CN111361464A - Train electrified neutral section passing impulse suppression system and train electrified neutral section passing system - Google Patents
Train electrified neutral section passing impulse suppression system and train electrified neutral section passing system Download PDFInfo
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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
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Abstract
A train electrified passing split phase impulse suppression system, the system comprising: the unloading forecasting signal generating device is arranged at the ground end and used for generating an unloading forecasting signal when the train enters a preset position before a phase change point; and the control device is connected with the unloading forecasting signal generating device and used for responding to the unloading forecasting signal and generating a corresponding unloading control signal so as to control the slow unloading of the train through a train control system by utilizing the unloading control signal. The electrified neutral section passing impulse suppression system of the train can enable the train to automatically and slowly unload force in advance when passing neutral section, thereby reducing the short-time impulse and longitudinal acceleration of the train, relieving the impulse of the train and enabling the train to stably pass through an electrified neutral section.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a train electrified neutral section impulse suppression system and a train electrified neutral section passing system.
Background
The traction power supply contact network of the electrified railway is a special single-phase power supply network. In order to prevent out-of-phase short circuit between two power supply arms and ensure that the voltage at the tail end of a contact network is not lower than the lowest working voltage of a train, a split-phase and sectional power supply mode is usually adopted. Domestic alternating current electrified railways usually need to be provided with an electric phase splitting device every dozens of kilometers.
The main circuit breakers of the train are mainly divided into two categories of power-off passing neutral section and charged passing neutral section according to whether the main circuit breakers of the train are disconnected when the train passes through the neutral section. The problems of train traction reduction, high speed loss and the like exist due to the fact that outage time is long in outage passing neutral section, and along with the fact that line traffic and running speed are continuously improved, the requirements of high-speed railways and heavy haul railways cannot be met more and more by means of outage passing neutral sections. For this reason, a charged neutral section solution has been developed.
The charged passing neutral section mode mainly comprises an on-column automatic passing neutral section mode and a ground automatic passing neutral section mode. The automatic passing phase separation of the pole-mounted switch has the problems of complex structure, easy formation of hard spots, large overvoltage impact, large inrush current and the like, and an anchor section structure cannot be used, so the pole-mounted switch is not suitable for the development of the electrified railway and is not applied in China. The ground automatically passes through a device arranged on the ground to supply power to the neutral area, so that the train can run in the neutral area without power failure, the defects of large speed loss and the like caused by power failure in the neutral area passing mode are overcome, and the method is one of the development trends of traction power supply systems.
The ground automatic passing neutral section mode comprises an electronic switch automatic passing neutral section mode and a mechanical switch automatic passing neutral section mode, wherein the mechanical switch automatic passing neutral section mode has longer dead time, so that the force is quickly unloaded when the train passes the neutral section, more obvious impact is generated, and the driving comfort of a driver is influenced. The power electronic switch is an ideal automatic passing neutral section mode at present by utilizing the advantages of fast response, accurate control, long service life and the like of a power electronic device, and particularly, the power-off time is extremely short when the power electronic switch passes neutral sections, so that the power electronic switch can realize the non-inductive passing neutral section of all trains.
However, when the out-of-phase power of the substation is split, the phase-change power-loss time of more than 10ms is required due to the problem of train network matching, so that the train impulse problem still exists. Therefore, the invention provides a method for inhibiting the impulse of the electrified automatic passing neutral section of the train aiming at the impulse problem of the electrified passing neutral section of the train.
Disclosure of Invention
In order to solve the above problems, the present invention provides a train electrified passing neutral section impulse suppression system, which comprises: the unloading forecasting signal generating device is arranged at the ground end and used for generating an unloading forecasting signal when the train enters a preset position before a phase change point; and the control device is connected with the unloading forecasting signal generating device and used for responding to the unloading forecasting signal and generating a corresponding unloading control signal so as to control the slow unloading of the train through a train control system by utilizing the unloading control signal.
According to an embodiment of the invention, the force-release signal generating device comprises any one of the following: radio frequency identification system, infrared correlation detection device and radar reflection detection device.
According to one embodiment of the invention, the force-release signal generating means is arranged on the messenger or on the ground.
According to one embodiment of the invention, the predetermined position is located in a region corresponding to the neutral section.
According to one embodiment of the invention, the control device is arranged on a train and connected with the train control system, and is used for transmitting the force unloading control signal to the train control system.
According to one embodiment of the invention, during the unloading phase, the traction force change rate of the train in the travel between the phase change point and the preset position is equal to the traction force change rate after the train passes through the phase change point.
According to one embodiment of the invention, in the unloading stage, the control device is configured to control the train control system through the unloading control signal to enable the train to unload the force at a first traction force change rate in the travel between the phase change point and the preset position, and enable the train to unload the force at a second traction force change rate after the phase change point.
