VOLTAGE CONVERTER

Abstract

The utility model relates to the fields of electrical engineering and railway transport, in particular to voltage converters for powering traction electric motors, powering cars, and excitation windings of a traction generator. The problem addressed by this utility model is the development of a voltage converter that comprises a power supply channel for traction electric motors, a power supply channel for cars, and a power supply channel for the excitation windings. The technical result achieved by this utility model is to increase the functionality of the voltage converter and the reliability of the power supply for the excitation windings. The technical result is achieved in that the converter comprises a housing with the following located inside: a first rectifier unit containing three-phase diode rectifiers assembled according to the Larionov circuit for each winding of the traction generator, fuses with a control unit for their operation for each phase of the traction generator windings,limit switches and a thermostat for signaling overheating control of semiconductor devices of traction rectifiers, which form a power supply channel for traction electric motors; a second rectifier unit containing three-phase rectifiers assembled according to the Larionov circuit and connected in series at the output, fuses with control of their operation for each phase of the windings of the power supply generator, a choke, a capacitor, voltage sensors, a current sensor, contactors, a thermostat for signaling overheating of semiconductor devices, which form a power supply channel for the power supply of cars; a third rectifier unit containing two independent sets that back each other up, each of which contains a thyristor rectifier, fuses with control of their operation, input and output switch-disconnectors for selecting the working set and thermostats for monitoring the temperature of power semiconductor devices,which form the power supply channel for the excitation windings of the traction generator, while the thyristor rectifiers are assembled according to the Larionov circuit.

Description

[0001] FIELD OF TECHNOLOGY

[0002] The utility model relates to the fields of electrical engineering and railway transport, in particular to voltage converters for providing power to traction electric motors, power supply to cars and excitation windings of a traction generator.

[0003] STATE OF THE ART

[0004] A locomotive traction converter (RU 2732816, published 09 / 22 / 2020) is known from the prior art. It comprises a power source, a frequency converter, and an inverter. The input of the power source serves as the input of the traction converter from the electrical energy source. The output of the power source is connected via an internal conductive bus to a single intermediate DC power bus. The input of the frequency converter, the output of which is connected to the windings of the traction electric motors, and the input of the inverter, the output of which is connected to the windings of auxiliary machines or to external loads, are connected to the single intermediate DC power bus. The power source, frequency converter, and inverter are interconnected and connected to the locomotive's external control system via a coded communication line. In this case, the power source comprises a diesel generator frequency converter, a charge-discharge converter, and a power source from the external network.The disadvantage of this traction locomotive converter is its low reliability, due to the fact that the excitation windings are powered from a single intermediate DC bus through common converters, while there is no independent redundant power supply channel for the excitation windings of the traction generator.

[0005] From the prior art, a multi-channel converter of a vehicle (RU 2840305, published 05 / 21 / 2025), which contains two three-phase rectifiers of an alternating current generator, two bidirectional inverters of power supply of alternating current traction electric motors, two frequency and voltage converters for power supply of auxiliary electric motors of a vehicle, two soft starters of auxiliary electric motors of a vehicle, a charging converter of a storage battery, a power supply converter of an on-board network, a bidirectional inverter of auxiliary needs, a step-down three-phase transformer, a starting converter, a voltage converter of the excitation winding of a traction generator, a control system for diagnostics and protection of channels.The generator rectifier outputs and the AC traction motor inverter inputs are connected to the DC bus, which is connected to the input of a bidirectional auxiliary inverter, whose output is connected to a transformer via a sine-wave filter. A disadvantage of this multi-channel vehicle inverter is its low reliability, due to the use of a single excitation winding inverter and its lack of redundancy.

[0006] The M-TPP-3600-2-U2 voltage converter is known from the prior art. Its design consists of a double-sided, enclosed cabinet with removable panels housing the power semiconductor devices and protection devices. A disadvantage of this voltage converter is its limited functionality due to the lack of a railcar power supply channel and an excitation winding power supply channel. These channels are implemented as separate devices, and the voltage converter only contains power supply channels for the traction motors.

[0007] The closest analogue is the V-TPPD-6.3k / 0.2k-1k / 3k-U2 rectifier, which is designed to convert three-phase alternating current from a traction synchronous generator to direct current. The rectifier's electrical circuit consists of two three-phase bridges. Each leg of the bridge circuit contains three parallel branches of diodes with fuses. A disadvantage of this rectifier is its poor functionality due to the lack of a power supply channel for the excitation winding, which is implemented as a separate device.

