RU2726592C1 - Method of power supply of controlled insertion of alternating current contact network with connecting track - Google Patents

Abstract

FIELD: rail vehicles.SUBSTANCE: invention relates to electrified railways. Method of power supply of controlled insertion of alternating-current contact network with connecting track, having different voltages on both paths, consists in the fact that they form insert by means of separation of section of contact network of one path by means of first and second insulating parts on both sides, with possibility of its connection to one or another voltage. At the same time the greater part of the congressional network of the connecting track adjoining one path is electrically connected to the isolated contact network of one track. With the help of the third insulating part, a small part of the contact network of the connecting track adjoining the other path is separated from the larger part of the contact network of the connecting track. This small part of contact network of connecting track is electrically connected to contact network of other path. Circulation of the controlled section of the overhead contact system along one path is performed by means of a bypass wire connecting the contact network of one track to each other outside the controlled section.EFFECT: technical result consists in provision of electric AC trains passing on connecting track without power interruption.6 cl, 5 dwg

Description

The method relates to methods of controlled power supply of sections of an alternating current contact network having different voltages at the edges of the section - inserts. Namely, to the methods in which the voltage parameters at the insert with the ramp are controlled depending on the position of the train relative to the insert.

State of the art

Known power supply systems, which use an alternating polarity voltage and therefore can be high voltages at the boundaries of the exit between the tracks. In them: [а.w. USSR MPK V60M 1/06 No. 459 366 I976] [1], [PM 99 396 2010] [2] and [patent 26873352019] [3] voltage in antiphase is applied to different paths, therefore the voltage difference on the boundaries of the contact network of the exit will be 2 times the nominal voltage. In these systems, the problem of an inter-track ramp arises, which is necessary for a train to move from one track to another.

It is not known any methods of power supply of ramps with different voltages at the edges of the ramp, but methods for solving a similar problem are known - passing a section of the contact network of one track with different AC voltages at the edges of this section. There is a known method of power supply for the passage of a section of a contact network with different voltages at the edges of this section, in which this section of the contact network is separated into a separate section, and the voltage to which is not supplied in normal mode. This method is implemented in the form of a neutral insert for the passage of the contact network of one track at the traction substation, when the section of the contact network is powered from different phases of alternating voltage [K.G. Marquardt "Contact network" 4th ed., M., Transport, 1994, p. 263.] [4]. The neutral insert is separated from the main contact network by insulating parts on both sides, in the form of air gaps, insulating couplings or sectional insulators. The voltage at its edges is √3 higher than the phase voltage. Voltage is supplied to it only in manual mode, in the event of a train stopping with pantographs in this section, without any automation. This is a method of supply with uncontrolled voltage on the site.

The passage of such a section requires certain manual actions of the electric rolling stock driver, according to the instructions "On the procedure for using pantographs of electric rolling stock under various operating conditions" (TsT-TsE / 844). When approaching the neutral insert, the power and auxiliary circuits, as well as the power supply contactor for passenger cars and electric trains, are turned off at the electric rolling stock (ERS). Otherwise, a current entering the neutral insert will lead to the appearance of an arc on the insulating parts of the neutral insert, and leaving it, if there is an arc at the entrance, will lead to a phase-to-phase short circuit. In this case, the ERS must have a speed sufficient to avoid stopping the train with current collectors within the neutral insert.

The length of the neutral insert should be greater than the distance between the two extreme pantographs of the train or suburban EPS, in order to avoid the occurrence of rolling stock accidents, which is possible with a train with a large number of cars and the presence of several traction units in the train. At present, the distance between the outermost pantographs of a train can be more than 1 km, which requires an appropriate section length with a neutral insert. Therefore, the probability of a train stopping at this section of the contact network increases. In this case, the train will no longer leave, without manual actions of personnel with sequential switching of disconnectors, to temporarily supply voltage to the neutral insert.

