CN107351730B - Automatic neutral section passing system without power failure of electrified railway train and operation method thereof - Google Patents
Automatic neutral section passing system without power failure of electrified railway train and operation method thereof Download PDFInfo
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- CN107351730B CN107351730B CN201710583704.XA CN201710583704A CN107351730B CN 107351730 B CN107351730 B CN 107351730B CN 201710583704 A CN201710583704 A CN 201710583704A CN 107351730 B CN107351730 B CN 107351730B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
- B60M3/04—Arrangements for cutting in and out of individual track sections
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E40/00—Technologies for an efficient electrical power generation, transmission or distribution
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Abstract
The invention provides an uninterruptible automatic passing neutral section system of an electrified railway train, which comprises four current sensors, two switch units, a voltage transformer and a control cabinet, wherein the four current sensors, the two switch units, the voltage transformer and the control cabinet are all arranged near an electric neutral section; the two switch units are respectively connected with the contact net wires at the two sides of the two split-phase insulating devices in a bridging mode, and the voltage transformer is connected with the neutral section contact net wire. Each current sensor, each switch unit and each voltage transformer are connected with the control cabinet through cables. The system adopts a current and voltage detection technology and a solid switch switching technology to realize the sensing of the running position of the train and the rapid switching of the traction current phase sequence, and is suitable for electrified railways with various forms of electric phase separation. The system has simple structure and convenient use, and is superior to the prior art in the aspects of safety, reliability, maintenance-free performance and economy.
Description
Technical Field
The invention relates to the technical field of railway electrification, in particular to an uninterruptible automatic passing neutral section system of an electrified railway train and an operation method thereof.
Background
The traction power supply of the electrified railway in China adopts a single-phase power frequency alternating current system, and in order to balance the load of each phase of a three-phase alternating current power system as much as possible, a traction power supply scheme of a zoned alternating phase sequence is generally adopted at present. In order to prevent interphase short circuit, a neutral section which is not electrified at ordinary times needs to be arranged between adjacent power supply sections of different phase sequences for electric insulation separation, namely electric phase separation or phase separation. Early electrified railways generally adopt device type electric phase separation, namely, two ends of a neutral section contact net wire are respectively provided with a phase separation insulator for carrying out electric insulation separation between different phase sequences. At present, an electrified railway with a new construction speed of 160km or more usually adopts double-fracture anchor section joint type electric phase splitting with more reliable mechanical property and insulating property, and the double-fracture anchor section joint type electric phase splitting is actually formed by splicing two continuous insulating anchor section joints, wherein a neutral section is formed between the two insulating anchor section joints by using a contact net wire. Hereinafter, the phase separation insulator and the insulated anchor segment joint are collectively referred to as a phase separation insulator.
Currently, there are a power-off passing neutral section mode of a train and a power-on-off passing neutral section mode of a train when an electric locomotive or a motor train unit (hereinafter, referred to as a "train") passes through the neutral section, and the former is more commonly used.
The power-off and phase-passing mode of the train is a working mode that the traction power supply is cut off before the train passes through an electric phase separation, and the traction power supply is recovered to be connected after the train leaves the electric phase separation. The train can run idle when power is off during the passing phase, and can only run through the passing phase by the running inertia of the train, so that the speed of the train is reduced, the running time of the train is prolonged, and the railway transportation efficiency is reduced. The drop in train speed will be more pronounced if the electrical phase separation is provided on a large uphill slope. Therefore, in long and large up-ramp sections, heavy haul railways and high speed railways, the adverse effect of the power-off over-current phase-splitting mode of the train on the transportation efficiency cannot be ignored, and the technical scheme of adverse operation is not in the discussion range of the patent target.
The automatic passing neutral section mode of train is to utilize automatic passing neutral section system or device installed on the ground beside the track or on the column to select machine to connect the contact net traction power supply on two sides of the electric neutral section to the contact net line of neutral section alternately so as to make the train pass neutral section without power failure. The existing mature automatic passing phase separation technology of trains without power off mostly adopts a mechanical switching mode with contacts, and the main defects are as follows: firstly, the service life of the switch is limited, the maintenance cost is very high, secondly, a transient process can be generated when the switch is switched, overvoltage or overcurrent is easy to cause, even a device is damaged, and faults are caused. In addition, in the technical field of automatic passing through phase separation of trains without power failure, some published literature begins to discuss using a non-contact solid switch to connect a traction power supply to an electric phase separation neutral section, and using a plurality of axle meters to sense and record the whole process of approaching, entering and exiting the electric phase separation of the trains, so as to control the power supply time sequence of the neutral section. Their disadvantages are: firstly, the practicality, economic rationality, fault redundancy and other aspects of a circuit structure of a solid-state switch connected with a power supply are still to be optimized; secondly, because the axle counter is arranged on the steel rail, the maintenance or the replacement of the steel rail by a working department involves complicated cooperation work, and the axle counter is easily interfered by the outside to cause train perception errors, thereby influencing the correctness of the power supply time sequence of the neutral section; in addition, the axle counter needs to be matched with a stable and reliable uninterrupted working power supply and a complex combination circuit, and has the defects of complex fault recovery operation and large engineering investment.
Therefore, there is a need for an automatic neutral section passing system for an electrified railway train without power interruption that overcomes the above-described drawbacks.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides an uninterruptible automatic passing neutral section system of an electrified railway train, so that the perception and recording of the train position are more accurate and quicker, the switching time of traction power supply is shorter, the system structure is simpler, the use is more convenient, and the engineering investment is more saved.
The invention is realized in the following way:
the invention provides an uninterruptible automatic passing neutral section system of an electrified railway train, which comprises four current sensors, two switch units, a voltage transformer and a control cabinet, wherein the current sensors, the switch units, the voltage transformer and the control cabinet are all arranged near an electric neutral section.
The electric phase separation area comprises three sections of contact net wires and two phase separation insulating devices, wherein the three sections of contact net wires are a first area contact net wire, a neutral section contact net wire and a second area contact net wire respectively, and the two phase separation insulating devices are a first phase separation insulating device connected with the first area contact net wire and the neutral section contact net wire and a second phase separation insulating device connected with the second area contact net wire and the neutral section contact net wire respectively.
