CN108859868B - Method and system for vehicle-mounted automatic passing neutral section in-phase power supply mode - Google Patents
Method and system for vehicle-mounted automatic passing neutral section in-phase power supply mode Download PDFInfo
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- CN108859868B CN108859868B CN201810597836.2A CN201810597836A CN108859868B CN 108859868 B CN108859868 B CN 108859868B CN 201810597836 A CN201810597836 A CN 201810597836A CN 108859868 B CN108859868 B CN 108859868B
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- 230000007935 neutral effect Effects 0.000 title claims abstract description 46
- 238000000034 method Methods 0.000 title claims abstract description 23
- 230000006698 induction Effects 0.000 claims description 79
- 238000005191 phase separation Methods 0.000 claims description 56
- 230000005674 electromagnetic induction Effects 0.000 claims description 27
- 230000005611 electricity Effects 0.000 claims description 3
- 238000002955 isolation Methods 0.000 description 8
- 230000003137 locomotive effect Effects 0.000 description 8
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M1/00—Power supply lines for contact with collector on vehicle
- B60M1/02—Details
- B60M1/10—Arrangements for energising and de-energising power line sections using magnetic actuation by the passing vehicle
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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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- 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
- Y02E40/50—Arrangements for eliminating or reducing asymmetry in polyphase networks
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Abstract
The application provides a vehicle-mounted automatic passing neutral section method and system in an in-phase power supply mode. Wherein the system includes: the system comprises a plurality of traction substation, operation mode judging equipment, vehicle-mounted control equipment and a magnetic inductor group. By the aid of the method, trains in the in-phase power supply system can normally run in a through mode or a sectionalized mode at the split-phase point of the traction substation without power failure, and when the traction substation in the in-phase power supply system is in a cross-zone or other conditions of the adjacent traction substation and needs out-of-phase power supply of the traction substation in the in-phase power supply system, the trains can run in an electric split-phase mode, so that automatic power failure passing split-phase is realized.
Description
Technical Field
The application relates to the technical field of in-phase power supply of railway systems, in particular to a method and a system for vehicle-mounted automatic passing neutral section in an in-phase power supply mode.
Background
In the current electrified railway power supply system in China, in order to obtain the balance of the power system, a traction substation in the power supply system in the prior art is generally connected by adopting a three-phase incoming line phase-change mode, a contact net is generally powered by adopting a segmented phase-separation mode, and an electric phase-separation device is arranged between each phase. Thus, the train is de-rated, powered off during passing neutral section and relies on inertia to pass through "electric neutral section". However, due to its mechanical, electrical weakness, electrical phase separation has not only become a major cause of speed and traction losses, but is also one of the weakest links in the overall system.
The in-phase power supply system adopting the single-phase transformer for power supply and the in-phase power supply system adopting the in-phase power supply device can cancel the electric phase separation of the outlet contact net of the traction substation, improve the safety reliability of train operation, improve the power supply capacity and the line operation capacity, save energy and capacity and have obvious economic and social comprehensive benefits.
However, because of the need for power supply in the case of an accident, the outlets of the traction substation in the prior art are still arranged according to the power split phases, and the existing passing devices all require passing locomotives to be powered off and pass through, so that even if the traction substation is powered in phase, the locomotives still pass through according to the power outage of out-of-phase power supply, and the huge advantage that the normal operation of the traction substation powered in phase can cancel the power split phases cannot be realized.
Disclosure of Invention
In view of this, the invention provides a method and a system for vehicle-mounted auto-passing neutral section in an in-phase power supply mode, so that a train in the in-phase power supply system can normally run in a through mode or a sectional mode at a neutral section point of a traction substation without power failure passing, and when the traction substation in the in-phase power supply system is in a cross section of an adjacent traction substation or other conditions, the traction substation in the in-phase power supply system can run in an electric neutral section mode to realize auto-power failure passing neutral section.
The technical scheme of the invention is realized specifically as follows:
a system for vehicle-mounted auto-passing neutral section in an in-phase power mode, the system comprising: the system comprises a plurality of traction substation, operation mode judging equipment, vehicle-mounted control equipment and a magnetic inductor group;
the plurality of traction substations are sequentially arranged along the track, and each traction substation is provided with at least one split-phase point sequentially arranged along the track; each split-phase point is provided with an operation mode judging device and a magnetic inductor group;
the operation mode judgment device includes: the operation mode judging device, the first isolating switch and the second isolating switch;
one end of the operation mode judging device is connected with the normally open and normally closed contacts of the first isolating switch and the second isolating switch respectively, and the other end of the operation mode judging device is connected with the first magnetic inductor and the second magnetic inductor in the magnetic inductor group respectively; the operation mode judgment device is used for switching on or switching off a first electromagnetic induction loop where the first magnetic inductor is located and a second electromagnetic induction loop where the second magnetic inductor is located according to the on-off states of the first isolating switch and the second isolating switch;
one end of the first isolating switch is connected with a first power supply arm of the traction substation, and the other end of the first isolating switch is connected with a contact net of an electric split neutral zone; one end of the second isolating switch is connected with a second power supply arm of the traction substation, and the other end of the second isolating switch is connected with a contact net of an electric split phase neutral zone;
The magnetic inductor group includes: the first magnetic sensor, the second magnetic sensor, the third magnetic sensor, the fourth magnetic sensor, the fifth magnetic sensor and the sixth magnetic sensor are sequentially arranged on a single track near a split-phase point;
the vehicle-mounted control equipment is arranged on the train and is used for controlling the train to run in a through mode or a sectional mode at the split-phase point of the traction substation according to the magnetic induction signals of each magnetic inductor of the magnetic inductor group without power failure or to run in an electric split-phase mode.
