CN212572059U - Hybrid direct current breaker for rail transit - Google Patents
Hybrid direct current breaker for rail transit Download PDFInfo
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- CN212572059U CN212572059U CN202020254918.XU CN202020254918U CN212572059U CN 212572059 U CN212572059 U CN 212572059U CN 202020254918 U CN202020254918 U CN 202020254918U CN 212572059 U CN212572059 U CN 212572059U
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Abstract
The utility model provides a hybrid direct current breaker for track traffic relates to circuit breaker technical field. The hybrid direct-current circuit breaker for the rail transit comprises a through-flow branch, an electronic switch branch and an energy absorption branch, wherein the through-flow branch comprises a mechanical switch, two ends of the through-flow branch are connected into a direct-current system in a series mode, and the electronic switch branch and the energy absorption branch are connected with the through-flow branch in parallel. The hybrid direct-current circuit breaker for the rail transit can solve the problems that a direct-current circuit breaker in a rail transit system is low in breaking speed, serious in contact ablation and incapable of being quickly reclosed.
Description
Technical Field
The utility model relates to a circuit breaker technical field particularly, relates to a hybrid direct current breaker for track traffic.
Background
Along with the expansion of the scale of the city, the construction of the rail transit engineering is greatly advanced. The urban rail transit locomotive generally adopts direct current power supply, and the direct current quick circuit breaker is the core protection equipment of direct current traction power supply system, has the protection function of cutting off the return circuit fault current, is the assurance of direct current power supply system safe operation.
Compared with an alternating current system, the switching-on and switching-off of a direct current system are more difficult because the direct current system does not have natural zero crossing points, and certain technical means are required to force the current to zero crossing. In addition, during the switching-on and switching-off process, the direct current circuit breaker also needs to absorb a large amount of energy stored in the system inductor, and with the continuous increase of the capacity of a rail transit power supply system, the short-circuit current reaches the hundred kiloamperes level even within a few milliseconds.
The types of the main current of the direct current circuit breaker are as follows: mechanical dc circuit breakers, all-electronic dc circuit breakers and hybrid dc circuit breakers. The mechanical direct current circuit breaker generally triggers a pre-charging capacitor to generate a high pulse current, and the high pulse current and a fault current are superposed to form an artificial zero crossing point, but the switching speed of the circuit breaker is low due to the structural limitation of the mechanical direct current circuit breaker, generally more than ten milliseconds, the short-circuit current value is large, and the arc seriously ablates contact points of contacts. The all-electronic direct-current circuit breaker has fast turn-off time, but has large loss during normal through-current, and needs a water cooling device. The hybrid direct current breaker combines the characteristics of mechanical switches and electronic switches, has the advantages of low on-state loss, short on-off time and the like, is a research hotspot of the current direct current breaker, and has wide application prospect.
Therefore, the hybrid dc circuit breaker for rail transit is designed to solve the problems that the dc circuit breaker in a rail transit system is slow in breaking speed, serious in contact ablation and incapable of being quickly reclosed, which is a technical problem to be solved urgently at present.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a hybrid direct current breaker for track traffic, it can solve the direct current breaker among the track traffic system and cut off the problem that the speed is slow, the contact ablation is serious and can not reclose fast.
The utility model provides a technical scheme:
the hybrid direct-current circuit breaker for the rail transit comprises a through-flow branch, an electronic switch branch and an energy absorption branch, wherein the through-flow branch comprises a mechanical switch, two ends of the through-flow branch are connected into a direct-current system in a series mode, and the electronic switch branch and the energy absorption branch are connected with the through-flow branch in parallel.
In a preferred embodiment of the invention, the mechanical switch comprises a vacuum interrupter or SF6 interrupter.
In a preferred embodiment of the present invention, the mechanical switch comprises a combination of a vacuum interrupter and a SF6 interrupter.
In a preferred embodiment of the present invention, the electronic switch branch comprises at least one electronic switch unit, wherein a plurality of the electronic switch units are connected in series.
In a preferred embodiment of the present invention, the electronic switch unit includes a transistor module and an absorption circuit module connected in parallel to each other.
In a preferred embodiment of the present invention, the transistor module comprises a combination of two IGBT anti-series integrated anti-parallel diodes.
In a preferred embodiment of the present invention, the transistor module comprises a combination of an IGCT and a diode connected in anti-parallel.
In a preferred embodiment of the invention, the transistor module comprises a combination of an IEGT and a diode in anti-parallel.
