CN114851920B - Flexible passing neutral section device of electrified railway and control method - Google Patents

Flexible passing neutral section device of electrified railway and control method Download PDF

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CN114851920B
CN114851920B CN202210393762.7A CN202210393762A CN114851920B CN 114851920 B CN114851920 B CN 114851920B CN 202210393762 A CN202210393762 A CN 202210393762A CN 114851920 B CN114851920 B CN 114851920B
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power supply
port
converter
circuit
phase
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CN114851920A (en
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戴朝华
邓文丽
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Southwest Jiaotong University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
    • B60M3/04—Arrangements for cutting in and out of individual track sections
    • 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
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/02—Conversion of ac power input into dc power output without possibility of reversal
    • H02M7/04—Conversion of ac power input into dc power output without possibility of reversal by static converters
    • 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
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E40/00—Technologies for an efficient electrical power generation, transmission or distribution
    • Y02E40/50—Arrangements for eliminating or reducing asymmetry in polyphase networks

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a flexible passing neutral section device of an electrified railway and a control method. Relates to the technical field of traction power supply of electrified railways. The alternating current port is bridged among an alpha-phase power supply arm circuit, a beta-phase power supply arm circuit and an N neutral line circuit at the electric phase splitting position of the traction power supply system, the direct current port is arranged in the device and can be selectively connected into a direct current source according to needs, and the bidirectional circulation and ordered transfer of energy can be carried out among the ports and interconnection lines thereof, so that multi-terminal multidirectional power fusion is realized. The control method divides a power supply section at the electric phase separation position into a plurality of state intervals, and different train operation positions correspond to different device control schemes.

Description

Flexible passing neutral section device of electrified railway and control method
Technical Field
The invention belongs to the technical field of traction power supply of electrified railways, and particularly relates to a flexible passing neutral section device of an electrified railway and a control method.
Background
The electrified railway in China generally adopts a single-phase power frequency alternating current power supply system, three phases of a power system are balanced as much as possible by adopting a phase sequence alternation connection mode among traction substations, and each substation and a subarea are provided with an electric phase splitting link to prevent phase short circuit, so that a power supply dead zone exists on the traction network correspondingly. The power-off and power-restoration process when the train passes through the neutral section not only causes the loss of system speed and traction force, but also causes transient overvoltage, overcurrent, bow net arcing and other impact phenomena, greatly threatens the safe and reliable operation of the train, and restricts the further high-speed and heavy-load development of the railway.
The existing passing phase separation technology can be summarized as follows: 1) The power-off passing neutral section represented by early manual power-off and vehicle-mounted automatic passing neutral section is simple in engineering implementation, but has the problems of easily causing fatigue of a driver, speed loss, large transient electrical impact and the like; 2) The switch type electrified automatic passing neutral section represented by the column switch passing neutral section, the mechanical switch ground passing neutral section and the electronic switch ground passing neutral section is a passing neutral section mode mainly adopted by railways in China at the present stage, although the defect of large loss of power-off passing neutral section speed can be relieved, the power-off process still exists, and the problems of transient impact and bow net arcing are difficult to fundamentally solve; 3) The main flow mode is that one group or a plurality of groups of back-to-back converter devices and matching transformers are utilized to transfer required energy from a certain fixed power supply arm to a neutral section, the transient impact problem can be relieved by flexibly regulating and controlling voltage and power, the current stage is widely concerned, but the practical problems of large number of converter devices, large required capacity, high cost, low equipment utilization rate and the like still exist, and the energy transfer is realized at the cost of increasing the load impact degree on the interconnected power supply arms.
Disclosure of Invention
In order to solve the problems, the invention provides a flexible passing neutral section device and a control method for an electrified railway, which can effectively solve the technical problems of no power failure and no speed loss passing when a train passes through neutral sections and can effectively solve the power supply dead zone along the traction network.