Wherein, on-vehicle control device includes:
the vehicle-mounted automatic controller and two signal receiving devices respectively arranged at the front end and the rear end of the train.
When the vehicle-mounted control equipment sequentially passes through the first magnetic sensor and the second magnetic sensor, if the signal receiving equipment detects magnetic induction signals of the first magnetic sensor and the second magnetic sensor, the train passes through the current phase separation point in a non-outage running mode; otherwise, the train is switched to the running mode of the electric split phase to be powered off and run;
when the train passes through the third magnetic sensor in an electric split-phase running mode, the vehicle-mounted automatic controller drives a main breaker of the train to switch off according to the magnetic induction signal of the third magnetic sensor received by the signal receiving equipment;
When the train passes through the fourth magnetic sensor in an electric split-phase operation mode, if the main circuit breaker of the train is not switched off, the vehicle-mounted automatic controller forces the main circuit breaker of the train to switch off according to the magnetic induction signal of the fourth magnetic sensor received by the signal receiving equipment;
when the train passes through the fifth magnetic sensor in an electric phase-splitting operation mode, the vehicle-mounted automatic controller drives a main breaker of the train to be switched on according to the magnetic induction signal of the fifth magnetic sensor received by the signal receiving equipment, and the working condition before passing through the phase splitting is recovered;
when the train passes through the sixth magnetic sensor in an electric split-phase operation mode, if the main circuit breaker of the train is not recovered to the working condition before the excessive phase, the vehicle-mounted automatic controller forces the main circuit breaker of the train to recover to the working condition before the excessive phase according to the magnetic induction signal of the sixth magnetic sensor received by the signal receiving equipment.
The invention also provides a vehicle-mounted automatic passing neutral section method under the in-phase power supply mode, which comprises the following steps:
arranging a plurality of traction substations along the track, and arranging operation mode judging equipment and a magnetic inductor group at each split phase point of each traction substation;
Setting a vehicle-mounted control device on a train;
the operation mode of each phase separation point of each traction substation is predetermined according to the specific condition of the in-phase power supply system, and the on-off states of the first isolating switch and the second isolating switch of each phase separation point are controlled through control signals according to the determined operation mode, so that the phase separation point is in a corresponding operation state;
judging the current running state of the phase separation point according to the on-off states of the first isolating switch and the second isolating switch, and switching on or switching off the first electromagnetic induction loop where the first magnetic inductor is located and the second electromagnetic induction loop where the second magnetic inductor is located according to the running state of the phase separation point;
the train uses a signal receiving device in the vehicle-mounted control device to detect magnetic induction signals of all magnetic inductors in the magnetic inductor group, and uses different running modes to pass through the phase separation point according to the detected magnetic induction signals.
The magnetic inductor group comprises a first magnetic inductor, a second magnetic inductor, a third magnetic inductor, a fourth magnetic inductor, a fifth magnetic inductor and a sixth magnetic inductor which are sequentially arranged on a single track near each split-phase point.
Wherein the first magnetic sensor, the second magnetic sensor, the third magnetic sensor, the fourth magnetic sensor, the fifth magnetic sensor and the sixth magnetic sensor are respectively arranged at two ends of a plurality of pre-buried sleepers which are pre-determined on the single track
Wherein a first magnetic sensor, a third magnetic sensor and a fifth magnetic sensor are disposed at one side of the single track 10, and a second magnetic sensor, a fourth magnetic sensor and a sixth magnetic sensor are disposed at the other side of the single track.
The train uses a signal receiving device in a vehicle-mounted control device to detect magnetic induction signals of all magnetic inductors in a magnetic inductor group, and uses different running modes to pass through the phase separation point according to the detected magnetic induction signals, and comprises:
when signal receiving equipment on a train sequentially passes through a first magnetic inductor and a second magnetic inductor, if the signal receiving equipment detects magnetic induction signals of the first magnetic inductor and magnetic induction signals of the second magnetic inductor, the train passes through a current phase separation point in an uninterrupted operation mode; otherwise, the train is switched to an operation mode of electric phase separation;
when the train passes through the third magnetic sensor in an electric split-phase running mode, the vehicle-mounted automatic controller drives a main breaker of the train to switch off according to the magnetic induction signal of the third magnetic sensor received by the signal receiving equipment;
When the train passes through the fourth magnetic sensor in an electric split-phase operation mode, if the main circuit breaker of the train is not switched off, the vehicle-mounted automatic controller forces the main circuit breaker of the train to switch off according to the magnetic induction signal of the fourth magnetic sensor received by the signal receiving equipment;
when the train passes through the fifth magnetic sensor in an electric phase-splitting operation mode, the vehicle-mounted automatic controller drives a main breaker of the train to be switched on according to the magnetic induction signal of the fifth magnetic sensor received by the signal receiving equipment, and the working condition before passing through the phase splitting is recovered;
when the train passes through the sixth magnetic sensor in an electric split-phase operation mode, if the main circuit breaker of the train is not recovered to the working condition before the excessive phase, the vehicle-mounted automatic controller forces the main circuit breaker of the train to recover to the working condition before the excessive phase according to the magnetic induction signal of the sixth magnetic sensor received by the signal receiving equipment.
Wherein the method further comprises:
the in-phase sign board is arranged before the breaking sign on the ground where the conventional electricity of the train is split in the travelling direction.
