CN110641285A - Backflow system for metro vehicle - Google Patents
Backflow system for metro vehicle Download PDFInfo
- Publication number
- CN110641285A CN110641285A CN201910993541.1A CN201910993541A CN110641285A CN 110641285 A CN110641285 A CN 110641285A CN 201910993541 A CN201910993541 A CN 201910993541A CN 110641285 A CN110641285 A CN 110641285A
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- China
- Prior art keywords
- rail
- return
- vehicle
- metro
- electrically connected
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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
- B60L5/38—Current collectors for power supply lines of electrically-propelled vehicles for collecting current from conductor rails
- B60L5/39—Current collectors for power supply lines of electrically-propelled vehicles for collecting current from conductor rails from third rail
Abstract
The invention discloses a reflux system for a metro vehicle, wherein the output end of a current collector on the metro vehicle is electrically connected with the input end of a traction auxiliary system, and the reflux system comprises a negative bus which penetrates through a train body in the length direction, a reflux rail which is parallel to a running rail of the metro vehicle, and a plurality of reflux devices which are fixedly arranged on a bogie of the metro vehicle and can be contacted with the reflux rail at the output end; the return track is fixedly arranged on the track bed through an insulating seat; the return current rail is electrically connected with the traction substation; the output end of the traction auxiliary system is connected with a negative bus; the traction auxiliary system is characterized by further comprising a single-pole double-throw change-over switch, a static contact of the change-over switch is electrically connected with an output end of the traction auxiliary system, a movable contact of the change-over switch is connected with a negative bus, the other movable contact of the change-over switch is electrically connected with a traveling rail, and the traveling rail is electrically connected with the traction substation. The invention designs the special return rail for the metro vehicle, and the train current flows back to the traction substation through the return rail, thereby thoroughly solving the problem of stray current in the metro vehicle backflow process.
Description
Technical Field
The invention belongs to the technical field of subway vehicles, and particularly relates to a backflow system for a subway vehicle.
Background
At present, the subway in China usually supplies power to subway vehicles through an overhead contact network or a contact rail (a third rail), current flows back to a traction substation through a steel rail, namely a traveling rail, in a backflow mode, and a backflow system mainly works according to the following working principle: the output end of the current collector (a pantograph or a current collector) is electrically connected with a train running rail after passing through the train traction auxiliary system, and flows back to a traction substation through the running rail.
In practice, since the rails (running rails) cannot be completely insulated from the track bed, the train back-flow current inevitably leaks through the rails to the track bed and other building structures and generates stray currents.
In subway design and construction, stray current corrosion protection is considered, but cannot be thoroughly solved.
Disclosure of Invention
The invention aims to provide a backflow system for a metro vehicle, aiming at the defects that a metro line in the prior art cannot thoroughly solve the corrosion of stray current by adopting a running rail backflow mode and avoiding the adverse effect of the stray current.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows:
a reflux system for a metro vehicle is characterized by comprising a negative bus which penetrates through a train body in the length direction, a reflux rail which is parallel to a running rail of the metro vehicle, and a plurality of reflux devices which are fixedly arranged on a bogie of the metro vehicle and can be contacted with the reflux rail at the output end of a current collector; the return track is fixedly arranged on the track bed through an insulating seat; the return current rail is electrically connected with a traction substation; and the output end of the traction auxiliary system is connected with a negative bus.
The running rails cannot be completely insulated from the track bed. By the aid of the special return rail, the negative bus penetrating through the whole train is arranged, the return devices of the whole train are connected in parallel through the negative bus, and the special return rail is arranged.
The traction auxiliary system comprises a traction auxiliary system, a single-pole double-throw switch and a single-pole double-throw switch, wherein a fixed contact of the switch is electrically connected with an output end of the traction auxiliary system, a movable contact of the switch is connected with the negative bus, another movable contact of the switch is electrically connected with a walking rail, and the walking rail is electrically connected with a traction substation.
By means of the structure, in the normal power supply running section of the vehicle, the change-over switch is communicated with the traction auxiliary system and the negative bus and reflows through the reflow rail; in the areas of the vehicle section such as the entrance line, the return line, the turnout and the like, a no-current area of the return rail exists, and the change-over switch is communicated with the traction auxiliary system and the walking rail to return through the walking rail. By this way of operation, operational reliability is high.
Further, a leakage current monitoring unit is arranged between the negative bus and the vehicle body.
The traction auxiliary system comprises a traction auxiliary system, a power receiver and a traction auxiliary system, wherein the traction auxiliary system comprises a train body, a traction auxiliary system and a traction auxiliary system, and is characterized by further comprising a positive bus which penetrates through the train body in the length direction, the output end of the power receiver is connected to the positive bus, and the input end of the traction auxiliary system is connected to the positive bus; and a leakage current monitoring unit is arranged between the positive bus and the vehicle body.
