RU2750824C1 - High-voltage control chamber of shunting locomotive - Google Patents

Abstract

FIELD: railway transport.

SUBSTANCE: invention relates to electrical equipment for rolling stock. The high-voltage control chamber of a shunting locomotive has a modular structure on a metal framing in form of a box shaped as a rectangular parallelepiped, attached at the frame of the locomotive. The framing is covered on the outside with panels, covers, walls and doors, and the electrical equipment of the locomotive is installed inside. The framing includes four vertical support posts constituting the beams of the supporting frame thereof. Two adjacent posts located at the corners are the edges of the face of the parallelepiped, and the other two posts are located closer to the centre of the opposite vertical face of the parallelepiped framing. On the outer side of the framing wall corresponding with the vertical face of the parallelepiped, wherein the posts are located closer to the centre thereof, in the upper part, a compartment protruding beyond the dimensions of the cabinet is made, in form of an additional framing covered by doors. Electrical equipment is installed therein. The lower and upper parts of the frame of the control chamber are open.

EFFECT: improved electrical safety and ventilation.

11 cl, 20 dwg

Description

The proposed technical solution relates to the electrical equipment of the rolling stock of railway transport and can be used as a device for the installation and installation of low-voltage and power high-voltage electrical equipment with open current-carrying parts of the main and auxiliary systems of the locomotive, in particular in the form of a high-voltage control chamber of a shunting diesel locomotive of the TEM series, made in the form of a cabinet.

Known patent document CN 103280696 A dated 09/04/2013, which describes the frame of a cabinet with electronic equipment of a vehicle, for example, railway transport, designed to accommodate electronic equipment, made in the form of a cabinet with removable panels and / or doors, with the ability to access the equipment from the outside and from the inside, bolted to the vehicle, in which electrical appliances are mounted on easily detachable connections, and the connectors are mounted on the same panel.

However, this design is not intended for the installation and installation of high-voltage power electrical equipment of a shunting locomotive with open current-carrying parts, but is used to place electronic computer units in the passenger compartment of the vehicle.

Also known patent document CN 103779793 A dated 07.05.2014. This document describes a locomotive hardware chamber designed to accommodate electrical equipment, made in the form of a cabinet with removable panels and / or doors, with the ability to access equipment from the outside and from the inside, bolted to the locomotive, in which electrical devices are installed on easily removable connections, and the connectors are installed on one panel.

The disadvantages of the known design are the complex shape of the cabinet, which differs from the shape of a rectangular parallelepiped, which complicates the manufacture of the cabinet and its installation, as well as the irrational use of the internal space of the locomotive, associated with the location of its power high-voltage electrical equipment with devices of other systems.

Known RF patent No. 165047 dated 09/27/2016. This patent describes a locomotive hardware chamber, which is a structure made on a steel frame in the form of a regular parallelepiped, mounting rings are installed in the upper part of the frame, fastening holes are made in the lower part, the frame is closed from the outside with removable panels and doors, and a power and low-voltage electrical equipment of the locomotive, while part of the electrical equipment, which is the control and management elements, is located on the outer panels of the control room.

The disadvantages of this design are that the hardware camera is not installed directly on the locomotive frame, since it will not be possible to connect it to the power supply, since it has a flat base of the frame and a structure in the form of a cabinet closed from the outside, therefore, to ensure external wiring of the hardware camera in the locomotive requires a special support stand, which leads to a complication of the locomotive design and irrational use of the internal working space of the locomotive due to layout considerations associated with the inability to place the power high-voltage electrical equipment and other devices of other locomotive systems on the locomotive frame directly under the control chamber.

The closest analogue of the proposed apparatus chamber is the high-voltage chamber of a diesel locomotive known from document SU 1686553 A1, 23.10.1991, intended for placing electrical equipment, made in the form of a cabinet with removable panels and / or doors, fixed on the locomotive frame, in which the power high-voltage electrical equipment of the locomotive is fixed on a separate rack located inside the cabinet.

However, the known solution uses a complex shape of the cabinet, which is different from the shape of a rectangular parallelepiped, which complicates the manufacture of the cabinet and its installation, and also irrationally uses the internal working space of the locomotive, associated with the location of the power high-voltage electrical equipment of the locomotive inside the cabinet.

In addition, all of the above analogs of the equipment chambers have a low air exchange with the external environment due to the design of the closed cabinet.

Thus, the object of the invention is to create a locomotive hardware chamber that provides simplified manufacturing and installation, increasing the capacity of its working space, placing an optimal amount of low-voltage and power high-voltage electrical equipment of a diesel locomotive with open current-carrying parts inside the equipment chamber, while ensuring its reliable and safe operation.

The technical result of the invention is to increase the capacity of the working space, improve the electrical safety of work and ventilation of the equipment chamber.

The technical result is achieved by the fact that the high-voltage control chamber of a shunting locomotive is a modular structure made on a rigid frame metal frame in the form of an open cabinet in the form of a rectangular parallelepiped with protrusions, fixed on the locomotive frame, outside the frame is closed with panels, covers, walls and doors, and inside, low-voltage and power high-voltage electrical equipment of the locomotive with open current-carrying parts is installed, and part of the electrical equipment, which is control and monitoring elements, is located on the outer surfaces of the frame panels.

The frame includes four vertical support posts, which are beams of its supporting frame, two adjacent ones, located at the corners, are the edges of the parallelepiped face, in the form of which the cabinet structure is made, and the other two support posts are located closer to the center of the opposite vertical face of the parallelepiped frame ...

On the outer side of the frame wall of the corresponding vertical face of the parallelepiped forming the cabinet shape, in which the support posts are located closer to its center, in the upper part there is a compartment protruding beyond the cabinet size, in the form of an additional metal frame, closed by doors, inside which low-voltage equipment is located and part of the power high-voltage electrical equipment of the locomotive, while the lower and upper parts of the control chamber frame are made open without removable panels, covers, walls and doors.

The frame has an open entrance to the inside of the equipment chamber.

The side walls of the frame protrude beyond the size of its supporting frame, thereby increasing the useful internal volume for placing the electrical equipment of the locomotive, while the safety and reliability of the operation of the equipment chamber is additionally ensured by increased air gaps between the live parts of the apparatus.

Electrical equipment for switching, measuring, controlling and monitoring the main and auxiliary systems of the locomotive is installed inside the room of the equipment chamber, as well as in the additional compartment of its frame.

The lower horizontal beams of the supporting frame of the frame are located at a distance of 690 ± 10 mm from the locomotive frame, which provides free space under the cabinet sufficient to accommodate the power equipment of the locomotive systems.