The known method of power supply of the overhead contact network insert, in which step resistors are included in the branches of the main contact network extending from the insert [RF patent 2533768, B60M 3/00, 2014] [5]. In this method, the ERS current is first forcibly reduced before the current collector hits the insert, to a non-hazardous current value when the current collector is torn off, then, after insertion, it can be increased. Structurally, the resistive elements do not belong to the insert itself. The insert does not lose its neutral character. Passing it under current at low speeds is impossible.

The emergence of high-speed and high-speed traffic makes it difficult for personnel to make decisions to turn off equipment, during which time the train will pass the neutral insert under current. Methods with control of the voltage on the insert appeared, as a result of which the voltage on the insert began to be controlled, depending on the location of the train.

The known method of controlled power supply, which allows to smoothly change the voltage on the insert, [RF patent 2071426, V60M 3/00 from 1997] [6]. In it, during the passage of this already controlled insert, it is connected to the voltage difference at the ends of the insert, together with an autotransformer and a linear contact resistor, the latter as a contact wire of the insert. By reducing the voltage on the pantograph below the permissible level, the ERS is forcibly turned off, without the participation of the driver. After passing the insert, the EPS is started again. The method allows the formation of an arc at the insulating interface.

The known method of controlled power supply, which allows you to drive into the insert at the traction substation under current [RF patent 2404500, B60M 3/00, 2010] [7]. In the method, the insert, initially de-energized, is energized from one side of the insert, then this voltage is released and voltage is applied to the other side of the insert while the train is on the insert. The problems of switching current are taken over by circuit breakers. Thanks to this, the insert becomes controllable and can be driven under current. In this solution, the insert is formed by two insulating parts, in the form of insulating joints, separating it from the contact network of one track. It is equipped with two switches, in the form of a switch, two sensors for the location of the EPS and a control unit. The sensor outputs are connected to the control unit input, the outputs of which are connected to the switches control inputs. The insert can be driven under current. When the current collector closes the train of the first insulating interface, two different voltages are separated by only one insulating interface at the other end of the insert.

There is a known method of controlled power supply [RF patent 2307745, B60M 3/00, 2006] [8], in which the insert is divided into two parts, they are sequentially supplied with voltage from which the train leaves as it moves along the insert. When the train arrives at the insert, this voltage is removed and voltage is applied from the other side of the insert. Thanks to this, the insert becomes controllable and can be driven under current. In this method, two different voltages are separated by only one of the insulating gaps, when the current collector of the train passes another gap.

The closest solution would be RF patent 2307745, as it has more than two isolation gaps in the absence of a train.

Disadvantages of the prototype

The prototype method is designed for the passage of a controllable insert installed in the cut of the contact network of the main track at the traction substation and cannot be used directly for the exit, since there is no means to separate the contact network of the exit sideways from the main line.

There is no electrical connection between the contact networks of a track separated by a controlled insert.

The aim of the present invention is to create a device that eliminates these disadvantages.

The essence of the invention

A method of power supply of a controlled insert of an alternating current catenary with an exit, having different voltages on both tracks, in which a section of the catenary of one track is isolated using the first and second insulating parts on both sides, with the possibility of connecting the selected part to the voltage of one track or to another voltage , moreover, most of the ramp contact network adjacent to one track is electrically connected to the dedicated contact network of one track, a small part of the ramp contact network adjacent to another track is separated from most of the ramp contact network using a third insulating part, this small part of the contact exit networks are electrically connected to the contact network of another path, bypassing the controlled insert of the contact network along one path, using a bypass wire connecting the contact network of one path to each other outside the controlled section;

The selected section of the contact network on one track along the length is performed, from its beginning to the beginning of the exit from one track, along a length greater than the distance between the extreme current collectors of the train.

Provide for the impossibility of simultaneous supply of voltage to the insert from different paths by switches, these switches are made to turn on as antagonists.

The insulating parts forming the controlled section of the exit are made in the form of an insulated pairing of contact wires of one path or an exit with an insulated piece of contact wire, form an air gap with each contact wire.

The contact wires of the insulating parts have a gap between themselves greater than the transverse distance between the insulated segment and the ends of the contact wires.