In order to achieve the purpose of the invention, the technical scheme adopted by the invention is as follows: a flexible passing neutral section device of an electrified railway comprises an alpha-phase power supply arm circuit, a beta-phase power supply arm circuit, an N neutral line circuit, an AC/DC converter AD, a DC/AC converter DA and a controller CC, wherein the alpha-phase power supply arm circuit, the beta-phase power supply arm circuit and the N neutral line circuit are all provided with an electric data collector, a train position sensor is arranged along a railway at the electric neutral section, the AC/DC converter AD can operate in four quadrants, two ports at the AC side of the AC/DC converter AD are respectively corresponding to an AC port I and an AC port II, the AC port I is connected with the alpha-phase power supply arm circuit, the AC port II is connected with the beta-phase power supply arm circuit, the DC side of the AC/DC converter AD is connected with the DC side of the DC/AC converter DA, and a DC port is led out from the public DC side; the DC/AC converter DA can operate in four quadrants, a first port on the AC side of the DC/AC converter DA corresponds to a third AC port, a second port of the DC/AC converter DA is grounded, and the third AC port is connected with an N neutral circuit; the input end of the controller CC and the signal end In of the electric collector of the alpha-phase power supply arm circuit α Signal end In of electrical collector of beta-phase power supply arm circuit β Signal terminal In of electrical data collector of N neutral circuit N Signal terminal In of position sensor of train on railway P The bidirectional signal interface end of the controller CC is respectively connected with the bidirectional signal ports of the AC/DC converter AD and the DC/AC converter DA and is used for carrying out overall energy management and coordination control on each converter; the direct current port is arranged in the passing neutral section device and can be selectively connected to a direct current source DS according to the requirement; ports and interconnection between ports and their interconnectionCan perform bidirectional circulation and ordered transfer of energy.
The flexible neutral section passing device can be connected in a direct hanging mode and can also be connected in a mode based on a voltage adapter; the voltage adapter is divided into a first voltage adapter VA 1 And a second voltage adapter VA 2 A first voltage adapter VA with voltage matching and electrical isolation 1 Two ports of the primary side respectively correspond to the first alternating current port and the second alternating current port, and the secondary side of the primary side is connected with the AD alternating current side of the AC/DC converter; the DC/AC converter DA alternating current side and a second voltage adapter VA 2 Second voltage adapter VA with secondary side connected 2 The first port of the primary side corresponds to the third alternating current port, and the second port is grounded.
The direct current source DS includes, but is not limited to, a renewable energy power generation unit, an energy storage device, or other controllable direct current power unit, and is used to realize direct consumption of external new energy.
The method comprises the steps that a position sensor A, a position sensor B, a position sensor C, a position sensor D, a position sensor E, a position sensor F, a position sensor G and a position sensor H are arranged along a railway at an electric phase separation position of a traction power supply system, an alpha-phase power supply arm circuit, an N neutral line circuit and a beta-phase power supply arm circuit form a power supply area, the position sensor is coded to divide sections, the section between the position sensor A and the position sensor B is defined as a DE section power transmission area, the section between the position sensor B and the position sensor C is defined as a BC section adjustment area, the section between the position sensor C and the position sensor D is defined as a CD section transition area, the section between the position sensor D and the position sensor E is defined as a DE section non-electricity area, the section between the position sensor E and the position sensor F is defined as an EF section transition area, the section between the position sensor F and the position sensor G is defined as an FG section adjustment area, and the section between the position sensor G and the position sensor H is defined as a GH section power transmission area; the flexible passing neutral section exhibits different state response behavior when the train pantograph is in different positions.