As can be seen from the above, in the method and system for vehicle-mounted auto-passing neutral section in the in-phase power supply mode of the present invention, the first isolating switch and the second isolating switch are provided at each neutral section of the traction substation, six magnetic inductors are sequentially provided on a single track near each neutral section, and the operation mode judgment device having the first isolating switch and the second isolating switch is provided, and the vehicle-mounted signal judgment device is provided on the train, so that the trains in the phase power supply systems such as high-speed railways, passenger special lines, inter-city railways and common-speed railways can normally operate in a through mode or a sectionalized mode at the neutral section of the traction substation without power failure passing, and can operate in an electric neutral section mode when the crossing region of the adjacent traction substation is required, thereby realizing auto-power failure auto-passing neutral section.
The train can pass uninterrupted (namely, normally runs in a through mode or a sectionalized mode at the split-phase point of the traction substation) when the traction power supply system normally runs, so that the running speed of the train is improved, the breaking times of a locomotive breaker are greatly reduced, the service life of the locomotive breaker is prolonged, meanwhile, the locomotive is prevented from stopping into a dead zone in a power-off mode through electric split-phase, and the reliability of the traction power supply system is improved. In addition, when the phase division position of the same-phase power supply traction substation operates in a through mode, the two power supply arms can support each other, so that the power supply capacity and the line operation capacity of the traction power supply system can be improved, and the energy and the capacity are saved. In addition, the vehicle-mounted automatic power-off passing neutral section can be preferentially realized when adjacent traction substation is in cross-section, and the manual passing neutral section can be adopted when the vehicle-mounted automatic passing neutral section fails, so that the safety and reliability of train operation are improved, and the labor intensity of a driver is reduced.
Drawings
Fig. 1 is a schematic structural diagram of an in-phase power supply system for a vehicle-mounted auto-passing neutral section in an embodiment of the present invention.
Fig. 2 is a schematic diagram of a through operation mode in an embodiment of the present invention.
Fig. 3 is a schematic diagram of a sectional operation mode in an embodiment of the present invention.
Fig. 4 is a schematic diagram of a split-phase operation mode in an embodiment of the present invention.
Fig. 5 is a schematic diagram of six magnetic inductors in an embodiment of the invention.
FIG. 6 is a flow chart of a method of auto-passing neutral section in an in-phase power mode in an embodiment of the invention.
Detailed Description
In order to make the technical scheme and advantages of the present invention more apparent, the present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
Fig. 1 is a schematic diagram of a vehicle-mounted auto-passing neutral section system in an in-phase power supply mode in an embodiment of the present invention.
As shown in fig. 1, the vehicle-mounted auto-passing neutral section system in the in-phase power supply mode includes: a plurality of traction substation 11, operation mode judgment device 12, vehicle-mounted control device 13, and magnetic inductor group 14;
the traction substation 11 is sequentially arranged along the track, and each traction substation 11 is provided with at least one split-phase point sequentially arranged along the track; each split-phase point is provided with an operation mode judging device 12 and a magnetic sensor group 14;
the operation mode determination device 12 includes: the operation mode determiner 20, the first isolation switch GK1 and the second isolation switch GK2;
One end of the operation mode judging device 20 is respectively connected with normally open and normally closed contacts of the first isolating switch GK1 and the second isolating switch GK2, and the other end of the operation mode judging device 20 is respectively connected with the first magnetic inductor 41 and the second magnetic inductor 42 in the magnetic inductor group 14; the operation mode determiner 20 is configured to switch on or off the first electromagnetic induction loop where the first magnetic inductor 41 is located and the second electromagnetic induction loop where the second magnetic inductor 42 is located according to the on-off states (i.e. on or off) of the first isolation switch GK1 and the second isolation switch GK 2;
one end of the first isolating switch GK1 is connected with a first power supply arm 22 of the traction substation 11, and the other end of the first isolating switch GK1 is connected with a contact net 21 of an electric split-phase neutral zone; one end of the second isolating switch GK2 is connected with a second power supply arm 23 of the traction substation 11, and the other end of the second isolating switch GK2 is connected with a contact net 21 of an electric split-phase neutral zone;
the magnetic inductor assembly 14 includes: a first magnetic sensor 41, a second magnetic sensor 42, a third magnetic sensor 43, a fourth magnetic sensor 44, a fifth magnetic sensor 45, and a sixth magnetic sensor 46 disposed in this order on the single track 10 near the split phase point;
The vehicle-mounted control device 13 is arranged on a train and is used for controlling the train to run in a through mode or a sectional mode at the split-phase point of the traction substation 11 according to the magnetic induction signals of the magnetic inductors of the magnetic inductor group 14 without power failure or to run in an electric split-phase mode.
In addition, preferably, in a specific embodiment of the present invention, the in-vehicle control device 13 includes: an in-vehicle automatic controller 32 and two signal receiving devices 31 provided at the front end and the rear end of the train, respectively.