The four current sensors are respectively a first current sensor, a second current sensor, a third current sensor and a fourth current sensor, wherein:
the first current sensor is arranged on a first zone contact net line, and the distance between the first current sensor and the boundary of the first split-phase insulating device with the electric zone is larger than or equal to the distance travelled by the train in the time delay time from when the first current sensor senses that the traction current is conducted to the first switch unit according to the maximum allowable travelling speed;
the second current sensor is arranged on the neutral section contact net line and is close to the first split-phase insulating device, the distance between the second current sensor and the boundary of the neutral section contact net line and the boundary of the second split-phase insulating device is larger than or equal to the maximum bow distance when two or more pantographs on the train rise simultaneously, and the distance between the second current sensor and the boundary of the neutral section contact net line and the boundary of the first split-phase insulating device is larger than or equal to the distance that the train travels in the time delay from the fact that the second current sensor senses that traction current is conducted to the first switch unit is conducted according to the maximum allowable traveling speed;
the third current sensor is arranged on the neutral section contact net line and is close to the second phase separation insulating device, the distance between the third current sensor and the boundary of the non-electric area of the first phase separation insulating device is larger than or equal to the maximum bow distance when two or more pantographs on the train are lifted, and the distance between the third current sensor and the boundary of the non-electric area of the second phase separation insulating device is larger than or equal to the distance that the train travels in the time delay from the fact that the third current sensor senses traction current to the conduction of the second switch unit according to the maximum allowable travel speed;
The fourth current sensor is arranged on the contact line of the second area, and the distance between the fourth current sensor and the boundary of the electric area of the second phase separation insulating device is larger than or equal to the distance that the train travels in the delay time from the sensing of the traction current by the fourth current sensor to the conduction of the second switch unit according to the maximum allowable travel speed.
The two switch units are respectively a first switch unit and a second switch unit, the first switch unit is connected in series between the first area contact net wire and the neutral section contact net wire, and the second switch unit is connected in series between the second area contact net wire and the neutral section contact net wire.
The voltage transformer is arranged in the area between the two split-phase insulating devices, one end of the voltage transformer is connected with the neutral section contact net wire, and the other end of the voltage transformer is grounded, or is connected to the steel rail through a signal choke transformer.
The four current sensors, the two switch units and the voltage transformer are all connected with the control cabinet through cables; the control cabinet continuously collects monitoring information output by each current sensor and each voltage transformer and state information of each switch unit, and controls the on and off of the corresponding switch units by analyzing and judging the time sequence relation and the logic relation of the information.
Further, the current sensor comprises a current transformer and a wire or a current-carrying carrier cable passing through the current transformer, wherein the wire or the current-carrying carrier cable is connected in parallel with a contact line; the current sensor monitors whether traction current exists in the contact network line by using a shunt principle of a parallel circuit.
Further, the two switching units adopt the same structure, wherein:
the first switch unit comprises a first solid-state switch, a first isolating switch, a first standby solid-state switch and a first standby isolating switch, wherein the first solid-state switch and the first isolating switch are connected in series to form a first series circuit, the first series circuit is connected between the first zone contact network line and the neutral section contact network line in series, the first standby isolating switch and the first standby solid-state switch are connected in series to form a first standby series circuit, and the first standby series circuit is connected in parallel with the first series circuit; the first series circuit and the first standby series circuit are in a redundant standby relation, the first isolating switch is in a closed state in a normal state, the first standby isolating switch is in a breaking state, and the first standby solid-state switch is used as a standby of the first solid-state switch, namely the first standby series circuit is used as a standby of the first series circuit;
The second switch unit comprises a second solid-state switch, a second isolating switch, a second standby solid-state switch and a second standby isolating switch, wherein the second solid-state switch and the second isolating switch are connected in series to form a second series circuit, the second series circuit is connected between the second zone contact network line and the neutral section contact network line in series, the second standby isolating switch and the second standby solid-state switch are connected in series to form a second standby series circuit, and the second standby series circuit is connected in parallel with the second series circuit; the second series circuit and the second standby series circuit are in a redundant standby relation, the second isolating switch is in a closed state in a normal state, the second standby isolating switch is in a breaking state, and the second standby solid-state switch is used as a standby of the second solid-state switch, namely the second standby series circuit is used as a standby of the second series circuit.
Further, the control cabinet is also interconnected with the power telecontrol system through a communication network; the control cabinet provides state information of each switch unit for the power remote control system, receives a remote control instruction of the power remote control system, and controls the corresponding switch units to be closed and opened.
The invention also provides an operation method of the automatic neutral section passing system without power failure of the electrified railway train, when the train runs from the contact line of the first area to the contact line of the second area, the operation method comprises the following steps:
S11, after a pantograph of a train passes over a first current sensor, the first current sensor monitors traction current, a control cabinet triggers a first switch unit to be conducted, and a traction power supply on a first zone contact line is connected to a neutral section contact line in advance;
s12, the train continues to run to the neutral section contact network line and obtains a traction power supply through the first area contact network line;
s13, after the pantograph of the train passes over the second current sensor, the second current sensor monitors traction current;
s14, after the pantograph of the train passes over the third current sensor, the third current sensor monitors traction current, the control cabinet turns off the first switch unit, so that the first current sensor, the second current sensor and the third current sensor cannot monitor traction current, the control cabinet triggers the second switch unit to be conducted, a traction power supply on the contact line of the second area is connected to the neutral section contact line in advance, and the fourth current sensor monitors traction current;
s15, when all pantographs on the train pass through the fourth current sensor, the fourth current sensor cannot monitor traction current, and the control cabinet turns off the second switch unit;
When the train runs from the second zone contact line to the first zone contact line, the running method comprises the following steps:
s21, when a pantograph of the train passes over the fourth current sensor, the fourth current sensor monitors traction current, the control cabinet triggers the second switch unit to be conducted, and a traction power supply on a contact line of the second zone is connected to a contact line of the neutral section in advance;
s22, after the train continues to run to the neutral section contact network line, a traction power supply is obtained through the second area contact network line;
s23, after the pantograph passes over the third current sensor, the third current sensor monitors traction current;
s24, after the pantograph passes over the second current sensor, the second current sensor monitors traction current, the control cabinet turns off the second switch unit, so that the fourth current sensor, the third current sensor and the second current sensor do not monitor traction current, the control cabinet triggers the first switch unit to be conducted, a traction power supply on the first zone contact network line is connected to the neutral section contact network line in advance, and the first current sensor monitors traction current;
and S25, after all pantographs on the train pass over the first current sensor, the first current sensor cannot monitor traction current, and the control cabinet turns off the first switch unit.