A method of controlling an electrified railroad compliant passing neutral section apparatus, the condition responsive behavior comprising:
stage 1, when a train enters an AB section power transmission area: the DC/AC converter DA switching tube pulse lock is in a standby state, and no energy is transmitted between the third alternating current port and the N neutral line circuit; the AC port I, the AC port II and the DC port are coordinated by a controller CC to carry out energy multidirectional interaction, and an AC/DC converter AD independently carries out dynamic balance on active power of an alpha-phase power supply arm circuit and an beta-phase power supply arm circuit so as to reduce the load unbalance of the two-arm circuit and inhibit the peak load impact of the single-arm circuit;
and 2, when the train enters a BC section adjusting area: the DA switching tube of the DC/AC converter is unlocked by pulse, and the voltage U of the DA switching tube and the circuit voltage U of the alpha-phase power supply arm are established for the N neutral line circuit α Synchronous no-load voltage U N (ii) a The no-load loss energy of the device is cooperatively supplied by the AC port I, the AC port II and the DC port, the energy distribution relation of each port is uniformly coordinated and managed by the controller CC, and the AC/DC converter AD performs dynamic response according to a issued power instruction;
and 3, when the train enters a CD section transition area: DC/AC converter DA still controlling voltage U of N neutral circuit N Voltage U of the alpha phase supply arm circuit α Synchronizing; however, the N neutral line circuit and the alpha phase power supply arm circuit should realize the train load power P L The controller CC needs to regulate and control the three output power values of the alternating current port at the same time, and the power P of the N neutral circuit is enabled to be before the train moves to the separation point D N Gradually and smoothly increasing from 0 to full load power P L And the power P of the alpha phase power supply arm circuit α Then the power P is loaded by full load L Gradually decreasing to 0 to ensure that the pantograph is separated from the point D without current, and avoiding the arc discharge of the pantograph; the energy source of the alternating current port III is supplied by other ports in a coordinated manner in the same phase 2, so that the load unbalance degree of the alpha-phase power supply arm circuit and the beta-phase power supply arm circuit is reduced, and the strong impact on a single arm is avoided;
and 4, when the train enters a DE-section dead zone: the DC/AC converter DA continuously supplies full load power P to the N neutral line circuit through the three alternating current ports L The loss of the train speed is avoided; on the other hand, the voltage frequency shift of the N neutral line circuit is neededPhase of N neutral line circuit N The voltage U of the arm circuit is supplied by the alpha phase before the train moves to the E point α Gradually and smoothly transits to the voltage U of the beta-phase power supply arm circuit β Realizing the voltage U of the beta-phase power supply arm circuit β Synchronization of (2); the energy of the alternating current port III is coordinated by a multi-converter and is still supplied by other ports;
and 5, when the train enters an EF section transition area: the DC/AC converter DA still controls the voltage U of the neutral circuit N Voltage U of beta phase supply arm circuit β Keeping synchronization; similar to phase 3, the N-neutral circuit will implement the load power P with the beta phase supply arm circuit L The controller CC needs to cooperate with each port at the same time to regulate and control the three output power values of the alternating current port, and the power P of the neutral circuit is enabled to be before the train moves to the separation point F N From full load power P L Gradually decreases to 0, and the power P of the beta phase power supply arm circuit β Gradually and smoothly increasing from 0 to full load power P L The bow net is ensured to have no current separation at the point F, and the bow net is prevented from arcing;
and 6, when the train enters an FG section adjusting area: in phase 2, the DC/AC converter DA will still maintain the voltage U of the unloaded N-neutral circuit N Voltage U of synchronous beta-phase power supply arm circuit β (ii) a The no-load loss energy of the device is provided by other ports;
and 7, when the train enters a GH section power transmission area: once a train is detected to leave a G point, the DA switching tube of the DC/AC converter locks pulses to enter a standby state, and no energy is transmitted between the third alternating current port and the N neutral line circuit; the AC/DC converter AD is switched to a power transmission mode again, active power of the alpha-phase power supply arm circuit and active power of the beta-phase power supply arm circuit are balanced dynamically independently, so that the degree of unbalance of loads of the two arms is reduced, impact of a load peak of a single arm is restrained, and the utilization rate of the over-phase device is improved; until a train enters the detection area again.