In the case of a train moving along one track to the exit, the voltage of one track is applied to the insert, and the voltage of one track is applied to the insulated sections of the contact wire located on the same track, and the insulated section of the contact wire of the third insulating part is disconnected from any voltage, then , when moving further along one track, the voltages are left unchanged, and in the case of a train entering the exit, the voltage of one track is turned off from the insert, the isolated sections of the contact wire included in the switch switch the voltage of the controlled exit insert to the voltage of the contact network of the other track and the voltage of the other track is applied the voltage of another path is applied to the insulated section of the contact wire, which forms an insulated interface with the contact network of the exit.

When the train leaves the part of the controlled insert, which belongs directly to the contact network of the exit, the controlled insert of the exit and the insulated segment of the contact wire entering the third insulating part are disconnected from the voltage of the other track.

The supply and removal of voltages from another section, as well as from insulated sections of the contact wire forming insulating mates, is carried out through synchronous switches, which turn on the voltage in time near its transition through zero, and turn off the voltage near the transition of the current of the switch through zero.

Brief Description of Drawings

In FIG. 1 shows the selection of a part of the contact networks of one track and most of the exit into a controlled insert.

In FIG. 2 shows an example of a power supply device for implementing the method:

1. - contact network:

1.1 - one path to the left, 1.2 - inserts along one path, 1.3 - one path to the right, 1.4 - exit, 1.5 - another path, 1.6 - bypassing an insertion on one path;

2. - insulating part;

2.1 - first, 2.2 - second, 2.3 - third part;

3. - insulated piece of contact wire of insulating parts;

3.1 is the first, 3.2 is the second and 3.3 is the third isolated segment.

4. - switches:

4.1 - first, 4.2 - second, 4.3 - third, 4.4 - fourth.

5. - switch control station;

6. - train pantograph passage sensors:

6.1 - first, 6.2 - second, 6.3 - third, 6.4 - fourth, 6.5 - fifth sensor.

In FIG. 3 shows the location of the block sections of the controlled exit insert:

7. 1 and 7.2 - insulating joints;

7.3 - first, 7.4 - second, 7.5 - third block section.

In FIG. 4 shows an example of an insulating part:

1.7 - insulated piece of contact wire;

1.8 - insulating gap between contact wires along the contact wire;

1.9 and 1.10 - insulating gaps between the contact wire on the left and right and the insulated section 1.7;

8 - fixing spacer between the contact wire 1.1 and the insulated section of the contact wire 1.7;

9 - fixing spacer insulators;

10 - pantograph;

10.1 - position of the pantograph in front of the insulating part;

10.2 - position of the pantograph at the end of the insulating part.

In FIG. 5 shows an example of an insulating part, side view.

Work description

General properties of objects

In FIG. 1 shows the formation of a controlled insert of a contact network from a part of the contact network of one track and a part of the contact network of an exit. The part of the contact network of one track, allocated to the controlled section, in length should correspond to the maximum distance between the outermost pantographs of the circulating trains on the line, as indicated in the Background of the Art section. Moreover, this distance is counted from the beginning of the section to the beginning of the congress. A train can follow one path directly, or it can follow an exit. The controlled insert has a three-beam configuration, the node is the connection point of the exit to one track. The ramp itself may be short compared to the distance required to place all of the train's pantographs on one section. With a long exit, it actually turns into a third track, which complicates the exit.

In FIG. 2 shows the elements of the controlled insert device. Before the exit, on the contact network of one track 1.1, a part of the contact network 1.2 is electrically isolated, starting from the first insulating part 2.1, so that the entire train can be located before the start of the exit, counting by its extreme pantograph. The second insulating part 2.2 delimits the insert on the right along one path. After which the contact network 1.3 of one track was continued. The contact network of most of the exit 1.4 is limited by the third insulating part 2.3 and it is electrically connected to the contact network of the insert in one way. The remaining small part of the exit contact network is connected to the contact network of another track 1.5.

When a controlled insert is selected, for the passage of current through the contact network of one path, regardless of the state of the controlled insert, bypass 1.6 of the conductive cable is used.