In addition, preferably, in one embodiment of the present invention, when the vehicle-mounted control device 13 passes through the first magnetic sensor 41 and the second magnetic sensor 42 in sequence, if the signal receiving device 31 detects the magnetic induction signals of the first magnetic sensor 41 and the second magnetic sensor 42, the train passes through the current split-phase point in the uninterrupted operation mode (at this time, the train may consider the signals of the third to sixth magnetic sensors as failure); otherwise (namely, as long as the magnetic induction signal of any one of the first magnetic inductor and the second magnetic inductor is not detected by the signal receiving equipment of the train), the train is switched to the running mode of the electric split phase to be powered off and run;
When the train passes through the third magnetic sensor 43 in an electrically split-phase operation mode, the vehicle-mounted automatic controller 32 drives the main breaker of the train to switch off according to the magnetic induction signal (which may be called a 'forenotice' signal) of the third magnetic sensor 43 received by the signal receiving device 31;
when the train passes through the fourth magnetic sensor 44 in an electrically split-phase operation mode, if the main circuit breaker of the train is not yet switched off, the in-vehicle automatic controller 32 forces the main circuit breaker of the train to be switched off (if the main circuit breaker of the train has been switched off, the train regards the magnetic induction signal as invalid) according to the magnetic induction signal (which may be referred to as a "forced-off" signal) of the fourth magnetic sensor 44 received by the signal receiving device 31;
when the train passes through the fifth magnetic sensor 45 in an electric split-phase operation mode, the vehicle-mounted automatic controller 32 drives the main circuit breaker of the train to switch on according to the magnetic induction signal (which can be called as a 'recovery 1' signal) of the fifth magnetic sensor 45 received by the signal receiving device 31, and the working condition before passing through the phase is recovered;
when the train passes through the sixth magnetic sensor 46 in an electrically split-phase operation mode, if the main circuit breaker of the train has not yet recovered to the pre-split condition, the in-vehicle automatic controller 32 forces the main circuit breaker of the train to recover to the pre-split condition according to the magnetic induction signal (which may be referred to as a "recovery 2" signal) of the sixth magnetic sensor 46 received by the signal receiving device 31 (if the main circuit breaker of the train has recovered to the pre-split condition, the train regards the magnetic induction signal as invalid).
In the vehicle-mounted automatic passing neutral section system in the in-phase power supply mode, the operation mode of each neutral section point of each traction substation (the related conditions of the operation mode need to be met when the operation mode is determined) can be predetermined according to the specific condition of the in-phase power supply system, and the on-off states, namely the on-off states and the off states, of the first isolating switch GK1 and the second isolating switch GK2 of each neutral section point are controlled through control signals according to the determined operation mode, so that the neutral section points are in the corresponding operation states.
For example, as shown in fig. 2, when GK1 and GK2 of the split phase point are both closed (i.e., in the closed position), then the split phase point is in the through operation state; as shown in fig. 3, when one of GK1 and GK2 of the split phase point is closed and the other is open (i.e., in the split position), then the split phase point is in the segment operation state; as shown in fig. 4, when both GK1 and GK2 of the phase separation point are off, then the phase separation point is in the phase separation operation state.
Therefore, the operation mode determiner 20 of each split phase point may determine the current operation state of the split phase point according to the on/off states of the first isolation switch GK1 and the second isolation switch GK2, and switch on or off the first electromagnetic induction loop where the first magnetic inductor 41 is located and the second electromagnetic induction loop where the second magnetic inductor 42 is located according to the operation state of the split phase point.
For example, when GK1 and GK2 of the split-phase point are both closed, the operation mode determiner 20 determines that the split-phase point is in the through operation state, and simultaneously turns on the first electromagnetic induction circuit and the second electromagnetic induction circuit. At this time, both the first magnetic sensor 41 and the second magnetic sensor 42 transmit magnetic induction signals.
When one of GK1 and GK2 of the split-phase point is closed and the other is open, the operation mode determiner 20 determines that the split-phase point is in the sectional operation state and simultaneously turns on the first electromagnetic induction loop and the second electromagnetic induction loop. At this time, both the first magnetic sensor 41 and the second magnetic sensor 42 transmit magnetic induction signals.
When both GK1 and GK2 of the split-phase point are off, the operation mode determiner 20 determines that the split-phase point is in the split-phase operation state, and simultaneously turns off the first electromagnetic induction loop and the second electromagnetic induction loop. At this time, neither the first magnetic sensor 41 nor the second magnetic sensor 42 transmits a magnetic induction signal.
Therefore, the train can detect the magnetic induction signals of the respective magnetic inductors in the magnetic inductor group 14 using the signal receiving device 31 in the on-board control device 13, and pass through the split-phase point using different operation modes (for example, a power-off or power-on mode) according to the detected respective magnetic induction signals.
For example, when the signal receiving apparatus 31 detects both the magnetic induction signal of the first magnetic sensor 41 and the magnetic induction signal of the second magnetic sensor 42, it is indicated that the split-phase point is currently in the through-type operation state or the segment operation state. Thus, the train will pass (i.e., not pass through) the current split phase point in a continuously powered operation, and the signals of the third through sixth magnetic inductors may be considered as invalid.
When the signal receiving apparatus 31 detects only the magnetic induction signal of the first magnetic sensor 41 or detects only the magnetic induction signal of the second magnetic sensor 42 (i.e., detects only the magnetic induction signal of one of the first magnetic sensor 41 and the second magnetic sensor 42, but the magnetic induction signal of the other magnetic sensor is not detected by the signal receiving apparatus 31 of the train), at this time, it may be that the control circuit or the signal circuit is out of order, and in order to ensure driving safety, the train will switch to the operation mode of the electric split phase to power down through the electric split phase.
When the signal receiving apparatus 31 does not detect the magnetic induction signal of the first magnetic sensor 41 nor the magnetic induction signal of the second magnetic sensor 42, it is indicated that the split-phase point is currently in the split-phase operation state. Thus, the train will also switch to the neutral-section mode of operation to power-down operation.
Then, when the train passes through the third magnetic sensor 43 in an electrically split-phase operation mode, the in-vehicle automatic controller 32 in the in-vehicle control device 13 opens the main breaker of the train in accordance with the magnetic induction signal (i.e., the "notice" signal) of the third magnetic sensor 43.
When the train passes through the fourth magnetic sensor 44 in an electrically split-phase operation, the onboard automatic controller 32 will force the main circuit breaker of the train to open based on the magnetic induction signal (i.e., the "forced-open" signal) of the fourth magnetic sensor 44 if the main circuit breaker is not yet open. Of course, if the main circuit breaker of the train has been opened, the train regards the magnetic induction signal as invalid.