The beneficial effects of the technical scheme are as follows:
(1) The invention can overcome the dead zone of power supply along the traction network, realize that the train does not cut off the power supply and has no speed loss when passing the neutral section, and the pantograph network can be cut off without current at the power supply breakpoint, thereby avoiding the impact problems of transient overvoltage, overcurrent, pantograph network arcing and the like;
(2) Compared with the conventional flexible neutral section passing scheme, the flexible neutral section passing device has the advantages that the number of internal requirement converter devices is reduced, the topological structure is simpler, the energy transmission mode is flexible, the long-term power impact on a single arm is avoided, and meanwhile, a large-capacity transformer can be omitted when the flexible neutral section passing device is connected in a direct-hanging mode, so that the system cost can be effectively reduced;
(3) The device can also independently operate in the non-train passing neutral section time period so as to reduce the load unbalance degree of the two arms and relieve the influence of the load peak of the single arm, thereby being beneficial to improving the utilization rate of the flexible passing neutral section device, avoiding the capacity waste of core equipment and having stronger engineering adaptability;
(4) The flexible neutral section passing device is internally provided with a direct current port, can be selectively connected with a direct current source represented by new energy, stored energy and the like according to needs, can realize the direct consumption of external available clean energy, and is favorable for improving the greening level of railway infrastructure.
Drawings
FIG. 1 is a schematic structural diagram of a flexible neutral section passing device according to the present invention;
FIG. 2 is a schematic structural diagram of a flexible neutral section passing device with a DC source according to an embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a flexible neutral section passing device with a voltage adapting link according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of a train passing neutral section process line plan view and area division in the embodiment of the invention;
FIG. 5 is a schematic flow chart of a control method of the flexible neutral section passing device according to the present invention;
FIG. 6 is a schematic diagram of the device states and energy transmission paths of the flexible neutral section passing device in the stage 1 and the stage 7 in the embodiment of the invention;
FIG. 7 is a schematic diagram of the device states and energy transmission paths of the flexible neutral section passing apparatus in stages 2 to 6 according to the embodiment of the present invention;
FIG. 8 is a schematic diagram of the neutral line voltage frequency shift phase modulation and no current separation process based on the flexible neutral section in the stages 3 to 5 according to the embodiment of the present invention;
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention.
In this embodiment, referring to fig. 1, a first ac port, a second ac port, a third ac port, and a dc port are respectively led out of the flexible phase-passing device of the electrified railway of the present invention, where the first ac port is connected to an α -phase power supply arm circuit, a connection intersection point is l, the second ac port is connected to a β -phase power supply arm circuit, the connection intersection point is r, the third ac port is connected to an N-neutral line circuit, the connection intersection point is o, and the dc port is disposed inside the flexible phase-passing device and can be selectively connected to a dc source DS as needed; the ports and the interconnecting wires thereof can carry out bidirectional circulation and ordered transfer of energy, and multi-end multidirectional power fusion is realized.
As an optimization scheme of the above embodiment, the flexible passing neutral section device comprises an AC/DC converter AD, a DC/AC converter DA, and a controller CC; the AC/DC converter AD can operate in four quadrants, two ports on the AC side of the AC/DC converter AD correspond to the AC port I and the AC port II respectively, the DC side of the AC/DC converter AD is connected with the DC side of the DC/AC converter DA, and the DC port is led out from the public DC side; the DC/AC converter DA can run in four quadrants, a first port on the AC side of the DC/AC converter DA corresponds to a third AC port, and a second port of the DC/AC converter DA is grounded; the input end of the controller CC and the signal end In of the electric collector of the alpha-phase power supply arm circuit α Signal end In of electrical collector of beta-phase power supply arm circuit β Signal terminal In of electrical data acquisition unit of N neutral circuit N Signal terminal In of position sensor of train on railway P And the bidirectional signal interface end of the controller CC is respectively connected with the bidirectional signal ports of the AC/DC converter AD and the DC/AC converter DA, and is used for carrying out global energy management and coordination control on each converter and carrying out autonomous control inside each converter.