The high-voltage control chamber of a shunting locomotive, due to the increased usable volume of the internal space of the frame, rational arrangement of apparatus and electrical installation, allows to optimally place the electrical equipment of the locomotive both inside the control room and outside on the locomotive, in particular on the locomotive frame under the control room, as well and effectively ensures the distribution of power supply to all power actuators of the locomotive, including traction motors for wheelsets, as well as instruments and mechanisms for monitoring, automation, signaling, control, etc. The use of a modular design and providing easier access to devices both outside and inside the control room chamber, allows to increase the convenience of operation and repair of electrical equipment of the locomotive, while improving the working conditions of the locomotive crew.

The frame of the equipment chamber, open from above and below, during operation of the locomotive provides natural convection cooling of the electrical equipment installed in it.

The essence of the claimed technical solution is illustrated by the images of Figs. 1-20, where:

- figure 1 shows a general view of the AK from the back (view from the side of the additional compartment);

- figure 2 shows a general view of the AK in front;

- figure 3 shows a general view of the AK from the front from the side of the entrance to the inside;

- Fig. 4 shows a general view of the front of the AK in the direction of the panel with connectors;

- figure 5 shows a rear view of the AK with the doors of the additional compartment open;

- Fig. 6 shows a general view of the AK from above with a deployed bracket on which the circuit breakers are installed;

- Fig. 7 shows the inner part of the rear wall of the AK

(longitudinal section A-A);

- Fig. 8 shows the inner part of the right side wall of the AK

(cross section BB);

- Fig. 9 shows the inner part of the front wall of the AK

(longitudinal section B-B);

Note: Figures 1-9 do not show the low voltage wiring and the corresponding AK fasteners. Figure 4 shows sections A-A, B-B and B-C.

- Fig. 10 shows a general view of the AK frame from the back;

- Fig. 11 shows a general view of the AK frame from the front;

- Fig. 12 shows a general view of the AK frame from behind and from above with spaced apart components;

- Fig. 13 shows a general view of the AK frame in front and on the left with spaced apart components;

- Fig. 14 shows a general view of the AK frame from the back and to the right with spaced apart components;

- Fig. 15 shows a general view of the bearing part of the front wall of the AK frame;

- Fig. 16 is a schematic electrical diagram of the AK connections - 1 sheet;

- Fig. 17 is a schematic electrical diagram of the AK connections - sheet 2;

- Fig. 18 is a schematic electrical diagram of the AK connections - sheet 3;

- Fig. 19 is a schematic electrical diagram of the AK connections - 4 sheet;

- Fig. 20 is a schematic electrical diagram of the AK connections - sheet 5.

Figures 1-20 show the following components of the AK:

1 - AK frame assembly;

2 - shaped tube and / or composite beam of rectangular and / or square section;

3 - embedded welded sleeve (smooth / threaded);

4 - eye bolt;

5 - guide sleeve;

6 - lower horizontal longitudinal beam of the load-bearing frame of the frame;

7 - connector panel;

8 - support frame of the frame;

9 - plate of the support frame of the frame;

10 - the place of attachment of the welded brace;

11 - insulating plate;

12 - right side wall of the frame;

13 - disconnector (switch) of the GV-22AP (RB) storage battery;

14 - the front wall of the frame;

15 - collapsible swivel bracket;

16 - automatic circuit breakers ETA 8345 series;

17 - PPN series fuse;

18 - back wall of the frame;

19 - train electromagnetic contactor MK-108L-V;

20 - reverse mounting frame;

21 - PKEP-8026 reverser;

22 - support platform of the reverser;

23 - electromagnetic contactor for shunting the field MK-209L;

24 - tape resistor of the LR-92 series;

25 - electromagnetic starting contactor MK6-20 (D1);

26 - left side wall of the frame;

27 - voltage regulation unit (BRN);

28 - rectifier unit (BVZ);

29 - time relay panel;

30 - intermediate relay RE16T;

31 - RM-1110 (P3) grounding relay;

32 - current limiting relay RM-2010 (RT);

33 - control relay RPU-3;

34 - electromagnetic control contactor MK (1-4);

35 - electromagnetic control contactor MK 6;

36 - signal adapter;

37 - GV-25 disconnector;

38 - resistance panel PS-2032 (SR33);

39 - batch switch for the number of locomotives 4G16-69-0U-A (PChT);

40 - cam switch OptiSwitch 4G16-959M-U-R114 (ОМ);

41 - cam switch of sockets 4G16-55-U-R114 (PR);

42 - plug socket (RSH6);

43 - electro-pneumatic brake replacement valve (VZT);

44 - electro-pneumatic valve for switching on the rear automatic coupler (VAZ);

45 - automatic pressure gauge (MDA);

46 - emergency excitation unit (BAS);

47 - measuring shunt of the ammeter;

48 - panel with resistance (s);

49 - panel of resistors (SL40) - (SL43);

50 - panel with PR-4032 resistors;

51 - panel with diodes and resistors (PD1);

52 - panel with diodes (PD2);

53 - protective screen PD1;

54 - protective screen PD2;

55 - IPK-TU fire detector;

56 - IPK-TU mounting bracket;

57 - fire extinguishing aerosol generator (AGS);

58 - executive device (IU);

59 - backup power supply unit (PDU);

60 - switch box KK-02PT (KK);

61 - combined measuring monoblock (MBKI-1);

62 - modular high-voltage currents and voltages measuring unit (BIVM);

63 - travel switch of VPK-2110 type;

64 - hinged protective door of the rear compartment of the frame;

65 - terminal set (XT);

66 - Harting connectors (P9), (P10) and (P11);

67 - Harting connector (P15);

68 — panel of the side wall of the frame;

69 - guide profile of the side wall of the Z-shaped frame;

70 - bearing panel of the front wall of the frame;

71 - rear (additional) frame compartment;

72 - swing door handle with vertical grip;

73 - box-shaped conical door plug;

74 - wiring rod;

75 - rod mounting sleeve;

76 - wiring bracket;

77 - rubber protective profile;

78 - split protective sleeve;

79 - information plate;

80 - high voltage power cable.

The high-voltage control chamber of a shunting diesel locomotive (hereinafter referred to as AK) is a steel painted cabinet in the form of a rectangular parallelepiped with protrusions, open access to the inside and removable closure elements, made on a frame metal frame with four vertical posts for fastening to the locomotive frame.

The frame (1) (Fig. 10) has a load-bearing steel welded frame made of shaped pipes and / or composite beams of rectangular and / or square cross-section (2) (Fig. 10, 11), providing maximum structural rigidity with minimum metal consumption, with embedded welded smooth and threaded bushings (3) (Fig. 10-14) for fastening the eye bolts (4) (Fig. 4) and technological devices (lifting beam and support frame) necessary for moving and transporting the device in cramped conditions. Installation metal structural elements are attached to the frame of the frame by welding and threaded (bolted and screw) connections: brackets, panels, frames, corners, channels, electrical bars, as well as steel welded assembly units in the form of walls, closing panels, protective covers and screens ...

