CN114825237A - Contact net anti-icing and ice-melting control method and system based on rail transit system - Google Patents
Contact net anti-icing and ice-melting control method and system based on rail transit system Download PDFInfo
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- CN114825237A CN114825237A CN202210535842.1A CN202210535842A CN114825237A CN 114825237 A CN114825237 A CN 114825237A CN 202210535842 A CN202210535842 A CN 202210535842A CN 114825237 A CN114825237 A CN 114825237A
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- 238000002844 melting Methods 0.000 title claims abstract description 185
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- 230000008018 melting Effects 0.000 claims description 126
- 230000002265 prevention Effects 0.000 claims description 21
- 238000010309 melting process Methods 0.000 claims description 20
- 230000009471 action Effects 0.000 claims description 18
- 239000011248 coating agent Substances 0.000 claims description 15
- 238000000576 coating method Methods 0.000 claims description 15
- 230000008569 process Effects 0.000 claims description 13
- 239000004020 conductor Substances 0.000 claims description 10
- 230000003405 preventing effect Effects 0.000 claims description 10
- 230000008014 freezing Effects 0.000 claims description 9
- 238000007710 freezing Methods 0.000 claims description 9
- 238000010438 heat treatment Methods 0.000 claims description 7
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 7
- 238000005485 electric heating Methods 0.000 claims description 6
- 230000002457 bidirectional effect Effects 0.000 abstract description 21
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02G—INSTALLATION OF ELECTRIC CABLES OR LINES, OR OF COMBINED OPTICAL AND ELECTRIC CABLES OR LINES
- H02G7/00—Overhead installations of electric lines or cables
- H02G7/16—Devices for removing snow or ice from lines or cables
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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
- B60M1/28—Manufacturing or repairing trolley lines
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M5/00—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases
- H02M5/40—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc
- H02M5/42—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into dc by static converters
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Abstract
The embodiment of the invention discloses a contact network anti-icing and ice-melting control method and system based on a rail transit system. The invention can implement the starting and stopping control of current control, rectification and inversion through the converter aiming at different use scenes and different equipment working conditions, and accurately control the movement direction of energy flow by matching the on-off of the contact net separation switch, thereby flexibly realizing the anti-icing and de-icing mixed control function of the rail transit contact net; the invention can realize the high-efficiency utilization and energy-saving operation of the bidirectional converter device of the rail transit system, and does not conflict with the daily operation of the train in function.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a contact net anti-icing and de-icing control method and system based on a rail transit system.
Background
With the rapid development of the economy of China, the construction speed of the national electrified rail transit system is also leaping. According to the China 'middle and long term railway network planning' (2016 & 2030), the scale of the railway network reaches 15 kilometers by 2020, wherein 3 kilometers of high-speed railways cover more than 80% of large cities; by 2025, the scale of the railway network reaches about 17.5 kilometers, wherein the scale of the high-speed railway is about 3.8 kilometers. From the current planning and schedule, the electrified rail transit system will cover various complex terrain conditions in various regions throughout the country.
However, under the global warming climate background, the extreme weather increases year by year, the probability of the occurrence of the extreme cold weather in the areas including south China, east China and the like in China is higher and higher, particularly, the areas of Hunan, Guizhou, Guangxi, Jiangxi and the like are seriously damaged, the power facilities are damaged unprecedentedly, the power supply interruption accidents caused by the damage of freezing rain and ice and snow are serious and frequent, and the ice coating problem of the contact net of the railway track traffic is more and more important.
The normal electricity taking of a pantograph of a train is influenced after an electrified rail transit system pulls an electric contact net to cover ice, on one hand, the current collection of the train is seriously influenced, the normal running of the train is caused, and serious rail transit accidents are easily caused; on the other hand, the friction between the pantograph and the lead can be increased due to the ice coating of the contact network, the pantograph and the lead equipment are damaged, and the serious accidents of the contact network, such as swinging and displacement, even rod falling, net collapse and the like are further caused.
Aiming at the condition of icing of a contact network of an electrified rail transit system, various electrified deicing means exist in domestic electrified railways, and the icing means comprises an additional deicing power supply or a bidirectional variable-current traction power supply device and the like. Particularly, with the rapid development of modern power electronic technology, a plurality of rail transit projects based on traction power supply of a bidirectional converter have appeared at home and abroad, and a large-capacity power electronic device represented by the bidirectional converter is gradually becoming an important device of a rail transit system. Due to the simplicity of control and the economy of investment, the technology of realizing ice melting by the cooperation of rectification and inversion of a bidirectional converter is becoming an ideal choice for electrified rail traffic.
Related patents and documents are published for ice melting realization of a bidirectional converter traction power supply rail transit by part of technical manufacturers, but the technical core focuses on a realization method of ice melting current circulation under a bidirectional converter access structure, an energy management strategy and a method on the upper layer of the bidirectional converter are not further described, and research on an ice preventing and ice melting method for cooperative control of a plurality of converters with a multi-converter rail transit system is not made. In the construction of modern renewable energy stations, upper-layer energy management means are applied to control of converter equipment in a large scale and are used for efficiently adjusting energy flow and cooperatively managing a plurality of converters of the stations. Theoretically, the ice melting of the rail transit overhead line system based on the traction power supply of the bidirectional converter can be optimized by controlling the energy management. Under the support of a reasonable energy management strategy, the ice melting of the rail transit overhead contact system can be realized more flexibly and efficiently.
