CN109291942B - Method for automatically stopping and transmitting power of trolley locomotive - Google Patents
Method for automatically stopping and transmitting power of trolley locomotive Download PDFInfo
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- CN109291942B CN109291942B CN201810874141.4A CN201810874141A CN109291942B CN 109291942 B CN109291942 B CN 109291942B CN 201810874141 A CN201810874141 A CN 201810874141A CN 109291942 B CN109291942 B CN 109291942B
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- overhead line
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C3/00—Electric locomotives or railcars
- B61C3/02—Electric locomotives or railcars with electric accumulators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
- B60L5/18—Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
- B60L5/20—Details of contact bow
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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
- B60M1/12—Trolley lines; Accessories therefor
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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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
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Power Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The automatic power cut-off and transmission method for the trolley locomotive is characterized in that a signal transmitting device is assembled on the trolley locomotive, and a signal receiving and power transmission starting device is assembled at the power feeding end of an overhead line, and comprises the following steps: firstly, power transmission is started, a pantograph of the electric locomotive contacts with an overhead line and turns on a main power switch of the electric locomotive, and a signal sending device provides a direct-current low-voltage U for the overhead line0(I0) And the power is transmitted to the upper power end through the overhead line, and the upper power end starts the switch device to transmit power to the overhead line. Secondly, normal power supply, after the overhead line is electrified, the starting signal U is firstly0(I0) The transmission is stopped, and then the signal transmitting device absorbs a small current from the overhead line, and the current is used as a maintaining current signal to maintain the overhead line in a power transmission state during the standby and the operation of the electric locomotive. And thirdly, automatic power off, when the locomotive is stopped, the main power switch is disconnected or the pantograph is pulled down, the signal sending device is disconnected with the overhead line, the current on the line is less than the maximum water holding current, and after 5-10 seconds, the power supply of the overhead line is automatically cut off by the power-on end.
Description
Technical Field
The invention relates to underground mine transportation equipment, in particular to a method for automatically stopping and transmitting power of a trolley locomotive.
Background
The direct current trolley locomotive is one of main underground transportation equipment of a mine, and the existing overhead line adopts a mode of continuous power supply of a unified network and long-time operation. Because the overhead line voltage is higher (more than DC 250V), the mine underground environment is bad, the tunnel is narrow, the air is moist, and the staff and the electric locomotive pass through the same tunnel, so the potential safety hazard of personnel electric shock exists, and certain difficulty is brought to safety management work.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a method for automatically stopping and supplying power to an overhead line electric locomotive, which can effectively reduce the electrified range of the overhead line and shorten the electrified running time of the overhead line, so that the overhead line is electrified only when the electric locomotive runs and is not electrified when the electric locomotive stops running. For the longer mine environment of haul distance, can let the overhead line in the regional segmentation power supply of difference, when the electric locomotive got into a certain region, the power transmission of this regional overhead line, when the electric locomotive drives away from this region, the outage of this regional overhead line can effectively promote mine security level, reduces the accident rate.
The invention relates to a method for automatically stopping and transmitting power of an overhead line electric locomotive, which comprises a signal transmitting device and a signal receiving and power transmitting starting device, wherein the signal transmitting device is assembled on the electric locomotive, the signal receiving and power transmitting starting device is assembled at the power feeding end of an overhead line, namely at a rectifier cabinet, and the working procedure of the whole system comprises the following steps:
firstly, the pantograph of the electric locomotive contacts with an overhead line and turns on a main power switch of the electric locomotive, a signal sending device provides 12V or 24V direct current safe low voltage for the overhead line, and the direct current safe low voltage forms direct current I0And as a power-on starting signal, the power-on starting signal is transmitted to the power-on end through the overhead line, and the power-on end receives the power-on starting signal and immediately starts the switching device to transmit power to the overhead line.
And secondly, after the overhead line is powered on, the signal sending device stops transmitting a power-on starting signal, then the signal sending device absorbs a small current from the overhead line, the current is used as an overhead line maintaining current signal, and the overhead line is enabled to maintain a power transmission state in the standby and running of the electric locomotive.
And thirdly, after the electric locomotive stops running, disconnecting a main power switch on the electric locomotive or pulling down a pantograph, at the moment, disconnecting the signal transmitting device from the overhead line, wherein the current on the overhead line is less than the minimum holding current, and after 5-10 seconds, automatically cutting off the power supply of the overhead line at the power-on end.
The method for automatically stopping and transmitting power of the overhead line electric locomotive can complete all information transmission only by using the original overhead line. The electric locomotive is provided with a signal transmitting device, and an overhead line power-on end, namely a signal receiving power transmission starting device is assembled at a rectifier cabinet. According to the working state of the electric locomotive, the system automatically implements on-off control on the overhead line, has no difference from the original system in operation of the locomotive, and does not need to train drivers.
The working system adopted by the invention has the following characteristics:
1. the power transmission signal is transmitted through an overhead line: the overhead line is in an electroless safe state, when the electric locomotive needs to run, the pantograph supports and contacts the overhead line, and after a main power switch on the locomotive is turned on, a storage battery in the transmitting and starting device in the locomotive transmits a 12V direct-current voltage starting signal to the signal receiving and transmitting starting device at the power-on end through the overhead line. The signal transmission direction is from locomotive through the overhead line flow to the upper electricity end, and then gets into overhead line switching-on and switching-off control circuit through alternating current contactor CJ normally closed contact, and control circuit delays at first and absorbs some energy from the signal. In this period, the ac contactor CJ is not yet closed, and the rectifier cabinet does not output 250V operating voltage.
After the process is delayed for about 1-2 seconds, the relay J in the overhead line power-on and power-off control circuit2When the alternating current contactor CJ is actuated, the normally closed contacts cut off the power on-off control circuit of the overhead line and the overhead line, and then the three normally open contacts are connected with the alternating current input side of the rectifier bridge to transmit direct current 250V working voltage to the overhead line.