In the upper (ceiling) part of the load-bearing frame of the frame in the corners, due to the local symmetric increase in the cross-sectional dimension in horizontal beams, they are installed vertically and welded into the through holes of the beams for cutting pipes of circular cross-section (5) (Fig. 10, 14), which are guide sleeves for the output through them upward of the power cables of the electrical equipment of the locomotive located inside the premises of the AK.

The frame design provides several transport positions of the device, both assembled and semi-finished, due to the flat front part of the frame's load-bearing frame, as well as the presence of additional attachment points for removable eye bolts.

On top of the lower horizontal longitudinal beam (6) (Fig. 3) of the frame of the apparatus chamber, a corrugated metal sheet of the floor is installed, which is a working platform for servicing the device as part of a diesel locomotive.

Inside the AC there is electrical equipment representing various electrical products: group switches, contactors, resistors, signal adapters (converters), control relays, circuit breakers, circuit breakers, measuring shunts, electro-pneumatic valves, emergency excitation unit, backup power supply unit, silicon rectifier unit, unit voltage regulation, blocks for measuring current and voltage in circuits, fuses, equipment for monitoring the fire condition and the operation of the device as a whole (fire detectors and aerosol fire extinguishing generators), as well as elements for connecting and distributing external and internal electrical circuits, such as terminal blocks and connectors.

The control circuits of the AK electrical equipment are built according to a two-wire circuit (circuit with an isolated neutral). This provides increased reliability as a short circuit to the case in one place does not lead to the termination of the operation of all electrical devices. The electrical devices installed in the AK are interconnected by cables and wires of various cross-sections.

The electrical installation of equipment consists of power (high-voltage) circuits that transmit the bulk of electrical energy and an auxiliary low-voltage (non-power) part. Power circuits are made using insulated cables of various cross-sections and are connected using lugs and adapter buses, while part of the equipment is assembled into a power circuit using busbar mounting. All non-power wiring is assembled into a single removable flexible wiring harness due to the rational placement of electrical equipment inside the equipment chamber. This makes it possible to significantly simplify the reproduction technology during serial production of the device and subsequent repair. The main low-voltage circuits for external connection of the AK as part of the diesel locomotive are reduced to one removable corner panel (connector panel) (7) (Fig. 4, 6) with modular quick-disconnect connectors installed on it, located in the corner of the internal room of the AK in such a way that the switching parts of the connectors are directed towards the entrance to the interior of the AK room, thereby ensuring the simplicity of the design and convenient connection of the device as part of a locomotive

The assembled AK has a structural weight of 800 ± 10 kg (depending on the configuration, this figure may slightly differ). Overall dimensions of the AK assembly without taking into account the protrusion of electrical wires and cables, as well as threaded fasteners (except for the rigging - eye bolts) are:

length - 1580 ± 10 mm; width - 1190 ± 10 mm; height - 2295 ± 10 mm.

The AK assembled as part of a diesel locomotive is installed with support posts (8) (Figs. 1, 3) on its main supporting frame and attached to it through flat plates (platforms) (9) (Fig. 13) by welding or threaded fasteners. In order to reduce the vibration of the device in operation, the AK is additionally unfastened by means of welded braces from the points of its supporting frame (10) (Figs. 1, 2) to the power elements of the locomotive hood. Welding points of guy wires with the frame of the AK frame are protected from coating with insulating bent plates (11) (Figs. 1, 2).

AK as part of a diesel locomotive works as follows.

To transfer power from the primary source of energy - a diesel engine of a diesel locomotive to its driving wheels (wheelsets), an electric transmission is used, the main elements of which are a traction generator as part of a diesel generator power plant that converts mechanical power into electrical power, traction motors that reverse the conversion of the generator's electrical energy into the mechanical energy of the locomotive movement and electrical equipment for switching circuits. The electrical equipment in the AK of the diesel locomotive provides control and regulation of the power of the electric transmission. In addition to the main task (transmission of power from the diesel engine to the drive wheels), the functions of the AK electrical equipment include power supply of lighting and signaling circuits, starting and stopping the diesel engine, automatic protection of components and assemblies in the event of a malfunction of the locomotive, as well as ensuring the automation of control of the joint work of several locomotives in the composition at the same time.

The equipment of power and auxiliary circuits is located in the AC in such a way that the general arrangement of the device ensures maximum use of the internal working space, the minimum number of conductors (wires) used and a convenient arrangement of electrical devices, which allows the most efficient assembly, installation of the AC on the diesel locomotive and maintenance during the period exploitation.

In accordance with the schematic electrical diagram of the AK connections (Fig. 16-20), the electrical equipment is grouped and placed according to purpose and electrical connections, as follows:

All heavy and large power electrical equipment is located inside the AK, which ensures normal stability of the structure due to the acceptable location of the center of gravity of the assembled device.

Inside the AK room to the right of the entrance on the panel of the right side wall of the frame (12) (Figs. 2, 6) there is a disconnector (switch) of the battery (RB) GV-22AP with a manual drive (13) (Figs. 8, 9), which turns on and off the power supply of the main circuits of the locomotive. In the upper part of the front wall of the frame (14) (Fig. 3, 4, 11) of the AK on a removable collapsible hinged bracket (15) (Fig. 6, 9) there is a group of ETA circuit breakers series 8345 (16) (Fig. 6 , 9) of various ratings for cut-off current and the number of poles, designed to turn on, turn off and protect low-voltage locomotive control circuits from overloads and short-circuit currents. These devices, in accordance with their functional purpose, must be switched on to start the diesel engine and start the operation of the control, lighting and signaling systems of the locomotive. To the left and to the right of (RB) there is a group of PPN series fuses (17) (Fig. 8) of various current ratings, which protect power electric circuits from overloads and short-circuit currents. On the inside of the rear wall of the frame (18) (Fig. 11), on the left side of the welded panel, the MK-108L-V train electromagnetic contactors (19) (Fig. 7) installed in a row are bolted to the welded panel, through which the traction generator is connected to traction electric motors for wheelsets of diesel locomotive bogies. Two contactors (P1) and (P2) control the operation of six high-power devices - reversible traction motors (two parallel groups of three in each). Also on the inner part of the rear wall of the frame to the right of the train contactors to the welded frame (20) (Fig. 11) through the embedded threaded bushings with six bolts is fixed the reverser (P) (21) (Fig. 3, 7), which is a multi-pole cam-type switch with electromechanical drive PKEP-8026 (own gearbox and drive motor) designed to change the direction of movement of the locomotive. The excitation windings of the traction motors are connected by the contacts of the main circuit of the reverser (P). When the position of the contact groups of the reverser is changed, its closed contacts open, and the open contacts close, which ensures that current flows around the excitation windings of the electric motors in the opposite direction. A change in the direction of the current in the field windings causes a change in the direction of rotation of the traction motor armatures, and, accordingly, the direction of movement of the locomotive. The place for mounting the reverser has a box-shaped metal support platform (22) (Fig. 11), welded to the mounting frame for safe installation and dismantling of the apparatus.