The current part of rail transit systems can only realize the control of the ice melting current circulation of a contact net from equipment and technology, but do not realize intelligent and efficient control under different scenes.
Disclosure of Invention
The technical problem to be solved by the embodiment of the invention is to provide a contact net anti-icing and deicing control method and system based on a rail transit system, so as to realize intelligent coordination among rail transit multi-converter devices and jointly complete anti-icing and deicing operations.
In order to solve the technical problem, an embodiment of the present invention provides a method for controlling anti-icing and ice-melting of a catenary based on a rail transit system, including:
the ice-preventing and ice-melting function quits the judging step: judging whether the anti-icing and ice-melting function is quitted or not according to the selection of the user, if so, not executing the anti-icing and ice-melting function; if not, entering a working state judgment step of the converter;
judging the working state of the converter: detecting whether the current converter is in a use state except for ice prevention and ice melting, if so, not executing the ice prevention and ice melting function; if not, starting a whole anti-icing function;
starting and judging the whole anti-icing function: judging whether a whole-course anti-icing function is started or not according to the weather station related early warning, and if so, executing the whole-course anti-icing function of the whole line section; if not, entering an icing condition judgment step;
and (3) icing condition judgment: judging whether the icing condition is met at the current time and the icing element, if not, not executing the anti-icing and de-icing functions; if yes, entering a converter combination arrangement and ice melting execution step;
the converter combination arrangement and ice melting execution step comprises: checking the working conditions of all converters on the whole line along the icing section of the contact network, removing the converters which cannot work from the combination, dividing all available converters into rectification-inversion combinations, wherein each combination is composed of the converters for inversion and rectification, the converter bearing the rectification action in each combination and the adjacent converter bearing the inversion action form a circulating current unit, and the two adjacent circulating current units are isolated by a contact network isolating switch; sending the arranged converter instruction to a corresponding converter for execution, calculating the ice melting time, and forming a plurality of direct current small circulation currents for electric heating ice melting through rectification-inversion combination;
and (3) judging the ice melting execution condition: judging whether the ice melting process is completely and normally executed, if the ice melting process is carried out according to a plan in the whole process and all the equipment normally act, executing an anti-icing function after the ice melting is finished and before the operation of the rail transit system is started, and preventing secondary icing; and if part of equipment can not work normally or can not work for melting ice at all in the ice melting process, sending an error notice, and informing station personnel to check the lines, equipment and ice coating condition of the rail transit system.
Further, in the step of converter combination arrangement and ice melting execution, the ice melting time duration is calculated according to the following formula:
wherein L is the line length, D is the equivalent diameter of the wire, h is the icing thickness of the contact net wire, rho is the density of ice, C is the heat of solution of the ice melting into water, i is the direct current flowing by the contact net, R is the equivalent impedance of the line, and K is K v ·K h Kv is the local wind velocity coefficient, K h Is the local humidity coefficient.
Further, in the step of judging the starting of the global anti-icing function and the step of judging the ice-melting execution condition, the anti-icing function is executed according to the following modes:
and controlling each converter along the whole course of the rail transit system to work according to a mode of alternating rectification and inversion in sequence, realizing the flow of direct current flow along the contact net, and heating the contact net conductor by using uninterrupted current to keep the contact net from freezing.
Correspondingly, the embodiment of the invention also provides a contact net ice prevention and melting control system based on the rail transit system, which comprises the following components:
the ice-preventing and ice-melting function quit judgment module: judging whether the anti-icing and ice-melting function is quitted or not according to the selection of the user, if so, not executing the anti-icing and ice-melting function;
converter operating condition judges module: detecting whether the current converter is in a use state except for ice prevention and ice melting, if so, not executing the ice prevention and ice melting function;
the whole-course anti-icing function starting judgment module: judging whether a whole-course anti-icing function is started or not according to the weather station related early warning, and if so, executing the whole-course anti-icing function of the whole line section;
an icing condition judgment module: judging whether the icing condition is met at the current time and the icing element, if not, not executing the anti-icing and de-icing functions;
the converter combination arrangement and ice melting execution module comprises: checking the working conditions of all converters on the whole line along the icing section of the contact network, removing the converters which cannot work from the combination, dividing all available converters into rectification-inversion combinations, wherein each combination is composed of the converters for inversion and rectification, the converter bearing the rectification action in each combination and the adjacent converter bearing the inversion action form a circulating current unit, and the two adjacent circulating current units are isolated by a contact network isolating switch; sending the arranged converter instruction to a corresponding converter for execution, calculating the ice melting time, and forming a plurality of direct current small circulation currents for electric heating ice melting through rectification-inversion combination;
an ice melting execution condition judgment module: judging whether the ice melting process is completely and normally executed, if the ice melting process is carried out according to a plan in the whole process and all the equipment normally act, executing an anti-icing function after the ice melting is finished and before the operation of the rail transit system is started, and preventing secondary icing; and if part of equipment can not work normally or can not work for melting ice at all in the ice melting process, sending an error notice, and informing station personnel to check the lines, equipment and ice coating condition of the rail transit system.