Further, when the train runs to the area between the first current sensor and the fourth current sensor, if the voltage transformer has no signal output, the system alarms and stops running; before the train approaches the area between the first current sensor and the fourth current sensor or after the train leaves the area between the first current sensor and the fourth current sensor, if the voltage transformer has signal output, the system alarms and stops running.
Further, the control cabinet is interconnected with the power telecontrol system through a communication network; the control cabinet provides state information of the two switch units for the electric remote control system, the electric remote control system sends a remote control instruction to the control cabinet according to the state information of the two switch units, and the control cabinet controls the two switch units according to the remote control instruction.
The invention also provides an operation method of the automatic neutral section passing system without power failure of the electrified railway train, which comprises the following steps: in the first switch unit, during normal operation, the first series circuit is put into operation, the first isolating switch is closed and the first standby isolating switch is turned off in a manual control mode or in a control cabinet machine control mode, then the first solid-state switch is controlled to be turned on through the control cabinet to realize the conduction of the first switch unit, and the first solid-state switch is controlled to be turned off through the control cabinet to realize the turn-off of the first switch unit; when the first solid-state switch fails or the first series circuit fails, the first standby series circuit is put into operation, the first isolating switch is turned off and the first standby isolating switch is turned on in a manual control mode or a control cabinet machine control mode, then the first standby solid-state switch is controlled to be turned on by the control cabinet to realize the conduction of the first switch unit, and the first standby solid-state switch is controlled to be turned off by the control cabinet to realize the turn-off of the first switch unit;
In the second switch unit, during normal operation, the second series circuit is put into operation, the second isolating switch is closed and the second standby isolating switch is turned off in a manual control mode or in a control cabinet machine control mode, then the second solid-state switch is controlled to be turned on through the control cabinet to realize the conduction of the second switch unit, and the second solid-state switch is controlled to be turned off through the control cabinet to realize the turn-off of the second switch unit; when the second solid-state switch or the second series circuit fails, the second standby series circuit is put into operation, the second isolating switch is turned off and the second standby isolating switch is turned on in a manual control mode or in a control cabinet machine control mode, then the second standby solid-state switch is controlled to be turned on through the control cabinet to realize the conduction of the second switch unit, and the second standby solid-state switch is controlled to be turned off through the control cabinet to realize the turn-off of the second switch unit.
Further, when the system is overhauled or both solid-state switches in the same switch unit are broken down, all isolating switches in the two switch units are controlled to be in a breaking state.
The invention has the following beneficial effects:
1. the current sensor is adopted to replace the axle counter, so that the problem that the axle counter is easily interfered by the outside and has train sensing errors and complicated fault recovery operation is thoroughly solved;
2. The configuration mode of the current sensor and the solid-state switch is adopted, so that the switching time of traction power supplies with different phase sequences is shortened, the system structure is simpler, the use is more convenient, and the engineering investment is more saved;
3. the switch unit with the main and standby redundant structures is used for realizing automatic power supply of the neutral section contact network cable of the electric split phase, so that the safety, reliability, usability, maintenance-free performance and economic rationality of the system are enhanced, and the service life of equipment is prolonged.
Drawings
In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic circuit diagram of an uninterruptible automatic passing neutral section system for an electrified railway train, provided by an embodiment of the invention;
fig. 2 is a schematic diagram of information interaction among a current sensor, a switch unit, a voltage transformer, a control cabinet and an electric remote control system of the uninterrupted power automatic passing neutral section system of the electrified railway train provided in fig. 1.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In the description of the present invention, the terms "first," "second," "third," "fourth," and the like are merely used for convenience in describing different technical features of the present invention, and do not require that the present invention must be operated in a specific order, sequence, or importance, and thus should not be construed as limiting the present invention.
Referring to fig. 1-2, an embodiment of the present invention provides an uninterruptible automatic passing neutral section system for an electrified railway train, which includes four current sensors (A1, A2, A3, A4 are respectively indicated as a first current sensor, a second current sensor, a third current sensor, and a fourth current sensor in the drawings), two switch units (KG 1 and KG2 are respectively indicated as a first switch unit and a second switch unit in fig. 1), a voltage transformer (V is indicated as V in the drawings), and a control cabinet (KZ is indicated in the drawings). The current sensor, the switch unit, the voltage transformer and the control cabinet are all arranged near the electric split-phase area.
The electric phase separation area comprises three sections of contact net wires and two phase separation insulating devices. The three sections of contact net wires are a neutral section contact net wire JCW0, a first area contact net wire JCW1 and a second area contact net wire JCW2 respectively. The two phase separation insulating devices are a first phase separation insulating device S1 and a second phase separation insulating device S2 respectively. The phase-separating insulating device can be a phase-separating insulator or an insulating anchor section joint. The first phase-splitting insulating device S1 is connected with the first zone contact network wire JCW1 and the neutral section contact network wire JCW0, and the second phase-splitting insulating device S2 is connected with the second zone contact network wire JCW2 and the neutral section contact network wire JCW0. The two ends of the electric split-phase region are respectively a first power supply region and a second power supply region, and a neutral section is arranged between the first power supply region and the second power supply region. The neutral section contact network wire JCW0 is not connected with an external power supply, the first power supply area is connected with a traction power supply from the external power supply through the first area contact network wire JCW1, and the second power supply area is connected with the traction power supply from the external power supply through the second area contact network wire JCW 2; the power supply points of the power supply first area and the power supply second area are outside the areas a-d of the figure 1; therefore, the neutral section contact wire JCW0 is not electrified at ordinary times (i.e. when the train is not in the area a-d shown in fig. 1, the same will apply no traction current at ordinary times to the contact wire in the area a-d).