When the train passes through the fifth magnetic sensor 45 in the electrically split-phase operation mode, the vehicle-mounted automatic controller 32 drives the main circuit breaker of the train to switch on according to the magnetic induction signal (i.e., the "resume 1" signal) of the fifth magnetic sensor 45, and returns to the working condition before the excessive phase.
When the train passes through the sixth magnetic sensor 46 in the electrically isolated phase operation mode, if the main circuit breaker has not yet recovered to the pre-neutral condition, the in-vehicle automatic controller 32 will force the main circuit breaker of the train to recover to the pre-neutral condition based on the magnetic induction signal (i.e., the "recover 2" signal) of the sixth magnetic sensor 46. Of course, if the main circuit breaker of the train has recovered to the condition before the excessive phase, the train regards the magnetic induction signal as invalid.
Therefore, the train in the in-phase power supply system can normally run in a through mode or a sectionalized mode at the phase splitting point of the traction substation without power failure, the traction substation in the in-phase power supply system can operate in an electric split-phase mode to realize automatic power-off over-split phase due to the fact that the traction substation in the in-phase power supply system is in cross-section with an adjacent traction substation or other conditions need to carry out-phase power supply.
FIG. 6 is a flow chart of a method of auto-passing neutral section in an in-phase power mode in an embodiment of the invention. As shown in fig. 6, the method for vehicle-mounted auto-passing neutral section in the in-phase power supply mode in the embodiment of the invention includes the following steps:
and 601, arranging a plurality of traction substations along the track, and arranging operation mode judging equipment and a magnetic inductor group at each split phase point of each traction substation.
For example, in the technical scheme of the invention, a plurality of traction substations can be sequentially arranged along the track, and each traction substation is provided with at least one split-phase point arranged along the track; each of the split-phase points is provided with an operation mode determination device 12 and a magnetic sensor group 14 as shown in fig. 1.
For example, the magnetic inductor group 14 may include a first magnetic inductor 41, a second magnetic inductor 42, a third magnetic inductor 43, a fourth magnetic inductor 44, a fifth magnetic inductor 45, and a sixth magnetic inductor 46, which are sequentially disposed on a single track near each split phase point.
In the embodiment of the present invention, the first magnetic sensor may be the "first in-phase confirmation point", the second magnetic sensor may be the "second in-phase confirmation point", the third magnetic sensor may be the "advance notice point", the fourth magnetic sensor may be the "forced break point", the fifth magnetic sensor may be the "first recovery point", and the sixth magnetic sensor may be the "second recovery point".
In addition, as shown in fig. 5, in an embodiment of the present invention, the 6 magnetic sensors may be respectively disposed at two ends of a plurality of pre-buried sleepers 40 predetermined on the single track.
In addition, as shown in fig. 5, in an embodiment of the present invention, the first, third and fifth magnetic inductors 41, 43 and 45 may be disposed at one side of the single track 10, and the second, fourth and sixth magnetic inductors 42, 44 and 46 may be disposed at the other side of the single track 10.
In fig. 5, 50 is a contact net. When a train runs on the single track 10 in fig. 5, the pantograph of the train can draw electricity from the overhead contact system 50.
In addition, when in the split-phase mode of operation, the area that is uncharged when the train is not passing is referred to as the electric split-phase neutral zone (i.e., the neutral section during split-phase operation). When in the split-phase running state, the neutral area of the electric split-phase has a region corresponding to the vertical projection on the ground. And according to the area corresponding to the vertical projection, the specific position of each magnetic inductor in the magnetic inductor group can be positioned.
In the technical scheme of the invention, the positions and the distances between the magnetic sensors and the electric phase-separation ground-related signboard 101 can be preset according to the line conditions of different speed grades.
As another example, as shown in fig. 1, the operation mode determination device 12 includes: the operation mode determiner 20, the first isolation switch GK1 and the second isolation switch GK2; one end of the operation mode judging device 20 is connected with normally open and normally closed contacts of the first isolating switch GK1 and the second isolating switch GK2 respectively, and the other end of the operation mode judging device 20 is connected with the first magnetic inductor 41 and the second magnetic inductor 42 in the magnetic inductor group respectively; one end of the first isolating switch GK1 is connected with a first power supply arm 22 of the traction substation 11, and the other end of the first isolating switch GK1 is connected with a contact net 21 of an electric split-phase neutral zone; one end of the second isolating switch GK2 is connected with a second power supply arm 23 of the traction substation, and the other end of the second isolating switch GK2 is connected with a contact net 21 of an electric split-phase neutral zone.
In step 602, a vehicle-mounted control device is set on a train.
The illustrated in-vehicle control apparatus includes: the vehicle-mounted automatic controller and two signal receiving devices respectively arranged at the front end and the rear end of the train.
In addition, in the solution of the present invention, the step 602 may be performed simultaneously with the step 601, or may be performed according to a preset execution sequence. For example, steps 601 and 602 may be performed simultaneously, step 601 may be performed first, and then step 602 may be performed, or step 602 may be performed first, and then step 601 may be performed. The technical scheme of the invention is not limited thereto.
Step 603, determining operation modes of each phase separation point of each traction substation in advance according to specific conditions of the in-phase power supply system, and controlling on-off states of the first isolating switch and the second isolating switch of each phase separation point through control signals according to the determined operation modes, so that the phase separation point is in a corresponding operation state.
For example, as shown in fig. 2, when GK1 and GK2 of the split phase point are both closed (i.e., in the closed position), then the split phase point is in the through operation state; as shown in fig. 3, when one of GK1 and GK2 of the split phase point is closed and the other is open (i.e., in the split position), then the split phase point is in the segment operation state; as shown in fig. 4, when both GK1 and GK2 of the phase separation point are off, then the phase separation point is in the phase separation operation state.