[0008] BRIEF DESCRIPTION OF THE UTILITY MODEL

[0009] The task that this utility model is aimed at solving is the development of a voltage converter that contains a power supply channel for traction electric motors, a power supply channel for cars, and a power supply channel for excitation windings.

[0010] The technical result provided by this utility model is an increase in the functionality of the voltage converter and the reliability of the power supply of the excitation windings.

[0011] The technical result is achieved in that the converter contains a housing with the following placed inside: a first rectifier unit containing three-phase diode rectifiers assembled according to the Larionov circuit for each winding of the traction generator, fuses with monitoring of their operation for each phase of the windings of the traction generator, limit switches and a thermostat for signaling the overheating control of semiconductor devices of the traction rectifiers, which form a power supply channel for the traction electric motors; a second rectifier unit containing three-phase rectifiers assembled according to the Larionov circuit and connected in series at the output, fuses with monitoring of their operation for each phase of the windings of the power supply generator, a choke, a capacitor, voltage sensors, a current sensor, contactors, a thermostat for signaling the overheating of semiconductor devices, which form a power supply channel for the power supply of cars;a third rectifier block containing two independent sets that back each other up, each of which contains a thyristor rectifier, fuses with a control system for their operation, input and output switch-disconnectors for selecting the working set and thermostats for controlling the temperature of the power semiconductor devices that form the power supply channel for the excitation windings of the traction generator, while the thyristor rectifiers are assembled according to the Larionov circuit.

[0012] BRIEF DESCRIPTION OF DRAWINGS

[0013] Fig. 1 shows a structural diagram of the first rectifier unit for powering traction electric motors.

[0014] Fig. 2 shows the structural diagram of the second rectifier unit for power supply of cars.

[0015] Fig. 3 shows the structural diagram of the third rectifier unit for powering the excitation windings of the traction generator.

[0016] Fig. 4 shows the assembly drawing of the voltage converter.

[0017] Fig. 5 shows the assembly drawing of the voltage converter (section A-A).

[0018] Fig. 6 shows the assembly drawing of the voltage converter (section B-B).

[0019] Fig. 7 shows the assembly drawing of the voltage converter (view B).

[0020] Fig. 8 shows the assembly drawing of the voltage converter (section D-D).

[0021] Fig. 9 shows the assembly drawing of the voltage converter (view I).

[0022] The following items are indicated by the positions on the drawings:

[0023] VD1-VD2 - three-phase diode rectifiers, assembled according to the Larionov scheme, for each winding of the traction generator;

[0024] VD3-VD4 - three-phase diode rectifiers, assembled according to the Larionov scheme, for the power supply channel of carriages;

[0025] FU1-FU18 - fuses;

[0026] SQ1-SQ3 - limit switches;

[0027] SK1-SK4 - thermostats for signaling overheating of semiconductor devices of traction rectifiers;

[0028] L - throttle;

[0029] C - capacitor;

[0030] DN1, DN2, DN3 - voltage sensors;

[0031] DT1 - current sensor;

[0032] KM1-KM4 - contactors;

[0033] VS1, VS2 - thyristor rectifiers assembled according to Larionov's circuit;

[0034] QS1, QS2 - switch-disconnectors;

[0035] A1, A2, B1, B2, C1, C2 in Fig. 4 - tire marking callouts;

[0036] 1 - cabinet;

[0037] 2 - BC bus;

[0038] 3 - tire;

[0039] 4 - traverse;

[0040] 5 - contactor assembly;

[0041] 6 - fan frame;

[0042] 7 - lower shield;

[0043] 8 - upper shield;

[0044] 9 - end shield;

[0045] 10 - panel;

[0046] 11 - connection box;

[0047] 12 - grounding sign;

[0048] 13 - glass;

[0049] 14 - plug;

[0050] 15 - nameplate;

[0051] 16 - hatch;

[0052] 17 - box;

[0053] 18 - "Discharge the capacitor" sign;

[0054] 19 - contactor bus;

[0055] 20 - "Remove when air duct contacts" sticker;

[0056] 21 - bolts;

[0057] 22 - screws;

[0058] 23 - nuts;

[0059] 24 - washers;

[0060] 25 - "Grounding" sticker;

[0061] 26 - rivets;

[0062] 27 - "Danger of electric shock" sticker;

[0063] 28 - diode;

[0064] 29 - capacitor;

[0065] 30 - eye bolt.

