformer board of three different shapes, fixed and centered between the individual threads by spacers and tightening columns with locking nuts ensuring axial and radial securing of individual threads. at the ends of the core. The longitudinal axis of the transformer is parallel to the longitudinal axis of the locomotive and the longitudinal axis of the choke block, allowing the locomotive of the higher power vehicle transformer to be placed in the original locomotive frame dimensions.

The design output power of the vehicle transformer, the magnitude of the motor group voltages and the resulting currents of the output windings on the one hand, and the requirement for a limited total weight of the vehicle transformer require the output (motor) windings to be alternating in the form of 1 - threaded plate coils. The first advantage of the coil thread solution according to the technical solution is that the outer and inner contours of the threads have a different shape and the individual threads are made by cutting from the electro-conductive aluminum sheet with a laser beam. A second and essential benefit of the present invention is a method of making and locating an inter-threaded insulation consisting of corrugated electrical transformer board parts mounted between the threads by means of spacers and clamping columns with washers ensuring axial and radial securing of the individual windings of the winding section. The different placement of the corrugated cardboard inserts is to ensure a directional flow of the cooling transformer oil around the individual windings and thereby ensure a higher cooling efficiency of the windings.

The above design power rating of the vehicle transformer and the choke block remaining from the single-system locomotive cannot be placed in the locomotive frame in the manner used in locomotive locomotives. 3 62 a r. 63. This problem is solved by a utility solution design in such a way that the increased power of the vehicle transformer is ensured by the increased window height of the transformer magnetic circuit and its placement in a horizontal position so that the longitudinal axis of the transformer is parallel to the longitudinal axis of the locator parallel to the longitudinal choke block axis.

Suitable single-system electric locomotives for conversion to dual system locomotives are currently represented by single-system electric locomotives series r. 163 et al. 162, which currently operate passenger trains and express trains on lines electrified by the DC 3 kV traction system. From these locomotives converted double-system locomotives series r.361, they will be able to transport trains also on lines electrified by single-phase AC traction system 25 kV, 50 Hz. Thus converted by a busy implementation of the traction vehicle transformer according to the present technical solution will have a higher traction power compared to the power of the currently operated two system locomotives r. 362 et al. 363, leaving the original j

traction motors with foreign excitation, substantially increased power when operating locomotives on lines electrified by AC traction system 25 kV, 50 Hz.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 - View of the principle representation of two system electric locomotives with the location of the traction vehicle transformer

Fig.2 - Magnetic circuit of traction vehicle transformer with oblique cuts, sheet metal intersection and mounting holes

Fig. 3 - Wiring diagram of individual windings of traction vehicle transformer

Fig. 4 - Schematic representation of the arrangement of individual windings on the transformer core

Fig. 5 - Schematic representation of the shape and contours of the motor coil thread and the inter-thread insulation

Fig. 6 - Schematic representation of motor threads with corrugated transformer corrugated board, pulled into the coil section

Fig.7 - Schematic representation of the location of the traction vehicle transformer to the longitudinal axis of the locomotive and choke block

Example of technical solution

Figures 1 to 7 show a specific example of the implementation of a utility model for the conversion of single-system 4-axis electric locomotives of the r-series. 163 et al. 162 for a dual-system locomotive r.361, with a traction vehicle transformer type 4900 kVA, the assigned reference numbers are intended for a more detailed understanding of the nature of the technical solution. The traction vehicle transformer 110, placed in a container, whose magnetic circuit 120 is of the single-phase, core type, with a rectangular cross-section of the core 121, composed of oriented transformer sheets 122, 123 of two different lengths, with oblique cuts in contact at corners 124 and overlapping each other in two successive layers. The sheets 122, 123 at the contact points in the corner 124 include auxiliary openings 125 to ensure folding without additional air gaps and crossing the sheets in the same layer.

The arrangement and arrangement of the transformer windings is on both columns 126 and 127 of the magnetic circuit 120 as alternating windings, in which the input winding 130 is divided into three sections of primary windings 131, 132, 133, each with the same number of turns N1 / third

The motor windings 140 and 141 are designed as sections of coils 142 with N2 and coils 143 with N2 / 2 turns, distributed symmetrically around the primary sections of coils 131, 132 and 133. The individual turns 145 of coils 142 and coils 143 have different outer 146 and inner 147 contours threads and are made by cutting of electro-conductive aluminum sheet by laser beam. The inter-threaded insulation of threads 150 consists of corrugated electrical transformer board parts of three different shapes 151, 152, 153, fixed and centered between the individual threads 145 by spacers 154 and clamping posts 155 with locking nuts 156 providing axial and radial securing of the individual threads 141, coil sections and 142 windings. The different disposition of the corrugated cardboard inserts 151 to 154 aims to provide a directed flow of coolant transformer oil around the individual windings and thereby ensure a higher cooling efficiency of the windings 145 of the motor windings 140 and 141.

Tertiary winding - Heating winding 160 is disposed at the ends of the core.

A traction vehicle transformer with a magnetic circuit 120 is disposed within the vessel 170 such that the longitudinal axis of the magnetic circuit 171 is parallel to the longitudinal axis 172 of the locomotive 100 and the longitudinal axis of the choke block 173.

Industrial usability

Circuit and design solution of traction vehicle transformer location can be used for conversion of single-system electric locomotives series r. 163 et al. 162 powered from the 3 kV DC traction system on two system locomotives r.361 capable of towing trains also on lines electrified by 1AC traction system 25 kV 50 Hz, while maintaining the layout dimensions of the main frames of the original locomotive, using original DC traction motors of increased power and a method of cooling the oil charge of a traction vehicle transformer vessel.

Claims (3)

PROTECTION REQUIREMENTS Circuit and structural solution of a traction vehicle transformer for electric locomotives, characterized in that the traction vehicle transformer (110), located in the container (170), comprises the actual design of the magnetic circuit (120), is provided with an input winding (130) windings (140,141) with an inertial winding (160), wherein the winding layout and arrangement of the transformer (110) is on both columns (126, 127) of the magnetic circuit (120) as an alternating winding and the input winding (130) is divided into three sections 131, 132, 133), wherein the vehicle transformer (110) is disposed in the vessel (170) such that the longitudinal axis of the magnetic circuit (171) is parallel to the longitudinal axis (172) of the locomotive (100) and the longitudinal axis of the choke block (173). and wherein the motor windings (140, 141) consisting of the threads (145) and folded into the coil sections (142, 143) are provided with an inter-turn insulation (150). 2. Circuit and structural solution of a traction vehicle transformer for electric locomotives according to claim 1, characterized in that the magnetic circuit (120) is of single-phase, core type, with a rectangular cross-section of core (121), composed of oriented transformer sheets (122, 123). ) of two different lengths, with oblique cuts in contact at the corners (124) and overlapping each other in two successive layers, the sheets (122, 123) at the contact points in the corner (124) comprising auxiliary openings (125) serving to folding without additional air gaps and crossing sheets in the same layer. 3. Circuit and structural solution of a traction vehicle transformer for electric locomotives according to claim 1, characterized in that the inter-thread insulation (150) of the threads (145) consists of corrugated electrical transformer board parts of three different shapes (151, 152, 153). fastened and centered between the individual threads (145) of the spacers (154) and the ties (155), with locking nuts (156) providing axial and radial locking of the individual threads (145), the winding coil sections (142, 143), the tertiary winding heating (160) is located at both ends of the columns (126, 127) of the magnetic circuit (120).