Further, the converter combined arrangement and ice melting execution module calculates the ice melting time length according to the following formula:
wherein L is the line length, D is the equivalent diameter of the wire, h is the icing thickness of the contact net wire, rho is the density of ice, C is the heat of solution of the ice melting into water, i is the direct current flowing by the contact net, R is the equivalent impedance of the line, and K is K v ·K h ，K v Is the local wind velocity coefficient, K h Is the local humidity coefficient.
Further, the whole-course anti-icing function starting judgment module and the ice-melting execution condition judgment module execute the anti-icing function according to the following modes:
and controlling each converter along the whole course of the rail transit system to work according to a mode of alternating rectification and inversion in sequence, realizing the flow of direct current flow along the contact net, and heating the contact net conductor by using uninterrupted current to keep the contact net from freezing.
The invention has the beneficial effects that:
(1) the invention can realize the coordination control of a plurality of converter devices of the rail transit system and achieve the aims of accurate ice melting and ice prevention. The existing rail transit ice-prevention and ice-melting control method is realized by an external ice-melting power supply loop, or focuses on how to realize ice-melting current circulation between two converters, and there is no method for realizing ice-melting and ice-prevention by coordinating a plurality of converters.
(2) The invention flexibly combines the anti-icing and ice-melting functions of the contact network into a whole, can realize the mutual matching of the anti-icing and the ice-melting under different use scenes, and realizes the high-efficiency anti-icing and the ice-melting. The anti-icing function of the whole line can be used under extreme weather conditions, and the anti-icing action can be executed after the ice-melting action is executed in the early stage of operation, so that secondary icing is prevented; various different ice-preventing and ice-melting combinations can also be flexibly matched through the editing algorithm module.
(3) The invention can realize the anti-icing and ice-melting actions of the converter under different health states. Under the condition that a certain converter fails and cannot be used, the method can automatically judge the health state of the converter, and realize the degraded operation of the system by utilizing the function of filling up a fault machine by using an adjacent converter.
Drawings
Fig. 1 is an electrical configuration diagram of a rail transit system according to an embodiment of the present invention.
FIG. 2 is a schematic structural diagram of an ice-melting converter combination under normal operating conditions in an embodiment of the present invention.
Fig. 3 is a schematic structural diagram of an ice-melting converter combination under degraded operation according to an embodiment of the present invention.
Fig. 4 is a schematic structural diagram of a rectification and inversion combination of a converter under an anti-icing function according to an embodiment of the present invention.
Fig. 5 is a schematic flow chart of a contact net anti-icing and ice-melting control method based on a rail transit system according to an embodiment of the present invention.
Fig. 6 is an electrical structural view of embodiments 1 and 2 of the present invention.
FIG. 7 is a graph of the ice melting duration and the ice coating thickness of the catenary in accordance with an embodiment of the present invention.
Detailed Description
It should be noted that the embodiments and features of the embodiments in the present application can be combined with each other without conflict, and the present invention is further described in detail with reference to the drawings and specific embodiments.
Referring to fig. 5, the method for controlling ice prevention and ice melting of a contact network based on a rail transit system in the embodiment of the present invention includes a step of judging exit of an ice prevention and ice melting function, a step of judging a working state of a converter, a step of judging activation of a global ice prevention function, a step of judging an icing condition, a step of performing combination arrangement and ice melting of a converter, and a step of judging an ice melting execution condition.
The rail transit system is an electrified rail transit system with a plurality of bidirectional converters, namely the rail transit system can realize power supply and energy feedback by rectifying and inverting electric energy through the bidirectional converters. The rail transit system of the present invention can refer to the system topology in fig. 1. The main electrical components of a typical electrified rail transit system with a bidirectional converter comprise a high-voltage alternating-current distribution network side, a distribution transformer, the bidirectional converter, a direct-current contact network and a contact network separation switch.
In an electrified rail transit system provided with a bidirectional converter, the rated current and the rated voltage of a single converter are small depending on the capacity specification of the current bidirectional converter. For a rail transit system with a long line, as the current on-off capacity of a single converter is small, a plurality of converters and even all converters along the line are required to be coordinated for use to complete the actions of ice prevention and ice melting. In the prior art, a method for forming an ice-melting electric pseudo-loop between two track-traction bidirectional converters is proposed in patents and documents, but the method only aims at realizing the current between two converters, and does not relate to how to realize the ice prevention and the ice melting by the cooperative control among a plurality of converters. The invention can intelligently coordinate a plurality of converters along the line to form a plurality of 'rectification-inversion' for the icing contact network line section, realize the accurate anti-icing and de-icing of the contact network long-distance interval and realize the anti-icing and de-icing of the contact network under the degraded running condition of the fault of the individual converter.