As the locomotive accelerates and increases the speed, the load current decreases, and the voltage increases along the hyperbolic part of the generator's external characteristic so that the diesel engine power is maintained constant. At a certain speed, there is a voltage limitation. A further increase in speed causes a decrease in current, with an almost constant voltage and leads to a sharp decrease in the generator power. The regulator of the diesel engine reduces the fuel supply, the diesel power is underutilized and there will be no further increase in the speed of the locomotive, or it will be very insignificant. To return the characteristics of the diesel generator to the load zone and the possibility of expanding the range of speeds of movement of the locomotive, weakening of the magnetic flux (field) of excitation of traction electric motors is used. To ensure the operation of the traction generator in the operating range of load currents (in the hyperbolic zone of the external characteristics of the generator), the electric circuit of the diesel locomotive provides two stages of weakening (shunting) of the traction electric motor field, which allows using the full power of the diesel engine at certain driving modes. The locomotive uses an automatic two-stage weakening of the excitation field of traction motors using relays that control bypass contactors. Above the reverser in the upper part of the AK, two electromagnetic contactors for shunting the field MK-209L (Ш1) and (Ш2) (23) (Fig. 4.7) are fixed in a row, which are responsible for the operation of the first and second stages of the shunting, respectively.

The use of the main group of contactors with an electromagnetic drive instead of an electro-pneumatic one gives an advantage in the absence of complex pneumatic equipment, the simplicity and reliability of the design of the devices themselves, as well as an increased free working space inside the AK room due to the absence of air pipelines with fasteners. In the upper (ceiling) rear part of the AK, tape resistors of the LR-92 series (24) (Figs. 4-6) are installed, which are load resistances in the power and control circuits. Resistors (SSh1) and (SSh2) are respectively the load resistances of the circuits of the first and second stages of weakening (shunting) of the magnetic field of traction motors, and the resistor (SZB) is designed to limit the charging current in accordance with the operating modes of the battery (BA). The strip resistors are cooled by natural convection.

The storage battery (BA) and the auxiliary generator (VG) of the power plant of the locomotive are connected in parallel. When the diesel engine is off, all control and lighting circuits are powered by the storage battery. After the diesel generator power plant starts to operate and the auxiliary generator voltage exceeds the battery voltage, the auxiliary generator will charge the battery and power the control circuits, lighting, etc. generator, it is provided to turn off its excitation. For this, the auxiliary disconnecting contacts of the starting contactor (D1) are included in the field winding circuit (VG). Electromagnetic starting contactor MK6-20 (D1) (25) (Fig. 7) is intended for short-term connection of power supply from storage batteries to a traction generator, for starting a diesel engine and is executed with two closing main contacts, but it is used as a single-pole one since the main contacts are connected in series. The contactor (D1) with the contacts of the main circuit connects the traction generator (TG) to the terminals of the storage battery (BA) through the battery breaker (RB). The generator, operating in the electric motor mode, cranks its crankshaft when starting the diesel engine.

The electrical system of the diesel locomotive includes a voltage regulation unit (VBR) (27) (Fig. 2) located inside the AC room on the left side wall of the frame (26) (Fig. 1.6), which is designed to maintain the voltage of the auxiliary generator of the diesel locomotive with a given accuracy in a wide range of changes in rotation speeds and armature load current. In the same place, next to one panel, there is a rectifier unit (BVZ) (28) (Fig. 2) intended for use in the grounding relay circuit for protection against short circuits on the case. The blocks are connected to the electric circuit of the locomotive using a plug connector. The rectifier unit in combination with other elements of the locomotive power transmission circuit reduces the ripple of the current in the working winding of the ground relay during breakdown of the traction motor or generator anchor winding on the case of the traction motor or generator, and also equalizes the relay sensitivity when they are closed to the case of the positive and negative circuits of the locomotive power circuit.

A removable panel with wiring rods (time relay panel) (29) (Fig. 2), on which 2 time relays of the RV-1P (RV3) and (RV5) type are located, is installed on the racks between the (BRN) and (BVZ) units, 3 time relay type RE16T with a time prefix (РВ2), (РВ4), (РВ6) and 1 relay РЭ16Т of the basic version (RU40), as well as a plug connector (Р15) for connecting these devices to the locomotive circuit. Time relays are designed for switching electrical circuits with certain, preset, time delays in locomotive control systems. (PB3) enables and disables the operation circuit of the oil circulation pump (MH) of the diesel engine, thereby limiting the duration of its operation. (PB2) provides a short-term continuation of operation (MH) after starting the diesel engine to start its stable idle operation. (РВ5) disassembles the scheme for starting a diesel engine from a storage battery, limiting the cranking time of the crankshaft during a failed start. The rest of the time relays ensure the operation of control circuits with a time delay for the operation of the switching devices in accordance with the locomotive operation scheme.

In addition, to control the electric circuits of the diesel locomotive, 18 additional intermediate relays of the RE16T type (30) (Figs. 2, 5, 7, 9) are additionally installed in the AK, which ensure the operation of low-voltage electric drive circuits.

An electromagnetic relay (grounding relay) of the type RM-1110 (P3) (31) (Fig. 2) is installed next to (BVZ) and is designed to protect the locomotive's power circuit from shorting to the body.

The RM-2010 (RT) current limiting relay (32) (Fig. 7), which is similar in design, differs by one working coil instead of two, is installed on the rear (central) wall of the frame and serves to protect the traction generator of a diesel locomotive from overcurrent.

As part of the AK, various control relays of the RPU-3 type (33) (Fig. 5, 7-9) are used, designed to work in the electric locomotive control circuits. The design of the relay is monoblock. All elements are assembled on a metal bracket. All modifications of this type of relay are identical in design, but differ in the number and design of contacts. The AK contains 12 relays of this type. Relays (RU4), (RU5) and (RU12) include a diesel starting circuit. (RU2) turns on the circuit of the second position of the dial. (RU14) includes a circuit for breaking the electro-pneumatic auto-stop valve (EPK) and activating emergency braking. (EPK) is designed to automatically send a warning signal (whistle) to the driver when a train (locomotive) approaches a prohibitory signal, or, if the driver does not take measures to reduce speed or stop, for emergency braking of the train (locomotive). (RKV) includes a circuit for multiplying the contacts of the contactor of the excitation winding of the traction generator. (RET) includes a circuit for the electric brake of a locomotive. (RCM1) turns on the "emergency excitation" switch circuit. (РММ1) and (РММ2) provide connection of the main and additional control panels, respectively. (РУ31) and (РУ32) provide connection of the main and additional control panels in the braking mode.