According to another aspect of the invention, the train electrified neutral section passing system is characterized by comprising the train electrified neutral section passing impulse suppression system.
According to one embodiment of the invention, the train electrified neutral section passing system further comprises a ground automatic neutral section passing device.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required in the description of the embodiments or the prior art:
FIG. 1 is a schematic structural diagram of a train electrified passing neutral section system according to one embodiment of the present invention;
FIGS. 2 and 3 are schematic diagrams of a train electrified passing phase separation process according to one embodiment of the present invention;
fig. 4 is a force-discharge curve diagram of a train with passing neutral section system according to one embodiment of the present invention.
Detailed Description
The following detailed description of the embodiments of the present invention will be provided with reference to the drawings and examples, so that how to apply the technical means to solve the technical problems and achieve the technical effects can be fully understood and implemented. It should be noted that, as long as there is no conflict, the embodiments and the features of the embodiments of the present invention may be combined with each other, and the technical solutions formed are within the scope of the present invention.
In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the embodiments of the invention. It will be apparent, however, to one skilled in the art that the present invention may be practiced without some of these specific details or with other methods described herein.
The high-power alternating-current transmission electric locomotive has the advantages of superior traction performance, large traction force, high adhesion utilization rate, good starting acceleration performance, high reliability, short preparation operation time, low operation cost, energy conservation, good emission reduction and the like, and is convenient for realizing multi-locomotive traction. Meanwhile, the high-power alternating current transmission electric locomotive is used for towing the heavy-load cargo train, so that the running speed and the bearing weight of the train can be improved, and the transportation capacity of the railway is greatly improved.
In the running process of the alternating current heavy-duty train, due to the fact that the marshalling mode, the running line of the locomotive and the freight train and the traction characteristic, the operation mode and the braking working condition of the locomotive are different, the longitudinal impulse of the train is easily caused. In order to ensure the running safety of heavy-duty trains, a large number of related researches and tests on the longitudinal dynamics of trains are developed at home and abroad. The longitudinal train dynamics research takes the whole train system as a research object, and comprehensively considers the influences of coupler clearance, nonlinear characteristics of a buffer, traction and braking characteristics of locomotives, air braking of the train, synchronization action between the locomotives and the like.
Scholars at home and abroad carry out a great deal of research and experiments on the longitudinal dynamics of trains, but few scholars explore the problem of train impulse caused by short-time power failure when the trains are subjected to electric phase separation. When the train is electrified and passes through the out-of-phase electricity phase separation, the phase-change and power-loss time is long, and the traction force of the train is quickly reduced to zero in the power-loss process, so that the short-time impulse and the longitudinal acceleration of the train are greatly changed, and the train impulse is caused, and the safe operation of the train is influenced. Therefore, the inhibition of train impulse caused by rapid force unloading when the train passes through the neutral section is an important prerequisite for ensuring the safe operation of the train.
In order to solve the problems in the prior art, the invention provides a novel train electrified passing neutral section impulse suppression system and a train electrified passing neutral section system applying the train electrified passing neutral section impulse suppression system. The electrified neutral section passing impulse suppression system of the train can enable the train to automatically and slowly unload force in advance when passing neutral section, thereby reducing the short-time impulse and longitudinal acceleration of the train, relieving the impulse of the train and enabling the train to stably pass through an electrified neutral section.
Fig. 1 shows a schematic structural diagram of a train electrified neutral section passing system provided by the embodiment.
As shown in fig. 1, the train belt passing neutral section system provided by the present embodiment preferably includes: the train live passing neutral section impulse suppression system and the ground automatic passing neutral section device 101. In different embodiments of the present invention, according to different practical requirements, the ground automatic passing neutral section device 101 may be a mechanical switch ground automatic passing neutral section device, an electronic switch ground automatic passing neutral section device, or other reasonable devices capable of realizing train automatic passing neutral section at the ground end. The ground automatic passing neutral section device 101 can sequentially switch the voltages of the power supply arms (such as the first power supply arm a and the second power supply arm B) at two ends of the electric neutral section to the neutral section by controlling the power electronic switch or the mechanical switch, so as to ensure that the train passes through the electric neutral section without power interruption.
In this embodiment, the train electrified neutral section impulse suppression system preferably includes: a discharge forecast signal generating device 102 and a control device 103. The unloading forecast signal generating device 102 is disposed at the ground end, and is capable of generating an unloading forecast signal when the train enters a preset position before a phase change point.
Specifically, in the present embodiment, the unloading forecast signal generating device 102 is preferably implemented by using a radio frequency identification system. Of course, in other embodiments of the present invention, the unloading forecast signal generating apparatus 102 may also be implemented by selecting other reasonable devices or apparatuses according to actual needs, and the present invention is not limited thereto.