2. Maintaining power delivery with overhead line self current: the overhead line current is greater than the minimum holding current I as long as the electric locomotive is in the running or standby stateHThe output voltage of the current transformer L can enable the receiving and power transmission control circuit to maintain the relay J2And (5) maintaining the attraction state and continuously transmitting power of the overhead line.
3. The power failure of the overhead line is implemented by detecting the current of the overhead line: without the electric locomotive running or standby state, the overhead line current is less than the minimum holding current IHThe output voltage of the current transformer L can not be received by the power transmission control circuit to keep the relay J2In an engaged state, a relay J2The interlocking ac contactor CJ is released and the overhead line is completely powered off.
The invention discloses a method for automatically stopping and supplying power to a trolley locomotive, which is technically characterized by comprising the following steps of:
firstly, a mutual inductor: the current transformer L is used for detecting the change of the working current of the overhead line, and the output end of the current transformer L applies a voltage signal. When the electric locomotive normally operates, the primary side of the electric locomotive bears strong working current, and the current at a detection point required by power failure control is far smaller than the working current of an overhead line. In order to ensure the sensitivity of small current detection and the reliability of large current operation, the following technical measures are adopted:
1. the invention relates to a core-through structure, large transformation ratio data and voltage signal output, wherein a miniature special current transformer is skillfully selected, and the transformer has the following characteristics: (1) the core-through structure: only a single turn of core penetration is used, the space is small, the installation is convenient, the energy absorption from the original circuit is very little, and the parameters of the original circuit are basically not influenced. (2) Voltage type output: the secondary of the mutual inductor is connected with a resistor R in parallel, and the output end is converted into a voltage signal to be output. (3) Large transformation ratio data: the number of secondary turns is greater than 2000 turns in order to increase the output signal amplitude.
2. And (3) carrying out double-line parallel winding and double-half-wave rectification on the secondary side of the current transformer L: the current transformer L maintains the electrified current I at the minimum detection point of the overhead line currentHHere, this data is usually 0.3-0.5A, and in order to obtain a clear and clear dc voltage signal, the secondary of the current transformer L is wound in two lines to form a double half-wave rectifier circuit unit with a center tap. The measure only generates a diode voltage drop in the rectifying process, the direct current voltage can reduce the voltage loss of 0.7V, and the resistor R in the figure converts the output of the current transformer L into a voltage signal.
3. Secondary automatic voltage limiting: the output direct current voltage and the current have one-to-one correspondence, and when the electric locomotive runs, the overhead current is larger than the minimum maintenance current IHHundreds of even thousands of times, in order to not let the direct current voltage too high, have taken two measures: firstly, a micro structure is adopted for the transformer, a micro iron core is selected, and when the current is increased to a certain data, the iron core is saturated to limit the increase of the direct current voltage; secondly, 5 diodes are connected in series to the output end, and the direct current voltage is limited within 3.6V by utilizing the forward voltage stabilization characteristic of the diodes.
Secondly, energy storage delay technical measures:
1. relay J of signal transmission device1The pull-in delay circuit has double delay functions, namely a relay J1The pull-in is first delayed by about 1-1.5 seconds, referred to herein as the pre-delay, during which time the capacitor C is engaged1-1Energy storage relay J1The unit circuit will have power supply interruption during the suction process, and the capacitor C during the suction process1-1Discharge to the pull-in delay circuit, form the uninterrupted power supply mode in a short time, guarantee the relay J1The suction process is smoothly carried out, and the relay J is prevented1Oscillations that may occur in the pull-in. When the locomotive is stopped, the main power supply of the locomotive is cut offSwitching or pulling down pantograph, capacitor C1-1The stored energy of (D) still makes the relay J1The attraction state is securely maintained for about 2-3 seconds, herein referred to as a post-delay. This delay process can have two effects: firstly, when the locomotive normally runs, the pantograph can cause the interruption of the power supply of the electric locomotive due to the jolt, and the relay J1The suction state is kept in a certain time, and the working state of the whole system can be kept unchanged during the suction state, so that the accident caused by shutdown is avoided; secondly, when the electric locomotive stops running, the thyristor is reliably closed because the thyristor loses the 250V power supply and then loses the gate pole signal, and the junction speed relay J is delayed1After release, the accumulator voltage is applied to the anode of the thyristor, but the gate is not triggered, and the thyristor can not be switched on. Thus, the storage battery can not discharge to the electric locomotive after the shutdown.
2. The double-delay function in the signal receiving and power transmitting starting device is as follows: (1) the power transmission starting process is delayed (front delay), and when a starting signal is sent by a sending end, the power on-off control circuit of the overhead line enables the relay J2Delayed for about 1.5 seconds with respect to the AC contactor CJ during which time the capacitor C2-5Charging delay, capacitor C2-6Charging energy storage relay J2Capacitor C during absorption2-6Discharging, keeping the high level of the M end of the contact in the control circuit higher than the P end of the contact, and ensuring the relay J2And the alternating current contactor CJ is pulled in and is broken. (2) Delaying after the start of overhead line power transmission: after the overhead line is supplied with power, the electric locomotive runs or stands by under the line, and the output current of the overhead line is greater than the minimum holding current IHThe current transformer L outputs voltage to enable the on-off control circuit to keep the relay J2Is firmly attracted with the alternating current contactor CJ, and the relay J2The attraction of the AC contactor CJ keeps the overhead line continuously powered, and the interlocking state is realized. When the electric locomotive runs or is in standby, the interlocking state needs to be kept, and the overhead line can be continuously supplied with power. When the electric locomotive is stopped, the interlocking state needs to be destroyed to stop the power failure of the overhead line. Therefore, a rear delay function is also arranged in the receiving and power transmitting device, the delay time is about 5-10 seconds, and the two effects are also achieved: firstly, when the electric locomotive normally runs, the electric locomotive jolts to cause current interruption, the output voltage of the current transformer L is interrupted, but the current in normal work is interruptedThe time is not longer than 1 second, and the relay J can be kept by the power-on and power-off control circuit through the delay function2And an alternating current contactor CJ is firmly attracted, and the overhead line is kept continuously powered.