Track passing connection under multi-converter coordination controlIn the process of ice melting by touching the net, the invention divides the current transformer along the whole line of the icing section of the touching net into two wheel combinations, each wheel combination is composed of the current transformer for inversion and rectification, and the details are shown in figure 2 and figure 3. The current transformer bearing the rectification action and the adjacent current transformer bearing the inversion action in each round of combination form a circulating current unit, and the two adjacent circulating current units are isolated by a contact net separating switch and are not interfered with each other, so that the accurate ice melting of a contact net interval is realized. Each round of double-round ice melting lasts for a certain time length T D And after the first wheel is finished, the second wheel is started. Duration T of each round D And calculating by a temperature and humidity analysis module.
Aiming at the process of anti-icing of a contact net during rail transit under the coordination control of multiple converters, the invention adopts a combination sequence of rectification-inversion- & gt between adjacent converters to realize anti-icing, and the detailed description is shown in figure 4. The difference from the ice melting process is that the contact net separation switch is not required to be switched off in the ice preventing process, the wheel separation execution is not required, and all the converters along the target interval are put into use. The rail transit system works in an alternating working mode of rectification, inversion, finishing and inversion along the whole course of the rail transit, so that the flowing of direct current power flow along a contact net along the rail transit can be realized, the surface temperature of the contact net can be kept by using small current, and the anti-icing purpose is achieved.
The ice-preventing and ice-melting function quits the judging step: judging whether the anti-icing and ice-melting function is quitted or not according to the selection of the user, if so, not executing the anti-icing and ice-melting function; if not, entering a converter working state judging step. The invention has the option of manually quitting the anti-icing and de-icing functions. Before the anti-icing and de-icing program is executed, whether the control user manually quits the anti-icing and de-icing function needs to be judged. Under the conditions of maintenance, test and the like, the converter needs to be started to perform non-ice-melting operation, and the anti-ice and ice-melting functions can be manually quitted. And after the function quits, the anti-icing and ice-melting functions are not executed.
Judging the working state of the converter: detecting whether the current converter is in a use state except for ice prevention and ice melting, if so, not executing the ice prevention and ice melting function; if not, starting the whole anti-icing function. Under the condition of not quitting the anti-icing and ice-melting functions, the invention detects whether the converter is in a use state or not and is used as a safety mechanism for ensuring the system safety. If the converter is in a use state except for ice prevention and ice melting, in order to guarantee safety and not interfere normal operation of rail transit, the program does not execute ice prevention and ice melting operation.
Starting and judging the whole anti-icing function: judging whether a whole-course anti-icing function is started or not according to the weather station related early warning, and if so, executing the whole-course anti-icing function of the whole line section; if not, entering the step of judging the icing period. The whole-course anti-icing function is mainly used for dealing with extremely cold and humid weather and heating and anti-icing treatment on the contact net of the track along the line. Under the extremely cold and humid conditions, in the non-operation electrifying stage, the icing possibility of the contact net is very high, and the icing thickness is also larger, so the time consumption of the ice melting process is longer, and the efficiency is not good. The station staff on duty can manually start the whole-course anti-icing function according to the weather station related early warning, enter the anti-icing process, utilize uninterrupted current to heat the contact net conductor, and keep the contact net unfrozen.
And (3) icing condition judgment: judging whether the icing condition is met at the current time and the icing element, if not, not executing the anti-icing and de-icing functions; and if so, entering a converter combination arrangement and ice melting execution step. The invention needs to judge whether the current time is in the icing month before the ice-melting operation is executed. The icing months can be set according to the situation of the use place, and the specific time is determined according to the actual climate condition. If the time is outside the icing month, the anti-icing and de-icing functions are not executed.
The method judges whether the current time is within the preset ice melting execution time period or not, and judges whether the current time is accurate to the time and the time of the day. The ice-melting execution time can be flexibly defined by a user, and a time period outside any operation time is selected as the ice-melting target time. In practice, 2-3 hours before rail transit operation can be selected as the ice melting time, so as to save the electric energy consumption.
The method judges the icing probability of each contact network section of the rail transit system, and judges the specific section of the rail transit system in which ice melting needs to be executed according to the icing probability. The icing probability of each contact net interval is analyzed through the data of the icing detection equipment or the sensor equipment, and whether the ice melting operation is executed or not is determined. And if the icing condition exists, judging the specific interval for executing ice melting. When the current overhead contact system needs to perform ice melting, an ice melting instruction is executed and issued, and the steps of converter combination arrangement and ice melting execution are entered; if the environment is determined not to require de-icing, then not performing.