[0066] DETAILED DESCRIPTION OF THE UTILITY MODEL

[0067] A voltage converter is declared for providing power to traction electric motors, power supply to cars and excitation windings of a traction generator.

[0068] The voltage converter is designed:

[0069] - for converting the alternating voltage of the traction generator (from two windings) into two channels of direct voltage to power the DC traction motors of a diesel locomotive;

[0070] - for converting the alternating voltage of the auxiliary generator (from two windings) into a direct voltage channel for power supply of passenger cars;

[0071] - for converting alternating voltage into two channels of adjustable direct current voltage to power the excitation windings of a diesel locomotive traction generator.

[0072] Structurally, the voltage converter contains a first rectifier unit for powering the traction electric motors, a second rectifier unit for powering the cars, and a third rectifier unit for powering the excitation windings of the traction generator.

[0073] According to Fig. 1, the first rectifier unit, which is the power supply channel of the traction electric motors, contains three-phase diode rectifiers VD1 and VD2, assembled according to the Larionov circuit, for each winding of the traction generator. Three-phase diode rectifiers VD1 and VD2 are connected to INPUT 1.1 and INPUT 1.2 from the windings of the traction generator, respectively, through fuses FU1-FU6, as well as to OUTPUT 1.1 and OUTPUT 1.2 of the traction motors, respectively. The unit also provides circuits for signaling the failure of the traction rectifier fuses for each rectifier, circuits for signaling the opening of boards with limit switches SQ1-SQ3, as well as a thermostat SK1 for signaling the overheating control circuit of the semiconductor devices of the traction rectifiers.

[0074] According to Fig. 2, the second rectifier unit, which is a power supply channel for the carriages, contains three-phase diode rectifiers VD3 and VD4, assembled according to the Larionov circuit and connected in series at the output. INPUT 2.1 and INPUT 2.2 from the windings of the power supply generator are connected respectively to the three-phase diode rectifiers VD3 and VD4 through fuses FU7-FU12 and contactors KM3 and KM4. Three-phase diode rectifiers VD3 and VD4 are connected to OUTPUT 2.1 of the carriage power supply channel through contactors KM1 and KM2. Choke L and capacitor C smooth out the voltage pulsations generated at the channel output. Voltage sensors DN1 and DN2 are installed to measure the output voltage of each rectifier. Current sensor DT1 is installed to measure the output current. Voltage sensor DN3 is installed to monitor the voltage between the rectifier housing and the negative output of the rectifier VD4.The channel also includes an SK2 thermostat to signal overheating of the semiconductor devices in the power supply channel. Furthermore, the channel includes circuits to signal the failure of the power supply channel fuses for each car, based on the number of rectifiers, the power supply circuits for the control coils of contactors KM1 and KM2, the power supply circuits for the control coils of contactors KM3 and KM4, and the on / off signaling contacts for contactors KM3 and KM4.

[0075] Two independent sets are provided for power supply of excitation windings for full redundancy, while only one set can be included in operation. The set selection is carried out by switches-disconnectors QS1 and QS2. According to Fig. 3, the third rectifier block, which is a channel for power supply of traction generator excitation windings, contains thyristor rectifiers VS1 and VS2, assembled according to the Larionov circuit with a common point, connected to INPUT 3.1 from the auxiliary generator windings through fuses FU13-FU18 with monitoring of their operation and through switch-disconnector QS1. Thyristor rectifiers VS1 and VS2 are also connected to OUTPUT 3.1 and OUTPUT 3.2 of the generator excitation windings through switch-disconnector QS2.The channel also provides circuits for signaling the failure of the fuses of the power supply channels of the excitation windings of the traction generator for each rectifier, circuits for signaling the control of the inclusion of set 1 or set 2 of the power supply channels of the excitation windings, as well as circuits for signaling the control of the temperature of the power supply channels of the excitation windings of the traction generators with thermostats SK3 and SK4.

[0076] The power converter is designed as a metal cabinet (1). For ease of maintenance, the cabinet is equipped with panels: lower (7), upper (8), and end (9). All functional units of the voltage converter are secured to crossbars (4) using threaded connections. The main power components - diodes (28) - are secured with busbars (3). To smooth out pulsations in the car power supply channel, capacitors (29) are installed and secured with busbars (3).