As an optimization solution of the above embodiment, referring to fig. 2, the dc source DS includes, but is not limited to, a renewable energy power generation unit, an energy storage device, and/or other controllable dc power unit, and is used for realizing direct consumption of external new energy.
As an optimized solution of the above embodiment, referring to fig. 3, the flexible neutral section passing device may adopt an access mode based on a voltage adapter in addition to a direct-hanging access; the voltage adapter has voltage matching and electrical isolation functions, and comprises but is not limited to a step-up transformer, a step-down transformer, a multi-winding transformer or a phase-shifting transformer; two ports of the primary side of the first voltage adapter VA1 correspond to the first alternating current port and the second alternating current port respectively, and the secondary side of the first voltage adapter VA1 is connected with the alternating current side of the AC/DC converter AD; the AD direct current side of the AC/DC converter is connected with the DA direct current side of the DC/AC converter, and a direct current port is led out from the public direct current side; the DC/AC converter DA alternating current side and a second voltage adapter VA 2 Second voltage adapter VA with secondary side connected 2 The first port of the primary side corresponds to the third alternating current port, and the second port is grounded; the input end of the controller CC and the signal end In of the electric collector of the alpha-phase power supply arm circuit α Signal end In of electrical collector of beta-phase power supply arm circuit β Signal terminal In of electrical data acquisition unit of N neutral circuit N Signal terminal In of position sensor of train on railway P And the bidirectional signal interface end of the controller CC is respectively connected with the bidirectional signal ports of the AC/DC converter AD and the DC/AC converter DA, and is used for carrying out global energy management and coordination control on each converter and carrying out autonomous control inside each converter.
As an optimization scheme of the above embodiment, referring to fig. 4, the flexible neutral section passing device divides a power supply area formed by an α -phase power supply arm circuit, an N-neutral line circuit and a β -phase power supply arm circuit into an AB-stage power transmission area, a BC-stage adjustment area, a CD-stage transition area, a DE-no-stage power transmission area, an EF-stage transition area, an FG-stage adjustment area and a GH-stage power transmission area according to a position sensor a, a position sensor B, a position sensor C, a position sensor D, a position sensor E, a position sensor F, a position sensor G and a position sensor H arranged along a railway; the flexible passing neutral section exhibits different state response behavior when the train pantograph is in different positions.
On the basis of the system, referring to fig. 5, the method for controlling the flexible neutral-section passing device of the electrified railway mainly comprises the following steps:
stage 1, when a train enters an AB section power transmission area: the DC/AC converter DA switching tube pulse lock is in a standby state, and no energy is transmitted between the third alternating current port and the N neutral line circuit; the active power of an alpha-phase power supply arm circuit and the active power of a beta-phase power supply arm circuit are dynamically balanced independently by an AC/DC converter AD (alternating current/direct current) to reduce the load unbalance degree of the two-arm circuits and inhibit the peak load impact of a single-arm circuit, the AC port I, the AC port II and the DC port (if a DC source DS is externally connected) are coordinated by a controller CC to carry out energy multidirectional interaction, and the state and the energy transmission path of a device are shown in FIG. 6;
and 2, when the train enters a BC section adjusting area: the DA switching tube of the DC/AC converter is unlocked in a pulse mode, and voltage U of an alpha-phase power supply arm circuit is established for an N neutral line circuit α Synchronous no-load voltage U N (ii) a The no-load loss energy of the device is cooperatively supplied by an alternating current port I, an alternating current port II and a direct current port (if a direct current source DS is externally connected), the energy distribution relation of each port is uniformly coordinated and managed by a controller CC, an AC/DC converter AD carries out dynamic response according to a issued power instruction, and the state and the energy transmission path of the device are shown in FIG. 7;