Thirdly, after all electric locomotives under the overhead line are shut down, the output current of the overhead line is close to zero and is less than the minimum holding current IHAnd after delaying for about 5-10 seconds, the self-locking state is destroyed, and the overhead line is powered off. And (3) switching on and off at the alternating current input side of the rectifier bridge: in order to ensure that the overhead line is completely unpowered after power failure, the traditional mechanical contact type electromagnetic switch is adopted, if the switch is used for directly switching on and off direct current, strong electric arcs can be formed at the contacts, and the switch can be burnt even once under special conditions, so that the service life of the switch is greatly shortened, and serious accidents are easily caused. Therefore, the switch is arranged on the alternating current side of the rectifier cabinet, the effect of the switch is the same as that of the switch on and off on the direct current side, and the safety performance is obviously improved.
Fourthly, the storage battery is used skillfully: the storage battery has two functions: (1) before the electric locomotive is started, transmitting an overhead line electrifying starting signal by utilizing the stored energy of the electric locomotive; (2) when the electric locomotive runs, a 12V power supply can be provided for the interior of the locomotive for the use of on-board electrical appliances such as lamps, horns and the like, and a direct current converter for changing the voltage of an overhead line into 12V on the original locomotive is omitted. In the signal transmitting device, the following technical measures are adopted for the storage battery: (1) relay J1The pull-in delay unit and the storage battery work in different potential sections, and the ground end of the pull-in delay unit and the storage battery work at the same potential as the anode of the storage battery, so that the storage battery cannot move to the relay J when the electric locomotive is in a shutdown state1The pull-in delay unit discharges. (2) The constant-voltage constant-current charger is provided, so that the storage battery is automatically charged when the locomotive is standby and in operation, and the locomotive enters a floating charging state after being fully charged without overcharging. (3) When the electric locomotive is in a stop state, the relay J1Is in a released state. At this time, if the locomotive is in misoperation (the speed regulating handle is in a running gear), the storage battery passes through the resistor R1-1Diode D1-1And relay J1The normally closed contact discharges to the locomotive, the direct current resistance of the discharge loop is very small, and if no measures are taken, the storage battery is likely to be damaged. For this purpose, the main circuit of the electric locomotive is additionally provided with a thyristor VT, and when the electric locomotive is in a stop state, 5The V DC-DC converter DV/DV has no output, and the gate pole of the thyristor VT has no trigger signal and is in an off state, thereby effectively preventing the above situation from happening. The measures can ensure the complete automatic use of the storage battery and the maintenance-free operation in the service life.
Fifthly, switching on and off of the main switch of the overhead line under light load: (1) in the power transmission starting link of the overhead line, according to the analysis, after the overhead line transmits 250V working voltage, the signal transmitting device on the electric locomotive possibly obtains a trigger signal after the thyristor VT passes through the delay time, and then the motor can be started. (2) When the overhead line fails, the electric locomotive stops and closes a main switch on the locomotive or a pantograph leaves the overhead line, and the current of the overhead line is less than the minimum maintenance current IHAfter about 5-10 seconds, relay J2The interlocking ac contactor CJ is released. This ensures the light load starting and releasing of the alternating current contactor CJ, effectively reduces or even eliminates the arc hazard, prolongs the service life of the power-on and power-off main contacts and the whole system, and also eliminates the related potential safety hazard.
Sixthly, externally connecting a large resistor at the transmitting end: during the power transmission of the overhead line, the minimum working current of the overhead line is ensured to be larger than the minimum maintenance I when the electric locomotive runs or is in standbyH And maintaining the power transmission state of the overhead wire.
Seventhly, the gate pole of the thyristor VT adopts level type continuous triggering: when the electric locomotive runs or is in a standby state, the input end of the 5V direct current-direct current converter DC/DC converter is synchronously powered with the thyristor VT anode, and the output 5V direct current voltage directly and continuously drives the thyristor VT gate. The thyristor VT is ensured to be reliably switched on in the time period required to be switched on.
Eighthly, the whole system has extremely strong anti-electromagnetic interference capability and extremely high working stability: (1) the power-on starting signal sent by the sending end is a 12V level signal with the duration time of more than 1 second, a 4700 mu F large capacity is arranged at the signal receiving end, and the current of about 3A exists at the starting moment, so that the strength of the starting signal is far greater than that of various common electromagnetic interferences, and meanwhile, the capacitor can effectively absorb the interferences of various electromagnetic harmonics and the like. (2) The power transmission state of the overhead line is maintained in a state that the working current is larger than the minimum holding current IHWhen the power is off, the working current is less thanMinimum holding current IHThe overhead line working current is a power failure detection working point, the voltage of the working point is direct current 250V (or 550), and the current is about 0.3-0.5A and is far higher than the electromagnetic interference intensity of various spaces. In a word, signals used for power cut-off and power transmission and state maintenance of the system are far stronger than various electromagnetic interferences in a working environment, and absorption measures are provided for electromagnetic interference signals, so that the system has extremely strong electromagnetic interference resistance and extremely high working stability.
Ninthly, setting a manual power transmission function: the receiving and transmitting device is provided with a switch K2-1Switch K2-1The system is automatically powered on and off to run when the system is disconnected; closing switch K2-1And the overhead line always keeps a power transmission state, and the system operates in a conventional mode.
Drawings
Fig. 1 is a schematic system configuration diagram of a method for automatically stopping and supplying power to a trolley locomotive according to the present invention.
Fig. 2 is a schematic circuit diagram of a signal transmitting device of a method for automatically stopping and transmitting power of a trolley locomotive according to the invention.
