CN115432033A - Secondary side overvoltage protection method suitable for traction transformer under multi-vehicle common arm - Google Patents

Secondary side overvoltage protection method suitable for traction transformer under multi-vehicle common arm Download PDF

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Publication number
CN115432033A
CN115432033A CN202211162768.XA CN202211162768A CN115432033A CN 115432033 A CN115432033 A CN 115432033A CN 202211162768 A CN202211162768 A CN 202211162768A CN 115432033 A CN115432033 A CN 115432033A
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China
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train
secondary side
signal
overvoltage
arm
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CN202211162768.XA
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CN115432033B (en
Inventor
肖嵩
刘骁
吴广宁
郭裕钧
张血琴
陈真
颜靖东
段珺章
朱涛
张彬雨
吴雨苏
郭海川
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Southwest Jiaotong University
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Southwest Jiaotong University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
    • B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
    • B61L23/16—Track circuits specially adapted for section blocking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M5/00—Arrangements along running rails or at joints thereof for current conduction or insulation, e.g. safety devices for reducing earth currents
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/028—Determination of vehicle position and orientation within a train consist, e.g. serialisation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/06—Indicating or recording the setting of track apparatus, e.g. of points, of signals
    • B61L25/065—Indicating or recording the setting of track apparatus, e.g. of points, of signals for signalling systems on the vehicle using current conduction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/40—Handling position reports or trackside vehicle data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H3/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection
    • H02H3/20—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H9/00—Emergency protective circuit arrangements for limiting excess current or voltage without disconnection
    • H02H9/04—Emergency protective circuit arrangements for limiting excess current or voltage without disconnection responsive to excess voltage

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a method for protecting secondary side overvoltage of a traction transformer suitable for multi-vehicle common-arm, which is based on an automatic passing phase ATP (automatic passing phase) and ground magnetic steel induction automatic passing phase GFX (ground magnetic steel) system of the existing vehicle-mounted equipment, and sends a VCB operation advance notice signal to a train which normally runs under the same power supply arm before a passing phase train is disconnected or closed, so that a secondary side converter of the traction transformer of the vehicle is electrically disconnected with the traction transformer before being impacted by the operation overvoltage of other vehicles, and the influence of the overvoltage impact on the secondary side equipment on the performance is avoided. The invention avoids the secondary side equipment of the traction transformer from receiving overvoltage impact, effectively protects important current transformation equipment such as a rectifier and the like, and uses a wired communication mode to transmit signals, thereby effectively dealing with the situation that when a train runs on a road section with complex communication conditions such as a tunnel, a mountain and the like, the train can still receive the signals accurately in time and timely react to overvoltage.

Description

Secondary side overvoltage protection method suitable for traction transformer under multi-vehicle common arm
Technical Field
The invention belongs to the field of electrified rail transit, and particularly relates to a secondary side overvoltage protection technology of a traction transformer suitable for multiple vehicles under a common arm.
Background
The rapid development of high-speed rail brings about the increasing density of passenger capacity and train operation. The motor train unit in China adopts an AC-DC-AC power supply mode, 27.5kv single-phase alternating current is taken from a contact net by a pantograph and is used for a traction motor after voltage reduction, rectification, filtering and inversion. The method is characterized in that three phases on the side of a power grid are unbalanced after a certain phase alternating current is used for a long time, so that split-phase power supply is adopted for high-speed rails in China, namely, a split-phase area is arranged every 20-25km, the split-phase area is free of electricity, contact networks on two sides are of the split-phase alternating current, split-phase power supply of a train is realized, a vehicle-mounted Vacuum Circuit Breaker (VCB) is usually disconnected when the train passes through the split-phase area, the circuit breaker is closed after the train passes through the split-phase area, and a large operation overvoltage is usually caused in the VCB operation process. As the train operation density in China is getting larger and larger, the condition that a plurality of trains run in a common arm mode is more common, the phenomenon that the front train is in passing neutral section operation or a certain train finishes passing neutral section and enters the front power supply arm often occurs, and other trains can normally run under the same power supply arm. The process of passing through the neutral section is accompanied with the opening or closing of the vacuum circuit breaker, and due to the existence of the energy storage element in the traction power supply loop, high-frequency electromagnetic oscillation can be generated, a large operation overvoltage can be generated in the traction power supply loop, and the overvoltage can be transmitted through a contact network, so that a train which normally runs under the same power supply arm can be impacted by the operation overvoltage from other vehicles. Compared with the high-voltage equipment on the primary side, the equipment on the secondary side has weaker overvoltage impact resistance, the aging of a power electronic switching device can be accelerated when the equipment on the secondary side is subjected to overvoltage impact for a long time, and even the IGBT module can be burnt out in serious conditions, so that a train power system is damaged, and the driving safety is seriously threatened.