As shown in fig. 2, GK1 and GK2 are both closed at this time, and 21 is a neutral-section contact network of the electric phase separation, and at this time, the first power supply arm 22 and the second power supply arm 23 are in-phase contact networks (i.e., are both a-phase or both B-phase, and have a through operation condition). As shown in fig. 3, GK1 is opened and GK2 is closed, and the first power supply arm 22 and the second power supply arm 23 are still in-phase contact networks (i.e. are both phase a or phase B, and have a sectional operation condition). As shown in fig. 4, at this time, GK1 and GK2 are both off, and at this time, the first power supply arm 22 and the second power supply arm 23 are out-of-phase catenary (for example, 23 is B phase when 22 is a phase, or 23 is a phase when 22 is B phase). In fig. 2 to 4, 24 is an insulating device.
Step 604, judging the current running state of the split phase point according to the on-off states of the first isolating switch and the second isolating switch, and switching on or switching off the first electromagnetic induction loop of the first magnetic inductor and the second electromagnetic induction loop of the second magnetic inductor according to the running state of the split phase point.
For example, when GK1 and GK2 of the split-phase point are both closed, the operation mode determiner described above may determine that the split-phase point is in the through operation state and simultaneously turn on the first electromagnetic induction circuit and the second electromagnetic induction circuit. At this time, both the first magnetic sensor 41 and the second magnetic sensor 42 transmit magnetic induction signals.
When one of GK1 and GK2 of the split-phase point is closed and the other is open, the operation mode judging device judges that the split-phase point is in a sectional operation state, and simultaneously the first electromagnetic induction loop and the second electromagnetic induction loop are connected. At this time, both the first magnetic sensor 41 and the second magnetic sensor 42 transmit magnetic induction signals.
When both GK1 and GK2 of the phase separation point are disconnected, the operation mode judging device judges that the phase separation point is in a phase separation operation state, and simultaneously disconnects the first electromagnetic induction loop and the second electromagnetic induction loop. At this time, neither the first magnetic sensor 41 nor the second magnetic sensor 42 transmits a magnetic induction signal.
In step 605, the train detects magnetic induction signals of each magnetic inductor in the magnetic inductor group by using a signal receiving device in the vehicle-mounted control device, and passes through the split-phase point by using different operation modes according to the detected magnetic induction signals.
In the present embodiment, the step 605 may be implemented in a variety of specific implementations, and one specific implementation will be described in detail below as an example.
For example, in a preferred embodiment of the present invention, the step 605 may include the following steps:
Step 71, when a signal receiving device on a train passes through a first magnetic sensor and a second magnetic sensor in sequence, if the signal receiving device detects both the magnetic induction signal of the first magnetic sensor and the magnetic induction signal of the second magnetic sensor, the train passes through a current phase separation point in a non-outage operation mode; otherwise, the train is switched to an electric phase-splitting operation mode.
In the technical scheme of the invention, when the first isolating switch and the second isolating switch of the split-phase point are closed or one of the first isolating switch and the second isolating switch is isolated and closed, electromagnetic induction loops where the first magnetic inductor and the second magnetic inductor are positioned are in an on state, and the first magnetic inductor and the second magnetic inductor can generate magnetic induction signals. Therefore, when the signal receiving equipment on the train passes through the first magnetic sensor and the second magnetic sensor, if the magnetic induction signal of the first magnetic sensor is detected and the magnetic induction signal of the second magnetic sensor is detected, the split-phase point is indicated to be in a through running state or a sectional running state currently, and at the moment, the two sides of the overhead line system are in phase. Thus, the train will pass the current split-phase point in a continuously powered-off mode of operation (i.e., without a bow-off pass), and the signals of the third through sixth magnetic inductors may be considered as invalid.
When the signal receiving device only detects the magnetic induction signals of the first magnetic inductor or the second magnetic inductor, the control circuit or the signal circuit may be failed, and in order to ensure driving safety, the train cuts off the operation mode converted into the electric phase separation through the electric phase separation.
When the signal receiving device does not detect the magnetic induction signal of the first magnetic sensor and the magnetic induction signal of the second magnetic sensor, the phase separation point is indicated to be in a phase separation running state currently. At this time, the two sides of the phase separation point of the contact net are different in phase. Thus, the train will also switch to the neutral-section mode of operation to power-down operation.
And step 72, when the train passes through the third magnetic sensor in an electric split-phase operation mode, the vehicle-mounted automatic controller drives a main breaker of the train to switch off according to the magnetic induction signal (i.e. a 'forecast' signal) of the third magnetic sensor received by the signal receiving equipment.
And 73, when the train passes through the fourth magnetic sensor in an electric split-phase operation mode, if the main circuit breaker of the train is not switched off, the vehicle-mounted automatic controller forces the main circuit breaker of the train to be switched off according to the magnetic induction signal (i.e. the forced-off signal) of the fourth magnetic sensor received by the signal receiving equipment.
Of course, if the main breaker of the train has completed breaking when passing through the fourth magnetic sensor, the on-board automatic controller regards the magnetic induction signal of the fourth magnetic sensor as failure.
And step 74, when the train passes through the fifth magnetic inductor in an electric phase-splitting operation mode, the vehicle-mounted automatic controller drives the main circuit breaker of the train to switch on according to the magnetic induction signal (i.e. the 'recovery 1' signal) of the fifth magnetic inductor received by the signal receiving equipment, and the working condition before passing through the phase splitting is recovered.
And 75, when the train passes through the sixth magnetic sensor in an electric phase-splitting operation mode, if the main circuit breaker of the train is not recovered to the working condition before the excessive phase, the vehicle-mounted automatic controller forces the main circuit breaker of the train to recover to the working condition before the excessive phase according to the magnetic induction signal (i.e. the 'recovery 2' signal) of the sixth magnetic sensor received by the signal receiving equipment.