Switch 4.1 is used to supply voltage to the controlled insert from the contact network of one path. The switch 4.4 is used to supply voltage to the controlled insert from the contact network of another path. To supply voltage to insulated sections of the contact wire 3.1 and 3.2 of the first and second insulating parts from the contact network of one path, switches 4.2 and 4.3, respectively, are used. The switch 4.5 is used to supply voltage to the insulated section of the contact wire 3.3 of the third insulating part 3.3 from the contact network of the controlled insert.

Sensors 6.1 and 6.2, 6.3 and 6.4 from 6.5 are used to signal the location of the train pantograph.

In FIG. 3 shows an example of the use of insulating joints 7.1 and 7.2, forming the first block section 7.3, and the placement of block sections 7.3, 7.4 and 7.5, indicating the location of the train.

In FIG. 4 shows the device of the insulating part, for example 2.1, with a piece of contact wire 1.7. The insulating part 2.1 contains a break in the contact wire 1.8, which provides isolation between the voltages of both paths. The insulating part is preferably designed as a double insulating junction, with an insulated piece of contact wire 1.7. This makes it possible to obtain two air gaps by making air gaps not only along the path, like gap 1.8, but also across the path axis - gaps 1.9 and 1.10, on one piece of the contact wire. This design makes it possible to reduce the structural length of the insulating part. In fact, these are two isolating mates, structurally passing one into the other. This makes it possible to obtain uninterrupted current transmission for the pantograph, when connected using switches of an insulated section of the contact wire, with contact wires to the left or right of the insulating part. The break of the contact wires 1.8 can be structurally made in the form of an insulating side bearing to maintain the position of the pantograph if the breaks 1.9 and 1.10 are large in size. In the latter case, spacers 8 with insulators 9 can be used.

Shows the location of the pantograph 10 when approaching the insulating part, position 10.1, and when it is on the insulated section of the contact wire 1.7 - position 10.2.

When driving under current on the insulating parts, an electric arc may appear between the running branch of the contact network and the pantograph 10. To exclude this arc, it is interfaced with an insulated section of an additional contact wire 1.7, which is switched on under the voltage of the contact network of the same track while waiting for the train. This insulated section of the contact wire 1.7 of the insulating interface, in the standby mode of the train, is connected, for the first 2.1 and second insulating parts 2.2, by switches 4.2 and 4.3, respectively, to the voltage of the contact network of one track 1.1. Therefore, there will be no current cut when the train arrives at the insert. A similar situation will be when passing through the third insulating part 2.3, only the voltage will be from another path 1.5.

The controlled insert, formed from part 1.3 of one track and part of the exit 1.4, in the initial state, can be not connected anywhere, which provides two breaks between the insert and the contact network, left and right, 4 breaks in total. When the pantograph is on the insulating part, this part will create only one break. Pantographs cannot simultaneously close on both sides along one gap, since the length of the insert, as indicated above, must be greater than the distance between the outermost pantographs of the train. In general, there will be three gaps per line voltage. In the prototype, there is only one gap, under the same condition that the current collector bridges one insulating interface between the contact wires of the path and the insert.

To operate the switches, you need to know the location of the train. The location of the train is fixed by sensors of the position of the train, which can be current sensors 6 or block sections of the rail circuit 7.3, 7.4 or 7.5, formed by insulated joints, for example 7.1 and 7.2, when the train approaches the insulating part. For example, the signal from the block section of the rail circuit 7.3 or from the current sensor 6.1 fixes the train approaching the first insulating part 2.1 on the left in FIG. 1 and 2. The current sensor 6.2 detects the approach of the train to the first insulating part 2.1 on the right in FIG. 1, when it moves along the "wrong path", from right to left along one path or along an exit from the side of another path. The current sensor 6.3 or the second block section 7.4 records the arrival of the train from one track to the exit. The current sensor 6.4 or the third block section 7.5 fixes the train's entrance from the left to the third insulating part 2.3 at the exit, according to FIG. 2, which means the start of the train departure from the controlled exit insert. The current sensor 6.5 or the third block section 7.5 fixes the train approach to the third insulating part 2.1 on the right in FIG. 2, which means that the train starts moving from another track to one track through the exit.