As the running density and speed of high-speed rail passenger trains in China are higher and higher, the operation of a plurality of trains under the same power supply arm is more and more common, excessive phase-separation operation overvoltage conducted along a contact network is more and more frequent, and the impact frequency of secondary side equipment of a train traction transformer is higher and more. Aiming at the phenomenon, the operation logics of an ATP (automatic train protection) passing neutral section system and a GFX (neutral section passing) passing neutral section system of the existing train are utilized, a leakage cable communication technology is combined, signals are sent to a leakage cable host machine through a train antenna communication system before a passing neutral section train operates a VCB (virtual vehicle bus), then the signals are transmitted along a leakage cable, wireless communication is combined, signals are sent to the train running in a common arm mode in a wired/wireless mode, the train running in the same power supply arm section is enabled to establish regenerative braking in advance before overvoltage impact of a network side comes, the electrical connection between the secondary side and a traction transformer is cut off, the voltage of a direct current link in the secondary side of the traction transformer of the train is kept stable in the regenerative braking process, normal current taking of an auxiliary converter is guaranteed, normal power supply of facilities such as an air conditioner of the train is kept, influences on passengers are reduced to the maximum extent, meanwhile, high-voltage equipment on the secondary side of the traction transformer is prevented from being influenced by the overvoltage impact, the service life of the converter is prolonged, the accident rate of the train is reduced, and the driving safety, the stability and the reliability are improved.
Disclosure of Invention
Aiming at the increasingly common multi-train common-arm operation condition, the invention provides a method for protecting the secondary side overvoltage of a traction transformer, which is suitable for a multi-train common-arm condition, in order to prevent the operation overvoltage of a train caused by the operation of a VCB (vertical control bus) during passing neutral section from being conducted through a contact network, thereby causing impact on the secondary side high-voltage equipment of the traction transformer of the normally-operated train under the same power supply arm, ensuring the safe operation of the train, prolonging the service life of a vehicle-mounted converter and improving the reliability and stability of driving.
The invention relates to a method for protecting secondary side overvoltage of a traction transformer suitable for multi-vehicle common-arm, which is characterized in that based on the operation logic of two existing main-flow passing phase-splitting systems, before a passing phase-splitting train opens or closes a VCB, a VCB operation advance notice signal is sent to a train which normally runs under the same power supply arm, so that a secondary side converter of the traction transformer of the vehicle is electrically disconnected with the traction transformer before being impacted by the overvoltage of other vehicles, and the influence of overvoltage impact on secondary side equipment on performance is avoided.
When the passing neutral section train adopts an ATP automatic passing neutral section system, after the train receives phase separation zone information from a ground control center or a ground responder, the ATP can send a passing neutral section enabling signal to the train, and the train can carry out a series of passing neutral section preparation operations; at the moment, the train sends signals to the train running on the same arm through the roof antenna and sends signals to the ground signal receiver beside the rail, the signals are processed by the leakage cable host machine and then transmitted by the leakage cable, and the train running on the same arm can take protective measures timely after receiving the signals from the antenna or the leakage cable.