For convenience of description, the "no-power zone" and the "power zone" described below use the definitions in the train power-off over-phase separation technical system, that is, the "no-power zone" refers to a no-power zone in which the contact network cable in the neutral section cannot be tapped by the pantograph; the electrified region refers to an electrified region in which the contact network cable can be electrified by the pantograph; the contact network line between the 'no-electricity zone' and the 'electricity zone' in the neutral section of the anchor section joint type electric split phase is possibly connected with a traction power supply under the action of the pantograph to transmit electricity to the pantograph.
The uninterrupted automatic passing neutral section system for the electrified railway train is realized by the following steps:
the first current sensor A1 is arranged at a point a on the first area contact network line JCW1 and is used for sensing whether traction current exists between a and S1 on the first area contact network line JCW1 or not and providing information sources for controlling the on and off of the first switch unit KG1 by the control cabinet KZ;
the distance between the point a and the boundary of the electrified region of the first split-phase insulating device S1 is L1, the L1 is larger than or equal to the distance travelled by the train in the time delay from the traction current to the conduction of the first switch unit KG1 detected by the first current sensor A1 according to the maximum allowable travelling speed when the train runs from the point a to the point d, and the purpose of the value is as follows: when the train runs from the point a to the point d, the first switch unit KG1 can be conducted before the pantograph in the lifting state at the forefront end of the train enters the neutral section, so that the train can be ensured to enter the neutral section without power failure.
The second current sensor A2 is arranged at the point b on the neutral section contact network line JCW0 and is close to the first split-phase insulating device S1, and is used for sensing whether traction current exists between b and S1 on the neutral section contact network line JCW0 or not and indirectly reflecting whether two switch units are turned off or not, so that information sources are provided for controlling the neutral section contact network line JCW0 to be turned on alternately by the control cabinet KZ;
the distance between the point b and the boundary of the second phase separation insulating device S2 without the electric area is L5, and the L5 is larger than or equal to the maximum bow distance between two or more pantographs on the train in the lifting state, so that the purpose of value is as follows: when the train runs from the point d to the point a, after the pantograph in the front lifting state of the train reaches the point b, the pantograph in the rear lifting state of the train completely enters a neutral section, so that each pantograph of the train is ensured to be positioned in a traction power supply of the same phase sequence;
the distance between the point b and the boundary of the first split-phase insulating device S1 without the electric area is L6, the L6 is larger than or equal to the distance travelled by the train in the time delay from the point d to the point a according to the maximum allowable travelling speed when the second current sensor A2 monitors that the traction current is conducted to the first switch unit KG1, and the purpose of the value is that: when the train runs from the point d to the point a, after the pantograph at the forefront end of the train enters the point b, the control cabinet KZ has enough time to control the second switch unit KG2 to be reliably turned off so that the neutral section contact network line JCW0 is disconnected from the power supply of the two power supply areas, and then the control cabinet KZ controls the first switch unit KG1 to be turned on so that the neutral section contact network line JCW0 is connected with the power supply of the one power supply area, and the train can continuously run out of the neutral section.
The third current sensor A3 is arranged at the point c on the neutral section contact network line JCW0 and is close to the second phase separation insulating device S2, and is used for sensing whether traction current exists between c and S2 on the neutral section contact network line JCW0 or not and indirectly reflecting whether two switch units are turned off or not, so that information sources are provided for controlling the neutral section contact network line JCW0 to be turned on alternately by the control cabinet KZ;
the distance between the point c and the boundary of the first split-phase insulating device S1 without the electric area is L2, and the L2 is larger than or equal to the maximum bow distance between two or more pantographs on the train in the lifting state, so that the purpose of value is as follows: when the train runs from the point a to the point d, after the pantograph in the front lifting state of the train reaches the point c, the pantograph in the rear lifting state of the train completely enters a neutral section, so that each pantograph of the train is ensured to be positioned in a traction power supply of the same phase sequence;
the distance between the point c and the boundary of the second phase separation insulating device S2 without the electric area is L3, the L3 is larger than or equal to the distance travelled in the time delay time from the traction current to the subsequent conduction of the second switch unit KG2 detected by the third current sensor A3 according to the maximum allowable travelling speed when the train runs from the point a to the point d, and the purpose of the value is that: when the train runs from the point a to the point d, after the pantograph at the forefront end of the train enters the point c, the control cabinet KZ has enough time to control the first switch unit KG1 to be reliably turned off so that the neutral section contact network line JCW0 is disconnected from the power supply of the first area, and then the control cabinet KZ controls the second switch unit KG2 to be turned on so that the neutral section contact network line JCW0 is connected with the power supply of the second area, and the train can continuously run out of the neutral section.
The fourth current sensor A4 is arranged at a point d on the second area contact network line JCW2 and is used for sensing whether traction current exists between d and S2 on the second area contact network line JCW2 or not and providing information sources for controlling the on and off of the second switch unit KG2 by the control cabinet KZ;
the distance between the point d and the boundary of the electrified region of the second phase separation insulating device S2 is L4, the L4 is larger than or equal to the distance travelled by the train in the time delay from the traction current to the conduction of the second switch unit KG2 detected by the fourth current sensor A4 according to the maximum allowable travelling speed when the train runs from the point d to the point a, and the purpose of the value is as follows: when the train runs from the point d to the point a, the second switch unit KG2 can be conducted before the pantograph in the lifting state at the forefront end of the train enters the neutral section, so that the train can be ensured to enter the neutral section without power failure.
The first switch unit KG1 is connected in series between the first area contact network wire JCW1 and the neutral section contact network wire JCW0 and is used for controlling the connection and disconnection of the neutral section contact network wire JCW0 and the first area contact network wire JCW 1; the second switch unit KG2 is connected in series between the second area contact network JCW2 and the neutral section contact network JCW0, and is used for controlling the connection and disconnection of the neutral section contact network JCW0 and the second area contact network JCW 2.
