SU1167050A1 - Arrangement for centralized electric power supply of passenger train - Google Patents

Abstract

A DEVICE FOR CENTRALIZED ELECTRICAL POWER SUPPLY - PASSENGER TRAIN, containing a three-phase synchronous generator, the excitation winding of which is connected through the contacts of the executive relay to the voltage regulator, and the stator windings to the input of the bridge rectifier, to the voltage of the voltage regulator connected to the input voltage of the voltage regulator, and the stator windings connected to the input voltage of the relay, connected to the voltage regulator. they are one of the conclusions of the winding of an actuating relay shunted by a diode, characterized in that, in order to increase reliability, it is provided with a capacitor connected by a single plate to each other m executive relay coil terminal and the other - the other output terminal of the bridge rectifier. (L odd ate

Description

The invention relates to transport, in particular to devices for centralized power supply of passenger trains from diesel locomotives using a single-wire direct current circuit. The purpose of the invention is to increase reliability. FIG. 1 shows a circuit diagram of the device; in fig. 2 is a basic electrical connection diagram of a relay for one of the specific embodiments of the device with the zero point of the stator winding of the generator; in fig. 3 is a timing diagram of the voltages at the terminals of the generator and the relay for the device of FIG. one; in fig. 4 is a timing diagram of the voltage at the terminals of the generator and the relay for the device of FIG. 2. The device (Fig. 1) contains a synchronous generator 1 of an alternating three-phase current, to the stator windings of which diodes 2-7 are connected, forming a bridge rectifier. The rotor 8 of the generator 1 is driven by the shaft 9 of the diesel engine 10 power take-off. The rotor winding of the generator 1 is connected to the voltage control unit 11. The cathodes of the diodes 3, 5, 7 are connected by a connector 12 with a train line 13 passing through all the cars of the train. The anodes of the diodes 2, 4, b are connected to the body 14 of the locomotive. The train load 15 in each car is connected to the train line 13 and the body 16 of the car, which together with the body 14 of the diesel locomotive is the second wire of the power supply device. The device also contains a relay 17 with a winding 17.1 and contacts 17.2. The winding 17.1 of the relay, shunted by diode 18, is connected in series with capacitor 19 to the cathodes of diodes 3, 5, 7 and the anodes of diodes 2, 4, 6. Contacts 17.2 of the relay are included in the power supply circuit of the rotor winding of the voltage regulator 11. The device (Fig. 2) contains two chains of sequentially connected windings 17.1 relays and capacitors 19, which are connected to the zero output of the stator winding of the generator 1, the cathodes of diodes 3, 5, 7 and the anodes of diodes 2, 4, 6. Contacts 17.2 of the relay 17 are on (not shown in FIG. 2) into the rotor winding circuit in a manner similar to that of FIG. 1. The diagrams (Figs. 3 and 4) show the curves a, b in the voltage of the stator windings of the generator 1, the voltage curve for the load 15 and the voltage curve for the relay winding 17.1 during normal generator operation (from the top) and during a break. the circuit of one of the stator windings of the generator 1 (bottom). The device works as follows. The generator 1 is rotated from the shaft of the diesel 10 and on its stator winding we have a variable three-phase voltage (Fig. 3), the frequency f of which is proportional to the frequency of rotation of the diesel and its value is maintained at a constant level UA 14 l / c 11. At the same time, at the output of the rectifier 2–7, we have a constant voltage U of 2.34 U with a ripple of 6f with an amplitude of no more. The capacitor 19 will then be charged until the voltage Ufimax through the diode 18, and the variable voltage Uj, i.e. about 2% of and -Relay at the same time should work. When one of the diodes 2-7 is broken, the rectifying voltage takes the form of FIG. 36. Capacitor 19 will still be charged up to the maximum value of Udmax, and pulsing voltage UJT will be applied to the winding of relay 17. Its average value is U0 ,, with the result that the relay 17 is activated by turning off the generator 1. In FIG. 4 shows similar diagrams for the circuit of FIG. 2. Here it is possible by the operation of the relay 17 to determine in which rectifier group (anode or cathode) the valve is broken. This device works in the same way if high-speed fuses are installed in the diode circuit. In this case, the operation of the fuse is equivalent to a diode break. The technical and economic efficiency of the proposed device is determined by a significant simplification of the protection circuit and, accordingly, an increase in the functional reliability of the device as a whole.

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Claims (1)

DEVICE FOR CENTRALIZED POWER SUPPLY OF A PASSENGER TRAIN, containing a three-phase synchronous generator, the field winding of which is connected through the contacts of the executive relay to the voltage regulator, and the stator windings' - to the input of the bridge rectifier, one of which is connected to the output terminals of one of them, and to one of the terminals, and from the conclusions of the actuator relay winding shunted by a diode, characterized in that, in order to increase reliability, it is equipped with a capacitor connected by one lining to another one of the actuator relay windings, and the other with the other output terminal of the bridge rectifier. Figure 1