Fig. 3 is a schematic circuit diagram of a signal receiving power transmission starting device of the method for automatically stopping and transmitting power of the trolley locomotive according to the invention.
Fig. 4 is an external connection diagram of a transformer of the method for automatically stopping and supplying power to the trolley locomotive according to the invention.
Fig. 5 is a schematic diagram of an internal circuit of a transformer of the method for automatically stopping and supplying power to the trolley locomotive according to the invention.
Detailed Description
For convenience of explanation, the working states of the electric locomotive are divided into three types. And the shutdown state is that the pantograph is separated from the overhead line or the main power switch is disconnected on the locomotive, and the electric locomotive is completely disconnected from the overhead line. The standby state is the state that the pantograph contacts the overhead line and a main power switch on the electric locomotive is closed but the motor is not started. The running state is that the pantograph contacts the overhead line, a main power switch on the electric locomotive is closed, the motor is electrified to run, and the electric locomotive runs.
Referring now to FIG. 1, the following is illustrated in conjunction with specific embodiments: the invention relates to a method for automatically stopping and transmitting power of a trolley locomotive, which comprises a signal transmitting device and a signal receiving, power transmitting and starting device. The electric locomotives are equipped with signal transmitting devices, and each electric locomotive is equipped with one signal transmitting device. The overhead line power-on end, namely, the position of a rectifier cabinet is equipped with a signal receiving power transmission starting device, and for the condition of subsection power supply, each power-on end is equipped with a signal receiving power transmission starting device, and the method comprises the following steps:
firstly, the pantograph of the electric locomotive contacts with an overhead line and turns on a main power switch of the electric locomotive, a signal sending device provides 12V or 24V direct current safe low voltage for the overhead line, and the direct current safe low voltage forms direct current I0And as a power-on starting signal, the power-on starting signal is transmitted to the power-on end through the overhead line, and the power-on end receives the starting signal and immediately starts the switching device to transmit power to the overhead line.
And secondly, after the overhead line is powered on, the signal sending device stops transmitting a power-on starting signal, then the signal sending device absorbs a small current from the overhead line, the current is used as an overhead line maintaining current signal, and the overhead line is enabled to maintain a power transmission state in the standby and running of the electric locomotive.
And thirdly, after the electric locomotive stops running, disconnecting a main power switch on the electric locomotive or pulling down a pantograph, at the moment, disconnecting the signal transmitting device from the overhead line, wherein the current on the overhead line is less than the minimum holding current, and after 5-10 seconds, automatically cutting off the power supply of the overhead line at the power-on end.
Referring to fig. 2, the signal transmitting device is mounted on the electric locomotives, a 12V (or 24V) storage battery is mounted inside the signal transmitting device, and each electric locomotive is equipped with one signal transmitting device. The signal transmitting device has two functions: the power transmission system is characterized in that firstly, an overhead line power-on starting signal is sent, and secondly, after the overhead line is powered on, the power transmission system is linked with a signal receiving and power transmission starting circuit at a power-on end when the electric locomotive is in operation and standby, and the power transmission state of the overhead line is maintained. The working process and principle of the overhead line 250V dc power supply system are now described by taking the example:
firstly, power transmission starting: overhead line 250V DC power supply systemThe positive pole of the direct current power supply is connected with an overhead line, the negative pole is connected with a rail, and the rail is in contact with the ground, so that the rail potential is normally 0, and the overhead line potential is positive 250V. When the locomotive runs without electricity under the overhead line, no electricity is available on the line. When the electric locomotive is to run, the pantograph on the locomotive supports the contact overhead line, and after a main power switch on the locomotive is opened, the positive electrode of the storage battery passes through a resistor R1-1Diode D1-1And relay J1Normally closed contact for transmitting 12V direct current safety low voltage U to overhead line0The voltage forming a direct current I0Namely, the power-on starting signal transmission circuit is as follows: accumulator E positive pole → resistor R1-1→ diode D1-1→ relay J1Normally closed contact → overhead line → signal receiving and power transmission starting device at power-on end, direct current I0The direction is from the locomotive side to the powered side. And after the signal receiving and power transmission starting device at the power-on end acquires a power-on starting signal through the overhead line, the starting contactor transmits 250V direct-current working voltage to the overhead line, and the power transmission starting step is completed.
II, relay J1The suction and power transmission states are maintained: after the overhead line is electrified, the potential rises to positive 250V due to the diode D1-1And the 12V storage battery is conducted in a single direction, and the power-on starting signal is stopped being transmitted to the overhead line. The subsequent process was analyzed in two stages.
The first stage is as follows: relay J1Delayed pull-in relay J1The pull-in delay circuit is powered alternately by a double-circuit power supply and has a double-delay function. From the overhead line to relay J1In the period before the pull-in, the current path of the overhead line flowing to the signal sending device is as follows: overhead wire → relay J1Normally closed contact → resistor R1-2 → diode D1-5 — D1-22 → accumulator E → rail, diode D in the current path1-5 — D1-22A relatively stable voltage of about 12.7V is generated across the diode D1-2Adding to the relay J1The pull-in delay circuit of (1) for temporarily supplying power thereto. Relay J1After the pull-in delay circuit is electrified, the pull-in delay circuit is powered on by a 555 time-base circuit IC1Potentiometer RW1Resistance R1-4And a capacitor C1-3The formed circuit delays more than about 1 second and then lets the relay J1Pick-up, period capacitor C 1-112V direct current voltage is sufficient to store certain energy. Circuit delay junction speed relay J1Starting to close, relay J1The above-mentioned power supply is interrupted in the course of suction-closing, at this time the capacitor C is1-1A discharge maintaining relay J for the circuit1The suction process is smoothly carried out, the uninterrupted power supply of the unit circuit is formed in a short time, and the relay J is effectively avoided1The oscillation phenomenon possibly generated in the suction process ensures the relay J1The suction is dry, crisp and reliable. In this step, the accumulator undergoes a brief charge, the capacitor C1-5The threat of instantaneous high voltage to the storage battery can be prevented.
