CN115432033B - Traction transformer secondary side overvoltage protection method suitable for multi-vehicle common arm - Google Patents

Traction transformer secondary side overvoltage protection method suitable for multi-vehicle common arm Download PDF

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Publication number
CN115432033B
CN115432033B CN202211162768.XA CN202211162768A CN115432033B CN 115432033 B CN115432033 B CN 115432033B CN 202211162768 A CN202211162768 A CN 202211162768A CN 115432033 B CN115432033 B CN 115432033B
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China
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train
secondary side
signal
overvoltage
traction transformer
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CN115432033A (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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Classifications

    • 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 traction transformer secondary side overvoltage protection method suitable for a multi-vehicle common arm, which is based on an existing vehicle-mounted equipment automatic neutral section ATP and ground magnetic steel induction automatic neutral section GFX system, and before a neutral section train is opened or closed with VCB, a VCB operation forenotice signal is sent to a train which normally operates under the same power supply arm, so that the traction transformer secondary side converter of the vehicle is disconnected from the traction transformer before the traction transformer is impacted by the overvoltage of the operation of the vehicle, and the influence on the performance caused by the overvoltage impact of secondary side equipment is avoided. The invention avoids the overvoltage impact received by the secondary side equipment of the traction transformer, effectively protects important converter equipment such as a rectifier and the like, and transmits signals in a wired communication mode, thereby effectively and accurately receiving signals in time when a train runs on a road section with complex communication conditions such as a tunnel, a mountain and the like, and timely reacting to overvoltage.

Description

Traction transformer secondary side overvoltage protection method suitable for multi-vehicle common arm
Technical Field
The invention belongs to the field of electrified rail transit, and particularly relates to a traction transformer secondary side overvoltage protection technology suitable for multi-vehicle common arm.
Background
The rapid development of high-speed rail brings about the increasing passenger traffic and train running density. 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 the single-phase alternating current is subjected to voltage reduction, rectification, filtering and inversion for a traction motor. The long-term use of a certain alternating current can lead to unbalanced three phases on the power grid side, so that the high-speed railway in China adopts split-phase power supply, namely, a split-phase area is arranged every 20-25km, the split-phase area is dead, and contact networks on two sides are out-of-phase alternating currents, thereby realizing split-phase power supply of a train, and when the train passes through the split-phase area, a vehicle-mounted Vacuum Circuit Breaker (VCB) is often disconnected, and when the train passes through the split-phase area, the circuit breaker is closed again, and larger operation overvoltage is often caused in the process of operating the VCB. As the running density of the trains in China is higher and higher, the common-arm running condition of multiple trains is more common, and the phenomenon that the front train is in passing phase separation operation or a certain train ends passing phase separation to enter the front power supply arm often occurs, and other trains under the same power supply arm are in normal running. The over-phase separation process is accompanied with the opening or closing of the vacuum circuit breaker, and high-frequency electromagnetic oscillation can be generated due to the existence of the energy storage element in the traction power supply loop, larger operation overvoltage can be generated in the traction power supply loop, and the overvoltage can be transmitted through the contact net, so that a train which normally runs under the same power supply arm is impacted by the operation overvoltage from other vehicles. The secondary side of the vehicle-mounted traction transformer comprises a rectifier, an inverter, an auxiliary converter and other electric energy conversion devices mainly composed of IGBT modules, and compared with the primary side high-voltage equipment, the secondary side equipment is weak in overvoltage impact resistance, the power electronic switching device can be accelerated to age after long-term overvoltage impact, even the IGBT modules can be burnt out when serious, so that a train power system is damaged, and driving safety is seriously threatened.
Because the running density and speed of high-speed rail passenger trains in China are larger and larger, running of a plurality of trains under the same power supply arm is more and more common, and accordingly excessive phase separation operation overvoltage conducted along the contact network is more and more frequent, and the impact frequency suffered by secondary side equipment of a train traction transformer is more and more large. According to the phenomenon, the operation logic of the ATP automatic passing neutral section system and the GFX passing neutral section system of the existing train is utilized, the leakage cable communication technology is combined, before the passing neutral train operates VCB, signals are sent to a leakage cable host through a train antenna communication system, then the leakage cable is used for transmitting signals along the line, and wireless communication is combined, signals are sent to trains running on the same power supply arm section in a wired/wireless mode, so that the trains running on the same power supply arm section are subjected to regenerative braking in advance before network side overvoltage impact arrives, the electric connection between the secondary side and a traction transformer is cut off, the voltage of the secondary side intermediate direct current link 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 a train air conditioner is kept, influence on passengers is reduced to the greatest extent, meanwhile, the secondary side high-voltage equipment of the traction transformer is prevented from being influenced by overvoltage impact, service life of the converter is prolonged, the train accident rate is reduced, and running safety, stability and reliability are improved.