When the neutral-section passing train adopts a GFX neutral-section passing system, the train conducts a preparatory operation of neutral section passing through a rail magnetic steel induction signal which is arranged in front of a neutral-section area by a certain distance, a ground position sensor which is at the same position with the rail magnetic steel can detect a train position signal at the same time, and the signal is processed by a leakage cable host machine and then transmitted to the train running on the same arm by a leakage cable; when a train finishes passing through the split phase and drives into the power supply arm, the ground position sensor detects a train position signal, and the signal is processed by the leakage cable host and then transmitted to the train running on the same arm through the leakage cable.
The protection measures are specifically as follows: after a train running in a co-arm mode receives a signal from a passing split-phase train antenna or a trackside leakage cable through a signal receiver, a main control module firstly detects the state of secondary side current of a traction transformer, and if the secondary side current is zero, no action is performed; otherwise, the master control system sends a signal to the train control system, the train control system controls the train to start to establish regenerative braking, meanwhile, the master control module outputs a relay driving signal, the relay is driven to be disconnected by the driving circuit after the relay driving signal is amplified by the amplifying circuit, and the converter is electrically disconnected with the traction transformer so as to avoid the operation overvoltage impact of the over-phase-splitting train; after the time set by the system, the train finishes regenerative braking, the master control module outputs a relay closing signal, the relay is driven to close after amplification, and the train recovers normal operation.
And the main control module detects the secondary side current value through the current sensor twice continuously in a half period of the secondary side current, if the two return results are both 0, the secondary side is in a disconnected state, and if at least one return result is not 0, the secondary side is not disconnected, and the train is in a normal operation mode.
Two ground position sensors are adopted at a position signal sampling point to detect the position information of the passing split-phase train, and only when the leakage cable host receives the signals of the ground position sensors twice, the signals are output to the leakage cable, so that the ground position sensors are prevented from misoperation, and the overvoltage protection precision is improved.
The beneficial technical effects of the invention are as follows:
1. the invention comprehensively considers the operation overvoltage impact under the condition of multi-vehicle common-arm operation and carries out targeted overvoltage protection. The conventional overvoltage protection is mainly focused on the influence and impact of overvoltage on a vehicle, but the condition of multi-vehicle co-arm operation is common day by day, when a train passes through a neutral-phase operation VCB, the overvoltage can be conducted along a contact net to influence other normally-operated trains, and particularly, when equipment on the secondary side of a train traction transformer receives the overvoltage coupled by the traction transformer, power electronic switches on the equipment on the secondary side, such as a converter and the like, can be accelerated to age. The invention effectively prevents the secondary side converter of the train traction transformer from being impacted by overvoltage from other trains, and improves the stability and reliability of train operation.
2. The overvoltage protection technology of the secondary side equipment mainly adopts a wired communication technology and is assisted by a wireless communication technology. Compared with wireless communication, wired communication has the advantages of high transmission rate, stable signals, high safety and strong anti-interference capability, and particularly on a road section with many mountain tunnels, the wireless communication often has the defects of transmission delay and even signal loss. For multi-train common-arm overvoltage, a wireless communication mode is adopted for signal transmission in the prior research, a plurality of uncertain factors exist in the mode under complex road conditions, signals are easy to lose in sections such as mountain tunnels and the like, and trains running in a common-arm mode cannot accurately receive the signals in due time, so that the wireless communication mode cannot meet the requirements in some sections. The invention utilizes the characteristics of the leakage cable that the signal transmission and the emission are simultaneously realized, adopts the wired communication, and greatly improves the stability and the anti-interference performance of the signal transmission compared with the wireless communication mode of the prior research, so that the trains which run together with the arms can accurately receive the signals in time no matter in the tunnel or in an open area, and can timely make the protection action, thereby preventing the trains from the overvoltage impact from the excessive phase trains. The split-phase advance notice signal is transmitted by using the car roof antenna system, and more is used as a spare, so that when a leakage cable fails, a train running in a same arm can still receive the signal, and a protective measure is timely executed.