Block sections of the track circuit formed by insulated joints are performed in the same places where current sensors are installed, they have a general purpose. For example, the first block section is formed from the location of the current sensor 6.1 to the location of the current sensor 6.2. The distance from the current sensor or from the beginning of the insulating joint of the block-section to the insulating part is selected according to the value of the large distance that the train travels at the highest speed during the voltage switching by the switches, with a margin.

Work while moving trains

When the train moves along one track from left to right in Fig. 2, the insert is connected using the switch 4.1 to the voltage of one track, upon the signal that the current collector passes the train of the current sensor 6.1, if it was not turned on. Before that, switches 4.4 and 4.5, associated with a different path, are deactivated if they were turned on. In addition, switches 4.2 and 4.3 are turned on, supplying voltage of one path to insulated sections of the contact wire 1.7 of the insulating parts of one path, 2.1 and 2.2. The latter provides uninterrupted power supply to pantographs. If the train is through, without entering the exit, it follows through the insulating part 2.2 and then continues along one track.

When the train moves with the entrance to the exit, when the head pantograph of the train moves before the exit, everything happens as with through traffic. Turning to the ramp, the pantograph passes by the third sensor 6.3 or the second block section 7.4, which sends its signal to the control station for circuit breakers 5. The passage of this sensor means that the train is entirely inside the insert and intends to follow the ramp to another track. Then, the voltage on the insert is switched from the voltage of the contact network of one path to the voltage of the contact network of the other path. To do this, disconnect the first switch 4.1 from the voltage of the contact network of one path and switches 4.2 and 4.3, which supply the sections of the contact wire of the first 2.1 and second 2.2 insulating parts. Then turn on the switch 4.4, supplying the voltage of another 1.5 path to the contact network 1.2 of the insert. Then the switch 4.5 supplies power to the section of the contact wire 3.3 of the insulating part 2.3 at exit 1.4. After the end of the current flow through 6.5 or through switch 4.4, which means that the last pantograph of the train leaves the exit, switch 4.4 is turned off. This trip will also trip the circuit breaker 4.5.

The control station 5 connects the operation of the master switches 4.1 and 4.4 with the location of the trains and between themselves and with their slave switches, gives a logical on or off signal, not tied to the phases of the current to be switched off and the applied voltage. The station turns on and off the switches, taking into account the signals of sensors 6.1-6.5, taking into account the sequence of their operation or signals from block sections.

In the absence of train movement from one track to another track, the overhead voltage of one track can be applied to the insert. The latter is convenient when the exit is rarely used. Then the line-to-line stress will keep two breaks of the third insulating part. The train exit passes at a reduced speed.

Thus, the train driver is not distracted from the movement of the train by various kinds of voltage switching, which are performed automatically.

The closing of the master switches 4.1 and 4.4 should preferably be synchronous with respect to the zero crossing of the overhead line voltage. Tripping of master switches 4.1 and 4.4 should preferably be synchronous with respect to the zero crossing of the current of the switches. Synchronization is preferably performed by the control unit of the circuit breaker itself. Thanks to this synchronization, switching from one voltage to another is not accompanied by shock currents and large overvoltages. Passages of the insulating parts are not accompanied by arc phenomena, so the current collector is switched by switches. The insulating parts of the pantograph are energized at the same voltage on both sides. All of these factors extend the life cycle of both EPS equipment and power supply equipment.

Stopping the train when both sections of the power supply device are located due to the lack of voltage on the insert is impossible, since there is voltage on its sections all the time, either from one track or from another track.

The ramp contact network is designed to power only one train and the electrical loads on the contact wire will not be large, as on the main tracks. Therefore, the carrying cable of the exit or the entire insert may not serve to pass traction currents. It can be made of non-conductive ropes, which can have a breaking load greater than metal ropes. For example, ropes with aramid braid and polyamide core. In addition, the bearing elements of the supporting cable can be made on the basis of basalt, boron, aramid, polyamide or ceramic fibers with the possibility of twisting them in the cable.

