RU2679351C1 - Absolute network of metropoliten lines with continuous nutrition of cars - Google Patents

Abstract

FIELD: electricity.

SUBSTANCE: invention relates to electrical contact networks. Absolute traction network of metro lines with continuous power supply of cars contains an insulating joint of the contact rail (CR) and active sectioning nodes (ASN). At the same time, the absolute traction network of subway lines retains the traditional control circuit of the disconnectors due to the use of bipolar disconnectors and allows the partitioning of the CR in any place. At the same time, the absolute traction network, that is, non-reinforced through the use of the maximum number of cables in the supply lines and independent of the types of cars. At the same time, linear and reserve disconnectors can be installed both in the tunnel near the CR, and at the pull-down substations, and the linear ones can be installed directly in the RU-825 cells.

EFFECT: ensuring continuous power supply of cars.

1 cl, 5 dwg

Description

Usage: power supply of the traction network of subway lines.

The inventive traction network consists of a contact network, including a contact rail (KP) and supply cables, and a suction network with running rails and suction cables. Partitioning is carried out using active partitioning nodes (AUS). Such sectioning allows you to continuously supply cars (there are simply no non-overlapping air gaps of the contact rail (VCR)!) In normal situations and to avoid the transmission of voltage between adjacent sections of the KR through the current collectors of the car when one of the sections is switched off. AUS allows you to partition the CD in any place, therefore, it is possible, and even necessary, to choose a place with minimizing the length of the supply cables. The number of cables in the line we take the maximum current, then the contact network becomes absolute. It is impossible to improve the conductive characteristics, the CR becomes an obstacle, and the CR is not calculated and set.

As a matter of fact, it was possible to weaken the requirement: “when the train is moving, do not shorten the divided sections through the car’s current collectors”, [3, p. 32] as follows “when the train is moving, do not shortn the divided sections through the car’s current collectors when one of them is turned off,” since the sections are on they are always closed via the 825+ bus at the traction substation (TP).

The level of technology. At present, all domestic subways use a power supply system for the traction network from substations with sectioning of the contact rail with non-overlapping (> = 14 m) VCRC on each main track in sections in front of passenger stations (not further than 50 meters from the edge of the platform), where the train is usually running in coasting or braking mode. In the known from patent SU 1771451 A3 1992, bull. No. 39 of the power supply circuit, an attempt was made to ensure continuous transfer of recovery energy, but at the same time the number of disconnectors increased and the control circuit of the disconnectors was complicated, especially with transverse transit of electricity. Therefore, for 25 years this scheme has not been applied and remained without further development.

In Fig. 1 is a schematic diagram of the power supply of the contact network of the main metro tracks from Mospromproekt JSC. We call it the MPP scheme. The scheme is universal, because only the need for sectioning with decentralized section power is indicated, and the choice of sectioning method is postponed. If we take non-overlapping VCR as a sectioning node, we get a classic circuit diagram from Metrohyprotrans.

Further, in all figures, the through system of symbols:

1 - contact rail

2 - neutral insert

3 - removal of the contact rail

4 - insulating joint

5 - cabinet for connecting the traction network (ШПТС) with a two-pole disconnector

6 - bipolar disconnector manual

7 - RU-825 V cell with a PSA and a three-pole disconnector

8 - power connection cables

9 - copper bus 2 × (120 × 10 mm) with compensator

10 - copper busbar 60 × 10 mm with compensator

11 - copper bus 2 × (120 × 10 mm)

12 - copper busbar 60 × 10 mm

The Kyrgyz Republic undergoes structural breaks (the transition of the Kyrgyz Republic from one side of the tunnel to the other, entrances to the tunnels, exits at turnouts, exits to the depot and other lines). Electrical breaks in these places should not be. These discontinuities are provided by air gaps КР (ВПКР) with end branches (length <= 10 m; the distance between current collectors (2 pcs on each side of the car) is exactly 12.6 m), and the electric gap is restored by cable jumpers.

Sectioning of the contact rail is necessary so that it is possible to disconnect only sections of the contact network without disconnecting the entire network and protect the contact network from short circuit and overloads.

Consider auxiliary unorthodox gaps in the Raman scattering.

At the beginning of its history, the Kyrgyz Republic is simply a raised running rail. Maintenance, and then installation of the switchgear, was transferred from the power supply service to the track service and the switchgear became an integral part of the track’s upper structure [4, p. 9]. Over the past half a century, the running rail has been enriched with insulating joints, but this did not happen with the KR.