and 3, when the train enters a CD section transition area: DC/AC converter DA still controlling voltage U of N neutral circuit N Voltage U of the alpha phase supply arm circuit α Synchronizing; however, the N neutral line circuit and the alpha phase power supply arm circuit should realize the train load power P L The controller CC needs to regulate and control the three output power values of the alternating current port at the same time, and the power P of the N neutral circuit is enabled to be before the train moves to the separation point D N Gradually and smoothly increasing from 0 to full load power P L And the power P of the alpha phase power supply arm circuit α Then the full load power P L Gradually decreasing to 0 to ensure that the pantograph is separated from the point D without current, and avoiding the arc discharge of the pantograph; energy of AC port threeThe source is the same as the phase 2, and the other ports are used for supplying in a coordinated mode to avoid strong impact on a single arm, and the voltage and power regulation process is shown in the figure 8;
and 4, when the train enters a DE-section dead zone: the DC/AC converter DA continuously supplies full load power P to the N neutral line circuit through the three alternating current ports L The loss of the train speed is avoided; on the other hand, the voltage of the N neutral line circuit needs to be shifted and phase-modulated to ensure that the voltage U of the N neutral line circuit N The voltage U of the arm circuit is supplied by the alpha phase before the train moves to the E point α Gradually and smoothly transits to the voltage U of the beta-phase power supply arm circuit β Realizing the voltage U of the beta-phase power supply arm circuit β The synchronization of (2); the energy of the ac port three is still supplied by the other ports through the multi-converter coordination, and the voltage and power regulation process is as shown in fig. 8;
and 5, when the train enters an EF section transition area: the DC/AC converter DA still controls the voltage U of the neutral circuit N Voltage U of beta phase supply arm circuit β Keeping synchronization; similar to phase 3, the N-neutral circuit will implement the load power P with the beta phase supply arm circuit L The controller CC needs to regulate and control the three output power values of the AC port at the same time, and the power P of the neutral circuit is enabled to be before the train moves to the separation point F N From full load power P L Gradually decreases to 0, and the power P of the beta phase power supply arm circuit β Gradually and smoothly increasing from 0 to full load power P L The bow net is ensured to have no current separation at the point F, the bow net is prevented from arcing, and the voltage and power regulation process is shown in figure 8;
and stage 6, when the train enters an FG section adjusting area: in phase 2, the DC/AC converter DA will still maintain the voltage U of the unloaded N-neutral circuit N Voltage U of synchronous beta-phase power supply arm circuit β (ii) a The no-load loss energy of the device is provided by other ports;
and 7, when the train enters a GH section power transmission area: once a train is detected to leave a G point, the DA switching tube of the DC/AC converter locks pulses to enter a standby state, and no energy is transmitted between the third alternating current port and the N neutral line circuit; the AC/DC converter AD is switched to a power transmission mode again, active power of the alpha-phase power supply arm circuit and active power of the beta-phase power supply arm circuit are dynamically balanced independently, so that the load unbalance degree of the two arms is reduced, the load peak impact of the single arm is restrained, and the utilization rate of the device is improved; until a train enters the detection area again, the device state and the energy transmission path are shown in fig. 6.
It is obvious that the drawings in the above description are only some embodiments of the invention, and that for a person skilled in the art, other drawings can be derived from them without inventive effort.
The foregoing shows and describes the general principles and broad features of the present invention and advantages thereof. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are described in the specification and illustrated only to illustrate the principle of the present invention, but that various changes and modifications may be made therein without departing from the spirit and scope of the present invention, which fall within the scope of the invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.