For example, in an embodiment of the present invention, the unloading forecast signal generating device 102 may also be implemented by using an infrared emission detecting device or a radar reflection detecting device.
In this embodiment, the force-unloading signal generating device 102 may be disposed on the messenger or on the ground (e.g., ground rail side) as needed. For example, the position is set at a preset position K on the ground rail side, which is spaced from the commutation point M by a preset distance (the preset distance may be configured to be a different reasonable value according to actual needs).
Of course, in other embodiments of the present invention, the specific location of the force-releasing signal generating device 102 may also be configured to be other reasonable locations according to actual needs, and the present invention is not limited thereto.
As shown in fig. 1, in the present embodiment, the control device 103 is connected to the unloading force forecast signal generating device 102, and the control device 103 can respond to the unloading force forecast signal transmitted by the unloading force forecast signal generating device 102 and generate a corresponding unloading force control signal. Meanwhile, the control device 103 sends the unloading control signal to a train control signal connected to the control device, so as to control the train to slowly unload the force through a train control system by using the unloading control signal.
In this embodiment, the control device 103 is preferably disposed on the train and connected to the train control system. It should be noted that, in different embodiments of the present invention, the specific installation position of the control device 103 on the train and the specific connection manner of the control device 103 and the train control system may be specifically configured according to actual needs, and the present invention is not limited to this.
In this embodiment, in the unloading stage (i.e. when the train control system performs the unloading of the tractive force in response to the unloading control signal sent by the control device 103), the tractive force change rate of the train in the travel between the phase change point M and the preset position K is equal to the tractive force change rate of the train after passing through the phase change point M.
Of course, in other embodiments of the present invention, according to actual needs, in the unloading stage, the control device 103 may also be configured to control the train control system through the unloading control signal, so that the train unloads at the first traction change rate in the travel between the phase change point M and the preset position K, and so that the train unloads at the second traction change rate after the phase change point M.
In order to more clearly show the working principle, the working process and the advantages of the train electrified neutral section passing system provided by the invention, the following is further explained by a specific neutral section passing process in combination with fig. 2 and 3.
As shown in fig. 2, when the train does not enter the neutral zone, the train does not enter the signal receiving area (i.e. the train does not travel to the preset position K in the neutral zone), and at this time, the unloading advance notice signal is not generated by the unloading advance notice signal generating device 102, so the device 103 on the train does not receive the unloading advance notice signal, and at this time, the train will continue to travel normally.
When the train travels to the signal receiving area (i.e., the train travels to the preset position K before the phase change point M), the control device 103 on the train enters the signal transmitting area of the unloading notice signal generating device 102. At this time, the unloading forecast signal generating device 102 will generate an unloading forecast signal and transmit the unloading forecast signal to the control device 103 arranged on the train, and the control device 103 will generate a corresponding unloading control signal, so that the train can automatically and slowly unload the force through the train control system.
Fig. 4 shows a curve of train traction force changing with time during train passing through a phase separation process in the present embodiment, where curve 1 is a curve of train traction force changing with time when train electrification passes through a phase separation system in the prior art, and curve 2 is a curve of train traction force changing with time when train electrification passes through a phase separation system in the present embodiment.
As can be seen from fig. 4, for the prior art, when the train reaches the phase change point M, the train is rapidly unloaded, i.e., the train tractive force rapidly decreases with the slope of K1, due to the long phase change power-off time. After the time of unloading force of the time length of delta T, the variable quantity delta F1 of the traction force of the train is larger, so that the short-time impulse delta P of the train and the longitudinal acceleration of the train are larger, the impulse of the train is large, the comfort of a train driver is influenced, and even the safe and stable running of the train is influenced in serious cases.
For the train electrified neutral section passing system provided by the embodiment, slow force unloading is started at the preset position K, and after the force unloading duration of T1 (where T1 is L/v, L is the distance from the point K to the commutation point M, and v is the average speed of the train), the train traction slowly decreases. When the train reaches the phase change point M, the train traction slowly drops with the slope of K2, and the train slowly unloads the force. After the force unloading time of the s duration delta T, the traction force variation delta F2 is smaller, so that the short-time impulse delta P of the train and the longitudinal acceleration variation of the train are obviously reduced, and the aim of reducing the train impulse is fulfilled.
Specifically, as can be seen from the following expressions (1) and (2), when the train reaches the phase inversion point M, the traction force F of the train slowly decreases after the train slowly discharges, so that the short-time impulse Δ P of the train and the longitudinal acceleration change of the train are reduced, and the purpose of reducing train impulse is achieved.
ΔP＝ΔF×ΔT (1)
a＝F1/m (2)
F1＝F-f (3)
Wherein, Δ F represents the traction variation, Δ T represents the variation time, F represents the train traction, F represents the train resistance, m represents the train mass, and a represents the train acceleration.
