RU2385237C1 - Converting system - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to systems that convert constant voltage of contact circuit into multi-channel system of voltages of DC electric locomotive. Proposed system comprises circuits designed to supply excitation windings of traction motors and locomotive internal circuits, two power supply distribution lines, units of communication with microprocessor control and diagnostics system realized via two code communications lines, unit of frequency converters and safety unit. Every aforesaid distribution line comprises voltage down step controller and two static voltage converters.

EFFECT: improved electric supply of electric locomotive control systems.

1 dwg

Description

The invention relates to railway electric transport control systems, and in particular to systems for converting a direct voltage of a contact network into a multi-channel voltage system of a direct current electric locomotive.

The conversion system (PS) provides:

- power supply of excitation windings (ОВ) of direct current traction electric motors (TED) according to the scheme of independent (mixed) excitation in traction, electrodynamic and regenerative braking modes;

- soft start and speed control of induction motors (AM) of cooling fans TED and brake compressor;

- power supply of control and lighting circuits (TsU and O);

- battery charge (AB);

- power supply of the microclimate system (CM) of the driver’s cab.

Known sources of information:

- an auxiliary converter of an electric locomotive, comprising in each section of an electric locomotive a static converter consisting of a contactor voltage divider, the midpoint of which is connected to the first terminal of the transformer primary winding, the second terminal of which is connected to the emitter of the first transistor and the collector of the second transistor, the collector of the first transistor is connected with the first output of the capacitor divider, and the emitter of the second transistor is connected to the second output of the capacitor divider, rectified An amplifier, the input of which is connected to the secondary winding of the transformer, and a voltage regulator, each section of the electric locomotive contains a smoothing reactor having an output for connecting to the current collector of the electric locomotive and another output connected to the first output of the capacitor divider, and a PWM controller, the input of which is connected to the output voltage regulator, the first output of the PWM controller is connected to the control circuits of the first transistor of the static converter of the first section and the second transistor of the static converter w swarm electric section, and the second output PWM controller coupled to the control circuits of the second transistor static converter of the first section of the first transistor and the second section of the static converter (RF patent № 2314939).

Known multi-channel Converter M-OMP-3500. This converter is used to power the traction electric drive and electric needs of the electric locomotive. The converter consists of a rectifier V-OPP-3200, two cabinets of frequency converters ШПЧ-150, three power supplies and two smoothing reactors ("Components and Technology", 2005, No. 3).

As a prototype of the proposed substation, the system used on DC electric locomotives, for example, VL10, VL11 with traction DC motors (S.I.Osipov, S.S.Osipov “Basics of train traction”, Moscow, 2000, p. 24 -113, 232-248).

As an analogue, according to the auxiliary power supply circuit, a circuit is selected from a well-known information source (N.I. Sidorov, N.N. Sidorova "How the electric locomotive is arranged and works." M .: "Transport", 1988, pp. 99-109).

Using the proposed PS, ensuring the operation of the TED according to the scheme with independent (mixed) excitation, gives the following advantages compared to the serial excitation schemes used in the prototype:

- the ability to use the traction motor sequential excitation without additional taps from the field winding to obtain a traction drive with the characteristics of the mixed connection motor;

- improved adjusting properties of the drive, which increases its operational qualities:

- improving the quality of regulation of the speed of the electric locomotive due to the smooth change of the magnetic flux by controlling the excitation current;

- an increase in the average value of traction in the clutch compared to the TED of sequential excitation (which allows you to drive trains of greater mass) and an increase in the probability of spontaneous recovery of the clutch after its failure;

- reduction in specific energy consumption (per unit mass) for train traction;

- a simple transition of the traction engine to electric braking;

- the possibility of automatic regulation.

The disadvantages of the prototype in the rest are:

- powered engines of auxiliary machines (cooling fans (VO) TED and brake compressor (TC)) from the contact network, which leads to a complication of the design of engines and their cost;

- lack of the possibility of smooth regulation of the system;

- lack of diagnostics for system malfunctions;

- power supply to the driver’s cab heaters from the contact network, which does not meet safety requirements when using cab heaters;

- the use of a special generator to provide power to the central heating and cooling equipment.

The proposed PS is characterized in that it:

- a centralized power supply system for auxiliary machines is used, where AM are used as drives;

- provides higher reliability of asynchronous machines, which significantly reduces the likelihood of their failure;

- a circuit is used to lower the supply voltage, which makes it possible to use standard industrial machines with small dimensions;

- provides the regulation of the rotational speed of the VO depending on the current TED, which increases the efficiency of blowing and reduces the energy consumption by blower fans;

- provides a smooth start of the TC and HE, which increases their service life;

- increases the safety of SM output devices (fan heaters, thermal panels, air conditioners) by reducing their supply voltage;

- redundancy of the central heating and power supply circuit is applied.