And a second stage: power transmission state hold, relay J1After the closing, the external high-power resistor R 1-5250V voltage is obtained on the overhead line at two ends, and two 12V direct current-direct current converters DC/DC and the input end of the charger at two ends are electrified. The following four links are carried out simultaneously:
1. 12V DC voltage at the DC/CV output end of the 12V DC-DC converter passes through a diode D1-3To relays J1On the pull-in delay circuit, a holding relay J1And (5) stable suction.
2. The current on the overhead line is only required to be greater than a certain value and the minimum holding current IHThe signal receiving power transmission starting device mounted on the power-on end can maintain the power transmission state of the overhead wire. And relay J1Resistor R after suction1-5The current value self-drawn from the overhead line is greater than the minimum holding current IHThus, the power supply state of the overhead line is maintained.
3. 14.8V charger via diode D1-4The charger is a constant-voltage current-limiting charger, and the vehicle can be automatically charged during running, namely, the vehicle enters a floating charging state after being fully charged, and cannot be overcharged.
4. The thyristor is triggered to be switched on, the direct current 5V voltage output by the DC/CV of the 5V direct current-direct current converter is reliably triggered to the thyristor VT through the thyristor VT triggering unit circuit, the locomotive power supply is switched on, and then the locomotive can normally run.
The whole process of power transmission starting can be completed within 1-1.5 seconds.
Referring to fig. 3, the signal receiving and power transmitting starting device is arranged at the power-on end of the overhead line and assembled in the rectifier cabinet. Three-phase transformer T, diode D in figure 32-1— D2-6Three-phase full-bridge rectifier and filter capacitor C2-1Is the main circuit in the original rectifier cabinet. Is installed in an AC contactor CJ and uses three normally open contacts CJ1-1、CJ1-2、CJ1-3Controlling the AC side of the rectifier bridge, thereby implementing the on-off of the overhead line DC, which is a main switching device for power cut-off; in addition, a specially-made current transformer L is connected in any line of the AC side of the rectifier bridge in series and is used for detecting the working current I of each phase of the AC side of the rectifier bridge2The size of (2). Operating current I due to overhead lineDWorking current effective value I of each phase at alternating current side of rectifier bridge2The relationship of (1) is: i is2 = 0.816ID Therefore, the current transformer L is used for detecting the working current I of each phase at the AC side of the rectifier bridge2The current transformer L detects the change of the current of the overhead line, and the detection result of the current transformer L is the basis of on-off control of the overhead line.
Transformer B, diode D2-9— D2-12Capacitor C2-2 Integrated voltage regulator 7812 and capacitor C2-3The DC stabilized power supply is formed and provides a 12V DC power supply for the overhead line power-on and power-off control circuit. And the current transformer L outputs an overhead line working current detection signal. The control circuit controls the alternating current contactor CJ according to the states of the two paths of signals, and automatic power cut-off control is carried out on the overhead line.
Referring to fig. 4 and 5, the current transformer L according to the present invention is a special transformer that detects the change of the operating current of the overhead wire, but applies a voltage signal to the output terminal. When the electric locomotive normally operates, the primary side of the electric locomotive bears strong working current, and the current at a detection point required by power failure control is far smaller than the working current of an overhead line. In order to ensure the sensitivity of small current detection and the reliability of large current operation, the following technical measures are adopted:
1. the invention relates to a core-through structure, large transformation ratio data and voltage signal output, wherein a miniature special current transformer is skillfully selected, and has the following characteristics: (1) the core-through structure: only a single turn of core penetration is used, the space is small, the installation is convenient, the energy absorption from the original circuit is very little, and the parameters of the original circuit are basically not influenced. (2) Voltage type output: and the secondary parallel resistor R of the mutual inductor converts the output end into a voltage signal to be output. (3) Large transformation ratio data: the number of secondary turns is greater than 2000 turns in order to increase the output signal amplitude.
2. And (3) carrying out double-line parallel winding and double-half-wave rectification on the secondary side of the current transformer L: the detection point of the current transformer L on the overhead line current is at the minimum maintenance current IHHere, this data is typically 0.3-0.5A, and in order to obtain a distinct and clear dc voltage signal, the current transformer L has two secondary wires wound around to form a double half-wave rectifier circuit unit with a center tap, as shown in fig. 5. The measure only generates a diode voltage drop in the rectifying process, the direct current voltage can reduce the voltage loss of 0.7V, and the resistor R in the figure converts the output of the current transformer L into a voltage signal.
3. The secondary automatic voltage limiting, the output direct current voltage and the current have one-to-one correspondence, when the electric locomotive runs, the overhead current is larger than the minimum holding current IHHundreds of even thousands of times, in order to not let the direct current voltage too high, have taken two measures: firstly, a current transformer L adopts a micro structure, a micro iron core is selected, and when the current is increased to a certain data, the iron core is saturated to limit the increase of direct current voltage; secondly, 5 diodes are connected in series to the output end, and the direct current voltage is limited within 3.6V by utilizing the forward voltage stabilization characteristic of the diodes.
Referring to fig. 3, the signal receiving power transmission starting device according to the present invention is implemented as follows:
firstly, an overhead line power failure safety state: when the non-electric locomotive runs under the overhead line or the electric locomotive is in a stop state, on one hand, the overhead line transmits current ID= 0, output of current transformer L is 0, voltage comparator IC2-1A positive input terminal having a potential lower than that of the negative terminal, a voltage comparator IC2-1And outputting a low level. On the other handBecause the locomotive without electricity runs, the locomotive end does not have the electrifying starting signal sent by the locomotive end, so the electrifying starting signal is 0, the potential of the end of the contact M in the circuit is 0, and the voltage comparator IC2-2A positive input terminal having a potential lower than that of the negative terminal, a voltage comparator IC2-2A low level is also output. At this time, the triode T2No base current, relay J2And when the AC contactor is not attracted, the AC contactor CJ is released. And the overhead line is in a power failure safety state.
