SK6037Y1 - Circuit design and vehicle traction transformer electric locomotives - Google Patents

Abstract

Circuit design and vehicle traction transformer, electric locomotives, where vehicle traction transformer (110), placed in a container (170), contains its own copy of the magnetic circuit (120), is equipped with entrance wound (130), motor windings (140, 141) and tertiary winding (160), where the layout and arrangement of the transformer (110) on both columns (126, 127) the magnetic circuit (120) as AC coil and input coil (130) is divided into three sections of the primary winding (131, 132, 133), while vehicle transformer (110) is placed in a container (170) so that the longitudinal axis of the magnetic circuit (171) is parallel to the longitudinal axis (172) locomotive (100) and the longitudinal axis of the block chokes (173) and where the threads (145) sections of coils (142, 143) motor windings (140, 141) are equipped among thread insulation (150). Magnetic circuit (120) is a single phase, the nuclear type, with a rectangular core (121), composed of oriented transformer sheets (122, 123) of two different lengths, with slanted cut at the corners in contact (124) and the overlapping of two successive layers, the plates (122, 123) in the corner points of contact (124) contain the auxiliary holes (125) used for assembly without additional air gaps and intersections of sheets in the same layer. Among thread isolation (150) Thread (145) consists of pieces of corrugated cardboard Electrical transformer three different shapes (151, 152, 153), fitted and centered between the different threads (145) spacers (154) and pulling pillars (155) with locking nuts (156), providing axial and radial ensure each thread (145), sections of the coils (142, 143) winding and tertiary winding heating (160) is located at the ends of poles (126, 127) the magnetic circuit (120).

Description

Technical field

The technical solution concerns the peripheral and structural design of the active parts and the spatial placement of the traction vehicle transformer required for the conversion of single-system electric locomotives to double-system locomotives.

BACKGROUND OF THE INVENTION

Electrified railway lines in 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. Increasing train speeds requires the use of electric locomotives with higher continuous traction power. The increase in traction power of locomotives on lines electrified by the DC 3000 V system is limited, among other things, by the maximum traction current at the 'contact wire - pantograph', 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 on older lines electrified by a DC system. A similar situation exists in the Slovak Republic, when it was decided in 2005 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 dual-system, given their overall technical condition and residual value. This conversion is primarily up-to-date for busy r. 163 et al. 162, which have so far carried mainly passenger trains and express trains on lines electrified by the 3 kV DC traction system. The technical aspect of the reconstruction is primarily conditioned by the addition of these vehicles to the traction vehicle transformer, which, in terms of its mechanical dimensions and weights, is a decisive component of the electrical equipment of the locomotive. 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, which implies requirements for the short-circuit voltage of the transformer. 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, which can reach 29 kV, the magnetic circuit does not become oversaturated. will result in increased no-load current and, above all, excessive noise in 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 stacked 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 of 800 kW and at 1500 V motor voltage, the secondary winding currents are above 1000 A. Such currents require an adequate design of the winding and individual windings of the required cross-section. Traction transformers used in dual-system vehicles r. 361 et al. 362 had an inter-thread insulation system formed 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, thereby locally reducing the overall cross-section of the secondary conductors. Another drawback of such an embodiment of the inter-thread insulation is the high time consuming construction.

The current solution of the spatial arrangement of the traction vehicle transformer in the dual-system locomotives r.361 and r.362 was characterized by the fact that the vehicle transformer was mounted in one common frame with a 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 aforementioned drawbacks are eliminated by the circuit design and the positioning of the traction vehicle transformer for electric locomotives according to a utility model, which is based on the fact that the traction vehicle transformer placed in the vessel contains its own magnetic circuit design, 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; where 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 of 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, , used for folding without additional air gaps and crossing 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 specified design power 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. 362 et al. 363. 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 locomotive. choke block.

Suitable single-system electric locomotives for conversion to dual-system locomotives are currently represented by single-system electric locomotives of the r-series. 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, will be able to carry trains also on electrified single-track lines3

SK 6037 Υ1 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 currently operated dual-system locomotives r. 362 et al. 363, leaving the original foreign excitation DC traction motors, substantially increased power when operating locomotives on lines electrified by AC traction system 25 kV, 50 Hz.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 - A view of a principal representation of a two-system electric locomotive with the location of a 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 distribution 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 - A schematic representation of motor threads with an inter-turn transformer corrugated board pulled into a coil section.

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

Example of technical solution

In FIG. 1 to 7, a specific example of a utility model for the conversion of single-system 4-axis electric locomotives of the r-series is shown. 163 et al. 162 for double-system locomotive series r. 361, with a traction vehicle transformer type power of 4900 kVA, the assigned reference numerals being intended for a more detailed understanding of the nature of the technical solution. In the frame of the original one system electric locomotive 100, a traction vehicle transformer 110, placed in a vessel having a magnetic circuit 120 of a single-phase, core type, having a rectangular core cross section 121 consisting of oriented transformer plates 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 comprise auxiliary openings 125 serving to ensure folding without additional air gaps and crossing 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 (primary) winding 130 is divided into three sections of the 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 windings 13 1, 132 and 133. The individual turns 145 of coils 142 and coils 143 have different outer 146 and inner 147 thread contour and are made by laser-cut aluminum wire. The inter-threaded insulation of the threads 150 consists of corrugated electrical transformer board parts of three different shapes 151, 152, 153, fixed and centered between the individual threads 145 of the spacers 154 and the clamping posts 155 with locking nuts 156 providing axial and radial securing of the individual threads 143, coil sections. 141 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

Perimeter and design solution of traction vehicle transformer location can be used for conversion of single-system electric locomotives of the r series. 163 et al. 162 powered from 3 kV DC traction system to double-system locomotives r. 361 capable of hauling trains also on lines electrified by a single-phase 1AC traction system of 25 kV 50 Hz, while maintaining the layout of the main frames of the original locomotives,

SK 6037 pri1 using original DC traction motors of increased power and maintaining the method of cooling the oil charge of the traction vehicle transformer container.

PROTECTION REQUIREMENTS

Claims (3)

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 a magnetic circuit (120) itself, is equipped with an input winding (130), motorized windings (140,141) and tertiary windings (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 sections of primary windings 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 the single-phase, core type, with a rectangular cross section of the core (121), composed of oriented transformer sheets (122, 123). 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) for folding without additional air gaps and sheet crossing in the same layer. 3. The circuit and structural solution of a traction vehicle transformer for electric locomotives according to claim 1, characterized in that the inter-threaded insulation (150) of the threads (145) consists of corrugated electrical transformer board parts of three different shapes (151, 152, 153). centered between the individual threads (145) of the spacers (154) and the clamping posts (155), with locking nuts (156) providing axial and radial locking of the individual threads (145), the winding coil sections (142, 143), the tertiary heating winding (160) is located at both ends of the columns (126, 127) of the magnetic circuit (120).