Inserts with the ability to change the voltage, depending on the position of the train relative to the insert, may have the characteristic “controlled inserts” in the name, in comparison with the term “neutral insert”.

Literature

1.A.S. USSR No. 4593 66 MPK В60М 1/06 A.S. Bochev "Device for power supply of double-track overhead line" 1976

2. PM 99 396 M.X. Zikherman "Power supply system for double-track railways", 2010

3. Patent 2687335, V.V. Andreev and Yu.L. Benjas "Method of strengthening the power supply system of a double-track section of the AC traction network" 2019

4. K.G. Marquardt "Contact network" 4th ed., M., Transport, 1994, p. 263.

5. RF patent 2533768, B60M 3/00 from 12.06. 2014, E.Yu. Semenov, V.I. Karpenko Yu.V. Iodko, D.V. Semenova "Device for insulating interfacing of the contact network and neutral insert for high-speed railways electrified with alternating current."

6. RF patent 2071426, B60M 3/00 1997, A.V. Kotelnikov, A.V. Kuznetsov, G.V. Kuznetsov, V.V. Munkin "AC contact network".

7. RF patent 2404500, B60M 3/00 from 23.12. 2009 Kuznetsov A.V., Umansky V.I., Kuznetsov G.V., Kuznetsov D.G. "Power supply device".

8. RF patent 2307745, Vasiliev S.N., Goncharenko V.P., Latmanizov M.V., Mizintsev A.V., Ranta A.R. "Electricity supply system of the alternating current electrified railway" В60М 3/00 dated 12.06. 2006 year

Claims (6)

1. A method of power supply of a controlled insert of an alternating current contact network with an exit, having different voltages on both paths, in which an insert is formed by isolating a section of the contact network of one path using the first and second insulating parts on both sides, with the possibility of connecting it to one or to another voltage, characterized in that most of the exit contact network adjacent to one track is electrically connected to the dedicated contact network of one track, with the help of the third insulating part, a small part of the exit contact network adjacent to the other track is separated from most of the exit contact network , this small part of the contact network of the exit is electrically connected to the contact network of another path, the controlled section of the contact network is bypassed along one path, using a bypass wire connecting the contact network of one path to each other outside the controlled section. 2. The method of power supply of the controlled overhead insert according to claim 1, characterized in that the selected section of the contact network of one track is performed, from its beginning to the beginning of the exit from one track, along a length greater than the distance between the extreme current collectors of the train, when the train is on one way. 3. The method of power supply of the controlled contact network insert according to claim 1, characterized in that the insulating parts forming the controlled section of the ramp are made in the form of an isolated mating of the contact wires of one track or ramp with an insulated segment of the contact wire forming transverse air gaps with the contact wires, and the contact wires themselves have a gap between themselves greater than the transverse distance between the insulated segment and the ends of the contact wires. 4. The method of power supply of the controllable contact network insert according to claim 1, characterized in that in the case of a train moving from one track to the exit, the voltage of one track is applied to the insert, and the voltage of one track is supplied to the isolated sections of the contact wire located on the same track , and the insulated section of the contact wire of the third insulating part is disconnected from any voltage, then when the train moves further along one track, the voltages are left unchanged, and in the case of a train entering the exit, the voltage of one track is disconnected from the insert, isolated sections of the contact wire included in the first and second insulating parts, then the voltage of the other path is applied to the controlled insert of the exit and to the insulated section of the contact wire entering the third insulating part. 5. The method of power supply of the controlled insert of the contact network according to claim 1, characterized in that when the train leaves the part of the controlled insert belonging directly to the contact network of the exit, the controlled insert of the exit and the insulated section of the contact wire included in the third insulating part are disconnected from the voltage another way. 6. The method of power supply of the controlled contact network insert according to claim 1, characterized in that the supply and removal of voltages from one and the other sections, as well as from the insulating interfaces, is carried out through synchronous switches that turn on the voltage in time near its transition through zero, and turn off the voltage near the zero crossing of the switch current.

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