SU33185A1 - Device for indicating a faulty group of electric traction motors - Google Patents

Description

The present invention relates to already known devices for indicating a faulty group of electric traction engines in electric rail trains. In the proposed device, as in the known devices for monitoring the health of several groups of current consumers (for example, arc lamps), each such group includes a maximum relay, which serves to control the circuit of the pointing device. According to the invention, a circuit controlled by a maximum relay of a group of motors located in an electrical circuit closer to the current collector than the other group is conducted through the normally closed interlocking contacts of the maximum relay connected to the circuit of the other group, so that when connecting both groups and the presence of damage in the second group, the maximum relay of the first group could not activate the pointing device. According to the embodiment, the maximum interlocking relay is switched between the motors and the ground, which serves to open the pointer instrument circuit when the braked motors are turned on, in order to prevent the named device from acting in this case.

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In FIG. Figure 1 shows a simplified scheme for including the excitation windings of maximum relays in a chain of two groups of traction engines (one car); FIG. 2 is a control circuit diagram of indicator devices for a train consisting of two motor and two trailer cars; FIG. 3 is a diagram of a pointing device and a scale view of a train device with three motor carriages.

The circuit of two groups of 1,2 and 3, 4 traction motors I, 2, 3, 4 includes the maximum relays, respectively, 5 and 6, which serve to close the circuit of the pointing device 12. In FIG. 1 designates: an 8-current collector of the car, 9 reversing switches, 10 contactors for performing a series and parallel connection of groups I, 2 and 3, 4 v for shunting a part of the motor windings, 11 ground (return wire). A maximum blocking relay 7 is included in the circuit of the wire connecting the power unit of the car to the ground.

A control circuit consisting of five wires 13, 14, 15, 16, 17 passes through the train (Fig. 2), of which three wires 13, 14, 15 are normal, the service current circuit, and two wires 16 and 77 are optional and introduced specifically to transfer current to the windings of indicating devices 12, 12 ...

Wires 16 and 17 include resistances 18, 18 ..., also connected to normally open contacts of relays 5 and 6.

The contacts of relay 5 are connected in series with normally closed interlocking contacts of relay 6. The circuit, which includes the contacts of relay 5 and 6, also includes the normally closed contacts of maximum interlocking relay 7.

Relays 5, 6, are made mechanically self-blocking; To unlock these relays, a relay 19 is used, in which the movable part 20 mechanically interacts with the moving parts of relays 5, 6, 7. Between the wires 74 and / 5, a source of service current is connected to the control circuit. Electrically pointing devices / 2, 72 are connected to the wires / 5, / 6, / 7 ...

The pointing device 72 may be configured as shown in FIG. 3, in the form of an ammeter of the magnetically electric type; it is equipped with an excitation coil having two windings, the ends of which are connected to the clamps 75, / 6, 77, connected electrically with the single wires in FIG. 2. With such switching on, the magnetic fluxes excited by the windings during flow around them are different in direction, as a result of which the moving system and the instrument arrow are deflected to the right when one winding is excited, and when the other winding is excited to the left; the degree of deviation of the arrow in one direction or another depends on the strength of the current flowing along the winding. The scale of the instrument is two-sided; with an unexcited device, the arrow stands in the middle of the scale; view of Szkal from Saint drawing. A switch 27 serves to turn on device 72 into the control circuit.

The device operates as follows. When closing the winding of the engine core 7 or 2 of the first motor car to the case / the maximum relay 5 will operate; an electrical circuit is formed: the positive pole of the current source (not shown in the drawing), wire 75, switch 27, one of

windings of the index device 72, about: water 77, one section of resistance IS, relay contacts 5, 6, 7 of the motor car /, wire 14, negative pole of the current source. The instrument arrow will turn to the left and will give the maximum deviation; it will be seen on the scale that the damage occurred in the first group of engines of the first motor car.

If the damage had occurred in the engines of the first group of the second motor car, the relay 5 of this car would have worked and the circuit of the same winding of the pointing device 72 would close through three sections of resistance 18; the current in the winding of the device 72 would be less and the arrow would give a smaller deviation, i.e. it would be established against the sign “// car. As is evident from FIG. 1, in the event of damage in the first motor group, relays 6 and 7 remain inactive, since the fault current does not pass through them.