Secondly, power transmission starting: when an electric locomotive pantograph contacts with an overhead line and a main power supply is turned on to prepare starting, firstly, a signal sending device on the electric locomotive transmits a power-on starting signal to the overhead line, the power-on starting signal is transmitted to a power-on end through the overhead line, the power-on end receives a circuit to obtain the power-on starting signal, and the power-on starting signal passes through a normally closed contact CJ of an alternating current contactor2Capacitor C2-6The rapid charging stores energy, and the terminal voltage of the energy rapidly rises to be above about 10V. At the same time, via a potentiometer RW2-2And a diode D2-19Capacitor C2-5Slowly charging, when the voltage exceeds 2V, the M end is higher than the P end, and the voltage comparator IC2-2Output high level, relay J2Draws and actuates the ac contactor CJ to deliver power to the overhead line. In the process, the capacitor C2-5Charge ratio capacitor C2-6Much slower, capacitor C2-6Firstly, the stored energy is obtained, and the purpose is to make the relay J2Voltage comparator IC in alternating current contactor CJ suction process2-2Continuously output high level to ensure the relay J2The alternating current contactor CJ is pulled in a crisp and boundless mode. Capacitor C2-5The delay time of the process is determined by the charging speed and the charging speed, and can be determined by a potentiometer RW2-2An adjustment is made, which is referred to as the pre-delay process of the circuit.
Thirdly, maintaining the power transmission state: and after the overhead line is powered on, the electric locomotive is powered on to normally run. At this time, the ac voltage output from the secondary of the current transformer L added to the ac input side of the rectifier bridge is full-wave rectified to obtain a dc voltage at the contact H. The DC voltage is higher than the voltage comparator IC2-1Negative input end set potential UNVoltage comparator IC2-1Output high level via diode D2-18Is transmitted toVoltage comparator IC2-2Positive input terminal, so that the voltage comparator IC2-2Also outputs a high level, thus maintaining the relay J2And the pull-in state of the alternating current contactor CJ, so that the overhead line can continuously supply power.
The current of the overhead line is interrupted due to the jolt in the running process of the electric locomotive, and the primary current and the secondary output voltage of the current transformer L also have the phenomenon of interruption. Resistance R in the circuit2-4And a capacitor C2-5With a delay, the relay J can be held for about 10 seconds2The stable actuation effectively avoids the influence of factors such as jolt of the electric locomotive. As long as the electric locomotive runs or is in standby, the power transmission state of the overhead line can be stably maintained.
Fourthly, automatically powering off the overhead line: the electric locomotive on the rail is stopped, and the overhead line carries current ID= 0, output of current transformer L is 0, voltage comparator IC2-1And the low level is output. After about 10 seconds, capacitor C2-5The terminal voltage drops below 2V, and the voltage comparator IC2-2Output low level, relay J2And the alternating current contactor CJ is released, and the overhead line is powered off.
The method for automatically stopping and supplying power to the overhead line electric locomotive can effectively reduce the electrified range of the overhead line, shorten the electrified operation time of the overhead line, enable the overhead line to be electrified only when the electric locomotive operates and enable the electric locomotive to be free of electricity when the electric locomotive stops operating. For the longer mine environment of haul distance, can let the overhead line in the regional segmentation power supply of difference, when the electric locomotive got into a certain region, the power transmission of this regional overhead line, when the electric locomotive drives away from this region, the outage of this regional overhead line can effectively promote mine security level, reduces the accident rate.
Claims (7)
1. The utility model provides a method of overhead line electric locomotive automatic power cut-off power transmission, includes signal transmission device and signal reception power transmission starting drive, is equipped with signal transmission device on the electric locomotive, and overhead line power-on end is exactly equipped with signal reception power transmission starting drive in rectifier cabinet department, and its characterized in that, according to electric locomotive operating condition, the system is automatic to be implemented the break-make electricity control to the overhead line, does not have any difference to electric locomotive's operation and former system, specifically includes the following step:
firstly, the pantograph of the electric locomotive contacts with an overhead line and turns on a main power switch of the electric locomotive, and a signal sending device provides a 12V or 24V direct current safe low voltage U for the overhead line0The direct current safety low voltage forms the direct current I0As a power-on starting signal, the power-on starting signal is transmitted to a power-on end through an overhead line, and the power-on end receives the power-on starting signal and immediately starts the switching device to transmit power to the overhead line;
after the overhead line is powered on, the signal sending device stops transmitting a power-on starting signal, then the signal sending device absorbs a current from the overhead line, the current is used as an overhead line maintaining current signal, and the overhead line is enabled to maintain a power transmission state in the standby and running process of the electric locomotive;
and thirdly, after the electric locomotive stops running, disconnecting a main power switch on the electric locomotive or pulling down a pantograph, at the moment, disconnecting the signal transmitting device from the overhead line, wherein the current on the overhead line is less than the minimum holding current, and after 5-10 seconds, automatically cutting off the power supply of the overhead line at the power-on end.
2. The method for automatically stopping power of an overhead line electric locomotive according to claim 1, wherein the method comprises the following steps: step one is power transmission starting, an electric locomotive pantograph is supported and contacts an overhead line, and after a main power switch on the electric locomotive is turned on, the positive electrode of a storage battery passes through a resistor R1-1Diode D1-1And relay J1Normally closed contact for transmitting 12V direct current safety low voltage U to overhead line0Safe low voltage U of direct current0Form a direct current I0Namely, the power-on starting signal is obtained, and the power-on starting signal transmission path is as follows: accumulator E positive pole → resistor R1-1→ diode D1-1→ relay J1Normally closed contact → overhead line → signal receiving and power transmission starting device at power-on end, direct current I0The direction is from the end of the electric locomotive to the power end for electrifying, after the signal receiving and power transmission starting device at the power end obtains an electrifying starting signal through an overhead line, the starting contactor transmits 250V direct current working voltage to the overhead line, and the power transmission starting device starts to transmit powerAnd (5) finishing the steps.