In a preferred embodiment of the present invention, the absorption circuit module includes a resistor and a capacitor connected in series.
In a preferred embodiment of the present invention, the energy absorbing branch comprises one or more metal oxide arresters, wherein a plurality of the metal oxide arresters are connected in series or in parallel.
The utility model provides a mixed direct current breaker is used in track traffic's beneficial effect is:
the utility model provides a mixed direct current breaker for track traffic switches on the electronic switch branch road in the breaking process, controls the mechanical switch of through-flow branch road to divide fast simultaneously, and the through-flow branch road produces electric arc, and under the effect of arc voltage, the electric current naturally commutates to the electronic switch branch road; when the mechanical switch meets the requirement of insulation distance, the electronic switch branch is switched off, so that the arcing time is reduced, and the service life of the contact is prolonged. The utility model provides a hybrid direct current breaker for track traffic simple structure need not supplementary commutation device, has improved breaking speed and contact life-span, and the reliability is high, and the practicality is strong.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention, and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
Fig. 1 is a schematic structural diagram of a hybrid dc circuit breaker for rail transit according to an embodiment of the present invention.
Fig. 2 is a flow chart of a control method for switching on and off a dc system according to an embodiment of the present invention.
Fig. 3 is a logic diagram of switching-on operation of the hybrid dc circuit breaker for track traffic provided by the embodiment of the present invention.
Fig. 4 is a schematic diagram of the working logic and the current voltage of the hybrid dc circuit breaker for track traffic in the current breaking process provided by the embodiment of the present invention.
Icon: 100-hybrid direct current breaker for rail transit; 110-current branch; 111-a mechanical switch; 120-electronic switching branch; 121-an electronic switching unit; 122-a transistor module; 123-IGBT; 124-absorption circuit module; 125-resistance; 126-capacitance; 130-an energy-absorbing branch; 131-metal oxide arrester.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention, as generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present invention, presented in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
In the description of the present invention, it is to be understood that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, or orientations or positional relationships that are conventionally placed when the products of the present invention are used, or orientations or positional relationships that are conventionally understood by those skilled in the art, and are merely for convenience of description of the present invention and for simplicity of description, and do not indicate or imply that the equipment or components that are referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.
Furthermore, the terms "first," "second," "third," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it should also be noted that, unless otherwise explicitly specified or limited, the terms "disposed," "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
For the problem that the direct current circuit breaker who solves among the rail transit system cut-off speed is slow, the contact ablation is serious and can not reclose fast, the embodiment of the utility model provides a hybrid direct current circuit breaker is used in track traffic.
Referring to fig. 1, a hybrid dc circuit breaker 100 for rail transit includes a current branch 110, an electronic switch branch 120, and an energy absorption branch 130, where the electronic switch branch 120 and the energy absorption branch 130 are connected in parallel with the current branch 110.
Wherein, the current branch 110 includes a mechanical switch 111 for conducting the normal load current of the system. The mechanical switch 111 may be one or a combination of a mechanism that satisfies a quick-disconnect mechanism, and specifically, the mechanical switch 111 includes one or a combination of a vacuum interrupter, an SF6 interrupter.
The electronic switching branch 120 includes at least one electronic switching unit 121, wherein a plurality of the electronic switching units 121 are connected in series. The specific number of electronic switching units 121 is determined according to the branch voltage class used.
The electronic switching unit 121 includes a transistor module 122 and a snubber circuit module 124 connected in parallel with each other. The Transistor module 122 may be an IGBT123 (fully: Insulated Gate Bipolar Transistor) Integrated with an antiparallel diode or other fully controlled device such as IGCT (fully: Integrated Gate-Commutated Thyristor), IEGT (fully: Injection Enhanced Gate Transistor), etc. in combination with the diode in antiparallel.
In this embodiment, the transistor module 122 includes a combination of two IGBTs 123 integrated with anti-parallel diodes connected in series in reverse direction, so as to realize bidirectional turn-off of fault current. The absorption circuit module 124 comprises a resistor 125 and a capacitor 126 which are connected in series, and the absorption circuit module 124 is connected in parallel to two ends of the transistor module 122 and is used for absorbing stray inductance energy when the IGBT123 is switched on and off and reducing the voltage rise rate of the IGBT 123.
The energy absorption branch 130 may include a metal oxide arrester 131 or other voltage limiting functional device and combinations thereof. In this embodiment, the energy absorption branch 130 includes one or more metal oxide arresters 131, wherein a plurality of the metal oxide arresters 131 are connected in series or in parallel, and are used for absorbing the line inductance energy during the disconnection, so as to protect the IGBT123 from the overvoltage.