Claims (5)

1. The utility model provides an electrified railway flexible passing neutral section device, includes alpha phase power supply arm circuit, beta phase power supply arm circuit, N neutral line circuit and AC/DC converter AD, DC/AC converter DA, the controller CC of traction power supply system electricity split phase department, wherein, all is equipped with electric data collection station on alpha phase power supply arm circuit, beta phase power supply arm circuit, the N neutral line circuit, sets up train position sensor, its characterized in that along the railway of electricity split phase department: the AC/DC converter AD can operate in four quadrants, two ports on the AC side of the AC/DC converter AD correspond to an AC port I and an AC port II respectively, wherein the AC port I is connected with an alpha-phase power supply arm circuit, the AC port II is connected with a beta-phase power supply arm circuit, the DC side of the AC/DC converter AD is connected with the DC side of the DC/AC converter DA, and a DC port is led out from the public DC side; the DC/AC converter DA can run in four quadrants, a first port on the AC side of the DC/AC converter DA corresponds to a third AC port, a second port of the DC/AC converter DA is grounded, and the third AC port of the DC/AC converter DA is connected with an N neutral circuit;the input end of the controller CC and the signal end In of the electric collector of the alpha-phase power supply arm circuit α Signal end In of electrical collector of beta-phase power supply arm circuit β Signal terminal In of electrical data collector of N neutral circuit N Signal terminal In of position sensor of train on railway P The bidirectional signal interface end of the controller CC is respectively connected with the bidirectional signal ports of the AC/DC converter AD and the DC/AC converter DA and is used for carrying out overall energy management and coordination control on each converter; the direct current port is arranged in the phase separation device and can be selectively connected to a direct current source DS according to the requirement; the ports and the interconnecting wires among the ports can perform bidirectional circulation and ordered transfer of energy.
2. The flexible neutral passing device of claim 1, wherein: the flexible neutral section passing device can be connected in a direct hanging mode and can also be connected in a mode based on a voltage adapter; the voltage adapter is divided into a first voltage adapter VA 1 And a second voltage adapter VA 2 A first voltage adapter VA with voltage matching and electrical isolation 1 Two ports of the primary side respectively correspond to the first alternating current port and the second alternating current port, and the secondary side of the primary side is connected with the AD alternating current side of the AC/DC converter; DC/AC converter DA alternating current side and second voltage adapter VA 2 Second side connected, second voltage adapter VA 2 The first port of the primary side corresponds to the third alternating current port, and the second port is grounded.
3. The flexible neutral passing device of claim 1, wherein: the direct current source DS includes, but is not limited to, a renewable energy power generation unit, an energy storage device, or other controllable direct current power unit, and is used for realizing direct consumption of external new energy.
4. A method of controlling the flexible passing neutral section of an electrified railway according to claim 1, wherein: the method comprises the steps that a position sensor A, a position sensor B, a position sensor C, a position sensor D, a position sensor E, a position sensor F, a position sensor G and a position sensor H are arranged along a railway at an electric phase separation position of a traction power supply system, an alpha-phase power supply arm circuit, an N-neutral line circuit and a beta-phase power supply arm circuit form a power supply area, the position sensor is divided into sections by position sensor codes, the section between the position sensor A and the position sensor B is defined as an AB-section power transmission area, the section between the position sensor B and the position sensor C is defined as a BC-section adjustment area, the section between the position sensor C and the position sensor D is defined as a CD-section transition area, the section between the position sensor D and the position sensor E is defined as a DE-section non-electricity area, the section between the position sensor E and the position sensor F is defined as an EF-section transition area, the section between the position sensor F and the position sensor G is defined as an FG-section adjustment area, and the section between the position sensor H is defined as a GH-section power transmission area; the flexible passing neutral section exhibits different state response behavior when the train pantograph is in different positions.