The converter combination arrangement and ice melting execution step comprises: checking the working conditions of all converters on the whole line along the icing section of the contact network, removing the converters which cannot work from the combination, dividing all available converters into rectification-inversion combinations, wherein each combination is composed of the converters for inversion and rectification, the converter bearing the rectification action in each combination and the adjacent converter bearing the inversion action form a circulating current unit, and the two adjacent circulating current units are isolated by a contact network isolating switch; and issuing the arranged converter instruction to a corresponding converter for execution, calculating the ice melting time, and forming a plurality of direct current small loop currents through rectification-inversion combination for electric heating ice melting. Before ice melting is executed, the situation that ice melting cannot be carried out in a certain contact network section due to the fault or the overhaul state of a target converter can be met. The step is used for checking the working conditions of all the converters, eliminating the converters which cannot work from the combination, and arranging all the available converters.
And (3) judging the ice melting execution condition: judging whether the ice melting process is completely and normally executed, if the ice melting process is carried out according to a plan in the whole process and all the equipment normally act, executing an anti-icing function after the ice melting is finished and before the operation of the rail transit system is started, and preventing secondary icing; if part of equipment can not work normally (i.e. the degradation running process) or can not work at all in the ice melting process, an error notice is sent, and station personnel are informed to check the lines, equipment and ice coating condition of the rail transit system.
As an implementation manner, in the step of performing the ice melting by the converter, the ice melting time duration is calculated according to the following formula:
wherein L is the line length, D is the equivalent diameter of the wire, h is the icing thickness of the contact net wire, rho is the density of ice, C is the heat of solution of the ice melting into water, i is the direct current flowing by the contact net, R is the equivalent impedance of the line, and K is K v ·K h ，K v Is the local wind velocity coefficient, K h Is the local humidity coefficient.
In a track traffic project with complex terrain, the invention provides a method for calculating ice melting duration based on combination of real-time data of a simple temperature and humidity sensor and historical meteorological characteristics, aiming at the problems of high construction difficulty and high construction cost. The basic mathematical model is as follows:
in the formula, i is direct current flowing through the contact network, R is equivalent impedance of the line, and Q is heat energy generated by the current on the line; l is the line length, D is the equivalent diameter of the lead, h is the icing thickness of the contact net lead, rho Ice Density of ice, C Heat of solution The heat of solution for melting ice to water. In theory calculation, the influence degree of wind speed and humidity on ice melting is related to conditions such as ice coating eccentricity, ice coating flatness, ice coating thickness on the leeward side, ice coating thickness on the windward side, heat exchange coefficient between the outer surface of an ice layer and air at a certain temperature and the like, and the model is complex. In practical ice melting application, other influence factors which are difficult to quantify are converted into empirical coefficients only by combining historical climate characteristics in a specific environment, and an ideal calculation effect can be achieved. The invention converts the influence of wind speed and humidity into a wind speed coefficient K v Coefficient of humidity K h K value of different regions is determined by local climate history data:
K＝K v ·K h (K generally ranges from 1 to 50)
Therefore, the calculation of the ice melting time of a single round can be converted by the mathematical model:
in the time length calculation method, besides the parameter characteristics of the contact network conductor, the influence factor K is a key factor influencing the ice melting time length. Under different meteorological conditions, K can be different, and can be generally obtained by training long-term icing data of a certain area through a big data analysis model.
As an implementation manner, in the whole-course anti-icing function starting judgment step and the ice-melting execution condition judgment step, the anti-icing function is executed according to the following manners:
and controlling each converter along the whole course of the rail transit system to work according to a mode of alternating rectification and inversion in sequence, realizing the flow of direct current flow along the contact net, and heating the contact net conductor by using uninterrupted current to keep the contact net from freezing.
The invention provides a method suitable for a rail transit system, starting from the current situation that the current electrified rail transit is lack of an anti-icing and de-icing energy management method, so that intelligent coordination among rail transit multi-converter devices is realized, and anti-icing and de-icing operations are jointly completed.
The invention can implement the starting and stopping control of current control, rectification and inversion through the converter aiming at different use scenes and different equipment working conditions, and accurately control the trend of energy flow by matching the on-off of the contact net separation switch, thereby flexibly realizing the anti-icing and de-icing mixed control function of the rail transit contact net.
The invention uses the energy management method of the power system to the large-scale power electronic device for reference, utilizes the energy management means to regulate and control the ice melting function, can realize the high-efficiency utilization and the energy-saving operation of the bidirectional converter of the rail transit system, and does not conflict with the daily operation of the train in function.