Since the negative bus is completely isolated from the vehicle body and a certain voltage difference may exist between the negative bus and the vehicle body, a leakage current monitoring unit needs to be arranged between the negative bus and the vehicle body. The leakage current monitoring unit is also used for monitoring leakage current between the positive bus and the vehicle body. Therefore, no matter the insulation of the anode or the cathode is reduced, the leakage current monitoring unit can detect a leakage current signal, so that a driver or a train control center is reminded, and the train is maintained after returning to the warehouse.
When the anode is grounded (the vehicle body), the anode is grounded equivalently to short circuit of the anode to the cathode because the power supply system is provided with the one-way conduction device for traction transformation. Therefore, the protection principle of the system is consistent with that of a train of a running rail return system. At the moment, the vehicle body is communicated with the ground through the wheel set and the steel rail, and no safety risk exists for passengers.
When the negative electrode is grounded (vehicle body), there is no safety influence on passengers.
Further, the protective grounding ground of the metro vehicle is connected with the bogie.
By means of the structure, the work grounding and the protection grounding are isolated, the work backflow is completed through the backflow device, and the protection grounding is completed through the bogie grounding and the wheel pair and the steel rail (running rail).
Preferably, the current collector is a pantograph or a current collector.
Preferably, the reflux device is a reflux shoe.
Compared with the prior art, the invention designs the special return rail for the metro vehicle, and the train current is returned to the traction substation through the return rail, thereby thoroughly solving the problem of stray current in the return process of the metro vehicle.
Drawings
Fig. 1 is a schematic structural diagram according to an embodiment of the present invention.
Fig. 2 is a schematic diagram of a train main circuit.
The system comprises a current collector 1, a traction auxiliary system 2, a vehicle body 3, a negative bus 4, a traveling rail 5, a return rail 6, a return device 7, an insulating base 8, a contact network 9, a third rail 10, a change-over switch GS, a leakage current monitoring unit 11 and a positive bus 12.
Detailed Description
As shown in fig. 1 and 2, the reflux system for the metro vehicle is used for electrically connecting the output end of a current collector 1 on the metro vehicle with the input end of a traction auxiliary system 2, and comprises a negative bus 4 which penetrates through a train body 3 in the length direction, a reflux rail 6 which is parallel to a running rail 5 of the metro vehicle, and a plurality of reflux devices 7 which are fixedly arranged on a bogie of the metro vehicle and of which the output ends can be in contact with the reflux rail 6; the return track 6 is fixedly arranged on the track bed through an insulating seat 8; the return current rail 6 is electrically connected with a traction substation; the output end of the traction auxiliary system 2 is connected with a negative bus 4. The current collector 1 is a pantograph or a current collector. The reflux device 7 is a reflux shoe.
Insulation from the track bed is not possible because the running rails 5 are loaded. By the aid of the subway train backflow protection device, the negative bus 4 penetrating through the whole train is arranged, the backflow device 7 of the whole train is connected in parallel through the negative bus 4, the special backflow rail 6 is arranged, and due to the fact that the backflow rail 6 is insulated from a track bed, the train current can be guaranteed to flow back to a traction substation completely, and the problem of stray current in the subway train backflow process is solved completely.
The technology of the return track 6 in the invention is developed on the basis of the current receiving technology of the third track 10, so that the basic composition structure of the return track 6 is the same as that of the third track 10. Correspondingly, for the vehicle, the return rail 6 return technology is basically the same as the third rail 10 current receiving technology, that is, the return device 7 makes the special return slide block contact with the return rail 6 through a spring or a pneumatic device, so as to realize dynamic contact return.
According to the difference of the suspension mode, the flow receiving mode can be divided into a side flow receiving mode, a lower flow receiving mode and an upper flow receiving mode.
For the metro vehicle adopting the contact network 9 to receive current, the return device 7 is arranged on the bogie, in order to reduce the influence of the newly added return device 7 on the dynamic envelope line of the vehicle as much as possible, an upper return mode can be adopted, and the structure and the installation mode of the return device 7 are basically the same as those of the third rail 10 current receiver.
For the metro vehicle which adopts the current collector to receive electricity, the third rail 10 current collector and the reflux device 7 are arranged on the bogie, and a side current receiving mode can be adopted.