The voltage transformer V is arranged in an area between the two split-phase insulating devices, one end of the voltage transformer V is connected with the neutral section contact network wire JCW0, the other end of the voltage transformer V is grounded, or is connected to the steel rail through a signal choke transformer, whether the neutral section contact network wire JCW0 is electrified or not is monitored through the voltage transformer V, and whether the switch unit is broken down or not is reflected indirectly.
Each current sensor, the switch unit and the voltage transformer are all connected with the control cabinet KZ through cables. The information interaction relationship is shown in fig. 2, and the arrow direction in fig. 2 indicates the information flow direction. The control cabinet continuously collects monitoring information output by each current sensor and each voltage transformer and state information of each switch unit, and controls the on and off of the corresponding switch units by analyzing and judging the time sequence relation and the logic relation of the information.
Further, the current sensor comprises a current transformer and a wire or a current-carrying carrier cable penetrating through the current transformer, wherein the wire or the current-carrying carrier cable is connected to the contact line in parallel. The current sensor monitors whether traction current exists on the contact network line or not by utilizing the shunt principle of the parallel circuit, and then indirectly senses the running position of the train and the pantograph thereof.
Further, the two switching units adopt the same structure, wherein:
the first switch unit KG1 includes a first solid-state switch T1, a first isolation switch K1, a first standby solid-state switch T3, and a first standby isolation switch K3, where the first solid-state switch T1 and the first isolation switch K1 are connected in series to form a first series circuit, the first series circuit is connected in series between the first zone contact network JCW1 and the neutral section contact network JCW0, the first standby isolation switch K3 and the first standby solid-state switch T3 are connected in series to form a first standby series circuit, and the first standby series circuit is connected in parallel with the first series circuit. The first series circuit and the first standby series circuit are in a redundant standby relation, under a normal state, the first isolating switch K1 is in a closed state, the first standby isolating switch K3 is in a breaking state, the first solid-state switch T1 participates in automatic neutral section control of uninterrupted power supply of the train, the first standby solid-state switch T3 is used as a standby of the first solid-state switch T1, namely the first standby series circuit is used as a standby of the first series circuit. When the first solid-state switch T1 is in fault or other reasons and the first standby solid-state switch T3 is needed to participate in the automatic neutral section passing control of the train without power failure, the first isolating switch K1 can be switched to a breaking state by a mode of automatic control of a control cabinet KZ or a manual operation mode, and the first standby isolating switch K3 is switched to a closing state;
The second switch unit KG2 includes a second solid-state switch T2, a second isolation switch K2, a second standby solid-state switch T4, and a second standby isolation switch K4, where the second solid-state switch T2 and the second isolation switch K2 are connected in series to form a second series circuit, the second series circuit is connected in series between the second zone contact network JCW2 and the neutral section contact network JCW0, the second standby isolation switch K4 and the second standby solid-state switch T4 are connected in series to form a second standby series circuit, and the second standby series circuit is connected in parallel with the second series circuit. The second series circuit and the second standby series circuit are in a redundant standby relationship with each other. The structure and the working principle of the second switch unit KG2 and the first switch unit KG1 are the same, and the same analysis is performed, and the description thereof is omitted.
Further, the control cabinet KZ is also interconnected with the power remote control system YD through a communication network, provides state information of each switch for the power remote control system YD, and receives a remote control instruction of the power remote control system YD to control the closing and breaking of the two switch units.
The embodiment of the invention also provides an operation method of the automatic passing neutral section system without power failure of the electrified railway train, which comprises the following steps:
as shown in fig. 1, the first area contact network wire JCW1 and the second area contact network wire JCW2 are respectively connected with traction power supplies with different phase sequences, and the power supply connection points are outside the a-d areas. At ordinary times, traction current does not exist between the point a on the first area contact network wire JCW1 and the split-phase insulating device S1, between the neutral section contact network wire JCW0 and between the point d on the second area contact network wire JCW2 and the split-phase insulating device S2, no signal is output from the first current sensor A1, the second current sensor A2, the third current sensor A3 and the fourth current sensor A4, the first switch unit KG1 and the second switch unit KG2 are in an off state, and no signal is output from the voltage transformer V.
The operation method is described below in two scenarios, and it is assumed that the first series circuit in the first switching unit KG1 and the second series circuit in the second switching unit KG2 are in operation:
scene one: the train runs from the point a to the point d
When the pantograph of the train passes over the point a, the first current sensor A1 immediately monitors traction current between the point a on the first area contact network line JCW1 and the split-phase insulating device S1, the control cabinet KZ triggers the first solid-state switch T1 in the first switch unit KG1 to be conducted, and the traction power supply of a power supply area on the first area contact network line JCW1 is connected to the neutral section contact network line JCW0 in advance; the train continues to move forward, and a traction power supply of a power supply area which is connected from a first area contact network line JCW1 is obtained continuously after the pantograph enters a neutral section; when the pantograph passes over the point b, the second current sensor A2 monitors traction current between the point b on the neutral section contact network wire JCW0 and the split-phase insulating device S1; when the pantograph passes over the point c, the third current sensor A3 detects that traction current exists between the neutral section and the point c-phase separation insulating device S2 on the contact net wire JCW0, and the neutral section is still provided with traction current by a traction power supply source of a power supply area. The control cabinet KZ then switches off the first solid-state switch T1 in the first switching unit KG1, i.e. cuts off the traction supply of the power supply area to the neutral section contact network JCW 0. Then, the first current sensor A1, the second current sensor A2 and the third current sensor A3 do not sense the traction current, which indirectly reflects that the first switch unit KG1 is turned off. Immediately triggering the second solid-state switch T2 in the second switch unit KG2 to be conducted by the control cabinet KZ, connecting the traction power supply of the power supply second area on the second area contact network line JCW2 to the neutral section contact network line JCW0, immediately obtaining the traction power supply of the power supply second area by the train, and detecting traction current between the point d on the second area contact network line JCW2 and the split-phase insulation device S2 by the fourth current sensor A4. When all pantographs on the train pass over the point d, the fourth current sensor A4 does not sense the traction current, and the control cabinet KZ turns off the second solid-state switch T2 in the second switching unit KG2 accordingly. So far the system is restored to the usual state.
