RU2326774C1 - Converting device of the passangers car power supply system - Google Patents

Abstract

FIELD: power supply.

SUBSTANCE: device includes the first input connector assy to connect to the external AC circuitry and the second input connector assy to connect to the car constant voltage source, that is, to the three-phase undercar generator with an amplifier or to the high-voltage converter of the train main power supply line. The device contains a rectifier unit, a charging device, a voltage converter and a power rectifier, a high-frequency inverter and a matching transformer connected in series. Note, that the voltage converter is composed of N inverters with every output connected to appropriate terminals intended for various AC Users of the car. The N inverters inputs are interconnected and have a common line with the second input connector assy connected to the rectifier unit output and the charging device input. The rectifier unit should incorporate two rectifiers.. At short-term switching-off of car power supply the device can be supplied by the storage batteries.

EFFECT: improvement of power parameters and increase in power supply system reliability.

4 cl, 4 dwg

Description

FIELD OF THE INVENTION

The invention relates to electrical equipment of vehicles, and in particular to devices that provide power to consumers of a railway passenger car using internal and external sources of the car's power system.

State of the art

The main consumers of electricity in railway cars are divided into consumers of direct and alternating current. The railway power supply system provides passenger cars with an alternating voltage of 127/220/380 V or a constant voltage of 50 ÷ 150 V. Each passenger car is equipped with a battery that provides emergency or backup power to the necessary electrical appliances. Power supply of equipment used for the car’s own needs, as well as regular recharging of batteries, require the formation of a number of voltages of the required type and nominal value in the car’s power supply system. For this purpose, a low voltage converter is used.

The railway power supply system includes several types of power sources.

For cars with autonomous power supply, the source of electricity is a subcar generator, which generates a three-phase alternating voltage (127 ÷ 380) V.

For cars with centralized energy supply, the power source is a high-voltage train line with a rated voltage = / ~ (1.5 ÷ 3.0) kV, which is passed through a transformer or a high-voltage subcar converter and lowered to the required value of alternating or direct current.

During long-term parking, the power supply of the cars is an external three-phase AC network of 380 V, 50 Hz.

The converter device of the passenger car’s power supply system serves to generate output voltages of various nominal values (constant and variable) to provide power to all types of instruments and equipment designed to satisfy the car’s own needs. Moreover, the conversion device must be compatible with any version of the car’s power supply system, that is, centralized (from the high-voltage train line), own (from the car three-phase generator) or external (from the industrial AC network). In addition, the conversion device should be structurally convenient for prevention and repair. In known converting devices at the input there is a power low-frequency transformer designed to convert the voltage supplied from the power supply system of the car, which has significant dimensions. Together with the rectifier, it is located in a separate device, which is not always convenient during operation and repair.

Known technical solutions provide for the possibility of connecting the converting devices of the power supply system both to the internal source of the car power supply and to the external network (for long-term parking). For example, in the power supply system TsMVK-61 (Manual for the conductor of passenger cars. M: Transport, 1983. Authors: Matveev VI, Kalmynin Yu.M., Dremin LG) to power consumers and charge rechargeable batteries in the parking lot and in the sludge parks, the wagon is connected to a stationary electric network with a voltage of 380 V, which is converted to a constant voltage in a special rectifier device.

From the description of the patent for utility model RU 52367 (patent holder of the SPC "Express", Tver), a technical solution is known for the power supply complex of consumers of a passenger car with centralized power supply (from the high-voltage main), in which there is a high-voltage converter that provides an adjustable output DC voltage at the output, which it feeds the car’s common DC buses to which a group of car consumers of DC power is connected, and also converts to single-phase and three-phase heat of the variable - to provide power band wagon AC consumers. When connecting to an external source of alternating three-phase current 380 V, 50 Hz (for long periods of time), a separate converter device is used here, which has a DC output with a voltage regulator connected in parallel with the output of the high-voltage converter. This device is structurally located in a separate housing and is independent of the low-voltage converter, which ensures the functioning of consumers during the movement of the train.

The disadvantages are non-compactness and quite significant dimensions due to the presence of two converting devices. In addition, the complex is not intended for use in cars with an autonomous power source.

As a prototype, we consider the electrical circuit of the power supply complex of a passenger car according to the patent for invention RU 2168435 (applicant and patent holder - SPC "Express", Tver).

