SU1771451A3 - Traction power system of metro lines - Google Patents

Description

The invention relates to power supply and can be used in a traction network of subway lines, where cars with regenerative braking are circulating.

There is a known system of power supply to the traction network of the subway from substations with sectioning of the contact rail for each main track in sections in front of passenger stations where the train moves in braking mode (1). The system is used on all subways.

The known system is the closest in technical essence and the achieved positive effect to the proposed system.

However, the known system has a number of disadvantages, for example, the presence of 14 m long air gaps that are not covered by the current collectors of the car at the contact rail section, which, when braking the car, will not ensure the continuity of the process of transferring the recovered energy to the traction network, in addition, a significant part of the energy at the contact rail section the recovery will be lost in the car’s own resistors and only a small part of it will

1771451 AZ rerad your train on the other way through the river Itn RU 325V substation. In addition, the air gaps do not allow continuous contact between the current collector and sections of the contact rail on the approach to the station.

However, the need for this arises:

with repeated launches in front of the station;

- after stopping the movement:

- when following a train without stopping at the station:

- during regenerative braking with the return of energy to the traction network.

The purpose of the invention is to increase the efficiency in the recovery of electrical energy into the network.

This circuit is achieved due to the fact that in the traction network of subway lines containing a contact rail, divided in the direction of the front of the station into sections with non-overlapping current collectors of the car air gaps, the main and backup supply lines connected through power disconnectors between the respective sections of the contact rail with a distribution rail traction substation device. contact rail inserts are introduced into the intersectional air gaps, connected through auxiliary disconnectors with contact rail sections lagging in the direction of travel and installed, with the possibility of formation of air gaps overlapped by the current collectors of the car and prevention of simultaneous overlap of air gaps by current collectors of different cars when disconnected auxiliary disconnectors opposing sections of both contact rails are interconnected by a corresponding reserve bubbled feed lines.

The system differs from the known one in that 18.7 m contact rail inserts are inserted into the inter-sectional air gaps enlarged to 37.9 m, connected through auxiliary disconnectors with contact rail sections lagging in the direction of travel and installed with the possibility of forming wagons blocked by current collectors at air gaps and preventing, when the auxiliary disconnectors are switched off, the simultaneous overlap of air gaps with the current collectors of different cars, while the opposing sections two contact rails connected us between a respective redundant supply lines.

The proposed system of the traction network of subway lines combines the quality of overlapping and non-overlapping air gaps between sections of the contact rail.

Such systems are unknown from patent and periodical literature, therefore the system has novelty.

In FIG. 1 shows a subway line traction network system; in FIG. 2 is a sectional diagram of a contact network.

The system consists of sections of a contact rail 1, inserts of a contact rail 2 with disconnectors 3 with electric wires of intersectional air gaps of non-overlapping 4 and blocked by 5 current collectors of the car, supply lines of the main 6 and reserve 7 with disconnectors with electric drives 8, switchgear 825V of traction substation 9, located at passenger station 10. The length of the insertion of the contact rail 2 and the air gaps of the contact rail 5 (Fig. 2) is selected so that when disconnector 3 is disconnected be simultaneous overlapping periods of current collectors different wagons.

The system works as follows.

In normal operation, disconnectors 3 and disconnectors ”a. in standby line 7 included. Then, when the train enters the station in the mode of regenerative braking, each car with its current collectors will overlap the intersection air gaps 5 between the sections of the contact rail 1, which will ensure continuous transmission of energy from the recovery to both sections of the contact rail of the same track and with disconnectors a and b (a In cases b and d) through the cables of the backup and the main supply lines 825V - to both sections of the contact rail of the other path.

Thus, the traction network of both tracks, consisting of separate sections, is transformed into a single system that provides efficient transmission of electricity with minimal losses of voltage and power to other trains within the area covering the station with adjacent sections, and with short stretches, the connection of the station.

When performing repair work and in extreme cases at the station, a single traction network system can be quickly disassembled by telemechanics into its components.

The application of the proposed traction network system makes it possible to increase the share of energy savings from recovery, to reduce the energy consumption for train traction with a decrease in electric power losses in the traction network, and to provide the possibility of repeated switching on of wagon electric motors in the sections of contact rails when the train enters the station.

Claims (1)

Claim A traction network of metro lines containing a contact rail, divided in the direction of the car in front of the station into sections with non-overlapping current collectors of the car air gaps, main and backup supply lines, including through power disconnectors between the corresponding sections of the contact rail and the switchgear of the traction substation, characterized in that contact rail inserts are introduced into the intersectional air gaps, connected through auxiliary disconnectors with lagging downstream Ia contact rail sections and installed so as to form overlapping pantographs carriage and preventing air pomezhutkov when disconnected subsidiary disconnectors simultaneous overlap air gaps pantographs various carriages, with the opposing section of both the contact rails are interconnected by respective redundant supply lines. FIG. 1 FIG. 2