3. The method for automatically stopping power of an overhead line electric locomotive according to claim 1, wherein the method comprises the following steps: step two comprises a relay J1Delaying an attraction link and a power transmission state maintaining link;
relay J1Delayed closing link, the overhead line is electrified to the relay J1In the period before the pull-in, the current path of the overhead line flowing to the signal sending device is as follows: overhead wire → relay J1Normally closed contact → resistor R1-2 → diode D1-5 — D1-22 → accumulator E → rail, diode D in the current path1-5 — D1-22A relatively stable voltage of 12.7V is generated across the diode D1-2Adding to the relay J1A pull-in delay unit circuit for temporarily supplying power thereto, a relay J1After the suction delay unit circuit is electrified, the suction delay unit circuit is powered on by a 555 time-base circuit IC1Potentiometer RW1Resistance R1-4And a capacitor C1-3The formed circuit delays for more than 1 second and then lets the relay J1Pick-up, period capacitor C1-112V DC voltage is sufficient, certain energy is stored, and the relay J is ended after circuit delay1Starting to close, relay J1The above-mentioned power supply is interrupted in the course of suction-closing, at this time the capacitor C is1-1A discharge maintaining relay J for the circuit1The suction process is smoothly carried out, uninterrupted power supply of the unit circuit is formed in a short time, in the step, the storage battery is charged for a short time, and the capacitor C1-5The threat of instantaneous high voltage to the storage battery can be prevented;
power transmission state holding link, relay J1After the closing, the external high-power resistor R1-5The voltage of 250V on the overhead line is obtained at two ends, and the resistance R is1-5Two 12V direct current-direct current converters DC/DC and the charger input end at two ends are electrified, and the following two links are simultaneously carried out: (1) 12V DC voltage at DC/DC output end of 12V DC-DC converter passes through diode D1-3To relays J1On the circuit of the pull-in delay unit, a holding relayJ1Stable suction; (2) the current on the overhead line is only required to be larger than the minimum holding current IH The signal receiving power transmission starting device arranged at the power-on end can maintain the power transmission state of the overhead wire, and the relay J1Resistor R after suction1-5The current value self-drawn from the overhead line is greater than the minimum holding current IH Thus, the power supply state of the overhead line is maintained.
4. The method for automatically stopping power of an overhead line electric locomotive according to claim 3, wherein the method comprises the following steps: relay J1The following two links are also carried out simultaneously after the attraction;
(1) the input end of the 14.8V charger is electrified, and the output end of the charger passes through a diode D1-4The storage battery is charged, the charger is a constant-voltage current-limiting charger, the electric locomotive is automatically charged in operation, and the electric locomotive enters a floating charging state after being fully charged without being overcharged;
(2) the DC/DC input end of the 5V DC-DC converter is electrified, the DC 5V voltage of the output end of the converter is reliably triggered to the thyristor VT through the thyristor VT triggering unit circuit, the power supply of the electric locomotive is connected, and then the electric locomotive can normally run.
5. The method for automatically stopping power of an overhead line electric locomotive according to claim 1, wherein the method comprises the following steps: at the power supply end of the overhead line, a three-phase transformer T and a diode D2-1— D2-6Formed three-phase full-bridge rectifier and filter capacitor C2-1Is an internal main circuit of an original rectifier cabinet, an AC contactor CJ is arranged in the main circuit, and three normally open contacts CJ are used1-1、CJ1-2、CJ1-3Controlling the AC side of the rectifier bridge to switch on/off the DC of the overhead line, wherein the main switch device is used for power cut-off, and a current transformer L is connected in series in any line of the AC side of the rectifier bridge for detecting the effective value I of each phase of working current at the AC side of the rectifier bridge2Magnitude of (1), operating current of overhead line IDWorking current effective value I of each phase at alternating current side of rectifier bridge2The relationship of (1) is: current I2 = 0.816ID Therefore, the current transformer L is used for detecting the working current of each phase at the AC side of the rectifier bridgeEffective value I2The change of the current of the overhead line can be detected, and the detection result of the current transformer L is the basis of the on-off control of the overhead line.