Scene II: the train runs from the point d to the point a
When the pantograph of the train passes over the point d, the fourth current sensor A4 immediately monitors traction current between the point d on the second area contact network line JCW2 and the split-phase insulating device S2, the control cabinet KZ triggers the second solid-state switch T2 in the second switch unit KG2 to be conducted, and the traction power supply of the power supply two areas on the second area contact network line JCW2 is connected to the neutral section contact network line JCW0 in advance; the train continues to move forward, and the pantograph continuously obtains a traction power supply of a power supply two areas which are connected with a second area contact network line JCW2 after entering a neutral section; when the pantograph passes over the point c, the third current sensor A3 monitors traction current between the point c on the neutral section contact network wire JCW0 and the split-phase insulating device S2; when the pantograph passes over the point b, the second current sensor A2 monitors that traction current exists between the point b on the neutral section contact network wire JCW0 and the split-phase insulating device S1, and at the moment, the neutral section is still provided with traction current by the traction power supply of the power supply two areas. The control cabinet KZ then switches off the second solid-state switch T2 in the second switching unit KG2, i.e. cuts off the traction supply of the two areas of supply to the neutral section contact network JCW 0. Then, the fourth current sensor A4, the third current sensor A3 and the second current sensor A2 do not sense the traction current, which indirectly reflects that the second switching unit KG2 is turned off. Immediately triggering the first solid-state switch T1 in the first switch unit KG1 to be conducted by the control cabinet KZ, connecting the traction power supply of the power supply area on the first area contact network line JCW1 to the neutral section contact network line JCW0, immediately obtaining the traction power supply of the power supply area by the train, and detecting traction current between the point a on the first area contact network line JCW1 and the split-phase insulation device S1 by the first current sensor A1. When all pantographs on the train pass over the point a, the first current sensor A1 cannot sense traction current, and the control cabinet KZ turns off the first solid-state switch T1 in the first switch unit KG 1. So far the system is restored to the usual state.
Compared with the prior art, the operation method provided by the embodiment is simpler, has higher operation safety, and ensures that traction power supplies with different phase sequences at two ends of a neutral section are not communicated at any time while the train automatically passes through the neutral section without power failure.
Further, the voltage transformer V is used for indirectly reflecting whether the solid-state switch in the switch unit is broken down by monitoring whether the neutral section contact network wire JCW0 is electrified, so as to prevent the system from performing uninterrupted power supply phase-splitting control by mistake under the condition that the solid-state switch is broken down, and the operation method of the system is as follows:
1. if the voltage transformer V has a signal output before the train approaches the a-d area or after it leaves the a-d area, meaning that at least one of the working solid state switches in both switching units is broken down, the system will alarm and stop the auto-passing neutral section control.
2. If the voltage transformer V has no signal output all the time during the train enters the a-d zone, meaning that the voltage transformer V monitors for circuit failure or that the system is malfunctioning, the system will also alarm and stop the auto-passing neutral section control.
Further, the control cabinet KZ is also interconnected with the electric power remote control system YD through a communication network, provides state information of each switch for the electric power remote control system YD, receives a remote control instruction of the electric power remote control system YD, and controls the closing and breaking of the two switch units so as to realize automatic phase-splitting control.
The embodiment of the invention also provides an operation method of the automatic passing neutral section system without power failure of the electrified railway train, which comprises the following steps:
as shown in fig. 1, in the first switch unit, during normal operation, the first series circuit is put into operation, at this time, the first isolating switch K1 is closed, the first standby isolating switch K3 is turned off, and the control cabinet KZ controls the on or off of the first solid-state switch T1, thereby controlling the on or off of the neutral section contact network JCW0 and the first area contact network JCW 1; when the first series circuit fails or the first solid-state switch T1 fails, the first standby series circuit is put into operation, the first isolating switch K1 is turned off, the first standby isolating switch K3 is turned on by a manual control mode or a control cabinet machine control mode, and then the control cabinet KZ controls the first standby solid-state switch T3 to be turned on or off, so that the neutral section contact network line JCW0 and the first area contact network line JCW1 are controlled to be turned on or off;
in the second switch unit, during normal operation, the second series circuit is put into operation, at the moment, the second isolating switch K2 is closed, the second standby isolating switch K4 is turned off, and the control cabinet KZ controls the on or off of the second solid-state switch T2, so that the on or off of the neutral section contact network wire JCW0 and the second area contact network wire JCW2 is controlled; when the second series circuit fails or the second solid-state switch T2 fails, the second standby series circuit is put into operation, the second isolating switch K2 is turned off and the second standby isolating switch K4 is turned on by manual control or by a control cabinet machine control mode, and then the control cabinet KZ controls the on or off of the second standby solid-state switch T4, so that the neutral section contact network line JCW0 and the second zone contact network line JCW2 are controlled to be turned on or off.
According to the embodiment, the solid-state switch with the main and standby redundant structures is used for realizing automatic power supply of the neutral section, so that the safety, reliability, usability, maintenance-free performance and economic rationality of the system are enhanced. The solid-state switch is used for replacing a mechanical switch in the prior art, so that the service life of the switch is prolonged, and the maintenance cost is reduced. The solid-state switch with overvoltage and overcurrent protection can be selected, so that overvoltage or overcurrent and fault incidence are not easy to be reduced when the solid-state switch is switched, and the safety and reliability of the system are improved.
Further, when the overhaul electricity is split, or when two solid-state switches in the same switch unit are broken down, all isolating switches in the two switch units should be controlled to be in a breaking state, so that the neutral section contact network line JCW0 and the first area contact network line JCW1 and the neutral section contact network line JCW0 and the second area contact network line JCW2 are completely electrically isolated and are in a safe state without electricity.
In order to further increase the reliability of the system, the following technical measures are preferably taken:
1. when the control cabinet KZ acquires the output information of the current sensor, the continuous acquisition time is properly prolonged so as to eliminate the interference factors such as short circuit of a contact network cable, thunder and lightning;
2. The current sensor and the voltage transformer both adopt a paired hot standby working mode, and even if a certain device fails, the system can still reliably work;
3. solid-state switches with overvoltage and overcurrent protection are selected.