In the areas of the entrance and exit lines, the return lines, the switches, etc. of the vehicle section, there will be dead zones of the return rails 6. The return circuit 7 is arranged to take into account the ability of the negative current to return during normal operation of the vehicle, passing through dead zones and in the event of a fault. With reference to the calculation of the passage of the vehicle through the dead zone using the current technology of the third rail 10, the length of the section of the return rail 6 will likewise have a certain influence on the traction and return performance of the vehicle.
Meanwhile, the limit is also affected by adopting a special backflow rail 6 backflow technology:
the vehicle adopting the overhead line system 9 for power collection and the return rail 6 for return needs to consider the dynamic envelope curve of the upper pantograph and the limit of the return device 7 in the areas on two sides of the bogie at the same time, and is properly adjusted on the basis of the limit of the subway vehicle adopting the pantograph-overhead line system.
The vehicle adopting the third rail 10 to receive power and the return rail 6 to return needs to consider the difference between the two side area limits of the bogie adopting the lateral current-receiving return device 7 and the two side area limits of the bogie adopting the three-rail current-receiving device, and the vehicle is properly adjusted on the basis of the limit of the subway vehicle adopting the third rail 10 to receive power.
The backflow system for the metro vehicle further comprises a single-pole double-throw change-over switch GS, a fixed contact of the change-over switch GS is electrically connected with an output end of the traction auxiliary system 2, a movable contact of the change-over switch GS is connected into the negative bus 4, another movable contact of the change-over switch GS is electrically connected with a traveling rail 5, and the traveling rail 5 is electrically connected with a traction substation. In a normal power supply running section of the vehicle, the selector switch GS is communicated with the traction auxiliary system 2 and the negative bus 4 and flows back through the return rail 6; in areas such as an entrance line, a return line, a turnout and the like of a vehicle section, a dead zone of a return rail 6 exists, and a selector switch GS is communicated with a traction auxiliary system 2 and a walking rail 5 to return through the walking rail 5. By this way of operation, operational reliability is high.
And a leakage current monitoring unit 11 is arranged between the negative bus 4 and the vehicle body 3.
The reflux system for the metro vehicle further comprises a positive bus 12 penetrating through the train body 3 in the length direction, the output end of the current collector 1 is connected to the positive bus 12, and the input end of the traction auxiliary system 2 is connected to the positive bus 12; and a leakage current monitoring unit 11 is arranged between the positive bus 12 and the vehicle body 3.
Since the negative bus bar 4 is completely isolated from the vehicle body 3 and a certain voltage difference may exist between the two, a leakage current monitoring unit 11 needs to be arranged between the negative bus bar 4 and the vehicle body 3. The leakage current monitoring unit 11 is also used for monitoring leakage current between the positive bus 12 and the vehicle body 3. Therefore, no matter the insulation of the anode or the cathode is reduced, the leakage current monitoring unit 11 can detect a leakage current signal, so that a driver or a train control center is reminded, and the train is maintained after returning to the warehouse.
When the anode is grounded (the vehicle body 3), the anode is grounded, namely the anode is short-circuited to the cathode because the power supply system traction transformer is provided with the one-way conduction device. The protection principle is thus in accordance with the train of the return system of the running rails 5. At the moment, the vehicle body 3 is communicated with the ground through wheel sets and steel rails, and no safety risk exists for passengers.
When the negative electrode is grounded (the vehicle body 3), there is no safety influence on passengers.
The protective grounding end of the metro vehicle is connected with the bogie. The work grounding and the protection grounding are isolated, the work backflow is completed through the backflow device 7, and the protection grounding is completed through the bogie grounding and through the wheel set and the steel rail (the walking rail 5).
In a specific application example, the subway vehicle adopts a B-type subway train with steel wheels and steel rails. The train formation adopts 4-movement 2-to-6 formation trains consisting of two train units (Tc Mp M), and the formation form is "+ Tc Mp M ═ Mp Tc +". The length of the whole train is about 119m, and the maximum running speed of the train is 80 km/h. The train is received the current mode and is built on stilts contact net 9 pantograph, and the backward flow mode is special return current rail 6 backward flows, and rated operating voltage is DC 1500V. The schematic diagram of the train main circuit is shown in figure 2.
The main circuit main equipment list is as follows 1:
table 1: main circuit main equipment list
The basic composition structure of the return shoe is the same as that of the third rail 10 current collector, and the return shoe comprises a fuse, an insulating plate, a spring and the like. The rated current of the fuse is required to meet the requirement that the train passes through the section of the return current rail 6.
After the return flow machine 7 is installed in the train, the vehicle contour line and the dynamic envelope curve are embodied at the position of the return flow machine 7 in the bogie area, with a certain difference from the B2 type vehicle specified by the standard.