Of course, if the main circuit breaker of the train has recovered to the working condition before passing through the sixth magnetic sensor, the on-board automatic controller regards the magnetic induction signal of the sixth magnetic sensor as failure.
In addition, preferably, in the technical scheme of the invention, an in-phase sign plate can be further arranged before a breaking sign (such as a double-bow forbidden sign, a T-break sign, a broken sign and the like) on the ground at a conventional electric phase separation position in the running direction of the train so as to remind a train driver of entering an in-phase running phase separation running conversion area, and the train driver does not need to pass through a bow in a normal running mode or a sectional mode; when the out-of-phase power supply is required to operate in a split-phase mode in a cross-zone or for other reasons, a driver does not need to adopt a manual control system to carry out over-current split-phase; when the phase-splitting operation mode and the vehicle-mounted control equipment fails, the manual control system is adopted to carry out over-current phase splitting.
In summary, in the technical scheme of the invention, since the first isolating switch and the second isolating switch are arranged at each phase separation point of the traction substation, six magnetic inductors are sequentially arranged on a single track near each phase separation point, and the running mode judging device with the first isolating switch and the second isolating switch is arranged on the train, and the vehicle-mounted control equipment is arranged on the train, the trains in the equal phase power supply systems of high-speed railways, passenger special lines, inter-city railways and common-speed railways can normally run in a through mode or a sectionalized mode at the phase separation point of the traction substation (or the sectionalized substation) without power failure, and can run in an electric phase separation mode when the adjacent traction substation is required to be over-cut or the power is required to be out of phase for the sectionalized due to other reasons, thereby realizing automatic power failure and phase separation.
The train can pass uninterrupted (namely, normally runs in a through mode or a sectionalized mode at the split phase points of the traction substation and the sectionalized station) when the traction power supply system normally runs, so that the running speed of the train is improved, the breaking times of a locomotive breaker are greatly reduced, the service life of the locomotive breaker is prolonged, meanwhile, the locomotive is prevented from stopping into a non-electric zone in a power-off mode through electric split phase, and the reliability of the traction power supply system is improved. In addition, when the phase division position of the same-phase power supply traction substation operates in a through mode, the two power supply arms can support each other, so that the power supply capacity and the line operation capacity of the traction power supply system can be improved, and the energy and the capacity are saved. In addition, when the power supply circuit phase separation of adjacent traction substation is in cross-section or is out of phase due to other reasons, the vehicle-mounted automatic power-off passing phase separation can be realized preferentially, and when the vehicle-mounted automatic passing phase separation fails, the manual passing phase separation can be adopted, so that the safety and reliability of train operation are improved, and the labor intensity of a driver is reduced.
In addition, the method and the system are suitable for the in-phase power supply system and the through power supply system of the in-phase power supply device adopted by the power substation, and are also suitable for the conventional in-phase power supply system which is not provided with the in-phase power supply device but adopts a single-phase transformer for power supply. The invention is suitable for both in-phase power supply systems which adopt in-phase power supply at two sides of the traction substation and also suitable for in-phase power supply systems which adopt in-phase power supply at two sides of the subarea; the method is suitable for an in-phase power supply system adopting two-fracture-electric phase separation and an in-phase power supply system adopting three-fracture-electric phase separation; the method is suitable for connecting the first magnetic inductor loop and the second magnetic inductor loop in a through mode and a sectioning mode, and disconnecting the first magnetic inductor loop and the second magnetic inductor loop in a split-phase mode; the method is also suitable for disconnecting the first magnetic inductor loop and the second magnetic inductor loop in a through mode and a sectional mode and connecting the first magnetic inductor loop and the second magnetic inductor loop in a split-phase mode (note that 1, related conditions of the operation mode need to be met when the operation mode is determined, and 2, related contents need to be correspondingly modified when the method is applied to different situations).
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather to enable any modification, equivalent replacement, improvement or the like to be made within the spirit and principles of the invention.
Claims (9)
1. A system for vehicle-mounted auto-passing neutral section in an in-phase power mode, the system comprising: the system comprises a plurality of traction substation, operation mode judging equipment, vehicle-mounted control equipment and a magnetic inductor group;
the plurality of traction substations are sequentially arranged along the track, and each traction substation is provided with at least one split-phase point sequentially arranged along the track; each split-phase point is provided with an operation mode judging device and a magnetic inductor group;
the operation mode judgment device includes: the operation mode judging device, the first isolating switch and the second isolating switch;
one end of the operation mode judging device is connected with the normally open and normally closed contacts of the first isolating switch and the second isolating switch respectively, and the other end of the operation mode judging device is connected with the first magnetic inductor and the second magnetic inductor in the magnetic inductor group respectively; the operation mode judgment device is used for switching on or switching off a first electromagnetic induction loop where the first magnetic inductor is located and a second electromagnetic induction loop where the second magnetic inductor is located according to the on-off states of the first isolating switch and the second isolating switch;
One end of the first isolating switch is connected with a first power supply arm of the traction substation, and the other end of the first isolating switch is connected with a contact net of an electric split neutral zone; one end of the second isolating switch is connected with a second power supply arm of the traction substation, and the other end of the second isolating switch is connected with a contact net of an electric split phase neutral zone;
the magnetic inductor group includes: the first magnetic sensor, the second magnetic sensor, the third magnetic sensor, the fourth magnetic sensor, the fifth magnetic sensor and the sixth magnetic sensor are sequentially arranged on a single track near a split-phase point;
the vehicle-mounted control equipment is arranged on the train and is used for controlling the train to run in a through mode or a sectional mode at the split-phase point of the traction substation according to the magnetic induction signals of each magnetic inductor of the magnetic inductor group without power failure or to run in an electric split-phase mode.