In electrical control and excitation circuits, control contactors for rolling stock of the MK series (1-4) (34) (Figs. 2, 5, 8) of various modifications are used, the functional purpose of which is to close and open electrical circuits that transmit currents of large magnitude. The design of the contactors is monoblock. All elements are assembled on a bracket. Modifications (executions) of contactors differ in the number of main contacts and current loads on them. The AK contains 9 contactors of this type. The MK 1-10 control blocking contactor (KBU) with its contacts connects the holding coil of the relay (RZ) and supplies a plus to the switching terminal blocks when preparing the operation of the locomotive circuit for starting the diesel engine. The contactor MK 1-10 (KTN) with the contacts of the main circuit connects the power circuit of the electric motor of the fuel pump (TN), and at the same time the power circuit of the control relay and the contactor (KMN) is prepared with the closing contacts. The opening contacts of the contactor (KTN) break the power supply circuit of the starting contactors, which excludes the possibility of their switching on when the diesel engine is idling. Contactor MK 4-10 (KMN) connects the electric motor of the oil circulation pump (MH) from the battery through a switch (RB) and a fuse (PMN). The excitation contactor MK 4-10 (KV) connects the excitation winding of the traction generator to the plus of the controlled rectifier module (power unit) (MUV). The contactor for controlling the starting circuit of the diesel engine MK 1-20 (KU17), with its closing contacts, connects power to the coils of the contactors (KM1), (KU2) and (BB), bypasses the contacts of the driver's controller (master), closed only at the zero position, and also not allows the switching on of the contactor (KMN) when the diesel engine is running. Contactor MK 1-20 (KM1) includes a self-excitation circuit of a synchronous exciter (VST) through (MUV). The contactor MK 1-10 (BB) with its power contacts connects the excitation winding (VST) to the positive of the battery, and also, when the electrical equipment is operating in emergency mode, maintains the voltage of the on-board network by collecting the excitation circuit (VST) from the (BRN). Contactor MK 1-11 (KZB) includes a battery charging circuit. The MK 1-11 (KU10) control contactor is used in the electric circuit of a diesel locomotive, when it works according to a system of two units to turn on only one front searchlight on the second diesel locomotive. The lamps of the rear and front lights are switched automatically.

In addition, 4 contactors of the MK 6 (35) series are also used in the AK electrical circuit (Fig. 7). Three two-pole: a brake contactor (KT1), a contactor for controlling the auxiliary brake valve circuit (KVT1) and the above-mentioned starting contactor (D1), as well as a single-pole contactor (A9-K1), which turns on the power circuit of the automatic start-stop system of the diesel engine of the locomotive ( SAZDT). This system is designed to maintain the permissible temperature level of the heat carriers (coolant and oil) of the diesel engine of a diesel locomotive during its long standstill, as well as to ensure reliable starting of the diesel engine at low ambient temperatures. In addition, the SAZDT system during non-production operation (start-stop, idle and warm-up modes of the diesel locomotive) of the diesel locomotive can significantly reduce fuel consumption and harmful emissions of exhaust gases into the environment.

The shunting diesel locomotive is equipped with a unified diesel locomotive automation system (USTA) that performs the function of automating the control of traction electric motors according to a special program that is entered into the control unit.

The electric circuit of the locomotive uses a control and diagnostics unit with system software (USTA). This unit provides reception of signals from measuring transducers, power supply of low-voltage converters and thyristors, output of control signals of the MUV. Voltage and current converters (signal adapters) (36) (Figs. 2.7) provide information transfer about the value of currents and voltages in the electric drive of the locomotive to the USTA unit. All converters are installed inside the AK room. Signal adapters (DNBS), (DN2), (DT2), (DT3) and (DT4) are installed in a row on the upper panel of the left side wall of the frame. Signal adapters (DT1), (DN1), (DT5), (DT6), (DB1) and (DB2) are located on the rear (central) wall panel in two rows. In total, 11 devices of this type were used in the electrical circuit of the AK.

The electric circuit of the locomotive operation provides for protection of the traction generator against short-circuit to the body. Protection is provided both from the "+" side of the power circuit, and from the "-" side. Inside, on the front wall of the AK frame, at the top, two disconnectors (switches) GV-25 (BP31) and (BP32) (37) (Fig. 9) and a resistance panel PS-2032 (CP33) (38) (Fig. 9) are installed. The switch (BP31) is designed to turn off the protection in the event of a short circuit in the power circuit to the case. The switch (BP32) is designed to determine in which circuit ("plus" or "minus") a short to the body ("ground") occurred. The resistance panel (CP33) is designed to adjust the operating modes of the grounding relay (RZ).

On the front wall of the AK frame under the circuit breakers on a removable bracket, there is a packet switch for the number of locomotives of type 4G16-69-0U-A (PChT) (39) (Fig. 8, 9), with the help of which the scheme of operation is carried out according to the system of two units (control locomotives from the cab of one of them). When two diesel locomotives are coupled for joint operation, the batch switch for the number of diesel locomotives (PChT) is transferred from position I to position II.

Below under (PChT) at the end of the front wall of the AK frame, there is a universal rocker switch UP5314-L254 (or an analogue - an OptiSwitch 4G16-959M-U-R114 cam switch) for turning off the motors (OM) (40) (Figs. 8, 9). In the event of a malfunction of the electric motor of the front bogie with the diesel locomotive stopped (OM), it is put in position I, in case of a fault in the electric motor of the rear bogie - in position II. This turns off the train contactor (P1) or (P2). Also at the end of the front wall are the 4G16-55-U-R114 (PR) socket switch (41) (Fig. 8.9) and the socket outlet (RSh6) (42) (Fig. 8.9), designed to provide power to the auxiliary equipment for the maintenance of the locomotive.

For remote control of pneumatic drives of diesel locomotive installations and apparatuses, two electro-pneumatic valves of the BB-32 type are installed in the AK, providing compressed air supply to the working lines. The brake replacement valve (VZT) (43) (Fig. 5) provides automatic replacement of electric braking in the event of a pneumatic breakdown and is installed on a cantilever bracket inside the rear compartment of the AK closed by doors. The valve (VAZ) (44) (Fig. 2, 4) provides air supply to the rear automatic coupler activation cylinder and is installed on the left on a removable bracket from the side of the entrance to the AK room. On the outer part of the rear wall of the frame through the adapter bracket there is an automatic pressure gauge (MDA) (45) (Fig. 5), which shows the working pressure of compressed air in the supply line of the pneumatic control circuit. Also, on the outer part of the rear wall of the locomotive, a dispensing pneumatic column is mounted, which ensures the distribution of compressed air supplied to the actuators of the locomotive's pneumatic system.