3. The invention arranges the relay switch on the secondary side of the train traction transformer, thereby not only preventing the secondary side equipment of the traction transformer from suffering the operation overvoltage impact of an excessive phase train, but also not generating larger overvoltage in a traction power supply loop due to the operation of the relay switch, and effectively improving the safety and the stability of the train operation. In the existing research, a switch is arranged on the primary side of a transformer for protection, but in the process of operating the switch, a capacitor and an inductance element in a traction power supply loop can cause high-frequency electromagnetic oscillation in the traction power supply loop, so that overvoltage is generated, and the overvoltage can be conducted through a contact network, so that other trains are influenced. To protect against overvoltage, overvoltage is generated, and the method is an irrevocable method.
4. The invention designs different passing phase forecasting signal acquisition modes based on two passing phase separation modes of ATP and GFX. Aiming at overvoltage protection under a multi-train common arm, the prior research mainly aims at the condition that an ATP passing neutral section system is adopted by a train, but a GFX passing neutral section system is ignored, and under the actual condition, the GFX passing neutral section system can be started by the train when a certain special road section or the ATP passing neutral section system fails. The reliability and the accuracy of overvoltage protection are improved.
Drawings
FIG. 1 is a schematic view of the operation of a multi-vehicle common arm.
Fig. 2 is a schematic diagram of main high-voltage equipment of the train.
Fig. 3 is a flow chart of overvoltage protection in multi-vehicle co-arm operation.
Fig. 4 is a schematic diagram of an overvoltage protection system for multi-vehicle co-arm operation.
Fig. 5 is a block diagram of an overvoltage protection system for multi-vehicle co-arm operation.
Fig. 6 is a hardware implementation diagram of overvoltage protection in multi-vehicle co-arm operation.
The attached drawings are explained as follows: 1-traction substation, 2-on-line, 3-pantograph, 4-contact network, 5-rail, 6-train carriage, 7-traction motor, 8-roof high-voltage cable, 9-converter, 10-vacuum breaker, 11-protection grounding, 12-working grounding, 13-transformer, 14-current transformer, 15-voltage transformer, 16-lightning arrester, 17-isolating switch, 18-grounding resistor, 19-rectifier, 20-filter, 21-inverter, 22-carriage, 23-vehicle-mounted position sensor, 24-ground position sensor A, 25-secondary side overvoltage protection system, 26-leakage cable host A, 27-train roof antenna, 26-train protection system 28-leakage cable terminal, 29-ground signal receiver, 30-leakage cable A, 31-leakage cable repeater, 32-rail magnetic steel, 33-train roof antenna system, 34-main control module, 35-ATP automatic phase-passing system, 36-amplifying circuit, 37-driving circuit, 38-switching circuit, 39-overvoltage absorption circuit, 40-current detection circuit, 41-signal receiving module, 42-ground position sensor B, 43-leakage cable host B, 44-leakage cable B, 45-current sensor, 46-secondary side current transformer, 47-singlechip minimum system and 48-DAC0832 digital-to-analog conversion module.
Detailed Description
The invention is described in further detail below with reference to the figures and the detailed description.