The proposed complex contains a three-phase subcar, having a power winding and an excitation winding, as well as a step-down three-phase transformer, the primary winding of which is connected to the input of an external AC network. A switching device (winding of the electromagnetic contactor) is connected to the secondary winding of this transformer. The power rectifier is connected by its inputs directly to the control unit, and through the make-up contacts of the switching device to the secondary winding of the step-down three-phase transformer, and through the disconnect contacts of the switching device to the power winding of the generator. The power rectifier incorporates thyristors, the control elements of which are connected to the output of the control unit. One of the outputs of the power rectifier directly, and the other through the first current sensor connected to the common tires of the car, to which through the second current sensor connected to the battery. The inputs of the control unit and the generator voltage regulation unit are connected to the corresponding outputs of the first, second current sensors and the power rectifier. The signal output of the switching device is connected to the corresponding input of the control unit. The inputs of the generator voltage regulation block are connected to the power winding of the generator. A load is connected to the common tires of the car. Moreover, the load elements that do not require stabilized voltage are connected directly to common buses, elements requiring stabilized voltage are connected through a voltage regulator. The load elements powered by alternating voltage are connected through a voltage converter.

During long-term parking, it is required to provide the car with emergency power from the batteries, which should be able to regularly charge with direct current.

The execution of a power rectifier on thyristors and the use of a control unit for this power rectifier make it possible to electronically protect current sources from overload and automatically adjust the battery charge voltage when powered by an external AC network. And thanks to the design of the switching device in the form of an electromagnetic contactor, automatic switching of power supply from the generator to the external network is provided.

The disadvantage of this technical solution is that the conversion of ~ 380 V to a lower voltage is carried out on a low-frequency large-sized transformer, and then the already reduced voltage is rectified to 110 V DC. The presence of a power low-frequency transformer determines the large dimensions of the entire integrated power supply device. And, in addition, this complex is not universal, as it is not designed to work with high-voltage mains.

The claimed invention is a converting device of the power supply system of a passenger car designed to work with any source of electricity:

subcar three-phase alternator;

a high voltage converter coupled to the high voltage train line;

an external source of alternating three-phase (or single-phase) alternating current.

The converter device provides: recharging the batteries, powering the group of carload consumers of direct current, powering the group of carriage consumers of alternating current, while it is a compact device that is placed in a single construct, convenient for operation, maintenance and repair.

Disclosure of invention

The converter device of the passenger car’s power supply system is a single compact device that can operate both from an external AC network (127/220/380 V, 50 Hz) during long-term parking during repair, and from car power sources: a three-phase car generator train travel time (380 V, 50 Hz), or from a high-voltage (subcar) converter powered by a high-voltage train backbone network (~ 1.5-3.0 kV).

The essence of the claimed invention lies in the fact that the device, which includes a first input connector for connecting to an external AC network and a second input connector for connecting to a carriage DC voltage source of a power system: a three-phase subcar generator with a rectifier or a high-voltage converter of a train main network, contains in addition to the rectifier unit, the charger with terminals for connecting batteries and wagon consumers of direct current as well as a voltage converter with terminals for connecting carriage consumers of alternating current, - series-connected: power rectifier, high-frequency inverter and matching transformer. Moreover, the voltage converter is made in the form of N inverters with N outputs, each of which is connected to the corresponding terminals, designed to connect different types of AC car consumers. The inputs of N inverters are interconnected and connected to a second input connector connected to the output of the rectifier unit and the input of the charger.

The presence of a chain of power rectifier, high-frequency inverter, matching transformer at the input of the device eliminates the need for a powerful input low-frequency transformer when powered by an external network.

Conversion of the input three-phase alternating voltage (127 ÷ 380) V occurs as follows: the input voltage is supplied to the power rectifier, then the rectified voltage is supplied to the high-frequency inverter, where it is again converted to alternating, but already high-frequency, and then fed to the matching transformer to obtain the necessary values of operating voltages that are removed from the secondary windings of the transformer.

Such a technical solution makes it possible to reduce the overall weight of the device, since one of the components that are significant in weight and dimensions is a transformer depending on the operating frequency. And it is known that a high-frequency transformer is much smaller and lighter than a low-frequency transformer.