In the lower part of the front wall of the frame of the apparatus chamber, from the inside, an emergency excitation unit (BAS) (46) (Fig. 9) is installed, which is designed to control the excitation winding of the traction generator in emergency mode, when the USTA system is not working. The unit (BAS) is connected to the AK electrical circuit using a plug connector.

In the electrical circuit of the AK, measuring shunts of ammeters (47) are used (Fig. 5, 7, 8). In total, 6 such devices of various current ratings with a voltage drop at the terminals of 75 mV are installed in the AK. Shunts (ША1) and (ША4) for 100A. Shunts (ША5) and (ША6) for 1000А. Shunt 30A (ША3) and the most powerful current shunt (ША2) 2000А. All shunts are mounted on dielectric panels (plates) and assembled with them on welded threaded posts, providing the necessary air gap between live parts, excluding high voltage breakdown.

Inside the rear compartment of the AK there are panels with resistances (48) (Fig. 5) PR-50112 (SVG), PR-50230 (SP), PR-50130 (SVV1), PR-50125 (SVV2), PR-50134 (SR32, SR34) and PR-50129 (SR31).

(SVG) is designed to prevent an increase in voltage in the excitation winding of the traction generator, excluding a complete circuit break when the contactor is disconnected (KV).

(SP) is designed to adjust the brightness of the spotlight in Dim / Bright modes.

(SVV1) and (SVV2) are designed to adjust the initial modes of excitation of a synchronous exciter of a diesel locomotive from a storage battery.

(СР31) - (СР33) are designed to adjust the operating modes of the grounding relay (RZ).

The panel of resistors (SL40) - (SL43) (49) (Fig. 5) is mounted on a dielectric plate and installed on welded posts in the rear compartment of the AK. These resistors are used to limit the current in the power supply circuit of the driver's location indication lamps.

To the left of the train contactors in the corner are two panels with resistances of the PR-4032 (SRB1) and (SRB2) type (50) (Fig. 2). These resistance panels are designed to adjust the unbalance voltage in the traction motor protection system against skidding (slipping of driving wheels).

In the electrical circuit of the AK, diodes of types D112, D132 and KD257D are used to protect electrical circuits from currents of reverse polarity, which are structurally grouped according to electrical connections and placed on dielectric flat panels. Panels with diodes (PD1) (51) (Fig. 9) and (PD2) (52) (Fig. 9) are installed on racks in the lower part of the front wall of the frame inside the AK room. Resistors (SOK1) and (SOK2) are additionally mounted on (PD1). These resistors are used to limit the current in the power circuit of the cab lighting lamps.

To protect against damage (PD1) and the adjacent unit (BAS) during maintenance, a flat protective screen with a viewing hole (53) (Fig. 9) for visual control is installed from the end of the front wall in its lower part. (PD2) is protected from mechanical damage by its own metal shield (54) (Fig. 9).

For safe operation, the locomotive is equipped with a fire alarm and fire extinguishing installation (system) (UPS-TPS). The main element of the system is the fire alarm control panel (PPKP). Universal combined transport fire detectors (IPK-TU) (55) (Fig. 7) installed on removable brackets (56) (Fig. 4) inside the AK room in the corners of the ceiling part, which control the parameters of the air Wednesday. For direct fire extinguishing inside the AC, two fire-extinguishing aerosol generators (AGS) (57) (Figs. 2,7,8) are installed, which are designed to generate a gas-aerosol mixture in a concentration necessary to stop the flame combustion process. (AGS) are located on opposite sides of the AK and are installed cantilever through adjustable adapter brackets, which provide the ability to change the installation position of the devices if necessary. The trigger signal for operation (AGS) is received from the actuating devices (IU) (58) (Fig. 7). Inside the AK, on the horizontal panel of the central (rear) wall, 4 such devices are installed in a row. (IU) is designed to transmit a trigger signal to fire extinguishing equipment and warning devices.

(IU) provides:

- monitoring the integrity of the starting circuit (squib, electromagnet) for an open circuit with the issuance of a "Fault", "Open" signal to the signaling line (PPKP);

- control of the output of the pressure sensor in the MPT with the issuance of the "Fault" signal,

"Short circuit" in the communication line (LS) of the PPKP of its actuation circuit;

- control of the presence of control signals in the (LS) and voltage in the power supply line to the start circuits with the issuance of a light signal to the LED built into the housing (IU) (weak pulsating glow) and its shutdown when one of the signals disappears;

control of the start signal passing to (IU) in the form of a bright glow of the built-in LED for a time equal to the start time.

To connect external power supplies, the fire alarm and fire extinguishing system of the locomotive includes a backup power supply unit (BRP) (59) (Fig. 5), which is installed on the outer part of the rear wall of the AK frame. (PDU) is designed to provide autonomous power supply to the system for at least 2 hours after disconnecting the main power supply (battery breaker). For switching circuits in the AC, 4 pass-through switching boxes KK-02PT (KK) (60) are placed on removable brackets (Fig. 4, 7). For the convenience of electrical installation, three of them are fixed to the horizontal panel of the inner wall of the frame, and one box is mounted on the upper part of the load-bearing frame.

To install and configure software (SW) for electronic control systems, the shunting locomotive is equipped with a system for recording motion parameters (RPDA-T). The AK has two elements of this system.

Combined measuring monoblock (MBKI-1) (61) (Fig. 5) is installed in the rear closed compartment of the AK and provides power, reception and processing of analog and discrete signals, as well as information transfer to the registration unit of the RPDA-T system.

The module for measuring high-voltage currents and voltages modular (BIVM) (62) (Figs. 4.7) is installed on a removable bracket inside the equipment room to the right of the reverser.

(BIVM) provides:

- measuring the voltage of the traction generator of the locomotive;

- measuring the current of the traction generator of the locomotive;

- calculation of the values of the electricity generated by the diesel - generator of the diesel locomotive with saving the data when the power is turned off

The processed data (BIVM) is transferred to the registration unit of the RPDA-T system.

(BIVM) is a modular unit. The modules are fastened together with studs and screw connections.

In the rear compartment of the AK there are two limit switches of the VPK-2110 (BK2) and (BK3) type (63) (Fig. 5). The interlock switches with their contacts signal the locomotive control system about the state of the swing doors of the rear compartment of the AK. When the doors are opened, the contacts of the switches open and a circuit for blocking the traction mode of the locomotive is assembled, while the driver receives a message about the violation of the safe operation of the AK. The operation of the AK with open protective doors (doors) (64) (Figs. 5, 10, 13) is prohibited due to open current-carrying parts of electrical equipment that are under high voltage.