Two trunk code lines of communication allow to provide:

- control of the magnitude of the current in the OB;

- control of auxiliary machines from the control system of an electric locomotive;

- diagnostics of malfunctions of PS equipment and control objects and transmission of information about malfunctions to the driver.

Thus, the objectives of the invention are: to improve the power supply of the main and auxiliary control systems of an electric locomotive; reduction of energy consumption for servicing the main and auxiliary systems of the electric locomotive; improving the reliability of electric locomotive control; providing diagnostics of malfunctions of substations and control objects.

To solve the tasks, it is proposed to use a substation containing the power supply circuits of the OED TED and the auxiliary needs of the electric locomotive, characterized in that two power distribution lines, communication units with a microprocessor control and diagnostic system (MPSUiD) along two code communication lines, a frequency converter unit and a protection unit, wherein each power distribution line contains a step-down voltage regulator (PRN), two static voltage converters (SPN), and the inputs of the communication units are control inputs C from MPSUiD, the input of the protection unit is the input of the PS from the contact network (CS), the first input-output of the first communication unit is connected to the first input-output of the second communication unit, the input-outputs of the first PRN, the first and second SPN, the input of the first frequency converter ( IF) and the input of the voltage converter (PN) of the unit of frequency converters (BFC), the second input-output of the first communication unit is connected to the second input-output of the second communication unit, the second input is the output of the second communication unit connected to the second input-output of the first communication unit, with inputs and outputs and the second PRN, the third and fourth SPN, the second and third IF, the output of the protection unit is connected to the inputs of the first and second PRN, the output of the first PRN is connected to the inputs of the first and second SPN, the output of the second PRN is connected to the inputs of the third and fourth SPN, the output of the first SPD is connected to the input of the first IF, and also is the output of the PS for communication with the SM, the output of the first IF is the output of the PS to the first and second TED, the first output of the second SP is the output of the PS to the first and second TED, the second output of the second SPconnected to the first input of the PN BCH, the first and second outputs of which are the outputs of the SS to the AB and to the central control center, respectively, the first output of the third SPN is connected to the second input of the BP BCH, the second output of the third SPN is the output of the PS to the third and fourth TED, the output of the fourth SPN connected to the inputs of the second and third inverters, respectively, the outputs of the second and third inverters are the outputs of the substations to the TC and VO of the third and fourth TED, respectively.

The proposed PS is intended for:

- control of the DC current of the TED of a direct current of a direct current electric locomotive according to the scheme of independent (mixed) excitation in traction, electrodynamic and regenerative braking modes;

- ensuring smooth start-up and smooth regulation of the speed of blood pressure of auxiliary mechanisms of an electric locomotive (VO TED, TK) by changing the magnitude and frequency of the applied voltage;

- power supply TsUiO and battery charge;

- power supply of the driver’s cab CM.

Figure 1 shows the block diagram of the PS.

The drawing shows: 1 - the first communication unit PS, 2 - the second communication unit PS, 3 - the protection unit PS, 4 - the first PRN, 5 - the second PRN, 6 - the first SPN, 7 - the second SPN, 8 - the third SPN, 9 - the fourth SPN, 10 - the inverter, 11 - the first inverter, 12 - the inverter of the inverter, 13 - the second inverter, 14 - the third inverter.

Communication blocks 1 and 2 are microprocessor devices with three communication channels via the RS485 interface.

Block 3 protection is an LC filter that smooths the high-voltage pulse component of the input voltage.

PRN 4 and 5 are built according to the classical scheme of a step-down DC-DC converter, where an IGBT module is used as a key element. Management of the state of the key element is carried out by the management system.

SPN 7 and 8 provide:

- conversion of the input voltage of 1000 V into a rectangular voltage with an amplitude of 500 V and a frequency of 500 Hz;

- the conversion of rectangular voltage to DC voltage of 150 V (input voltage for PN 12);

- the conversion of rectangular voltage to 64 V voltage of a rectangular shape with a frequency of 500 Hz with the possibility of regulating the duration of a rectangular voltage (pulse-width modulation);

- maintaining in the OV TED the required current value.

SPN 6 and 9 provide the conversion of a constant input voltage of 1000 V to a voltage of 600 V to power the inverter and SM.

BPC 10:

- organizes the control of the inverter 11, 13 and 14 and the monitoring of their condition using the central control unit controller;

- transmits a constant input voltage of 600 V to the CM of the driver's cab;

- generates diagnostic information on the circuits of the charging device (charger) and central control unit and issues and, upon request, from BS 1 and 2.