Disclosure of Invention
Aiming at the increasingly common multi-vehicle common-arm running condition, the invention provides a traction transformer secondary side overvoltage protection method applicable to multi-vehicle common-arm in order to prevent the transmission of operation overvoltage caused by operation VCB of a train in passing neutral section through a contact network, thereby causing impact on traction transformer secondary side high-voltage equipment of the train which normally runs under the same power supply arm, guaranteeing the safe running 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 traction transformer secondary side overvoltage protection method suitable for a multi-vehicle common arm, which is based on the operation logic of the existing two main current phase-splitting systems, and sends VCB operation forenotice signals to a train which normally operates under the same power supply arm before a phase-splitting train is opened or closed, so that the traction transformer secondary side converter of the vehicle breaks the electrical connection with the traction transformer before the traction transformer receives the overvoltage impact of the operation of the vehicle, and the influence of the overvoltage impact on the secondary side equipment is avoided.
When the passing neutral section train adopts an ATP automatic passing neutral section system, after the train receives the information of the phase section from the ground control center or the ground transponder, the ATP can send a passing neutral section enabling signal to the train, and the train can perform a series of passing neutral section preparation operations; at the moment, the train sends signals to the train running on the common arm through the roof antenna and sends signals to the ground signal receiver beside the rail, the signals are transmitted by the leakage cable after being processed by the leakage cable host, and the train running on the common arm timely takes protective measures after receiving the signals from the antenna or the leakage cable.
When the passing neutral train adopts the GFX passing neutral section system, the train carries out the preliminary operation of passing neutral section through the rail magnetic steel induction signal which is arranged at a certain distance in front of the neutral section, and the ground position sensor which is positioned at the same position with the rail magnetic steel can detect the train position signal at the same time, and the signal is also transmitted to the train running in a common arm through a leakage cable after being processed by a leakage cable host; when the train ends the passing phase separation and enters the power supply arm, the ground position sensor detects a train position signal, and the signal is transmitted to the train running on the common arm through the leakage cable after being processed by the leakage cable host.
The protective measures are specifically as follows: after receiving signals from an antenna of the passing phase-splitting train or a trackside leakage cable through a signal receiver, a main control module firstly detects the current state of the secondary side of the traction transformer, and if the current of the secondary side is zero, no action is performed; on the contrary, the main control system sends a signal to the train control system, the train control system controls the train to start to establish regenerative braking, and meanwhile, the main control module outputs a relay driving signal, the relay is driven to be disconnected by the driving circuit after being amplified by the amplifying circuit, so that the converter is disconnected from the electric connection with the traction transformer, and the operation overvoltage impact of the passing split-phase train is avoided; after the time set by the system, the train ends regenerative braking, the main control module outputs a relay closing signal, and the relay is driven to close after the signal is amplified, so that the train returns to normal operation.
The main control module continuously passes through the current sensor twice to detect the current value of the secondary side in the half period of the current of the secondary side, if the two return results are 0, the secondary side is in a disconnection state, and if at least one of the secondary side and the primary side is not 0, the secondary side is not disconnected, and the train is in a normal running mode.
The position information of the over-phase train is detected by adopting two ground position sensors at one position signal sampling point, and only when the leakage cable host receives signals of the ground position sensors twice, the leakage cable host can output signals to the leakage cable, so that misoperation of the ground position sensors is prevented, and the accuracy of overvoltage protection is improved.
The beneficial technical effects of the invention are as follows:
1. the invention comprehensively considers the operation overvoltage impact under the multi-vehicle common-arm operation condition to carry out targeted overvoltage protection. The conventional overvoltage protection is concentrated on the influence and impact of overvoltage on the vehicle, but the current situation of multi-vehicle common-arm operation is becoming common, when the train passes through the split-phase operation VCB, the overvoltage can be conducted along the contact network so as to influence other normally operated trains, especially, when the overvoltage coupled through the traction transformer is received by equipment on the secondary side of the train traction transformer, the power electronic switch on equipment such as a converter on the secondary side can be aged at an accelerated speed. The invention effectively prevents the secondary side converter of the train traction transformer from overvoltage impact from other trains, and improves the running stability and reliability of the trains.