To connect and distribute external and internal low-voltage electrical circuits of a diesel locomotive in the AK, terminal sets (XT) (65) (Figs. 2,8,9) are used on the basis of WAGO series 2002 and 2004 feed-through terminals of various modifications that provide quick installation and dismantling of wires section from 0.5 to 6 mm ² to the terminals due to the spring-loaded wire fixing system. Terminal sets are installed on special rails of metal profiles (dinracks) in places convenient for wiring.

To ensure reliable plug-in power supply, control signals and data transmission in the electrical circuit of the AK, industrial modular quick-detachable connectors (connectors) of the Han series from Harting are used. Connectors (P9), (P10) and (P11) (66) (Fig. 6, 7) are mounted on a removable corner panel, are part of the low-voltage control circuit wiring harness and connect it as part of a locomotive. Connector (P15) (67) (Fig. 2) is located on the time relay panel and performs a protective function during circuit diagnostics.

Thus, the electrical schematic diagram of the connections of the AK electrical equipment provides:

- series-parallel connection diagram of traction electric motors (TED), while the voltage of the traction generator (TG) is equal to the sum of three voltages of the TED and an increase in the back-EMF of one boxing engine does not cause a significant decrease in the strength of the TED armature current;

- two-stage weakening of the field - connection of resistances parallel to the excitation windings of the traction electric motor to ensure an increase in the speed of movement (acceleration) of the locomotive;

- the use of only electromagnetic control contactors in the electrical circuit of the locomotive, while the number of power contactors (switches) is halved due to the proportional increase in contact groups on the devices;

- ensuring the operation of the electric circuit of the locomotive in emergency modes;

- ensuring the operation of auxiliary control systems for an electric locomotive.

The technological process of industrial production (assembly) of AK is as follows.

The design of the AK makes it possible to take the flow form as the basis for organizing the overall assembly of the device. The technological process of assembling AK, ensuring maximum productivity, is carried out on a mechanized conveyor line with the assignment of certain works to separate working positions. With the help of a conveyor, the assembled product is periodically moved from one workplace to another in compliance with the established release cycle. The number of workplaces (positions) of the conveyor line is set based on the labor intensity of the overall assembly and taking into account the average density of work (the number of workers per workplace on average).

AK production consists of several stages and includes the manufacture of a metal frame, installation of electrical equipment, electrical installation, as well as a number of auxiliary operations performed in separate areas.

The basis of AK is a metal frame, which is manufactured in the production of metal structures. Here, the raw materials necessary for its manufacture are processed - rolled metal. At the same time, various structural elements of the frame are manufactured, which are then assembled at the welding sections into assembly units and SKD assemblies. At the first stage, the supporting power frame of the frame, consisting of profiles and beams, is welded. Then, walls, panels, brackets and other structural elements are hung and welded onto the frame. To ensure ease of assembly and maximum manufacturing accuracy of welded metal structures, all parts are prepared for precise installation with mating elements by making technological holes, grooves, spikes, bends, various orientation marks in the form of arrows and other symbols in them. Most of the structural elements are designed in such a way that installation error is impossible. This technological feature of the structural elements of the frame makes it possible to exclude the operations of intermediate technical control, significantly increase the quality and productivity of labor. All assembly units and SKD assemblies are welded, cleaned from welding defects and undergo quality control before being installed on the frame of the frame. This makes it possible not to weld structural elements in hard-to-reach places as part of the assembled frame. Various welded and press-fit threaded bushings are used to ensure threaded connections of the AK structural elements in the structural elements of the frame. This reduces the amount of fasteners used for assembling AK, significantly increases the convenience and quality of assembly, and also allows expanding the possibilities of technological operations for tilting and transporting semi-finished products in the production process and assembled products. For the convenience of installing equipment and wiring, technological windows (openings) are provided in the structural elements of the frame, which provide easier access to electrical equipment, the ability to perform electrical wiring and visual control of the state of structural elements. In the ceiling part of the frame, in the corners, guide sleeves (in the form of short hollow tubes of circular cross-section) are installed for laying and outputting power cables to the outside. The internal space of the frame is maximized due to the side walls protruding beyond the size of the frame of the frame. The side walls of the frame are assembly units and consist of box-shaped panels with a flat base (68) (Figs. 10, 14) and Z-shaped guide profiles (69) (Figs. 10, 12). The component elements of the side walls are assembled using bolted joints, then welded, after which the technological fasteners are dismantled. Further, the assembly units that have passed the control are installed on the sides of the load-bearing frame of the frame according to the calculated coordinates due to special bends without their exact positioning and are welded. The front wall of the frame is a welded assembly unit based on an all-metal curved panel of a box-shaped C-shape with a central fold made in the opposite direction relative to the folds of the forming cross-sectional profile (70) (Fig. 15) and reinforced with horizontal and vertical stiffeners by welding.

Due to the design of the front wall of the frame in the form of a single base part, maximum accuracy, rigidity and manufacturability of this structural element are ensured. The rear compartment is a welded assembly unit (71) (Fig. 12), consisting of two side frames, two crossbars, a central pillar, an extension, brackets for attaching electrical devices and removable doors mounted on cylindrical welded hinges. Hinged doors have original handles with a vertical grip (72) (Fig. 12), designed by cutting a through shaped hole, outward bends of the vertical lintel and installing a box-cone-shaped plug on the reverse side (73) (Fig. 12, 13) with bends along perimeter for installation using resistance spot welding.

For laying and fixing wires and cables of various cross-sections during the wiring process, electrical installation rods of circular cross-section of various configurations (geometry) are placed in the frame (74) (Figs. 11, 13, 14). All rods are welded, most of which are installed according to technological marks in the mating parts. Also, for the precise installation of the rods, special welded sleeves are used, which are positioned along the technological holes. In the blind holes of the special mounting bushings (75) (Fig. 14), the wiring rods are installed with their ends and welded. The frame is designed in such a way that there are no dead zones in which it is impossible to ensure the application of paint and varnish, polymer or galvanic coating, as well as closed areas that accumulate dust and dirt during operation are excluded. The frame has a marking (stamping) in two places with a factory serial number applied by a shock method.

The AK frame welded and cleaned from defects in welding and machining of parts, which has passed technical control, goes to the painting area, after which the painted frame is sent to the assembly and assembly shop.

The following preparatory operations are performed at the assembly site:

All wiring rods and removable brackets are covered with dielectric tape. With the help of blind rivets, the installation of the wiring brackets (76) (Fig. 8, 9) is carried out in the regular places. All sharp edges of structural elements of the frame are insulated with a special protective rubber profile (77) (Figs. 1-3). Split plastic bushings (78) (Fig. 6) are installed in the guide sleeves on both sides to exclude contact of power cables with metal. On the frame in the form of information plates (79) (Fig. 8, 9), the marking of the electrical equipment installed in the AC is applied.