[0077] Power distribution is realized by common busbars (3), BC busbars (2), busbars (19) contactors (5).

[0078] For safe operation, the cabinet body and components are provided with appropriate signs (12, 18) and stickers (20, 27).

[0079] Eyebolts are provided for moving the converter. Cable ties are used to secure the wiring inside the cabinet, and small components are secured with rivets (26).

[0080] The working principle of the voltage converter is as follows.

[0081] The converter receives power from two AC sources on the locomotive: the traction generator and the auxiliary power generator. Depending on the intended use, the electrical energy is converted and distributed across three rectifier units, which are structurally integrated into a single cabinet.

[0082] The first rectifier unit, which is the power supply channel for the traction electric motors, operates as follows. Three-phase alternating voltage from two independent windings of the traction generator is fed to inputs INPUT 1.1 and INPUT 1.2. Voltage is supplied via fuses FU1-FU6 to two three-phase diode rectifiers VD1 and VD2. The rectifiers are assembled according to the Larionov circuit using diodes (28). Next, the rectifiers convert the alternating voltage to direct voltage, which is fed to outputs OUTPUT 1.1 and OUTPUT 1.2 to power the DC traction motors. Fuse integrity and diode temperature monitoring are performed by signaling circuits and a thermostat (SK1), the signals from which are transmitted to the locomotive control system. Safety of maintenance is ensured by limit switches SQ1-SQ3.

[0083] The second rectifier unit, which is the car power supply channel, operates as follows. Voltage from the power supply generator windings is fed to inputs INPUT 2.1 and INPUT 2.2. Through fuses FU7-FU12 and power contactors KM3, KM4 (5), the voltage is fed to two three-phase diode rectifiers VD3 and VD4, which are also assembled according to the Larionov circuit and connected in series at the output. Choke L and capacitors C (29) are provided to smooth out pulsations in the rectified voltage. Voltage is connected to the OUTPUT 2.1 output of the train power supply via output contactors KM1, KM2. To control the parameters, voltage sensors DN1 and DN2 are provided, which control the operation of each rectifier, voltage sensor DN3 for monitoring the voltage between the rectifier housing and the negative output of the rectifier VD4, current sensor DT1 for measuring the load of cars and thermostat SK2 to prevent overheating of the channel power semiconductors.

[0084] The third rectifier unit, which is the power supply channel for the traction generator excitation windings, operates as follows. Voltage from the auxiliary generator is supplied to INPUT 3.1. Through fuses FU13-FU18 and input switch-disconnector QS1, the voltage is supplied to one of two independent thyristor rectifiers VS1 or VS2. The main or backup set is selected by switch-disconnectors QS1 and QS2. Thyristor rectifiers VS1 and VS2 are assembled according to the Larionov circuit. The rectified voltage is supplied through output switch-disconnector QS2 to outputs OUTPUT 3.1 and OUTPUT 3.2, connected to the generator excitation windings. Thermostats SK3 and SK4 monitor the temperature of each set, ensuring reliable operation. The winding power supply channel is redundant.

[0085] Thus, the converter provides power to all three channels: the traction motor power supply, the car power supply, and the traction generator excitation windings. The presence of a redundant power supply channel for the traction generator excitation winding increases the reliability of the excitation winding power supply.

Claims

A voltage converter comprising a housing with the following located inside: a first rectifier unit containing three-phase diode rectifiers assembled according to the Larionov circuit for each winding of the traction generator, fuses with monitoring of their operation for each phase of the windings of the traction generator, limit switches and a thermostat for signaling the control of overheating of the semiconductor devices of the traction rectifiers, which form a power supply channel for the traction electric motors, a second rectifier unit containing three-phase rectifiers assembled according to the Larionov circuit and connected in series at the output, fuses with monitoring of their operation for each phase of the windings of the power supply generator, a choke, a capacitor, voltage sensors, a current sensor, contactors, a thermostat for signaling the overheating of the semiconductor devices, which form a power supply channel for the power supply of the cars, characterized in that it additionally contains a third rectifier unit,containing two independent sets that back each other up, each of which contains a thyristor rectifier, fuses with monitoring of their operation, input and output switches-disconnectors for selecting the working set and thermostats for monitoring the temperature of power semiconductor devices that form a power supply channel for the excitation windings of the traction generator, while the thyristor rectifiers are assembled according to the Larionov circuit.

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