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, the wireless communication has the advantages of high transmission rate, stable signal, high safety and strong anti-interference capability, and particularly has the defects of transmission delay and even signal loss in a mountain tunnel more road section. Aiming at multi-vehicle common-arm overvoltage, the existing research adopts a wireless communication mode to transmit signals, the mode has a plurality of uncertain factors when in complex road conditions, signals are easy to lose in road sections such as mountain tunnels, and the like, so that trains running in a common-arm mode cannot timely and accurately receive signals, and therefore, the wireless communication mode cannot meet the requirements in certain road sections. The invention utilizes the characteristics of signal transmission and emission of the leakage cable, and adopts wired communication, thus greatly improving the stability and anti-interference performance of signal transmission compared with the wireless communication mode of the prior study, enabling the trains running on the same arm to receive signals timely and accurately no matter in a tunnel or in an open area, and timely making protective action so as to prevent the trains from overvoltage impact from the split-phase trains. The roof antenna system is used for transmitting the split-phase advance notice signal, and more of the system is used as a standby for preventing the train running on the same arm from receiving the signal when the leakage cable fails, and timely executing the protective measures.
3. The relay switch is arranged on the secondary side of the traction transformer of the train, so that the secondary side equipment of the traction transformer is prevented from being subjected to operation overvoltage impact of the over-phase train, and larger overvoltage generated by operation of the relay switch in a traction power supply loop is avoided, and the safety and stability of train operation are effectively improved. The primary side of the transformer is provided with a switch for protection, but high-frequency electromagnetic oscillation can be induced in the traction power supply loop due to capacitance and inductance elements in the traction power supply loop in the process of operating the switch, so that overvoltage is generated, and the overvoltage is conducted through a contact net, so that other trains are affected. In order to protect against overvoltage, overvoltage is generated instead, which is an inexpensiveness method.
4. The invention designs different passing phase-splitting forenotice signal acquisition modes based on two passing phase-splitting modes of ATP and GFX. Aiming at overvoltage protection under a multi-train common arm, the existing research mainly aims at the situation that the GFX passing neutral section system is ignored when the ATP automatic passing neutral section system is adopted by the train, and in actual conditions, the GFX passing neutral section system is started by the train when certain special road sections or the ATP automatic passing neutral section system fails. The reliability and the accuracy of overvoltage protection are improved.
Drawings
FIG. 1 is a schematic illustration of a multi-vehicle common arm operation.
Fig. 2 is a schematic diagram of the main high-voltage equipment of the train.
FIG. 3 is a flow chart of overvoltage protection for multi-vehicle common arm operation.
Fig. 4 is a schematic diagram of a multi-vehicle common arm operation overvoltage protection system.
Fig. 5 is a block diagram of a multi-vehicle common arm operation overvoltage protection system.
Fig. 6 is a diagram of a multi-car common arm operation overvoltage protection hardware implementation.
The explanation of the drawings: 1-traction substation, 2-overhead line, 3-pantograph, 4-catenary, 5-rail, 6-train carriage, 7-traction motor, 8-roof high voltage cable, 9-converter, 10-vacuum circuit breaker, 11-protection ground, 12-working ground, 13-transformer, 14-current transformer, 15-voltage transformer, 16-arrester, 17-isolating switch, 18-grounding resistor, 19-rectifier, 20-filter, 21-inverter, 22-carriage, 23-on-board position sensor, 24-ground position sensor A, 25-secondary side overvoltage protection system, 26-leakage cable host A, 27-train roof antenna, 28-leakage cable terminal, 29-ground signal receiver, 30-leakage cable A, 31-leakage cable repeater, 32-rail magnetic steel, 33-train antenna system, 34-master control module, 35-ATP auto-passing phase separation system, 36-amplifying circuit, 37-driving circuit, 38-switching circuit, 39-overvoltage absorption circuit, 40-current detection circuit, 40-receiver circuit, 42-secondary side overvoltage protection system, 43-DAC, 48-secondary side signal receiver, 43-DAC system, 43-secondary side voltage sensor B, 43-digital-to-analog converter, 46-to-digital-analog converter system, and 48-to-digital-analog converter system.
Detailed Description
The invention will be described in further detail with reference to the accompanying drawings and detailed description.