IF 11, 13 and 14 are converters with a traditional structure for regulating the frequency and amplitude of the output voltage and provide:

- conversion of a direct voltage of 600 V into an alternating three-phase voltage of 380 V ± 5%, in the range from 16 to 50 Hz ± 5%;

- smooth acceleration of engines at start-up;

- long-term operation of blood pressure with the regulation of the output voltage in amplitude and frequency in the range from 16 to 50 Hz.

PN 12 includes a battery charger and a voltage converter 110 V, which converts DC voltage 150 V into a stabilized voltage on-board low-voltage network 110 V.

PS works as follows.

The voltage of the compressor with a nominal value of 3000 V DC is supplied to the input of the protection unit 3, which suppresses high-voltage interference contained in the input voltage, and translates this voltage to the PRN 4 and 5, which provide the first stage of voltage reduction to 1000 V. The voltage from the PRN outputs 4 and 5 goes to the inputs of the SPN 6, 7, 8 and 9, respectively, which provide the second stage of lowering the voltage to the required values with galvanic isolation. The voltage from SPN 6 is supplied to the input of the BPC 10, from where it is transmitted to the CM of the driver’s cab and to the inverter 11 of the power supply of the fan for blowing the first and second TEDs.

The voltage from the SPN 9 is supplied to the input of the BPC 10 and to the input of the inverter 14 of the power supply for the blowing fans of the third and fourth TED and inverter 13 of the power supply of the brake compressor.

From the outputs of SPN 7 and 8, a voltage of 150 V is supplied to the PN 12, which provides battery recharge and power supply of the central heating and cooling system, and a voltage of 64 V at a frequency of 500 Hz supplies the OB of the first, second, and third to fourth TED, respectively.

With one possible malfunction, the PS operates as follows.

In case of one malfunction, the electric locomotive switches to work according to the scheme of sequential excitation of the TED, and the substation ensures the operation of the fuel cell, the TED, and the power supply of the central heating station.

When the voltage of the switchgear is increased to 8000 V, the PS operates in the normal mode. PRN 4 and 5 provide the required performance for operation.

With a short-term (not more than 5 ms) voltage increase up to 12000 V (switching or atmospheric overvoltage), the protection unit 3 provides a voltage reduction of up to 8000 V.

With a prolonged increase in voltage above 8000 V, the protection unit 3 generates a signal that ensures the operation of the protection systems of the electric locomotive.

Thus, the substation with two consumer power distribution lines in the presence of two trunk code communication lines, controlled by the communication units of the substation with MPSU and D, allows to provide:

distribution of power supply to consumers in such a way as to provide the ability to control an electric locomotive with one possible PS failure;

redundant power supply TsUiO;

the use of equipment that operates in more favorable conditions for input voltage (at the second stage of voltage reduction).

Claims (1)

A conversion system containing power supply circuits for the field windings of traction electric motors and the auxiliary needs of an electric locomotive, characterized in that two power distribution lines, communication units with a microprocessor control and diagnostic system along two code communication lines, a frequency converter unit and a protection unit are introduced therein, each the power distribution line contains a step-down voltage regulator and two static voltage converters, and the inputs of the communication units are the control inputs the converter system from the microprocessor control and diagnostic system, the input of the protection unit is the input of the converter system from the contact network, the first input-output of the first communication unit is connected to the first input-output of the second communication unit, inputs and outputs of the first step-down voltage regulator, the first and second static voltage converters, the input of the first frequency converter and the input of the voltage converter of the frequency converter unit, the second input-output of the first communication unit is connected to the second input-output of the second communication unit, the second input-output of the second communication unit is connected to the second input-output of the first communication unit, with the inputs-outputs of the second step-down voltage converter, the third and fourth static voltage converters, the second and third frequency converters, the output of the protection unit connected to the inputs of the first and second step-down voltage regulators, respectively, the output of the first step-down voltage regulator is connected to the inputs of the first and second static converters voltage indicators, the output of the second step-down voltage regulator is connected to the inputs of the third and fourth static voltage converters, the output of the first static voltage converter is connected to the input of the first frequency converter, and also is the output of the converter system for communication with the microclimate system, the output of the first frequency converter is the output of the converter systems for cooling fans of the first and second traction motors, the first output sec of the first static voltage converter is the output of the converter system to the field windings of the first and second traction motors, the second output of the second static voltage converter is connected to the first input of the voltage converter of the frequency converter unit, the first and second outputs of which are the outputs of the converter system to the battery and to the control circuits and lighting, respectively, the first output of the third static voltage converter is connected to the second m is the input of the voltage converter of the frequency converter unit, the second output of the third static voltage converter is the output of the converter system to the excitation windings of the third and fourth traction motors, the output of the fourth static voltage converter is connected to the inputs of the second and third frequency converters, respectively, the outputs of the second and third frequency converters are outputs converter system to brake compressor and cooling fans third and fourth traction motors, respectively.

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