The invention relates to a method for protecting secondary side overvoltage of a traction transformer suitable for multi-vehicle common-arm, which considers two existing mainstream passing phase separation technologies and lays leakage cables along the same power supply arm. The leakage cable is a coaxial cable which has signal transmission and emission at the same time, and the outer conductor of the leakage cable is opened at equal intervals or is woven sparsely to realize outward radiation of signals. The invention utilizes the different characteristics of two passing phase separation technologies and combines the leakage cable communication technology, and signals are sent to the train which normally runs under the same power supply arm in time before the passing phase separation train operates the VCB. For the ATP automatic neutral-section passing system, a ground signal receiver is arranged beside a railway, is connected with a leaky cable main machine, receives a phase-splitting forecast signal from a neutral-section passing train and transmits the phase-splitting forecast signal through the leaky cable. And after the signal receiving module of the co-arm running train receives the split-phase advance notice signal from the leakage cable, the signal receiving module immediately reacts to the signal, executes a secondary side detection program, and controls the train to start to establish regenerative braking after confirming that the secondary side is not disconnected so as to maintain the voltage stability of the intermediate direct current link of the converter. And simultaneously, the main control module outputs signals, and the signals are amplified by the point discharge circuit and then are driven by the driving circuit to be disconnected, so that the traction transformer is electrically disconnected with the secondary side equipment. Because the converter equipment also contains an energy storage element, overvoltage is inevitably generated in the process of operating the relay, but the voltage grade of the secondary side is lower relative to the primary side, and the generated overvoltage is much lower than the overvoltage impact from a contact net, so that only one RC resistance-capacitance circuit is connected in parallel in a secondary side loop and is used for absorbing the overvoltage caused by the action of the relay. After the front train finishes passing through the split-phase operation, the main control module automatically outputs an end signal after the time set by the system, the relay is driven to be closed after the end signal passes through the amplifying circuit and the driving circuit, meanwhile, the vehicle-mounted system controls the traction motor to end regenerative braking, the train returns to normal operation, and the overvoltage protection stage is ended. Besides, besides the leakage cable communication, the invention also utilizes the train roof antenna system to synchronously send signals to the trains running in the same arm when the over-split trains send signals to the ground signal receiver, and after the trains running in the same arm receive the signals, the above procedures are also executed, and the two signal transmission modes act together to increase the accuracy of overvoltage protection.
Because the train does not only adopt the ATP passing phase technology, the train can be switched to the GFX passing phase under certain special conditions and road sections. For GFX passing neutral section, when a train passes through the first magnetic steel position (passing neutral section forecasting position) of a rail, a ground position sensor at the same position with the magnetic steel detects a signal of a vehicle-mounted position sensor, the fact that the train is about to be disconnected with VCB enters a passing neutral section stage is indicated, the sensor transmits the signal to a leakage cable host after detecting the position signal of the train, the host transmits the signal along the leakage cable, a signal receiving module of a common-arm running train receives the signal and executes a program which is the same as that under the condition of automatic passing neutral section of ATP, a detection circuit module confirms that a secondary side is not disconnected, a train system controls a motor to establish regenerative braking, a main control module sends a turn-off signal to drive a relay to be disconnected, and after the set time of the system, the main control module automatically outputs a relay closing signal, the train finishes the regenerative braking and enters a normal running mode.
When the train finishes passing the split phase and enters the power supply arm to run, the position of the train is detected through a ground position sensor arranged at the end position of the split phase area, the VCB is not closed when the train enters the power supply arm, the signal of the position sensor is processed by a leakage cable host and transmitted through a leakage cable, and the executed program is consistent with the program after the signal receiving module of the train running on the same arm receives the signal.
The multi-train common-arm operation condition is shown in fig. 1, the main high-voltage equipment of the trains is shown in fig. 2, under the same power supply arm 4, two trains get power from the same contact net through respective pantographs 3, the electric energy comes from the same traction substation 1, flows into the traction transformer through equipment such as a current transformer 14, a voltage transformer 15 and a vehicle-mounted vacuum circuit breaker 10 through a roof high-voltage cable 8, and then flows back to the traction substation 1 through a working grounding shaft 12. After being reduced in voltage by the traction transformer 13, the traction current is rectified, filtered and inverted by the secondary side converter 9, and then is supplied to the traction motor 7 to drive the train to run. The carriage 22 is connected to the rail 5 via a protective earth axle, ensuring that the train and rail are at the same potential.