The contact net anti-icing and ice-melting control system based on the rail transit system comprises the following components:
the anti-icing and de-icing function quits the judging module: judging whether the anti-icing and ice-melting function is quitted or not according to the selection of the user, if so, not executing the anti-icing and ice-melting function;
converter operating condition judges module: detecting whether the current converter is in a use state except for ice prevention and ice melting, if so, not executing the ice prevention and ice melting function;
the whole-course anti-icing function starting judgment module: judging whether a whole-course anti-icing function is started or not according to the weather station related early warning, and if so, executing the whole-course anti-icing function of the whole line section;
an icing condition judgment module: judging whether the icing condition is met at the current time and the icing element, if not, not executing the anti-icing and de-icing functions;
the converter combination arrangement and ice melting execution module comprises: checking the working conditions of all converters on the whole line along the icing section of the contact network, removing the converters which cannot work from the combination, dividing all available converters into rectification-inversion combinations, wherein each combination is composed of the converters for inversion and rectification, the converter bearing the rectification action in each combination and the adjacent converter bearing the inversion action form a circulating current unit, and the two adjacent circulating current units are isolated by a contact network isolating switch; sending the arranged converter instruction to a corresponding converter for execution, calculating the ice melting time, and forming a plurality of direct current small circulation currents for electric heating ice melting through rectification-inversion combination;
an ice melting execution condition judgment module: judging whether the ice melting process is completely and normally executed, if the ice melting process is carried out according to a plan in the whole process and all the equipment normally act, executing an anti-icing function after the ice melting is finished and before the operation of the rail transit system is started, and preventing secondary icing; and if part of equipment can not work normally or can not work for melting ice at all in the ice melting process, sending an error notice, and informing station personnel to check the lines, equipment and ice coating condition of the rail transit system.
As an implementation manner, the converter combination arrangement and ice melting execution module calculates the ice melting time according to the following formula:
wherein L is the line length, D is the equivalent diameter of the wire, h is the icing thickness of the contact net wire, rho is the density of ice, C is the heat of solution of the ice melting into water, i is the direct current flowing by the contact net, R is the equivalent impedance of the line, and K is K v ·K h ，K v Is the local wind velocity coefficient, K h Is the local humidity coefficient.
As an embodiment, the whole-course anti-icing function starting judgment module and the ice-melting execution condition judgment module execute the anti-icing function according to the following modes:
and controlling each converter along the whole course of the rail transit system to work according to a mode of alternating rectification and inversion in sequence, realizing the flow of direct current flow along the contact net, and heating the contact net conductor by using uninterrupted current to keep the contact net from freezing.
Example 1:
【1】 Assuming that the rail transit project is located in a certain iced mountain area, 5 traction bidirectional converters are used for supplying power, and a direct-current contact network between adjacent bidirectional converters is provided with a separation switch, and the structure is shown in fig. 6. The 5 converters can be normally used, and an energy management system for controlling the ice melting and ice preventing actions of the converters is configured.
【2】 Because be in freezing season, this track traffic project has great probability night and can take place the phenomenon of contact net full line icing. The calculation relationship between the ice coating thickness and the ice melting duration shown in fig. 7 is obtained by combining the local climate characteristics and the characteristics of the contact network conductor of the rail transit project. Through calculation of ice melting time, the current transformer forms a circulating current with the current I being 500A under the conditions of temperature and humidity, and the ice melting time is about 1 hour.
【3】 The rail transit project plan carries out ice-melting operation in the non-operation stage (4:00am-6:00am) in the early morning at night, and opens an ice-preventing mode during the period after the ice-melting operation is finished and before the normal operation (6:00am-6:30am) to prevent secondary icing. Therefore, the ice melting and ice preventing functions are in an automatic starting state, and no equipment maintenance and test plan exists at night.
【4】 And after the scheduled ice melting time point (4:00am) is reached, the ice melting operation of the converter is executed. The energy management system is combined with the icing monitoring data to analyze the icing condition and determine that the icing area covers the whole contact net line.
【5】 The energy management system checks the working condition of the all-line converter, and after the checking, all 5 converters can be put into ice melting execution. The energy management system begins to arrange the rectification and inversion sequence of the converter.
【6】 According to the method shown in fig. 2 and 3, a rectification-inversion loop is formed between every two converters in the icing contact network interval. The strategy of two rounds of circulation flow alternate operation is adopted, and one current transformer in each round of circulation flow forms a direct current loop with an adjacent current transformer by the current I being 500A. As shown in fig. 6 (the converter is denoted by C, the catenary separation switch is denoted by K), a first round circulating current is formed between C1 and C2, and between C3 and C4, wherein C1 and C3 are in a rectifying state, C2 and C4 are in an inverting state, K2 and K4 are in an open state, and K1 and K3 are in a closed state; the second round circulating current is formed by the space between C2 and C3, and between C4 and C5, wherein C2 and C4 are in a rectification state, C3 and C5 are in an inversion state, K1 and K3 are in an open state, and K2 and K4 are in a closed state.
【7】 According to the arrangement of the step (6), firstly adjusting the isolation breakers K2 and K4 to be in an open state, and adjusting the breakers K1 and K3 to be in a closed state, and then issuing an instruction to the converter in the first round; after the first round is finished, the separating breakers K1 and K3 are adjusted to be in an open state, the breakers K2 and K4 are adjusted to be in a closed state, and then the converter instruction of the second round is issued. And the ice melting of each round is realized by setting the current of the inverter converter, and the rectifier converter is in a following state. According to the plan, the ice melting time of each round is 1 hour, and ice melting is carried out at the current value I of 500A.