In the implementation, the first current sensor A1, the second current sensor A2 and the first switching unit KG1 may be relatively intensively disposed near the first split-phase insulating device S1; the third current sensor A3, the fourth current sensor A4 and the second switching unit KG2 are disposed relatively intensively near the second phase separation insulating device S2. When the voltage transformers V are used for hot standby, the two voltage transformers V for hot standby can be respectively arranged near the first split-phase insulating device S1 and near the second split-phase insulating device S2; the control cabinet KZ can be arranged in the neutral section area.
Compared with the existing train passing neutral section technology, the automatic passing neutral section system for the electrified railway train provided by the invention has the following advantages:
1. the current sensor is used for replacing a shaft counter in the prior art, so that the problem that the shaft counter is easily interfered by the outside to cause train sensing errors and the problem of complicated fault recovery operation are thoroughly avoided; the system structure is simpler, the use is more convenient, and the engineering investment is more saved;
2. The current sensor utilizes the existing current-carrying carrier cable in the electrified railway system to replace a wire, so that the cost can be further saved;
3. the solid-state switch is used for replacing a mechanical switch in the prior art, so that the service life of the switch can be prolonged, the maintenance cost is reduced, and overvoltage or overcurrent and fault occurrence rate are not easy to cause when the solid-state switch is switched on or off;
4. when the solid-state switch fails, the neutral section contact network line, the first area contact network line and the second area contact network line can be electrically isolated by disconnecting the isolating switch, so that the safety of the system is ensured;
5. the switch unit is composed of two isolating switches and two solid switches which are in a redundant standby relation, so that the reliability of the system is further improved.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the invention.
Claims (9)
1. An automatic neutral section passing system for an electrified railway train without power outage, which is characterized in that:
the system comprises four current sensors, two switch units, a voltage transformer and a control cabinet, wherein the current sensors, the switch units, the voltage transformer and the control cabinet are all arranged near an electric phase separation area;
The electric phase separation area comprises three sections of contact net wires and two phase separation insulating devices, wherein the three sections of contact net wires are a first area contact net wire, a neutral section contact net wire and a second area contact net wire respectively, and the two phase separation insulating devices are a first phase separation insulating device connected with the first area contact net wire and the neutral section contact net wire and a second phase separation insulating device connected with the second area contact net wire and the neutral section contact net wire respectively;
the four current sensors are respectively a first current sensor, a second current sensor, a third current sensor and a fourth current sensor, wherein:
the first current sensor is arranged on a first zone contact net line, and the distance between the first current sensor and the boundary of the first split-phase insulating device with the electric zone is larger than or equal to the distance travelled by the train according to the maximum allowable travelling speed within the time delay from when the first current sensor detects that the traction current is conducted to the first switch unit;
the second current sensor is arranged on the neutral section contact net line and is close to the first split-phase insulating device, the distance between the second current sensor and the boundary of the neutral section contact net line and the boundary of the second split-phase insulating device is larger than or equal to the maximum bow distance when two or more pantographs on the train rise simultaneously, and the distance between the second current sensor and the boundary of the neutral section contact net line and the boundary of the first split-phase insulating device is larger than or equal to the distance that the train travels in the time delay from when the second current sensor detects that traction current is conducted to the first switch unit according to the maximum allowable traveling speed;
The third current sensor is arranged on the neutral section contact net line and is close to the second phase separation insulating device, the distance between the third current sensor and the boundary of the non-electric area of the first phase separation insulating device is larger than or equal to the maximum bow distance when two or more pantographs on the train are lifted, and the distance between the third current sensor and the boundary of the non-electric area of the second phase separation insulating device is larger than or equal to the distance that the train travels in the time delay from when the third current sensor monitors that traction current is conducted to the second switch unit according to the maximum allowable travel speed;
the fourth current sensor is arranged on the second area contact net line, and the distance between the fourth current sensor and the boundary of the second phase separation insulating device with the electric area is larger than or equal to the distance travelled by the train according to the maximum allowable travelling speed within the time delay from the fact that the fourth current sensor monitors the traction current to the conduction of the second switch unit;
the two switch units are respectively a first switch unit and a second switch unit, the first switch unit is connected in series between the first area contact net wire and the neutral section contact net wire, and the second switch unit is connected in series between the second area contact net wire and the neutral section contact net wire;
the voltage transformer is arranged in the area between the two split-phase insulating devices, one end of the voltage transformer is connected with the neutral section contact net wire, and the other end of the voltage transformer is grounded, or is connected to the steel rail through a signal choke transformer;
The four current sensors, the two switch units and the voltage transformer are all connected with the control cabinet through cables.
2. The electrified railway train uninterruptible automatic passing neutral section system of claim 1, wherein: the current sensor comprises a current transformer and a wire or a current-carrying type carrier cable penetrating through the current transformer, wherein the wire or the current-carrying type carrier cable is connected to the contact line in parallel.
3. The electrified railway train uninterruptible automatic passing neutral section system of claim 1, wherein:
the two switch units adopt the same structure;
the first switch unit comprises a first solid-state switch, a first isolating switch, a first standby solid-state switch and a first standby isolating switch, wherein the first solid-state switch and the first isolating switch are connected in series to form a first series circuit, the first series circuit is connected between the first zone contact network line and the neutral section contact network line in series, the first standby isolating switch and the first standby solid-state switch are connected in series to form a first standby series circuit, and the first standby series circuit is connected in parallel with the first series circuit;
the second switch unit comprises a second solid-state switch, a second isolating switch, a second standby solid-state switch and a second standby isolating switch, wherein the second solid-state switch and the second isolating switch are connected in series to form a second series circuit, the second series circuit is connected between the second zone contact network line and the neutral section contact network line in series, the second standby isolating switch and the second standby solid-state switch are connected in series to form a second standby series circuit, and the second standby series circuit is connected in parallel with the second series circuit.
4. The electrified railway train uninterruptible automatic passing neutral section system of claim 1, wherein: the control cabinet is also interconnected with the power telecontrol system through a communication network.