The flow of the overvoltage protection method for multi-vehicle co-arm operation is shown in fig. 3, the system schematic diagram of the overvoltage protection method is shown in fig. 4, and the system comprises the following parts: the train phase separation forecast signal transmission device mainly comprises a ground signal receiver 29, a ground position sensor A24, a leakage cable host A26, a leakage cable A30, a repeater 31 and a leakage cable terminal 28. The ground signal receiver 29 is used for receiving the passing phase advance notice signal from the passing phase train, and the ground position sensor A24 is used for cooperating with the train-mounted position sensor 23 to detect the position of the train. The leaky cable a30 is a coaxial cable having both signal transmission and emission, and the signal is radiated outward by opening or weaving the outer conductor of the leaky cable at equal intervals. The main unit a26 of the leakage cable is used for processing signals, and the relay 31 is used for enlarging the transmission distance of the signals. The overvoltage protection device mainly comprises a main control module 34, a signal receiving module 41, a vehicle-mounted position sensor 23, a current detection circuit 40, an amplifying circuit 36, a driving circuit 37 and a secondary side overvoltage absorption circuit 39. The main control module 34 is used for processing and outputting various signals, the signal receiving module 41 is used for receiving signals from the leaky cable 30, the vehicle-mounted position sensor 23 and the ground position sensor 24 are matched to detect the position of a train, the current detection circuit 40 is used for detecting whether a secondary side loop of the traction transformer is disconnected, the amplification circuit 36 and the driving circuit 37 are respectively used for amplifying the signals output by the main control module 34 and driving a relay to act, and the secondary side overvoltage absorption circuit 39 is used for absorbing overvoltage generated by the secondary side loop when the relay acts.
The specific working mode of the invention is as shown in fig. 5, for the situation that the front train is about to pass through the neutral section, when the ATP is in the CTCS2 or CTCS3 control mode, according to the ATP automatic neutral section passing operation logic, when the train approaches the neutral section, the train can receive the neutral section information from the ground control center or the ground transponder, the ATP will monitor the speed and position information of the train in real time, when the train is further away from the neutral section for 13 seconds, the ATP sends out a neutral section enabling signal to the train, and the train will make a series of preparation operations for passing through the neutral section. Meanwhile, a train phase separation advance notice signal is sent to the ground signal receiver 29 and the train running in the same arm through the train roof antenna system 33, and the signal sent to the train running in the same arm is also received by the train roof antenna. The signal transmitted to the surface signal receiver 29 is processed by the leaky cable host a26, transmitted backward through the leaky cable a30, and retransmitted by the repeater 31 to extend the signal transmission distance. After receiving the signal, the signal receiving module 41 of the train normally running under the same power supply arm sends the signal to the main control module 34, the main control module first detects the value of the current sensor twice in a half period of the secondary side current, if the two times are both 0, it indicates that the train has received a phase splitting advance notice signal of other trains before, for example, the train has ended passing through the phase splitting at the rear and drives into the power supply arm, which will be described in detail below, and is in a secondary side overvoltage protection state, and at this time, the main control module will not have any action. If the voltage of the train is not 0 at least once, the train is in a normal operation mode, the master control module sends a signal to a train control system at the moment, and the train starts to establish regenerative braking to maintain the voltage stability of a direct current link in the middle of the converter 9, so that the auxiliary converter can stably supply power, and the normal operation of facilities such as an air conditioner in a train compartment is ensured. Meanwhile, the main control module 34 sends out a relay driving signal, the signal is amplified by the amplifying circuit 36 and then is driven by the driving circuit 37 to be disconnected, the secondary side of the traction transformer loses the electrical connection with the transformer 13, and the train formally enters a protection mode. When the passing phase train is further 3 seconds away from the phase separation area, the ATP sends a phase separation control signal to the train, the VCB of the passing phase train is disconnected, and the secondary side of the train running in the same arm enters a protection mode, so that the secondary side of the passing phase train cannot be impacted by overvoltage of the passing phase train. In addition, when the train in the co-arm train receives a signal through the roof antenna, the