In addition, the conversion device may include another DC / DC converter (DCB) connected between the second input connector connected to the output of the rectifier unit and the input of the charger, and the combined inputs of N inverters. The PPN block provides an adjustable increase in DC voltage from the car generator with a rectifier to the desired value necessary for the stable operation of inverters.

The second input connector may consist of two parts: the first and second, to realize the possibility of connecting to a voltage of different magnitude, which provides a high-voltage converter of the train main network. This allows one voltage — lower — to be supplied to the charger, which forms the charging current for the batteries, and the second, higher, to the input of inverters, which form the supply voltage of the AC consumers. Moreover, in this case, if a three-phase subcar generator is used, only one part of the second input connector is used.

In addition, the matching transformer can be made with two secondary windings: the first and second, for different output voltages (for example, 140 V and 400 V). Accordingly, the rectifier unit may contain two rectifiers: the first and second. In this case, the first secondary winding of the matching transformer is connected to the input of the first rectifier, the output of which is connected to the input of the charger and the first part of the second input connector. The second secondary winding of the matching transformer is connected to the input of the second rectifier, the output of which is connected to the combined inputs of N inverters and the second part of the second input connector. This allows, when powered by an external AC network, to improve the energy performance of the device as a whole by reducing energy consumption, since in this case one of the secondary windings of the transformer works to increase the voltage and provides the necessary 400 V input for inverters of the voltage converter, generating a different supply voltage AC consumers. A PPN connected between the combined inputs of the N inverters and the terminals for connecting the batteries can be added to this variant of the circuit in order to enable the inverters to work from the batteries (for a short time) while disconnecting from any source of the car’s power supply system. This increases the reliability of the device as a whole.

Thus, the essential features of the invention provide a technical result, the consequence of which are:

decrease in overall dimensions;

improving energy performance;

increased reliability;

provision of wagon consumers when powered from any source

power supply wagon.

Short description of graphic figures

The figure 1 shows the General structural diagram of the Converter device power systems of a passenger car, where the numbers indicate the following elements:

1 - the first input connector for connecting to an external AC network;

2 - the second input connector for connecting to either the car generator of a three-phase network or to a high-voltage converter of voltage of the main network;

3 - power rectifier;

4 - high-frequency converter;

5 - matching transformer;

6 - rectifier block;

7 - charger;

8 - terminals for connecting to the battery;

9 - terminals for connecting wagon DC consumers;

10 - Converter DC to AC;

11 ₁ ÷ 11 _N - inverters (1 ÷ N) for the formation of the required values of the output voltage of the alternating current;

12 ₁ ÷ 12 _N - terminals (1 ÷ N) for connecting carriage consumers of alternating current.

Figure 2 shows the structural diagram of the Converter device according to figure 1 with the addition of a constant voltage Converter (DC) 13, which provides an adjustable change in DC voltage at the input of inverters 11 ₁ ÷ 11 _N DC / DC Converter 10.

The figure 3 shows the structural diagram of the Converter device according to figure 1, in which several significant features have been developed.

The second connector is made in two parts:

2.1 - for connecting to the output voltage of a three-phase subcarriage generator = 50 V ÷ 150 V, or to the output U1 of a high-voltage converter of the mains voltage = 3000 V / ~ 3000 V (U1 = 140 V or any other value in the range from 50 to 150 V) ;

2.2 - for connecting to the output voltage U2 (for example, U2 = 400 V) from a high-voltage converter of the mains voltage = 3000 V / ~ 3000 V.

The matching transformer 5 has two secondary windings 14 and 15, and the rectifier unit 6 contains two rectifiers: 6.1 and 6.2. The first secondary winding 14 is connected to the rectifier 6.1, which is connected to the charger 7. The second secondary winding 15 through the rectifier 6.2 is connected to the input of the voltage Converter 10.

Figure 4 shows a structural diagram of a converter device made according to the diagram of the device shown in figure 3, but with the addition of a DC / DC converter 13, which is connected to the battery terminals and is used for short-term stops when there is no other power supply, except battery.