It can be seen from the above description that the system for suppressing train electrified passing neutral section impulse provided by the invention can inform the train of automatic slow unloading in advance based on the unloading advance notice signal before the train reaches the phase change point, so as to achieve the purpose of reducing train impulse.
The train electrified neutral section passing impulse suppression system does not influence the existing equipment in the implementation process, can realize suppression of train electrified neutral section passing impulse only by adding the unloading advance notice signal generation device and the control device on the basis of the existing equipment, does not cause other interference sources and additional influence on a traction power supply system by the added device, and has the advantages of simple structure, low cost and the like.
Meanwhile, the system can effectively solve the impulse problem of the electrified passing neutral section of the train, thereby realizing the safe and stable electrified passing neutral section of the train and further improving the comfort of train drivers.
It is to be understood that the disclosed embodiments of the invention are not limited to the particular structures or process steps disclosed herein, but extend to equivalents thereof as would be understood by those skilled in the relevant art. It is also to be understood that the terminology used herein is for the purpose of describing particular embodiments only, and is not intended to be limiting.
Reference in the specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the invention. Thus, the appearances of the phrase "one embodiment" or "an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment.
While the above examples are illustrative of the principles of the present invention in one or more applications, it will be apparent to those of ordinary skill in the art that various changes in form, usage and details of implementation can be made without departing from the principles and concepts of the invention. Accordingly, the invention is defined by the appended claims.
Claims (9)
1. An electrified passing neutral section impulse suppression system for a train, the system comprising:
the unloading forecasting signal generating device is arranged at the ground end and used for generating an unloading forecasting signal when the train enters a preset position before a phase change point;
and the control device is connected with the unloading forecasting signal generating device and used for responding to the unloading forecasting signal and generating a corresponding unloading control signal so as to control the slow unloading of the train through a train control system by utilizing the unloading control signal.
2. The system of claim 1, wherein the force-release signal generating device comprises any one of:
radio frequency identification system, infrared correlation detection device and radar reflection detection device.
3. A system as claimed in claim 1 or claim 2, wherein the force-release signal generating means is provided on the messenger or on the ground.
4. A system according to claim 1 or 2, wherein the predetermined position is located in the region corresponding to the neutral section.
5. The system according to any one of claims 1 to 4, wherein the control device is disposed on a train and connected to the train control system for transmitting the force-unloading control signal to the train control system.
6. The system according to any one of claims 1 to 5, wherein during a force unloading phase, the rate of change of tractive effort of the train on its journey between the commutation point and the predetermined position is equal to the rate of change of tractive effort of the train after passing the commutation point.
7. The system of any one of claims 1 to 5, wherein during a force unloading phase, the control device is configured to control the train control system via the force unloading control signal to unload the train at a first traction force change rate during a trip between the commutation point and the preset position, and to unload the train at a second traction force change rate after the commutation point.
8. A train electrified neutral section passing system, characterized in that the system comprises the train electrified neutral section passing impulse suppression system according to any one of claims 1-7.
9. The electrified passing neutral section system of claim 8, further comprising a ground automatic passing neutral section device.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202010196515.9A CN111361464A (en) | 2020-03-19 | 2020-03-19 | Train electrified neutral section passing impulse suppression system and train electrified neutral section passing system |
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| CN202010196515.9A CN111361464A (en) | 2020-03-19 | 2020-03-19 | Train electrified neutral section passing impulse suppression system and train electrified neutral section passing system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113135124A (en) * | 2021-04-23 | 2021-07-20 | 重庆中车长客轨道车辆有限公司 | Power supply switching system of railway vehicle |
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| CN110667650A (en) * | 2019-10-17 | 2020-01-10 | 株洲中车时代电气股份有限公司 | Control method and control system for passing neutral section of train |
| CN110884505A (en) * | 2019-10-17 | 2020-03-17 | 株洲中车时代电气股份有限公司 | Control method and system for passing neutral section of train |
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2020
- 2020-03-19 CN CN202010196515.9A patent/CN111361464A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
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| WO2008035768A1 (en) * | 2006-09-22 | 2008-03-27 | Central Japan Railway Company | Vehicle travel control system |
| CN103522918A (en) * | 2013-10-29 | 2014-01-22 | 南车株洲电力机车有限公司 | Automatic excessive-phase control method for electric locomotive |
| CN105539208A (en) * | 2016-01-25 | 2016-05-04 | 西南交通大学 | Power control method based on cascaded multilevel ground overvoltage phase splitting system |
| CN110667650A (en) * | 2019-10-17 | 2020-01-10 | 株洲中车时代电气股份有限公司 | Control method and control system for passing neutral section of train |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN113135124A (en) * | 2021-04-23 | 2021-07-20 | 重庆中车长客轨道车辆有限公司 | Power supply switching system of railway vehicle |
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