signal is also sent to the main control module 34 for processing, and the same procedure as described above is executed. For a train running in a common arm, the duration of overvoltage, the control time of a front train passing through a phase splitting process and the time of finishing passing through the phase splitting of the train are comprehensively considered, after the train enters the VCB10 closing time of the other power supply arm, the automatic closing time of a secondary side relay of a traction transformer is set to be 20 seconds, namely after the relay is disconnected for 20 seconds, a main control module 34 sends out a relay closing signal, the relay is driven to be closed after amplification, meanwhile, the train controls a traction motor to finish regenerative braking, the train recovers power and enters a normal running mode. When the train adopts GFX passing neutral section system, the shielding of track magnet steel signal can be cancelled to the train, when the train passes through first track magnet steel 32, senses the phase splitting forecast signal, and the train begins a series of preparation work of passing neutral section this moment, but has not disconnected VCB10 yet. A ground position sensor a24 is arranged at the first magnetic steel 32, when a train passes through the first rail magnetic steel 32, a position signal is detected by the ground sensor a24, the signal is processed by a leakage cable host a26 and then transmitted backwards through a leakage cable a30, after receiving the signal, a signal receiving module 41 of the train which normally runs under the same power supply arm executes the same program as that of the ATP automatic neutral section system, namely, whether the secondary side is disconnected is detected firstly, if no current exists, no action is performed, if the secondary side has current and is in the normal running condition, overvoltage protection program setting is started to be executed, the train starts to establish regenerative braking, meanwhile, a main control module 34 outputs a relay driving signal, the signal is amplified and drives a relay to be disconnected, so that the secondary side high-voltage equipment of a traction transformer is electrically disconnected with the transformer, and overvoltage impact from other trains is avoided. After 20 seconds, the front train completes passing neutral section operation, at the moment, the main control module automatically outputs signals, the relay is driven to be closed after amplification, the train recovers power supply, and the train enters a normal operation mode. According to the control priority of the ATP passing phase and the GFX passing phase, the train always adopts the ATP automatic passing phase under the normal condition, and under the condition that the ATP controls the train, the time of outputting the passing phase enabling signal to the train is earlier than the time when the train passes through the first rail magnetic steel, namely the GFX passing phase system belongs to a standby system. Under normal conditions, signals are received by the ground signal receiver 29 and transmitted to the train running on the same arm, and under special conditions, when GFX passing neutral section is adopted, the ground position sensor A24 located at the same position as the rail magnetic steel 32 receives and transmits the signals to the train running on the same arm, the two transmission modes share the same leakage cable host A26 to process the signals, and share the same leakage cable A30 to transmit the signals.
For the situation that the rear part of the train has finished passing neutral section and is about to enter the power supply arm to run the train, a ground position sensor B42 is arranged at the boundary between a phase separation area and the power supply arm, no matter what type of passing neutral section mode is adopted by the train, when the train enters the power supply arm, the train is not closed yet and is still in a non-power state, at the moment, the ground position sensor B42 detects the position of the train and transmits signals to a leakage cable host B43, the leakage cable host B43 transmits the processed signals forwards through a leakage cable B44, after the signal receiving module 41 of the train running on the same arm receives the signals, the main control module 34 still detects the secondary side loop current of the traction transformer at first, and if the secondary side is determined to be open circuit, no action is carried out. If the secondary side is in a normal condition, the main control module 34 outputs a signal to the vehicle-mounted control system, the control system controls the traction motor 7 to establish regenerative braking, meanwhile, the main control module 34 outputs a relay driving signal, the relay is driven to be disconnected by the driving circuit 37 after the signal is amplified by the amplifying circuit 36, the train completes the setting of the protection state, and the secondary side of the traction transformer is disconnected before the rear train operates the VCB, so that the impact of overvoltage is avoided. Meanwhile, an RC resistance-capacitance circuit 39 is connected in parallel with the secondary side loop and is used for absorbing overvoltage generated in the secondary side loop when the relay acts.