【8】 After the two-wheeled ice melting is finished, the anti-icing mode is started continuously because the running time is not up yet, so that the contact net is prevented from being frozen for the second time. In the anti-icing mode, all the circuit breakers K1-K4 in fig. 6 are in a closed state, and commands are issued to the converters C1-C5 according to the sequence of "rectification-inversion-rectification", and the inversion currents are all set to 300A (assuming that 300A current can effectively prevent icing under the meteorological condition), so that the whole-line electrification of the overhead line system is maintained, and icing is prevented.
【9】 And in the process of starting the anti-icing, whether the line still has the icing phenomenon is confirmed again through the icing monitoring device. If the icing phenomenon still exists, the person on duty needs to be informed to manually deice or increase the anti-icing current. If no icing occurs, the process is ended at 6:30 am.
Example 2:
【1】 Assuming that the rail transit project is located in a certain iced mountain area, 5 traction bidirectional converters are used for supplying power, and a separation breaker is arranged between adjacent bidirectional converters, and the structure is shown in fig. 6. The converter C2 in the project 5 converter is in a maintenance state at night.
【2】 Because be in freezing season, this track traffic project has great probability night and can take place the phenomenon of contact net full line icing. The calculation relationship between the ice coating thickness and the ice melting duration shown in fig. 7 is obtained by combining the local climate characteristics and the characteristics of the contact network conductor of the rail transit project. Through calculation of ice melting time, the current transformer forms a circulating current with the current I being 500A under the conditions of temperature and humidity, and the ice melting time is about 1 hour.
【3】 The rail transit project plan carries out ice-melting operation in the non-operation stage (4:00am-6:00am) in the early morning at night, and opens an ice-preventing mode during the period after the ice-melting operation is finished and before the normal operation (6:00am-6:30am) to prevent secondary icing. Since the converter C2 is overhauled at night, the ice melting and anti-icing functions are in a degraded operation state.
【4】 And after the scheduled ice melting time point (4:00am) is reached, the ice melting operation of the converter is executed. The energy management system is combined with the icing monitoring data to analyze the icing condition and determine that the icing area covers the whole contact net line.
【5】 The energy management system checks the working condition of the full-line converter, and 4 (C1, C3, C4 and C5) of 5 converters can be put into ice melting execution after the checking. The energy management system begins to arrange the rectification and inversion sequence of the converter.
【6】 According to the method shown in fig. 3, a rectification-inversion loop is formed between every two converters in the icing contact network interval. Because the rated current value of the current transformer of the rail transit project is small, in order to ensure the rapidity of ice melting, a strategy of two-wheel circulation alternate operation is adopted, and one current transformer in each circulation forms a direct current loop with one adjacent current transformer by the maximum output current. As shown in fig. 6 (the converter is denoted by C, the catenary disconnecting circuit breaker is denoted by K), a first round circulating current is formed between C1 and C3, C4 and C5, wherein C1 and C4 are in a rectifying state, C3 and C5 are in an inverting state, K3 is in an open state, and K1, K2 and K4 are in a closed state; a second round of circulating current is formed between C3 and C4, where C3 is in a rectified state, C4 is in an inverted state, and K1, K2, K4 are in an open state, and K3 is in a closed state.
【7】 According to the arrangement of the step (6), firstly adjusting a separation breaker K3 to be in an open state, and adjusting K1, K2 and K4 to be in a closed state, and then issuing an instruction to the converter of the first round; after the first round is finished, the separating breakers K1, K2 and K4 are adjusted to be in an open state, K3 is adjusted to be in a closed state, and then the current transformer instruction of the second round is issued. And the ice melting of each round is realized by setting the current of the inverter converter, and the rectifier converter is in a following state. According to the plan, the ice melting time of each round is 1 hour, and ice melting is carried out at the current value I of 500A.
【8】 After the ice melting of the two wheels is finished, the overhaul of the converter C2 is finished, and meanwhile, the anti-icing mode is continuously started because the operation time is not up to the operating time so as to prevent the contact net from being frozen for the second time. In the anti-icing mode, all the circuit breakers K1-K4 in fig. 6 are in a closed state, and commands are issued to the converters C1-C5 according to the sequence of "rectification-inversion-rectification", and the inversion currents are all set to 300A (assuming that 300A current can effectively prevent icing under the meteorological condition), so that the whole-line electrification of the overhead line system is maintained, and icing is prevented.
Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.