The division of the contact network into sections (sections) is carried out at the points of connection of the supply lines to the Kyrgyz Republic. Breaks of the RC in these places are called current sections. Physical rupture of Raman scattering at the point of current separation is not necessary at all; an electrical rupture is sufficient. For this purpose, the air gap of the KR is>> 3 mm wide (provides insulation for voltages up to 3000 V). To overcome the almost extreme conservatism of the track service, we replace the normal joints on both sides of the VCRM blocked by temperature joints with a gap of 38 mm, and replace the metal plates with insulating bolts with a full tension of 60-80 Nm, Fig. 2a; in fact, classical kleebolt insulating joints were obtained, but for KR, [4, p. 53]. The second gap is a design of 4 pieces of KR with lengths of 6, 5, 5 and 6 meters, connected by the same kleevolt insulating joints, Fig. 2b. The actions taken are permissible in the JV Metro.

Both KP gaps (RCC) are equivalent to non-overlapping RCCM, and the end taps in the first and short segments of the CG in the second serve as neutral inserts (i.e. are not energized), are shown open under number 2. The idea of neutral inserts is not new, it is used in the subway on the contact the busbar trunking in the ORK (in the depot), the insulating gap of the busbar trunking is also used there, [4, p. 87 and fig. 4.10].

The use of the MPP main power supply circuit

To partition the CD as a sectioning unit (CSS), we use the active sectioning unit, Fig. 3. Here, the synchronous on-off of sections is provided by a bipolar disconnector.

In Fig. Figure 4 shows a sectionalization diagram of the switchgear in places where the train is in traction mode: when the double-pole disconnector is turned on, overlapping anti-ship missiles are provided, and when disconnected, the anti-ship missiles become non-overlapping, Fig. 4a.

In the places of exits in the depot and on the connecting branches, we proceed in a similar way, Fig. 4b.

Thus, all non-overlapping anti-ship missiles are eradicated, more precisely, when the sections are turned on, there are no non-overlapping anti-ship missiles, but they immediately appear during shutdowns.

By its design, the active sectioning unit is tolerant to the mode (traction, coast, braking) of the train. We choose a place for the control unit as close to the traction substation (TP). The total length of the cables supplying power to the line disconnectors is minimal, so you can provide the maximum required number of cables for the supply lines, regardless of the type of car. Enough 4 cables brand PvBPng (A) -NR 1x500-3. After that, the traction network becomes absolute, because further amplification is limited by the electrical characteristics of the RC, and the RC is not calculated by definition.

Nothing prevents the movement of the traction network connection cabinet (ШПТС) to the transformer substation using tires or busbars. As a limiting option, it is possible to move the motor two-pole disconnector directly into the RU-825 cell, the existing disconnector is connected to it and it becomes three-pole, while leaving the manual repair two-pole disconnector for safety reasons, Fig. 5.

By means of actions not prohibited by regulatory documents, a power supply circuit of the contact network of the main paths with the properties is built:

- In the on state, there is no interruption in the supply of cars.

- All disconnectors are concentrated on TP.

- No power cables.

The main ideas of the invention are published in [1 and 2] and are attached to the application.

Bibliography

1. Kurovsky A.B. The use of an active sectioning unit for the power supply circuit of a metro contact network // Metro and tunnels. - No. 3-4. - 2017.S. 8-9.

2. Merkulova A.D., Kurovsky A.B., Polyakov B.Yu., Chumakov E.F. Sectioning of the contact network of the subway. Non-overlapping contact rail air gaps, goodbye? // Metro and tunnels. - No. 5. - 2016.S. 16-17.

3. Power Metro, ed. V.A. Tumanova, Moscow, 1957.

4. Power Metro, ed. E.I. Bykova, Moscow, 1977.

5. Traction networks of subways, E.I. Bykov, B.V. Panin, V.N. Pupynin, Moscow, 1987.

6. Rules for the technical operation of subways of the Russian Federation, Moscow, 2003.

7. Instructions for the current maintenance of the track and the contact rail of subways, Moscow, 2005.

Claims (1)

Absolute traction network of underground lines with continuous supply of wagons, characterized in that the insulating contact rail joint (KR) and active sectioning units (AUS) are substantially used, preserving the traditional control circuit of disconnectors through the use of bipolar disconnectors and allowing sectioning of KR in any place; absolute, i.e. unimprovable due to the use of the maximum number of cables in the supply lines and independent of the types of cars, while linear and redundant disconnectors can be installed both in the tunnel near the switchgear and at the CCI, and linear can be installed directly in the RU-825 cells.

Images