2. The system according to claim 1, wherein the in-vehicle control apparatus includes:
the vehicle-mounted automatic controller and two signal receiving devices respectively arranged at the front end and the rear end of the train.
3. The system according to claim 2, wherein:
When the vehicle-mounted control equipment sequentially passes through the first magnetic sensor and the second magnetic sensor, if the signal receiving equipment detects magnetic induction signals of the first magnetic sensor and the second magnetic sensor, the train passes through the current phase separation point in a non-outage running mode; otherwise, the train is switched to the running mode of the electric split phase to be powered off and run;
when the train passes through the third magnetic sensor in an electric split-phase running mode, the vehicle-mounted automatic controller drives a main breaker of the train to switch off according to the magnetic induction signal of the third magnetic sensor received by the signal receiving equipment;
when the train passes through the fourth magnetic sensor in an electric split-phase operation mode, if the main circuit breaker of the train is not switched off, the vehicle-mounted automatic controller forces the main circuit breaker of the train to switch off according to the magnetic induction signal of the fourth magnetic sensor received by the signal receiving equipment;
when the train passes through the fifth magnetic sensor in an electric phase-splitting operation mode, the vehicle-mounted automatic controller drives a main breaker of the train to be switched on according to the magnetic induction signal of the fifth magnetic sensor received by the signal receiving equipment, and the working condition before passing through the phase splitting is recovered;
When the train passes through the sixth magnetic sensor in an electric split-phase operation mode, if the main circuit breaker of the train is not recovered to the working condition before the excessive phase, the vehicle-mounted automatic controller forces the main circuit breaker of the train to recover to the working condition before the excessive phase according to the magnetic induction signal of the sixth magnetic sensor received by the signal receiving equipment.
4. The method for vehicle-mounted automatic passing neutral section in-phase power supply mode is characterized by comprising the following steps:
arranging a plurality of traction substations along the track, and arranging operation mode judging equipment and a magnetic inductor group at each split phase point of each traction substation;
setting a vehicle-mounted control device on a train;
the operation mode of each phase separation point of each traction substation is predetermined according to the specific condition of the in-phase power supply system, and the on-off states of the first isolating switch and the second isolating switch of each phase separation point are controlled through control signals according to the determined operation mode, so that the phase separation point is in a corresponding operation state;
judging the current running state of the phase separation point according to the on-off states of the first isolating switch and the second isolating switch, and switching on or switching off the first electromagnetic induction loop where the first magnetic inductor is located and the second electromagnetic induction loop where the second magnetic inductor is located according to the running state of the phase separation point;
The train uses a signal receiving device in the vehicle-mounted control device to detect magnetic induction signals of all magnetic inductors in the magnetic inductor group, and uses different running modes to pass through the phase separation point according to the detected magnetic induction signals.
5. The method according to claim 4, wherein:
the magnetic inductor group comprises a first magnetic inductor, a second magnetic inductor, a third magnetic inductor, a fourth magnetic inductor, a fifth magnetic inductor and a sixth magnetic inductor which are sequentially arranged on a single track near each split-phase point.
6. The method according to claim 5, wherein:
the first magnetic sensor, the second magnetic sensor, the third magnetic sensor, the fourth magnetic sensor, the fifth magnetic sensor and the sixth magnetic sensor are respectively arranged at two ends of a plurality of pre-buried sleepers which are preset on the single track.
7. The method according to claim 6, wherein:
the first magnetic sensor, the third magnetic sensor and the fifth magnetic sensor are arranged on one side of the single track, and the second magnetic sensor, the fourth magnetic sensor and the sixth magnetic sensor are arranged on the other side of the single track.
8. The method of claim 5, wherein the train detects magnetic induction signals of each magnetic inductor in the magnetic inductor group using a signal receiving device in the on-board control device, and passing the split-phase point using different operation modes based on each detected magnetic induction signal comprises:
When signal receiving equipment on a train sequentially passes through a first magnetic inductor and a second magnetic inductor, if the signal receiving equipment detects magnetic induction signals of the first magnetic inductor and magnetic induction signals of the second magnetic inductor, the train passes through a current phase separation point in an uninterrupted operation mode; otherwise, the train is switched to an operation mode of electric phase separation;
when the train passes through the third magnetic sensor in an electric split-phase running mode, the vehicle-mounted automatic controller drives a main breaker of the train to switch off according to the magnetic induction signal of the third magnetic sensor received by the signal receiving equipment;
when the train passes through the fourth magnetic sensor in an electric split-phase operation mode, if the main circuit breaker of the train is not switched off, the vehicle-mounted automatic controller forces the main circuit breaker of the train to switch off according to the magnetic induction signal of the fourth magnetic sensor received by the signal receiving equipment;
when the train passes through the fifth magnetic sensor in an electric phase-splitting operation mode, the vehicle-mounted automatic controller drives a main breaker of the train to be switched on according to the magnetic induction signal of the fifth magnetic sensor received by the signal receiving equipment, and the working condition before passing through the phase splitting is recovered;
When the train passes through the sixth magnetic sensor in an electric split-phase operation mode, if the main circuit breaker of the train is not recovered to the working condition before the excessive phase, the vehicle-mounted automatic controller forces the main circuit breaker of the train to recover to the working condition before the excessive phase according to the magnetic induction signal of the sixth magnetic sensor received by the signal receiving equipment.
9. The method of claim 4, further comprising:
the in-phase sign board is arranged before the breaking sign on the ground where the conventional electricity of the train is split in the travelling direction.
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