The implementation of the invention

The converter device of the passenger car’s power supply system is made in the form of a single semiconductor device, which can be placed compactly enough in one case, which has two input connectors on the outside for connecting to various power sources of the passenger car’s power system:

the first input connector 1 is for connecting to an external AC network (designed for connecting 127/220/380 V, 50 Hz, usually used for long-term parking, for maintenance and repair work);

the second input connector 2 is for connecting to your own car power supply (in passenger cars it is a three-phase subcar generator generating voltage ~ 380 V, 50 Hz while the train is moving) or for connecting to a high-voltage converter of a train main network (for example, to a high-voltage static Converter according to the patent for utility model No. 50060, having two output constant voltage: 110 and 400 V).

The first input connector is connected to the input of the power rectifier 3, made, for example, in the form of a thyristor bridge, designed to rectify an alternating three-phase voltage. The output of the power rectifier 3 is connected to the input of the high-frequency inverter 4, which is a controlled semiconductor DC-DC converter - into an alternating one, and of a high frequency. For example, it can be a half-bridge inverter that generates a rectangular alternating voltage with a nominal value of 250 V and a frequency of 10 kHz at the output. The output of the high-frequency inverter 4 is connected to the input of the matching transformer 5, the secondary winding of which is connected to the rectifier unit 6, which converts the high-frequency alternating voltage (~ 140-160 V) into constant, with a nominal value of 110 V, which is necessary for the normal charge mode of car battery cells by charger 7. The input of the charger 7 is connected to terminals 8 for connecting batteries and to terminals 9 for connecting car DC consumers

The second input connector 2 is connected directly to the combined inputs of the inverters 11 (1 ... N), which together make up the voltage converter 10 with an operating frequency of 50 Hz. The output of each inverter is connected to the output terminals 12 ₁ ... 12 _N. The output voltage of each inverter is determined by the potential composition of the wagon consumers of a particular type of passenger wagon.

The electrical circuit of the inventive converter device may include a DC voltage converter (PPN) 14 (FIG. 2), connected between the second input connector 2 connected to the common point of the rectifier unit 6 and the charging device 7, and the input of the converter 10. DC voltage converter (PPN) ) 13 can be performed, for example, according to the voltage increase circuit and is required to provide stabilization of the input voltage for the converter 10. This is especially important when using adjustable 10 MI-inverters.

The second input connector 2 may consist of two parts: 2.1 and 2.2 (figure 3). And when powered by a high-voltage backbone network, the first part 2.1 can be connected to the output of the high-voltage converter = 140 V, and the second part 2.2 - to the output = 400 V. Then 140 V will go to charger 8 and then provide battery recharge and power to the consumers with a stable voltage 110 V, a = 400 V will be supplied to the input of the converter 10, the inverters 11 ( _{1-N) of} which will provide output operating voltages in a wide range of values, up to 380 V, 50 Hz. Such voltages are necessary for the operation of devices that provide increased comfort for passenger cars, such as air conditioners. When powered from an external AC network, two types of voltages - 140 V and 400 V - will be provided by a matching transformer 5 using two secondary windings: 14 and 15 and two rectifiers - the first 6.1 and second 6.2, which are part of the rectifier unit 6.

An alternating voltage of 140-160 V from the winding 14 is supplied to the rectifier 6.1 and then to the charger 7. An alternating voltage of 400 V from the winding 15 is supplied to the rectifier 6.2 and then to the inverter 11 ( _1-N) .

The converter device can also provide short-term operation of all consumers, including AC consumers, from the batteries (Fig. 4), due to the fact that the converter device of Fig. 3 contains a DC-voltage converter 13 connected between the terminals 8 for connecting the batteries and the inputs of the inverters 11 ( _1-N) .

Work description

1. When using the conversion device (Fig. 1) in a train with autonomous carriage power while the train is moving, power is supplied from a three-phase subcarriage generator through a second input connector 2, and during long stops and repairs, from an external three-phase network source through a first input connector 1 .

When powered by an external power source, an alternating three-phase voltage of 380 V, 50 Hz is rectified by a power rectifier 3, then converted into a high-frequency alternating voltage (10 kHz) on a high-frequency converter 4 and supplied to a matching transformer 5, which is a high-frequency transformer, which means that it has overall dimensions , significantly smaller compared to a transformer of the same power, but industrial frequency (50 Hz). The voltage of 160 V is removed from the secondary winding of this transformer and is supplied to the rectifier unit 6, which provides a stabilized voltage = 110 V at the output. This voltage is supplied to the charger 7, which generates the required charging current for the car batteries, which provide backup power to the cars during short stops and emergency situations.