5. A method of operating an uninterruptible auto-passing neutral section system based on an electrified railroad train as set forth in claim 1, wherein:
when the train runs from the first zone contact line to the second zone contact line, the running method comprises the following steps:
s11, after a pantograph of a train passes over a first current sensor, the first current sensor monitors traction current, a control cabinet triggers a first switch unit to be conducted, and a traction power supply on a first zone contact line is connected to a neutral section contact line in advance;
s12, the train continues to run to the neutral section contact network line and obtains a traction power supply through the first area contact network line;
s13, after the pantograph of the train passes over the second current sensor, the second current sensor monitors traction current;
s14, after the pantograph of the train passes over the third current sensor, the third current sensor monitors traction current, the control cabinet turns off the first switch unit, so that the first current sensor, the second current sensor and the third current sensor cannot monitor traction current, the control cabinet triggers the second switch unit to be conducted, a traction power supply on the contact line of the second area is connected to the neutral section contact line in advance, and the fourth current sensor monitors traction current;
S15, when all pantographs on the train pass through the fourth current sensor, the fourth current sensor cannot monitor traction current, and the control cabinet turns off the second switch unit;
when the train runs from the second zone contact line to the first zone contact line, the running method comprises the following steps:
s21, when a pantograph of the train passes over the fourth current sensor, the fourth current sensor monitors traction current, the control cabinet triggers the second switch unit to be conducted, and a traction power supply on a contact line of the second zone is connected to a contact line of the neutral section in advance;
s22, after the train continues to run to the neutral section contact network line, a traction power supply is obtained through the second area contact network line;
s23, after the pantograph passes over the third current sensor, the third current sensor monitors traction current;
s24, after the pantograph passes over the second current sensor, the second current sensor monitors traction current, the control cabinet turns off the second switch unit, so that the fourth current sensor, the third current sensor and the second current sensor do not monitor traction current, the control cabinet triggers the first switch unit to be conducted, a traction power supply on the first zone contact network line is connected to the neutral section contact network line in advance, and the first current sensor monitors traction current;
And S25, after all pantographs on the train pass over the first current sensor, the first current sensor cannot monitor traction current, and the control cabinet turns off the first switch unit.
6. The method of operation of claim 5, wherein:
when the train runs to the area between the first current sensor and the fourth current sensor, if the voltage transformer has no signal output, the system alarms and stops running;
before the train approaches the area between the first current sensor and the fourth current sensor or after the train leaves the area between the first current sensor and the fourth current sensor, if the voltage transformer has signal output, the system alarms and stops running.
7. The method of operation of claim 5, wherein: the control cabinet is interconnected with the power telecontrol system through a communication network; the control cabinet provides state information of the two switch units for the electric remote control system, the electric remote control system sends a remote control instruction to the control cabinet according to the state information of the two switch units, and the control cabinet controls the two switch units according to the remote control instruction.
8. A method of operating an uninterruptible auto-passing neutral section system based on an electrified railway train as claimed in claim 3, wherein:
In the first switch unit, during normal operation, the first series circuit is put into operation, after the first isolating switch is closed and the first standby isolating switch is turned off in a manual control mode or in a control cabinet machine control mode, the first solid-state switch is controlled to be turned on through the control cabinet to realize the conduction of the first switch unit, and the first solid-state switch is controlled to be turned off through the control cabinet to realize the turn-off of the first switch unit; when the first solid-state switch fails or the first series circuit fails, the first standby series circuit is put into operation, the first isolating switch is turned off and the first standby isolating switch is turned on in a manual control mode or a control cabinet machine control mode, then the first standby solid-state switch is controlled to be turned on by the control cabinet to realize the conduction of the first switch unit, and the first standby solid-state switch is controlled to be turned off by the control cabinet to realize the turn-off of the first switch unit; in the second switch unit, during normal operation, the second series circuit is put into operation, the second isolating switch is closed and the second standby isolating switch is turned off in a manual control mode or in a control cabinet machine control mode, then the second solid-state switch is controlled to be turned on through the control cabinet to realize the conduction of the second switch unit, and the second solid-state switch is controlled to be turned off through the control cabinet to realize the turn-off of the second switch unit; when the second solid-state switch or the second series circuit fails, the second standby series circuit is put into operation, the second isolating switch is turned off and the second standby isolating switch is turned on in a manual control mode or in a control cabinet machine control mode, then the second standby solid-state switch is controlled to be turned on through the control cabinet to realize the conduction of the second switch unit, and the second standby solid-state switch is controlled to be turned off through the control cabinet to realize the turn-off of the second switch unit.
9. The method of operation of claim 8, wherein: when the system is overhauled or two solid-state switches in the same switch unit are broken down, all isolating switches in the two switch units are controlled to be in a breaking state.
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| CN110095712B (en) * | 2018-01-31 | 2021-07-23 | 株洲中车时代电气股份有限公司 | Switch state detection circuit, passing phase separation device, detection method and control method |
| CN110091766B (en) * | 2018-01-31 | 2023-01-06 | 株洲中车时代电气股份有限公司 | Intelligent ground automatic passing neutral section method and device |
| CN110095675B (en) * | 2018-01-31 | 2023-08-04 | 株洲中车时代电气股份有限公司 | Three-fracture split-phase train current detection method and device |
| CN108327579A (en) * | 2018-03-15 | 2018-07-27 | 中铁二院工程集团有限责任公司 | Rail traffic surface power supply system conversion system and conversion method |
| CN108859868B (en) * | 2018-06-11 | 2023-10-27 | 中铁工程设计咨询集团有限公司 | Method and system for vehicle-mounted automatic passing neutral section in-phase power supply mode |
| CN110103780B (en) * | 2019-04-30 | 2021-04-06 | 中国神华能源股份有限公司神朔铁路分公司 | Pantograph detection circuit, ground passing neutral section device and control method |
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| CN112406637B (en) * | 2019-08-20 | 2021-08-17 | 北京诚骋成科技发展有限公司 | Railway contact net pressure difference eliminating system, method and machine readable storage medium |
| CN111391894B (en) * | 2020-02-27 | 2021-05-11 | 北京交通大学 | Subway train position detection system |
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