At the end of the preparatory operations, the installation of equipment begins. The technological advantage of the AK assembly is the ability to install electrical equipment in any sequence. This is achieved by the absence of access overlap zones and removable transitional structural elements. Part of the equipment is assembled separately at auxiliary sections and installed in the AK as a single assembly unit. All electrical equipment is secured with bolts and screws. On the current-carrying terminals of the installed electrical equipment, in accordance with the wiring diagram, current-carrying buses and adapters are installed, and some of them are electrically insulated. Air gaps between open live parts of electrical equipment exclude high voltage breakdown and ensure safe operation of the device as a whole.

At the same time, work on the assembly of flexible detachable bundles of low-voltage (non-power) wires and cables is being carried out in separate production areas of electrical installation. The technological process of assembling harnesses includes preparatory operations for cutting wires and cables of various cross-sections of the required length, marking them using heat-shrinkable tubes and special (technological) tags indicating the number and address for connection in accordance with the electrical connection diagram. Ready measured and marked wires and cables are laid out on a special horizontal assembly table, which takes into account the geometry (routing) of all the branches of the bundle. The panels with connectors included in the bundle are also installed there. Fixation of wires and cables between themselves is carried out with the help of special plastic ties, bandage tapes and threads.

In parallel, work is underway to prepare for the electrical installation of power cables. Unlike low-voltage wires, power cables (80) (Fig. 3), due to their high rigidity, are mounted separately. Before installation, the power cables are cut to the required length, marked with a heat-shrinkable tube indicating the number and address in accordance with the electrical connection diagram, and current-carrying lugs are installed on them for connection by crimping on special equipment.

Upon completion of installation on the frame of electrical equipment, the AK moves to the wiring section, where the installation of a bundle of low-voltage wires and power cables begins. First, a low-voltage wiring harness is laid out in the AK frame to the regular places. Its fixation to wiring rods and staples is carried out using plastic ties and bandage straps. Further, in accordance with the indicated addresses, guided by the wiring diagram and the connection diagram, the wires of the bundle are connected to the current-carrying terminals of electrical equipment using various types of lugs, in the process of which the technological tags are replaced with marking ones indicating the conductor number, made of heat shrink tubes. Upon completion of the wiring of low-voltage wires and the connection of all devices, the electrical installation of the power section of the electrical equipment begins. Power cables are installed and fixed on the AK. To exclude mechanical contact of low-voltage and power circuits at their intersections and common routes, the circuits are isolated using a protective wrapped cuff (shell) of Roundit 2000 FR brand from Federal-Mogul Systems Protection (or innoSNAP 70PET brand of INNOTECT fire).

The last position of the assembly line is the reference position. The assembled device undergoes acceptance tests, during which a general inspection of the product is performed, the quality of wiring and the operation of electrical equipment as part of the AK are checked. In addition, a control check (continuity) of all electrical circuits, as well as insulation resistance, is performed.

The AK, which has passed the acceptance tests, is sent to the place of installation on the locomotive.

The attachment of the AK to the locomotive frame can be different. Welded, threaded and combined connections can be used depending on the design features of the locomotive.

Claims (15)

1. The high-voltage control chamber of a shunting locomotive is a modular structure made on a rigid metal frame in the form of a box in the form of a rectangular parallelepiped, fixed to the locomotive frame, the outside of the frame is closed with panels, covers, walls and doors, and inside the locomotive electrical equipment is installed, and part of the electrical equipment, which is control and management elements, is located on the outer surfaces of the frame panels, characterized in that the frame includes four vertical support posts, which are beams of its supporting frame, two adjacent ones, located at the corners, are the edges of the parallelepiped face, in the form of which the cabinet structure is made, and the other two support posts are located closer to the center of the opposite vertical face of the parallelepiped frame ; on the outer side of the frame wall of the corresponding vertical edge of the parallelepiped that forms the cabinet shape, in which the support posts are located closer to its center, in the upper part there is a compartment protruding beyond the cabinet dimensions, in the form of an additional metal frame, closed by doors, inside which the electric equipment of the locomotive is installed, at the same time, the lower and upper parts of the frame of the apparatus chamber are made open without removable panels, covers, walls and doors. 2. High-voltage control chamber of a shunting diesel locomotive according to claim 1, characterized in that the supporting frame of the frame is welded from steel shaped pipes and / or composite beams of square and / or rectangular cross-section. 3. High-voltage control chamber of a shunting diesel locomotive according to claim 1, characterized in that the component parts of the frame are pressed and welded smooth and threaded bushings and struts. 4. High-voltage control chamber of a shunting diesel locomotive according to claim 1, characterized in that removable eye bolts are installed in the upper part of the supporting frame of the frame in the corners, and support platforms are welded to the lower racks, through which the equipment chamber is attached to the locomotive frame. 5. The high-voltage control chamber of the shunting locomotive according to claim 1, characterized in that the frame has an open entrance to the interior of the equipment chamber. 6. High-voltage control chamber of a shunting diesel locomotive according to claim 1, characterized in that the side walls protruding beyond the frame of the frame are assembly units consisting of box-shaped panels with a flat base welded to Z-shaped profiles having additional local folds for installation of the welded structure on the frame of the apparatus chamber without positioning (marking), i.e. are self-aligning structures. 7. High-voltage control chamber of a shunting diesel locomotive according to claim 1, characterized in that one of the walls of the frame is a single rigid bent welded metal structure, based on an all-metal bent panel of a box-shaped C-shape with a central fold made in the opposite direction relative to the folds of the generating cross-sectional profile, and reinforced with horizontal and vertical stiffeners by welding. 8. High-voltage control chamber of a shunting diesel locomotive according to claim 1, characterized in that in the upper part of the load-bearing frame of the frame, in the corners, they are installed vertically and welded into the through holes of the beams for cutting pipes of circular cross-section, which are guide sleeves for the power cables of the electric equipment of the locomotive to go up through them. placed inside the hardware camera. 9. High-voltage control chamber of a shunting diesel locomotive according to claim 1, characterized in that all circuit breakers are installed inside the control chamber on a removable collapsible and swivel metal bracket, and for ease of maintenance in operation, the movable part of the bracket mounted on it and connected to the electrical circuit the locomotive leans back on hinges with switches. 10. High-voltage equipment chamber of a shunting locomotive according to claim 1, characterized in that the main low-voltage circuits for external connection of the equipment chamber as part of the locomotive are reduced to one removable panel with modular quick-disconnect connectors installed on it, and the panel design provides the direction of the switching parts of the installed connectors in the side of the entrance to the inside of the equipment chamber. 11. High-voltage control chamber of a shunting locomotive according to claim 1, characterized in that the lower horizontal beams of the supporting frame of its frame are located at a distance of 690 ± 10 mm from the locomotive frame.

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