The invention relates to a secondary side overvoltage protection method of a traction transformer suitable for a multi-vehicle common arm, which considers the existing two main current phase-splitting technologies and lays leakage cables along the same power supply arm. The leakage cable is a coaxial cable with signal transmission and emission, and the outer conductor of the leakage cable is provided with equally-spaced openings or is in open weave so as to realize outward radiation of signals. The invention utilizes the characteristics of different passing phase separation technologies and combines the leakage cable communication technology to timely send out signals to the train which normally runs under the same power supply arm before passing phase separation train operation VCB. For the ATP automatic passing phase separation system, a ground signal receiver is installed beside the railway, and the signal receiver is connected with the leakage cable host, receives the phase separation forecast signal from the passing phase separation train, and transmits through the leakage cable. The signal receiving module of the common-arm running train immediately reacts to the signal after receiving the split-phase forecast signal from the leakage cable, executes the 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 middle direct current link of the converter. Meanwhile, the master control module outputs a signal, and the signal is amplified by the amplifying point circuit and then is driven by the driving circuit to disconnect the relay, so that the traction transformer is disconnected from the secondary side equipment electrically. Because the converter device also contains an energy storage element, overvoltage is generated in the process of operating the relay, but the voltage level of the secondary side is lower relative to the primary side, and the generated overvoltage is much lower than overvoltage impact from the overhead line, so that only an RC resistance-capacitance circuit is connected in parallel to the secondary side loop for absorbing the overvoltage caused by the relay action. After the front vehicle finishes passing through the split-phase operation, the main control module automatically outputs an end signal after the time set by the system, the drive relay is closed after passing through the amplifying circuit and the drive circuit, and meanwhile, the vehicle-mounted system controls the traction motor to end regenerative braking, the train resumes normal operation, and the overvoltage protection stage is ended. Besides, the invention also utilizes the train roof antenna system to synchronously send signals to the trains running on the same arm when the passing phase trains send signals to the ground signal receiver, and the trains running on the same arm also execute the program after receiving the signals, and the two signal transmission modes act together to increase the accuracy of overvoltage protection.
Because the train does not employ ATP-only auto-phase separation technology, under certain special conditions and road segments, it will switch to GFX phase separation. For GFX passing neutral section, when the train passes through the first magnetic steel position (passing neutral section advance notice position) of the rail, the ground position sensor at the same position as the magnetic steel detects the signal of the vehicle-mounted position sensor, which indicates that the train is about to be disconnected and VCB enters the passing neutral section stage, after the sensor detects the train position signal, the signal is transmitted to the leakage cable host, the host transmits the signal along the leakage cable, the signal receiving module of the common arm running train receives the signal and executes the same program as under the condition of ATP automatic passing neutral section, the detection circuit module confirms that the secondary side is not disconnected, the train system controls the motor to establish regenerative braking, the main control module sends out a shutoff signal to drive the relay to be disconnected, and after the time set by the system, the main control module automatically outputs a relay closing signal, the train finishes regenerative braking and enters a normal running mode.
For the condition that the train is over and enters the current supply arm to run when the split phase is over, 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 current supply arm, at the moment, the signal of the position sensor is processed by a leakage cable host and transmitted through the leakage cable, and after the signal is received by a signal receiving module of the common-arm running train, the executed program is consistent with the above.
The working condition of multi-train common-arm operation is shown in fig. 1, main high-voltage equipment of trains is shown in fig. 2, under the same power supply arm 4, two trains take power from the same contact net through respective pantographs 3, the power comes from the same traction substation 1, flows into the traction transformer through a roof high-voltage cable 8, passes through equipment such as a current transformer 14, a voltage transformer 15, a vehicle-mounted vacuum circuit breaker 10 and the like, and then flows back to the traction substation 1 through a working grounding shaft 12. The traction current is rectified, filtered and inverted by the secondary side converter 9 after being reduced by the traction transformer 13, and is supplied to the traction motor 7 to drive the train to run. The carriage 22 is connected with the rail 5 through a protective grounding shaft, so that the train and the rail are ensured to be at the same potential.
The flow of the overvoltage protection method for multi-vehicle common-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 split-phase forenotice 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 a passing phase advance notice signal from a passing phase train, and the ground position sensor A24 is used for being matched with the train-mounted position sensor 23 to detect the position of the train. The leakage cable a30 is a coaxial cable with both signal transmission and emission, and the outward radiation of signals is realized by equally-spaced openings or sparse braiding on the outer conductor of the leakage cable. The leaky cable host a26 is used for processing signals, and the repeater 31 is used for expanding 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 absorbing 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 leakage cable 30, the vehicle-mounted position sensor 23 is matched with the ground position sensor 24 to detect the position of the train, the current detecting circuit 40 is used for detecting whether the secondary side loop of the traction transformer is disconnected, the amplifying circuit 36 and the driving circuit 37 are respectively used for amplifying the signals output by the main control module 34 and driving the relay to act, and the secondary side overvoltage absorbing circuit 39 is used for absorbing overvoltage generated by the secondary side loop when the relay acts.