When powered from a car generator with its rectifier, an unstabilized voltage = 50-150 V is supplied to the converter device through connector 2. This voltage is supplied to the charger 7, which generates the required charging current for the batteries, as well as to the inputs of the inverters 11 ( _{1-N )} , at the output of which an alternating output voltage is formed corresponding to the input input.

Some AC consumers do not need large supply voltages. However, such consumers, such as air conditioners, require several types of supply voltage: three-phase adjustable (20-70) Hz, (88-308) V; three-phase adjustable (30-50) Hz, (132-220) V, three-phase stabilized 220 V 50 Hz. Therefore, a DC-voltage converter (ППН) 13 (Fig. 2) is introduced into the circuit, at the output of which a voltage of 400 V is generated, which is sufficient for the inverters designed to generate the above-mentioned voltages of AC consumers.

2. When connected to a high-voltage converter of a train backbone network ~ 1.5-3.0 kV (for example, a high-voltage converter VSP 40-U1, designed and manufactured by Gamem LLC, Istra), a rectified stabilized voltage of two nominal values: 140 and 400 V (figure 3). Moreover, 140 V is supplied directly to the input of the charger, and 400 V - directly to the combined input of the inverters of the converter 10.

On long-term parking, the power is switched to an external three-phase 380 V 50 Hz. At the same time, using a transformer 5 with two secondary windings, one of which allows you to get 400 V at the output, which are fed to the input of the converter 10, you can save energy from an external power source (Fig.3).

3. When working without receiving energy from the wagon power sources, the conversion device can provide short-term operation of all consumers, including consumers of alternating current, from batteries (figure 4). This is possible due to the fact that the Converter device, made, for example, in figure 3, contains a DC voltage Converter 13 connected between the terminals 8 for connecting the batteries and the inputs of the inverters 11 ( _1-N) . This allows you to provide a short time the required input voltage for inverters, forming the operating voltage of AC consumers.

Thus, using the inventive device, you can get the following technical advantages regarding the prototype:

- Ensuring the normal operation of all wagon consumers when powered from any source of wagon power supply (a subcar generator with a rectifier, a high-voltage converter of a train main network, an external industrial power source).

- A significant reduction in weight and size indicators by 30-40% - from the ratio of reference values of high-frequency and low-frequency transformers (for example, 10 kHz and 50 Hz).

- Improving energy performance by introducing a boosting secondary winding matching transformer.

- Improving reliability by eliminating switching equipment when powered from an external network and providing the possibility of short-term operation (for example, in emergency situations) only from batteries.

Claims (4)

1. A converter device of a passenger car’s power supply system, including a first input connector for connecting to an external AC network, a second input connector for connecting to a carriage DC voltage source of a power system: a three-phase subcar generator with a rectifier or a high-voltage converter of a train main network, a rectifier unit connected in series and a charger with output terminals for connecting batteries connected to terminals for connecting car consumers of direct current, a voltage converter with output terminals for connecting car consumers of alternating current, characterized in that between the first input connector and the rectifier unit are connected in series: power rectifier, high-frequency inverter and matching transformer, and the voltage converter is made in the form of N inverters, each output of which is connected to the corresponding terminals intended for connecting car consumers of different types of current, while the inputs of N inverters are interconnected and connected to a second input connector connected to the output of the rectifier unit and the input of the charger. 2. The Converter device according to claim 1, characterized in that it contains a DC voltage Converter connected between the second input connector connected to the connection point of the rectifier unit and the charger, and the combined inputs of N inverters. 3. The Converter device according to claim 1, characterized in that the second input connector consists of two parts: the first and second, each of which is designed to connect to a separate output of a DC source, the matching transformer is made with two secondary windings: the first and second, to different output voltage, and the rectifier unit includes two rectifiers: the first and second, while the first secondary winding of the matching transformer is connected to the input of the first rectifier, the output of which is connected to the input the charger and the first part of the second input connector, and the second secondary winding of the matching transformer is connected to the input of the second rectifier, the output of which is connected to the combined inputs of N inverters and the second part of the second input connector. 4. The Converter device according to claim 3, characterized in that it contains a DC voltage Converter connected between the combined inputs of N inverters and terminals for connecting batteries.

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