Each module of the present invention is shown in fig. 6, wherein the part for detecting the secondary side current state is composed of a secondary side current transformer 46 and a current sensor 45, and a main control system composed of a single chip microcomputer 47 collects current signals for judging the secondary side current state. The relay driving signal is converted into an analog signal by a digital signal output by the singlechip through a DAC0832 digital-to-analog conversion module 48, an amplifying circuit is formed by LM358, and the relay driving signal is amplified and then drives the relay to act through a driving circuit.

Claims (4)

1. A secondary side overvoltage protection method of a traction transformer suitable for a multi-train common-arm system is characterized in that before a multi-phase-passing train is disconnected or closed VCB, a VCB operation advance notice signal is sent to a train which normally runs under the same power supply arm, so that a current transformer of the secondary side of the traction transformer of the vehicle is disconnected from the traction transformer before being subjected to overvoltage impact of other trains, and the influence of overvoltage impact on secondary side equipment on performance is avoided;
when the passing neutral section train adopts an ATP automatic passing neutral section system, after the train receives phase separation zone information from a ground control center or a ground responder, the ATP can send a passing neutral section enabling signal to the train, and the train can carry out a series of passing neutral section preparation operations; at the moment, the train sends signals to the train running on the same arm through the roof antenna and sends signals to the ground signal receiver beside the rail, the signals are processed by the leakage cable host machine and then transmitted by the leakage cable, and the train running on the same arm timely takes protective measures after receiving the signals from the antenna or the leakage cable;
when the neutral-section passing train adopts a GFX neutral-section passing system, the train conducts a preparatory operation of neutral section passing through a rail magnetic steel induction signal which is arranged in front of a neutral-section area by a certain distance, a ground position sensor which is at the same position with the rail magnetic steel can detect a train position signal at the same time, and the signal is processed by a leakage cable host machine and then transmitted to the train running on the same arm by a leakage cable; when a train finishes passing through the split phase and drives into the power supply arm, the ground position sensor detects a train position signal, and the signal is processed by the leakage cable host and then transmitted to the train running on the same arm through the leakage cable.
2. The method for protecting the secondary side overvoltage of the traction transformer under the condition of multiple vehicles sharing the arm according to claim 1, wherein the protection measures are specifically as follows:
after a train running in a co-arm mode receives signals from an antenna of the passing split-phase train or a trackside leakage cable through a signal receiver, a main control module firstly detects the state of secondary side current of a traction transformer, and if the secondary side current is zero, no action is performed; otherwise, the master control system sends a signal to the train control system, the train control system controls the train to start to establish regenerative braking, meanwhile, the master control module outputs a relay driving signal, the relay is driven to be disconnected by the driving circuit after the relay driving signal is amplified by the amplifying circuit, and the converter is electrically disconnected with the traction transformer so as to avoid the operation overvoltage impact of the over-phase-splitting train; after the time set by the system, the train finishes regenerative braking, the main control module outputs a relay closing signal, the relay is driven to close after amplification, and the train returns to normal operation.
3. The method as claimed in claim 2, wherein the main control module detects the secondary side current value through the current sensor twice in a half cycle of the secondary side current, if the two return results are both 0, the secondary side is in a disconnected state, and if at least one of the two return results is not 0, the secondary side is not disconnected, and the train is in a normal operation mode.
4. The method for protecting secondary side overvoltage of traction transformer suitable for multi-train under common arm as claimed in claim 1, wherein two ground position sensors are used to detect the position information of the split-phase train at a position signal sampling point, only when the host machine of the leaky cable receives the signal of the ground position sensor twice, the host machine of the leaky cable will output signal to the leaky cable to prevent the ground position sensor from malfunction and improve the accuracy of overvoltage protection.
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