6. The method for automatically stopping power of an overhead line electric locomotive according to claim 5, wherein the method comprises the following steps: in the signal receiving and power transmitting starting device, transformer B and diode D2-9— D2-12Capacitor C2-2Integrated voltage regulator 7812 and capacitor C2-3A direct current stabilized power supply is formed and provides a 12V direct current power supply for the overhead line power-on and power-off control circuit; the current transformer L outputs an overhead line working current detection signal, the overhead line on-off control circuit controls the alternating current contactor CJ according to the states of two paths of signals, namely the current transformer L output signal and the power-on starting signal, and the overhead line is automatically powered on and off, and the control program is as follows:
safety state of power failure of overhead line
When the non-electric locomotive runs under the overhead line or the electric locomotive is in a stop state, on one hand, the working current I of the overhead lineD= 0, output of current transformer L is 0, voltage comparator IC2-1A positive input terminal having a potential lower than that of the negative terminal, a voltage comparator IC2-1On the other hand, because there is no electric locomotive, there is no power-on starting signal sent from the end of the electric locomotive, so the power-on starting signal is 0, the potential of the end of the contact M in the circuit is 0, and the voltage comparator IC2-2A positive input terminal having a potential lower than that of the negative terminal, a voltage comparator IC2-2Also outputs a low level, at which time the transistor T2No base current, relay J2The circuit is not actuated, the CJ position of the AC contactor is in a release state, and the overhead line is in a power failure safety state;
second, power transmission start
When an electric locomotive pantograph contacts with an overhead line and a main power supply is turned on to prepare starting, firstly, a signal sending device on the electric locomotive transmits a power-on starting signal to the overhead line, the power-on starting signal is transmitted to a power-on end through the overhead line, the power-on end receives a circuit to obtain the power-on starting signal, and the power-on starting signal passes through a normally closed contact CJ of an alternating current contactor2Capacitor C2-6Rapid charge energy storage with rapid rise of terminal voltageOver 10V and passing through a potentiometer RW2-2And a diode D2-19Capacitor C2-5Slowly charging, when the terminal voltage exceeds 2V, the terminal potential of the contact M is higher than that of the contact P, and the voltage comparator IC2-2Output high level, relay J2Drawing and starting the ac contactor CJ to deliver power to the overhead line, during which the capacitor C2-5Charge ratio capacitor C2-6Slow, capacitor C2-6Firstly, the stored energy is obtained, and the purpose is to make the relay J2Voltage comparator IC in pull-in process of alternating current contactor CJ2-2Continuously output high level to ensure the relay J2Is dry and crisp in suction with an alternating current contactor CJ and has no jump, and a capacitor C2-5The charging speed determines the delay time of the process, and the delay time is determined by a potentiometer RW2-2The adjustment is carried out, and the process is called a pre-delay process of the circuit;
third, power transmission state holding
After the overhead line is supplied with power, the electric locomotive is normally operated, at the moment, the alternating current voltage output by the secondary stage of the current transformer L additionally arranged on the alternating current input side of the rectifier bridge is subjected to full-wave rectification, and then the direct current voltage is obtained at the end of a contact point H, and the direct current voltage is higher than that of the voltage comparator IC2-1Negative input end set potential UNVoltage comparator IC2-1Output high level via diode D2-18To a voltage comparator IC2-2Positive input terminal, so that the voltage comparator IC2-2Also outputs a high level, thus maintaining the relay J2And the pull-in state of the alternating current contactor CJ, so that the overhead line can continuously supply power;
the current of the overhead line is interrupted due to the jolt in the running process of the electric locomotive, the primary current and the secondary output voltage of the current transformer L also have the phenomenon of interruption, and a potentiometer R in the circuit2-4And a capacitor C2-5With a delay function, holding the relay J for a period of 10 seconds2The stable suction is realized, the influence of the bumping of the locomotive is effectively avoided, and the power transmission state of the overhead line can be stably maintained as long as the electric locomotive runs or is in standby;
automatic power-off of overhead line
The rail is electrified, the locomotive is shut down, and the working current of the overhead line ID= 0, output of current transformer L is 0, voltage comparator IC2-1Low level output, 10 seconds later, capacitor C2-5The terminal voltage drops below 2V, and the voltage comparator IC2-2Output low level, relay J2And the alternating current contactor CJ is released, and the overhead line is powered off.
7. The method for automatically stopping power of an electric trolley according to claim 6, wherein the method comprises the following steps: the current transformer L detects the change of the working current of the overhead line, the output end of the current transformer is applied by a voltage signal, the primary working current of the electric locomotive is large when the electric locomotive operates normally, the current of the detection point required by power-off control is far smaller than the working current of the overhead line, and the following technical measures are taken for ensuring the sensitivity of small current detection and the reliability of large current work:
(1) the core-through structure, the large transformation ratio data and the voltage signal are output;
the core-through structure only uses a single turn of core-through, has small space occupation and convenient installation, absorbs little energy from the original circuit and basically has no influence on the parameters of the original circuit;
the secondary of the mutual inductor is connected with a resistor R in parallel, and the output end is converted into a voltage signal to be output;
thirdly, large transformation ratio data, wherein the number of turns of the secondary winding is larger than 2000 turns, so that the amplitude of an output signal is improved;
(2) and (3) carrying out double-line parallel winding and double-half-wave rectification on the secondary side of the current transformer L: the minimum holding current I for maintaining the electrification of the overhead line at the detection point of the current of the overhead line by the current transformer LHIn order to obtain an obvious and clear direct current voltage signal, the secondary double lines of the current transformer L are wound to form a double-half-wave rectifier circuit unit with a middle tap, so that only one diode tube voltage drop is generated in the rectifying process, the direct current voltage is reduced by 0.7V voltage loss, and the output of the current transformer L is converted into a voltage signal by the resistor R;
(3) secondary automatic voltage limiting: the output direct current voltage corresponds to the current one by one, and when the electric locomotive runs, the current on the overhead line is larger than the minimum maintenance current IHIn order to prevent the DC voltage from being too high,the following measures need to be taken: firstly, adopt the microstructure with current transformer L, adopt miniature iron core, when the electric current increases certain data, at first let the iron core saturation limit dc voltage's increase, secondly with five dipolar series connection to the output, utilize diode forward voltage stabilization characteristic with dc voltage restriction within 3.6V.
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| CN201804246U (en) * | 2010-10-16 | 2011-04-20 | 金培庸 | Automatic power failure and supply device of overhead line of trolley locomotive |
| CN202001062U (en) * | 2010-12-06 | 2011-10-05 | 韩鲲 | Silicon controlled automatic power cut and supply device |
| CN202130328U (en) * | 2011-07-11 | 2012-02-01 | 山东黄金矿业(莱州)有限公司焦家金矿 | Automatic power on/off device used for underground electric locomotive wirings controlled by low-frequency carrier signals |
| CN202743073U (en) * | 2012-06-20 | 2013-02-20 | 山东良庄矿业有限公司 | Automatic power supply device of underground direct current overhead wire electric locomotive |
| CN104118334B (en) * | 2014-07-31 | 2016-04-27 | 淄博科唯知识产权服务有限公司 | Air wire auto switching electric system |
| CN104483887A (en) * | 2014-11-23 | 2015-04-01 | 临沂施乃通电气技术有限公司 | Intelligent overhead line power cut and supply device for electric locomotive |
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