The utility model provides a mixed direct current breaker 100 for track traffic simple structure need not supplementary commutation device, and control is convenient, can cut off two-way electric current fast to have the reclosing lock function, improved cut-off speed and contact life-span, the reliability is high, and the practicality is strong.
The embodiment also provides a method for controlling the opening and closing of the direct current system, which adopts the hybrid direct current circuit breaker 100 for rail transit, and comprises the following steps.
First, referring to fig. 2, in the closing operation, a specific closing timing is shown in fig. 3:
s11: at a time t1, when the hybrid dc circuit breaker 100 for rail transit receives a closing instruction, the electronic switch branch 120 is immediately triggered to be turned on;
s12: immediately after the system detects no fault, at time t2, closing the mechanical switch 111;
s13: after the mechanical switch 111 is confirmed to be on, at time t3, the electronic switching branch 120 is turned off and taken out of operation. The on-resistance 125 of the mechanical switch 111 is much lower than that of the electronic switch, so that the on-state loss of the device is very small, and no additional heat dissipation device is needed.
Secondly, in the opening operation, the opening operation includes normal opening and short-circuit opening, the operation processes of the normal opening and the short-circuit opening are basically the same, and the difference is that the former opens the normal working current and the latter opens the short-circuit fault current, the specific operation is as follows:
when the hybrid dc circuit breaker 100 for rail transit receives a switching-off command or detects that a fault current exceeds an operation set value, the mechanical switch 111 is immediately switched off and the electronic switch branch 120 is switched on.
After that, the mechanical switch 111 starts to open the brake and start arcing after a time delay, and the arc voltage forces the current to be transferred to the electronic switch branch 120; then, the rapid vacuum switch contacts continue to make opening movement, after the contact gaps can bear the transient recovery voltage of the system, the electronic switch branch 120 is turned off, the current is transferred to the energy absorption branch 130, the voltage between the ends of the hybrid direct current circuit breaker 100 for rail transit is limited by the energy absorption branch, and meanwhile, the current gradually drops to zero.
The detailed action sequence of the opening operation is shown in fig. 4:
t 0-t 1: before t0, normal system current flows through the through-current branch 110 of the hybrid direct current circuit breaker 100 for rail transit, short-circuit fault occurs at time t0, the current starts to rise, time t0 to t1 are control protection system fault detection time, and at time t1, the hybrid direct current circuit breaker 100 for rail transit receives a brake opening command, brake opening operation is started, the electronic switch unit 121 of the electronic switch branch 120 is turned on, and meanwhile, the mechanical switch 111 of the through-current branch 110 starts to be opened.
t 1-t 2: at time t1, the mechanical switch 111 of the current branch 110 performs the opening operation, and due to the mechanical inertia, the contacts start to move and separate after a certain time delay, and the distance between the contacts gradually increases.
t 2-t 3: when the contacts of the mechanical switch 111 of the current branch 110 are separated to a certain distance, the current is completely commutated to the electronic switch branch 120 by the self-heating of the arc voltage generated by the mechanical switch 111 at the time t2, and the current is completely commutated to the electronic switch branch 120 at the time t 3.
t 3-t 4: the electronic switching unit 121 in the electronic switching branch 120 conducts current, the contact distance of the mechanical switch 111 of the current branch 110 continues to increase, before time t4, the contact gap establishes an insulation open distance capable of withstanding the switching overvoltage, and at time t4, the electronic switching unit 121 is turned off.
t 4-t 5: after the electronic switch unit 121 of the electronic switch branch 120 is turned off, the current is firstly transferred to the capacitor 126 in the parallel absorption circuit module 124, and when the voltage of the capacitor 126 exceeds the action voltage of the metal oxide arrester 131 of the energy absorption branch 130, the current is converted to the energy absorption branch 130.
t 5-t 6: short-circuit current flows through the metal oxide arrester 131, the residual voltage of the metal oxide arrester 131 is higher than the system operation voltage, fault current gradually attenuates, and at the time of t6, the current attenuates to be close to 0A, and faults are cleared.
t 6-t 7: when the hybrid dc circuit breaker 100 for rail transit is kept in the open state and a reclosing command is received at time t7, the reclosing operation is started, and the electronic switching element 121 in the electronic switching branch 120 conducts current.