If there is a fault in the second group of engines, i.e., in motors 3 or 4, the fault current passes, when the groups are connected in parallel, only through relay 6, and in series, through relay 5 and b. In the first case, the following circuit is closed: wire 75, switch 27, second device winding 72, wire 76, one (if damaged in the motor car /) or three (if damaged in the motor car //) resistance section 18, relay 6, wire 14; the arrow is deflected to the right by an angle corresponding to the strength of the current flowing through the device 72. In the second case, the same circuit is closed and the device 72 acts in a similar way, since the possibility of a false reading of the device 72 due to the action of relay 5 is prevented by the fact that the circuit controlled by relay 5 is open in the auxiliary interlock contacts of relay 6; these contacts (Fig. 2) are normally closed and open when relay 6 is energized.

In order to prevent the readings of the device 72 in the case of switching on the traction motors when the train was inhibited, the maximum locking relay 7 was applied, switched on (Fig. 1) between the engines of the second group and the ground (return wire). With such a start, all the motors I, 2, 3, 4 are overloaded, and all the relays 5, 5 and 7 come into effect. In this case, the relay 7 opens the control circuit of the device 72, thereby preventing the latter from erroneous indication of the presence of a fault chains.

As already mentioned, 5, 6 and 7 are made self-blocking, i.e. they have a mechanism that locks the moving part of the latter in the working position when the relay is in operation. To return the movable part of the relay to its original position, i.e., to unlock the relay, electromagnets f9, electrically connected to the wires / 5, M of the control circuit, are used. When the circuit of the electromagnet 19 is closed by a switch (not shown), the electromagnet / 9 releases the moving part of the relay 5, 6 or 7 by means of the device 20 and the latter returns to its original position.

The use of such a device in trains of electric railways greatly simplifies monitoring the health of the power plant of a train. Usually, under the action of an overload relay, the driver cannot know in which group of engines the damage occurred. The driver must turn on one of the groups, restore the overload relay and start the remaining engines; if the overload relay works again, it will mean that the defective motor group remains in operation; therefore, the driver must turn on the engine group that has just been turned off and then turn off the faulty one.

When distributing engines into several sections consisting of each of two groups of engines (for example, if there are several motor carriages in a train, each of which is equipped with two groups of engines), it is even more difficult to control. In this case, the ability to determine the faulty group is so difficult that errors are made almost inevitable. Lvtor points out that he had to observe more than once that trains came to the depot with incorrectly turned off motor groups. For example, the first group is completely intact.

for some reason turned out to be off, while the second group, significantly damaged, was turned on and worked until the last moment. He indicates one of the reasons that could cause such an error, with all the ensuing consequences. If one of the motors of the second group on the brush holder bounced off one end of the cable and touched grounded parts, then after the overload relay acts, the driver turns off, for example, the first group. And at that time, when the current in the motors was switched on again, the cable did not touch the ground (the circuit occurred, perhaps, at the ground). The driver, making sure that he turned off the motors correctly, took the train further. True, then the overload relay may have worked a few more times, but the driver was limited either by restoring it or even, at best, by switching the group. All this led to the fact that the damage, insignificant at the beginning, was brought to such an extent, for example, that the collector melted, burned cables, unwound the bandage, etc. This example suggests that turning off the engines blindly is not only an inconvenient but even economically disadvantageous.

All these inconveniences are completely eliminated by the proposed device, which can be used in trains with any number of motor cars.

The subject matter of the invention.

Claims (4)

1. A device for indicating a faulty group of electric traction motors, using maximum relays, one included in each group and used to control the excitation windings of the pointing device, characterized in that the circuit controlled by the maximum relay of group 5 of motors / , 2, located in the electrical circuit closer to the current collector 8 than the other group, conducted through the normally closed blink contacts of the maximum relay 6, included in the motor group 5, 4, located in the electrical th circuit further from the current collector 8, with the aim to ensure that the connection of both groups and the presence of damage in the second group, the maximum relay 5 of the first could not activate the pointing device. 2. The form of the device according to claim 1, characterized in that, in order to prevent the indication of the index device 72 when the braked motors are turned on, the maximum blocking relay 7 is switched between the motors and the return wire (ground), in this case the circuit device control 12. 3.When the device according to claims 1 and 2 application of remotely controlled electromagnets / I servants to release self-blocking maximum relays 5, 6, 7, in order to return them to their original position. 4. When the device according to claims 1-3 application of a train line connected to auxiliary wires / 6 and 77 to control a number of resistors 18, included in the pointer device circuit 12 by maximum relays 5, 6, located in different motor cars, with a view to the resistance of the excitation circuit of the pointer instrument 72 on which motor car the damage took place. No.L.C