Claims (6)
1. A contact net anti-icing and ice-melting control method based on a rail transit system is characterized by comprising the following steps:
the ice-preventing and ice-melting function quits the judging step: judging whether the anti-icing and ice-melting function is quitted or not according to the selection of the user, if so, not executing the anti-icing and ice-melting function; if not, entering a working state judgment step of the converter;
judging the working state of the converter: detecting whether the current converter is in a use state except for ice prevention and ice melting, if so, not executing the ice prevention and ice melting function; if not, starting a whole anti-icing function;
starting and judging the whole anti-icing function: judging whether a whole-course anti-icing function is started or not according to the weather station related early warning, and if so, executing the whole-course anti-icing function of the whole line section; if not, entering an icing condition judgment step;
and (3) icing condition judgment: judging whether the icing condition is met at the current time and the icing element, if not, not executing the anti-icing and de-icing functions; if yes, entering a converter combination arrangement and ice melting execution step;
the converter combination arrangement and ice melting execution step comprises: checking the working conditions of all converters on the whole line along the icing section of the contact network, rejecting the converters which cannot work out of the combination, dividing all available converters into rectification-inversion combinations, wherein each combination is composed of the converters for inversion and rectification, the converter bearing the rectification action in each combination and the adjacent converter bearing the inversion action form a circulating current unit, and the two adjacent circulating current units are isolated by a contact network isolating switch; sending the arranged converter instruction to a corresponding converter for execution, calculating the ice melting time, and forming a plurality of direct current small circulation currents for electric heating ice melting through rectification-inversion combination;
and (3) judging the ice melting execution condition: judging whether the ice melting process is completely and normally executed, if the ice melting process is carried out according to a plan in the whole process and all the equipment normally act, executing an anti-icing function after the ice melting is finished and before the operation of the rail transit system is started, and preventing secondary icing; and if part of equipment can not work normally or can not work for melting ice at all in the ice melting process, sending an error notice, and informing station personnel to check the lines, equipment and ice coating condition of the rail transit system.
2. The overhead line system anti-icing and ice-melting control method based on the rail transit system as claimed in claim 1, wherein in the converter combination arrangement and ice-melting execution step, the ice-melting time duration is calculated according to the following formula:
wherein L is the line length, D is the equivalent diameter of the wire, h is the icing thickness of the contact net wire, rho is the density of ice, C is the heat of solution of the ice melting into water, i is the direct current flowing by the contact net, R is the equivalent impedance of the line, and K is K v ·K h ，K v Is the local wind velocity coefficient, K h Is the local humidity coefficient.
3. The rail transit system-based catenary anti-icing and ice-melting control method according to claim 1, wherein in the whole-course anti-icing function starting judgment step and the ice-melting execution condition judgment step, the anti-icing function is executed according to the following modes:
and controlling each converter along the whole course of the rail transit system to work according to a mode of alternating rectification and inversion in sequence, realizing the flow of direct current flow along the contact net, and heating the contact net conductor by using uninterrupted current to keep the contact net from freezing.
4. The utility model provides a contact net anti-icing and ice-melt control system based on rail transit system which characterized in that includes:
the ice-preventing and ice-melting function quit judgment module: judging whether the anti-icing and ice-melting function is quitted or not according to the selection of the user, if so, not executing the anti-icing and ice-melting function;
converter operating condition judges module: detecting whether the current converter is in a use state except for ice prevention and ice melting, if so, not executing the ice prevention and ice melting function;
the whole-course anti-icing function starting judgment module: judging whether a whole-course anti-icing function is started or not according to the weather station related early warning, and if so, executing the whole-course anti-icing function of the whole line section;
an icing condition judgment module: judging whether the icing condition is met at the current time and the icing element, if not, not executing the anti-icing and de-icing functions;
the converter combination arrangement and ice melting execution module comprises: checking the working conditions of all converters on the whole line along the icing section of the contact network, removing the converters which cannot work from the combination, dividing all available converters into rectification-inversion combinations, wherein each combination is composed of the converters for inversion and rectification, the converter bearing the rectification action in each combination and the adjacent converter bearing the inversion action form a circulating current unit, and the two adjacent circulating current units are isolated by a contact network isolating switch; sending the arranged converter instruction to a corresponding converter for execution, calculating the ice melting time, and forming a plurality of direct current small circulation currents for electric heating ice melting through rectification-inversion combination;
an ice melting execution condition judgment module: judging whether the ice melting process is completely and normally executed, if the ice melting process is carried out according to a plan in the whole process and all the equipment normally act, executing an anti-icing function after the ice melting is finished and before the operation of the rail transit system is started, and preventing secondary icing; and if part of equipment can not work normally or can not work for melting ice at all in the ice melting process, sending an error notice, and informing station personnel to check the lines, equipment and ice coating condition of the rail transit system.
5. The overhead line system anti-icing and de-icing control system based on the rail transit system as claimed in claim 4, wherein the converter combination arrangement and de-icing execution module calculates the de-icing time according to the following formula:
wherein L is the line length, D is the equivalent diameter of the wire, h is the icing thickness of the contact net wire, rho is the density of ice, C is the heat of solution of the ice melting into water, i is the direct current flowing by the contact net, R is the equivalent impedance of the line, and K is K V ·K h ，K v Is the local wind velocity coefficient, K h Is the local humidity coefficient.
6. The rail transit system-based catenary anti-icing and ice-melting control system of claim 4, wherein the global anti-icing function enabling judgment module and the ice-melting execution condition judgment module execute the anti-icing function according to the following modes:
and controlling each converter along the whole course of the rail transit system to work according to a mode of alternating rectification and inversion in sequence, realizing the flow of direct current flow along the contact net, and heating the contact net conductor by using uninterrupted current to keep the contact net from freezing.
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