As shown in FIG. 5, for the situation that the train is about to pass through the split phase in front, when the ATP is in the CTCS2 or CTCS3 control mode, according to the operation logic of the ATP automatic passing through the split phase, the train receives the split phase information from the ground control center or the ground transponder when the train approaches the split phase area, the ATP monitors the speed and the position information of the train in real time, and when the train is further 13 seconds from the split phase area, the ATP sends out a split phase enabling signal to the train, and the train is ready for a series of passing through the split phase. At the same time, a train split-phase prediction signal is transmitted to the ground signal receiver 29 and the train running on the same arm via the train roof antenna system 33, and the signal transmitted to the train running on the same arm is also received by the roof antenna of the train. After the signal transmitted to the ground signal receiver 29 is processed by the leaky cable host a26, it is transmitted backward via the leaky cable a30, and the signal is retransmitted by the repeater 31 to enlarge the signal transmission distance. The signal receiving module 41 of the train normally running under the same power arm receives the signal and sends the signal to the main control module 34, the main control module firstly detects the value of the current sensor twice continuously in the half period of the secondary side current, if the value of the current sensor is 0 in two times, the signal receiving module indicates that the train has previously received the split-phase advance signal of other trains, for example, the rear part has the train end split-phase, and the train end split-phase advance signal enters the power arm, and the condition is described in detail below, and is in the secondary side overvoltage protection state, and the main control module does not have any action. If the voltage is not 0 at least once, the train is in a normal running mode, at the moment, the main control module sends a signal to the train control system, and the train starts to establish regenerative braking so as to maintain the voltage stability of the middle direct current link of the converter 9, so that the auxiliary converter is stable in power taking, and normal running of facilities such as a train carriage air conditioner 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-splitting train has a running distance of 3 seconds from the phase-splitting area, the ATP sends out a phase-splitting control signal to the passing phase-splitting train, the VCB of the passing phase-splitting train is disconnected, and at the moment, the secondary side of the train running in a common arm enters a protection mode, so that the passing phase-splitting train cannot be impacted by overvoltage. After receiving the signal from the roof antenna, the train running on the same arm also transmits the signal to the main control module 34 for processing, and executes the same procedure as described above. For a train running on the common arm, the duration of overvoltage, the control time of the passing neutral section process of the preceding train and the closing time of the VCB10 after the train finishes passing neutral section and enters the other power supply arm are comprehensively considered, the automatic closing time of the secondary side relay of the traction transformer is set to be 20 seconds, namely, after the relay is opened for 20 seconds, the main control module 34 sends out a relay closing signal, the relay is driven to be closed after amplification, meanwhile, the train controls the traction motor to finish regenerative braking, and the train recovers power and enters a normal running mode. When the train employs the GFX passing phase separation system, the train will cancel the shielding of the rail magnet steel signal, and when the train passes the first rail magnet steel 32, a phase separation advance notice signal is sensed, at which time the train begins a series of readiness to pass phase separation, but the VCB10 has not yet been disconnected. At the first magnetic steel 32, a ground position sensor A24 is arranged, 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 is transmitted backwards through a leakage cable A30, a signal receiving module 41 of the train which normally operates under the same power supply arm executes the same program as an automatic ATP passing system after receiving the signal, namely, firstly, whether a secondary side is disconnected or not is detected, if no current is passed, no action is performed, if the secondary side has current, the overvoltage protection program is started to be set under the normal operation condition, the train starts to establish regenerative braking, meanwhile, a main control module 34 outputs a relay driving signal, and the signal is amplified and then drives a relay to be disconnected, so that the secondary side high-voltage equipment of a traction transformer is disconnected from the transformer, and overvoltage impact from other trains is avoided. After 20 seconds, the front train has completed passing neutral section operation, at this time, the main control module will automatically output signals, drive the relay to close after amplifying, the train resumes power supply, and enters into normal operation mode. According to the control priority of the ATP passing phase and the GFX passing phase, the train always adopts the ATP passing phase under normal conditions, and under the condition of ATP control, the time of outputting the passing phase enabling signal by the train is earlier than that of the train passing the first rail magnetic steel, namely the GFX passing phase system belongs to a standby system. Normally, the ground signal receiver 29 receives signals and transmits the signals to the train running on the common arm, and in the special case of GFX passing neutral section, the ground position sensor a24 at the same position as the rail magnetic steel 32 receives and transmits the signals to the train running on the common arm, and 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 passing neutral section is completed behind the train, namely the train is running on the power supply arm, a ground position sensor B42 is arranged at the boundary between the neutral section and the power supply arm, no matter what passing neutral section mode is adopted by the train, when the train enters the power supply arm, the train is not closed, and is still in a non-electric 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 forward through the leakage cable B44, and after a signal receiving module 41 of the common-arm running train receives the signals, a main control module 34 still detects the loop current of the secondary side of the traction transformer at first, and if the secondary side is confirmed to be open, no action is performed. If the secondary side is in 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 operation VCB of the following train, 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.