5. The method of claim 4, wherein the condition responsive behavior comprises:
stage 1, when a train enters an AB section power transmission area: the DC/AC converter DA switching tube pulse lock is in a standby state, and no energy is transmitted between the third alternating current port and the N neutral line circuit; the AC port I, the AC port II and the DC port are coordinated by a controller CC to carry out energy multidirectional interaction, and an AC/DC converter AD independently carries out dynamic balance on active power of an alpha-phase power supply arm circuit and an beta-phase power supply arm circuit so as to reduce the load unbalance of the two-arm circuit and inhibit the peak load impact of the single-arm circuit;
and 2, when the train enters a BC section adjusting area: the DA switching tube of the DC/AC converter is unlocked by pulse, and the voltage U of the DA switching tube and the circuit voltage U of the alpha-phase power supply arm are established for the N neutral line circuit α Synchronous no-load voltage U N (ii) a The no-load loss energy of the device is cooperatively supplied by the AC port I, the AC port II and the DC port, the energy distribution relation of each port is uniformly coordinated and managed by the controller CC, and the AC/DC converter AD performs dynamic response according to a issued power instruction;
and 3, when the train enters a CD section transition area: DC/AC converter DA still controlling voltage U of N neutral circuit N Voltage U of the alpha phase supply arm circuit α Synchronizing; however, the N neutral line circuit and the alpha phase power supply arm circuit should realize the train load power P L The controller CC needs to regulate and control the three output power values of the alternating current port at the same time, and the power P of the N neutral circuit is enabled to be before the train moves to the separation point D N Gradually and smoothly increasing from 0 to full load power P L And the power P of the alpha phase power supply arm circuit α Then the full load power P L Gradually decreasing to 0 to ensure that the pantograph is separated from the point D without current, and avoiding the arc discharge of the pantograph; the energy source of the alternating current port III is supplied by other ports in a coordinated manner in the same phase 2, so that the load unbalance degree of the alpha-phase power supply arm circuit and the beta-phase power supply arm circuit is reduced, and the strong impact on a single arm is avoided;
and 4, when the train enters a DE section dead zone: the DC/AC converter DA continuously supplies full load power P to the N neutral line circuit through the AC port III L The loss of the train speed is avoided; on the other hand, the voltage of the N neutral line circuit needs to be shifted and phase-modulated to ensure that the voltage U of the N neutral line circuit N The voltage U of the arm circuit is supplied by the alpha phase before the train moves to the E point α Gradually and smoothly transits to the voltage U of the beta-phase power supply arm circuit β Realizing the voltage U of the beta-phase power supply arm circuit β Synchronization of (2); the energy of the alternating current port III is coordinated by a multi-converter and is still supplied by other ports;
and 5, when the train enters an EF section transition area: the DC/AC converter DA still controls the voltage U of the neutral circuit N Voltage U of beta phase supply arm circuit β Keeping synchronization; similar to phase 3, the N-neutral circuit will implement the load power P with the beta phase supply arm circuit L The controller CC needs to cooperate with each port at the same time to regulate and control the three output power values of the alternating current port, and the power P of the neutral circuit is enabled to be before the train moves to the separation point F N From full load power P L Gradually decreases to 0, and the power P of the beta phase power supply arm circuit β Gradually and smoothly increasing from 0 to fullLoad power P L The bow net is ensured to have no current separation at the point F, and the bow net is prevented from arcing;
and 6, when the train enters an FG section adjusting area: in phase 2, the DC/AC converter DA will still maintain the voltage U of the unloaded N-neutral circuit N Voltage U of synchronous beta-phase power supply arm circuit β (ii) a The no-load loss energy of the device is provided by other ports;
and 7, when the train enters a GH section power transmission area: once a train is detected to leave a G point, the DA switching tube of the DC/AC converter locks pulses to enter a standby state, and no energy is transmitted between the third alternating current port and the N neutral line circuit; the AC/DC converter AD is switched to a power transmission mode again, active power of the alpha-phase power supply arm circuit and active power of the beta-phase power supply arm circuit are dynamically balanced independently, so that the degree of unbalance of loads of the two arms is reduced, impact of a load peak of a single arm is restrained, and the utilization rate of the over-split phase device is improved; until the train enters the detection area again.
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