t 7-t 8: the system current rises, if the system fault is eliminated, the current is maintained at a lower level, after the system is judged to be normal and have no fault, the mechanical switch 111 is switched on, after the mechanical switch 111 is switched on, the electronic switch unit 121 in the electronic switch branch 120 is switched off, the current is transferred to the through-flow branch 110, if the system fault is not eliminated, the current rises above a setting value, and at the time of t8, a reclosing failure instruction is received, the electronic switch unit 121 of the electronic switch branch 120 starts to be switched off, and the fault current is switched off.
t 8-t 9: after the electronic switch unit 121 of the electronic switch branch 120 is turned off, the current is firstly transferred to the capacitor 126 of the energy-absorbing branch 130 connected in parallel, and when the voltage of the capacitor 126 exceeds the action voltage of the metal oxide arrester 131, the current is converted to the energy-absorbing branch 130 and gradually attenuated to zero.
Finally, in the reclosing operation, as shown in t6 to t9 in fig. 4, after the opening operation is completed, the hybrid dc circuit breaker 100 for rail transit may perform the reclosing operation, which is similar to the closing process, first turn on the electronic switching unit 121, if the dc system fault is eliminated, turn off the mechanical switch 111, and then turn off the electronic switching unit 121, and turn on the steady-state current by the mechanical switch 111; otherwise, if the dc system fault is not eliminated, the electronic switch unit 121 is turned off rapidly, while the mechanical switch 111 is not operated.
The embodiment of the utility model provides a track traffic is with mixed direct current circuit breaker 100 and direct current system control method's that opens and shuts beneficial effect:
in the process of switching on and off the hybrid direct current circuit breaker 100 for rail transit, the electronic switch branch 120 is conducted, meanwhile, the mechanical switch 111 of the through-current branch 110 is controlled to be quickly switched off, the through-current branch 110 generates electric arcs, and under the action of arc voltage, the current naturally flows to the electronic switch branch 120; when the mechanical switch 111 meets the insulation opening distance, the electronic switch branch 120 is turned off, which reduces arcing time and improves contact life. The hybrid direct current breaker 100 for rail transit is simple in structure, does not need an auxiliary current conversion device, is convenient to control, can quickly cut off bidirectional current, has a reclosing function, improves the cutting speed and the service life of a contact, and is high in reliability and strong in practicability.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (5)
1. A hybrid direct current breaker for rail transit is characterized by comprising a through-current branch (110), an electronic switch branch (120) and an energy absorption branch (130), the current branch (110) comprises a mechanical switch (111), two ends of the current branch (110) are connected to a direct current system in a series connection mode, the electronic switch branch (120) and the energy absorption branch (130) are both connected in parallel with the through-current branch (110), the electronic switching branch (120) comprises at least one electronic switching unit (121), wherein a plurality of the electronic switching units (121) are connected in series, the electronic switching units (121) include a transistor module (122) and an absorption circuit module (124) connected in parallel with each other, the transistor module (122) comprises a combination of two IGBTs (123) integrated with anti-parallel diodes connected in series in an anti-direction.
2. Hybrid direct current circuit breaker for rail traffic according to claim 1, characterized in that the mechanical switch (111) comprises a vacuum interrupter or SF6 interrupter.
3. Hybrid direct current circuit breaker for rail traffic according to claim 1, characterized in that the mechanical switch (111) comprises a combination of vacuum interrupters and SF6 interrupters.
4. Hybrid direct current circuit breaker for rail transit according to claim 1, characterized in that the absorption circuit module (124) comprises a resistance (125) and a capacitance (126) in series.
5. Hybrid direct current circuit breaker for rail transit according to claim 1, characterized in that the energy absorbing branch (130) comprises one or more metal oxide arresters (131), wherein a plurality of the metal oxide arresters (131) are connected in series or in parallel.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202020254918.XU CN212572059U (en) | 2020-03-04 | 2020-03-04 | Hybrid direct current breaker for rail transit |
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| CN202020254918.XU CN212572059U (en) | 2020-03-04 | 2020-03-04 | Hybrid direct current breaker for rail transit |
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| CN212572059U true CN212572059U (en) | 2021-02-19 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2610866A (en) * | 2021-09-20 | 2023-03-22 | Eaton Intelligent Power Ltd | Low-voltage protective device |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2610866A (en) * | 2021-09-20 | 2023-03-22 | Eaton Intelligent Power Ltd | Low-voltage protective device |
| WO2023041196A1 (en) * | 2021-09-20 | 2023-03-23 | Eaton Intelligent Power Limited | Low-voltage protective device |
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