The modules of the present invention are shown in fig. 6, wherein the part for detecting the secondary current state is composed of a secondary current transformer 46 and a current sensor 45, and a main control system composed of a singlechip 47 collects current signals for judging the secondary current state. The relay driving signal is converted into an analog signal by a digital signal output by the singlechip through the DAC0832 digital-to-analog conversion module 48, and the amplifying circuit is composed of an LM358 and drives the relay to act through the driving circuit after amplifying the relay driving signal.

Claims (4)

1. The method is characterized in that before a passing phase-separated train is opened or closed, a VCB operation forenotice signal is sent to a train which normally operates under the same power supply arm, so that the secondary side converter of the traction transformer of the vehicle breaks the electrical connection with the traction transformer before the secondary side converter is impacted by overvoltage of the operation of the vehicle, and the influence on the performance caused by the overvoltage impact of secondary side equipment is avoided;
when the passing neutral section train adopts an ATP automatic passing neutral section system, after the train receives the information of the phase section from the ground control center or the ground transponder, the ATP can send a passing neutral section enabling signal to the train, and the train can perform a series of passing neutral section preparation operations; at the moment, the train sends signals to the train running on the common arm through the roof antenna and sends signals to a ground signal receiver beside the rail, the signals are transmitted by the leakage cable after being processed by the leakage cable host, and the train running on the common arm timely takes protective measures after receiving the signals from the antenna or the leakage cable;
when the passing neutral train adopts the GFX passing neutral section system, the train carries out the preliminary operation of passing neutral section through the rail magnetic steel induction signal which is arranged at a certain distance in front of the neutral section, and the ground position sensor which is positioned at the same position with the rail magnetic steel can detect the train position signal at the same time, and the signal is also transmitted to the train running in a common arm through a leakage cable after being processed by a leakage cable host; when the train ends the passing phase separation and enters the power supply arm, the ground position sensor detects a train position signal, and the signal is transmitted to the train running on the common arm through the leakage cable after being processed by the leakage cable host.
2. The method for protecting the secondary side overvoltage of the traction transformer applicable to the multi-vehicle common arm according to claim 1, wherein the protecting measures are as follows:
after receiving signals from an antenna of the passing phase-splitting train or a trackside leakage cable through a signal receiver, a main control module firstly detects the current state of the secondary side of the traction transformer, and if the current of the secondary side is zero, no action is performed; on the contrary, the main control system sends a signal to the train control system, the train control system controls the train to start to establish regenerative braking, and meanwhile, the main control module outputs a relay driving signal, the relay is driven to be disconnected by the driving circuit after being amplified by the amplifying circuit, so that the converter is disconnected from the electric connection with the traction transformer, and the operation overvoltage impact of the passing split-phase train is avoided; after the time set by the system, the train ends regenerative braking, the main control module outputs a relay closing signal, and the relay is driven to close after the signal is amplified, so that the train returns to normal operation.
3. The method for protecting the secondary side overvoltage of the traction transformer under the multi-vehicle common arm according to claim 2, wherein the main control module detects the current value of the secondary side by the current sensor continuously twice in a half period of the current of the secondary side, if the two return results are 0, the secondary side is in a disconnected state, if at least one return result is not 0, the secondary side is not disconnected, and the train is in a normal running mode.
4. The method for protecting the secondary side overvoltage of the traction transformer under the common arm of the multi-vehicle according to claim 1, wherein two ground position sensors are adopted at one position signal sampling point to detect the position information of the over-phase train, and only when the leakage cable host receives the signals of the ground position sensors twice, the leakage cable host outputs the signals to the leakage cable, so that misoperation of the ground position sensors is prevented, and the accuracy of overvoltage protection is improved.
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