While the present invention has been described with reference to the embodiments shown in the drawings, the present invention is not limited to the embodiments, which are illustrative and not restrictive, and it will be apparent to those skilled in the art that various changes and modifications can be made therein without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (7)
1. A backflow system for a metro vehicle is characterized by comprising a negative bus (4) which penetrates through a train body (3) in the length direction, a backflow rail (6) which is parallel to a running rail (5) of the metro vehicle, and a plurality of backflow devices (7) which are fixedly arranged on a bogie of the metro vehicle and of which the output ends can be in contact with the backflow rail (6); the return track (6) is fixedly arranged on the track bed through an insulating seat (8); the return current rail (6) is electrically connected with a traction substation; the output end of the traction auxiliary system (2) is connected with a negative bus (4).
2. A return flow system for metro vehicles according to claim 1, further comprising a single-pole double-throw switch (GS), a fixed contact of the switch (GS) is electrically connected with an output end of the traction auxiliary system (2), one movable contact of the switch (GS) is connected to said negative bus bar (4), another movable contact of the switch (GS) is electrically connected with a running rail (5), and said running rail (5) is electrically connected with a traction substation.
3. A reflux system for metro vehicles according to claim 1 or 2, wherein a leakage current monitoring unit (11) is provided between the negative bus bar (4) and the vehicle body (3).
4. A return flow system for subway cars as claimed in claim 1 or 2, further comprising a positive bus (12) passing through said train body (3) in the length direction, said positive bus (12) being connected to the output of said current collector (1), said positive bus (12) being connected to the input of said traction auxiliary system (2); and a leakage current monitoring unit (11) is arranged between the positive bus (12) and the vehicle body (3).
5. A return flow system for a subway vehicle as claimed in claim 1 or 2, wherein a protection earth ground of the subway vehicle is connected to the bogie.
6. Return flow system for metro vehicles according to claim 1 or 2, characterized in that the current collector (1) is a pantograph or a current collector.
7. A return system for metro vehicles according to claim 1 or 2, wherein said return means (7) is a return shoe.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910993541.1A CN110641285A (en) | 2019-10-18 | 2019-10-18 | Backflow system for metro vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910993541.1A CN110641285A (en) | 2019-10-18 | 2019-10-18 | Backflow system for metro vehicle |
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| Publication Number | Publication Date |
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| CN110641285A true CN110641285A (en) | 2020-01-03 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201910993541.1A Pending CN110641285A (en) | 2019-10-18 | 2019-10-18 | Backflow system for metro vehicle |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112092684A (en) * | 2020-11-09 | 2020-12-18 | 宁波中车轨道交通装备有限公司 | Subway return rail switching method and system adopting double return rail system |
| CN113093053A (en) * | 2021-04-02 | 2021-07-09 | 广州市扬新技术研究有限责任公司 | Rail potential and stray current real-time monitoring system |
| CN117341546A (en) * | 2023-12-05 | 2024-01-05 | 中国铁路设计集团有限公司 | Redundant traction power supply system based on special return rail for urban rail transit |
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| CN109733253A (en) * | 2019-03-25 | 2019-05-10 | 盾石磁能科技有限责任公司 | Utilize the system and method that can present inverter and solve the problems, such as rail potential |
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2019
- 2019-10-18 CN CN201910993541.1A patent/CN110641285A/en active Pending
Patent Citations (6)
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| JPS5679032A (en) * | 1979-11-29 | 1981-06-29 | Mitsubishi Electric Corp | Feeding system for electric-car line |
| CN201841973U (en) * | 2010-10-22 | 2011-05-25 | 广州地铁设计研究院有限公司 | Assembling and mounting structure of DC 1500 V overhead contact line and return current rail |
| WO2014168086A1 (en) * | 2013-04-12 | 2014-10-16 | 三菱重工業株式会社 | Traffic system and power supply method |
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Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112092684A (en) * | 2020-11-09 | 2020-12-18 | 宁波中车轨道交通装备有限公司 | Subway return rail switching method and system adopting double return rail system |
| CN113093053A (en) * | 2021-04-02 | 2021-07-09 | 广州市扬新技术研究有限责任公司 | Rail potential and stray current real-time monitoring system |
| CN113093053B (en) * | 2021-04-02 | 2022-05-17 | 广州市扬新技术研究有限责任公司 | Rail potential and stray current real-time monitoring system |
| CN117341546A (en) * | 2023-12-05 | 2024-01-05 | 中国铁路设计集团有限公司 | Redundant traction power supply system based on special return rail for urban rail transit |
| CN117341546B (en) * | 2023-12-05 | 2024-02-20 | 中国铁路设计集团有限公司 | Redundant traction power supply system based on special return rail for urban rail transit |
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Application publication date: 20200103 |
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