Information interface of electric section or electric phase separation of bilateral through power supply mode of electrified railway traction power supply system

Abstract

The electric section or electric phase information interface of the bilateral through power supply mode of the electric railway traction power supply system is used for reliably and safely transmitting the electric section or electric phase information of the power supply system in the bilateral through power supply mode to the railway train control signal system, so as to match the linkage operation of the train power-off and the electric phase or the electric section. The uplink power supply line electric section or electric phase information interface and the downlink power supply line electric section or electric phase information interface each include a power supply part, an electric section or electric phase information logic unit, an isolation unit and a railway signal system receiving end. The power supply part provides a stable and reliable DC power supply, and the DC power supply voltage is output through the electric section or electric phase information logic unit to output a voltage signal indicating the electric section information, and then the corresponding voltage signal is converted into an opening and closing signal of a contactor through a safety relay in the isolation unit and is transmitted to the train control system, so as to realize the function of transmitting the electric section information to the railway signal system.

Description

Technical Field

[0001] This invention relates to electrified railway traction power supply systems, and particularly to a bilateral through-power supply method for electrified railway traction power supply systems with segmented or phase-separated information interfaces. Background Technology

[0002] Electric traction is widely used in railways worldwide due to its advantages such as high efficiency, low energy consumption, and zero pollution. For electrified railway traction power supply systems, based on the energy source of the traction load, they can be divided into single-sided power supply and double-sided power supply. Single-sided power supply means that the traction network in a single direction is powered by only one traction substation, with electrical isolation between adjacent power supply arms. In this case, the traction train load can only obtain power from one traction substation. Double-sided power supply means that the traction network in a single direction is simultaneously powered by two adjacent traction substations, without the need for electrical isolation between adjacent power supply arms. In this case, the traction train load can obtain power from both adjacent traction substations simultaneously. Currently, my country's rail transit DC power supply system mainly adopts the double-sided power supply method, while the AC power supply system has not yet adopted this method. However, Germany and Russia extensively use the double-sided power supply method in their AC power supply systems, and have operated safely and reliably for many years. With the development of electrified railway technology in my country, some high-standard, heavy-load electrified railways with steep gradients have begun construction. These projects generally face problems such as the significant impact of power distribution on train operation, the difficulty in setting up power distribution systems, heavy traction loads, relatively weak external power sources, and a prominent contradiction between power supply capacity requirements and power system capacity. Therefore, considering the characteristics of my country's electrified railway traction power supply system, the research and application of AC bilateral power supply technology has become increasingly necessary and urgent.

[0003] As electrical insulation separation between different power supply units, the application scenarios of phase separation and segment separation on the contact network differ. Phase separation can adapt to a large phase difference (generally no more than 120°) and a large amplitude difference (generally no more than 27.5kV) between two power supply units, while segment separation is only suitable for situations where the two power supply units have the same phase and a small amplitude difference. The phase separation structure has a neutral transition zone. Under normal stationary conditions, it is a reliable insulation separation under various operating conditions. When the train passes through the phase separation in dynamic conditions, the train passes through with the power off, eliminating the violent electric arc generated when passing from a energized area to a de-energized area. This effectively avoids major accidents such as arc burning of the wire. Therefore, for the traction power supply system, phase separation is currently the most reliable, effective, and safe electrical insulation separation. However, because the train passes through the phase separation with the power off, it relies on inertia to transition from the de-energized area to the next power supply section. During this process, the train is in a de-energized coasting condition. If the de-energized area is located on a long uphill section where operation is difficult, the "slope stop" phenomenon is likely to occur, seriously affecting the safe operation of the train. For electrical separation sections, particularly the commonly used anchor-joint type, the insulation consists of an air gap of approximately 0.5 meters. The structure is simpler than that of electrical phase separation. Under normal stationary conditions, it provides reliable insulation separation between power supply units of the same phase but different feeders. Trains can pass through the electrical separation section without interrupting power supply, preventing speed reduction due to short-term power loss. Therefore, considering the ease of implementation on-site and train operation, electrical separation is a better electrical insulation separation method. However, because trains pass through electrical separation sections without interrupting power, if the operating conditions of adjacent power supply units differ significantly—for example, one power supply unit is energized and supplying power normally while the other is de-energized—the pantograph may briefly short-circuit the two units, triggering a violent energy conversion and generating a severe electric arc, potentially leading to major accidents such as arc burnout. Therefore, the advantages and disadvantages of electrical phase separation and electrical separation sections, as electrical insulation isolation on the contact network, are complementary to some extent.

[0004] Adopting a continuous AC power supply system can significantly improve the power supply capacity of the traction power supply system and reduce the number of phase breaks on the traction network. However, does eliminating phase breaks mean eliminating the division of power supply units within the continuous power supply area, or does it mean that phase breaks need to be eliminated under all operating conditions? Regarding the first question, the division of power supply units is an effective means to improve power supply flexibility and reduce the impact range of fault sections, and it is also a basic technical policy of my country's electrified railways. In addition, if the power outage range reaches 40-100 kilometers, it will greatly exceed the current situation in my country where the power supply arm is the unit and the power outage range is no more than 20 kilometers, which will have a significant impact on my country's existing related technical system. Therefore, it is considered to use electrical segmentation as an insulation division between power supply units within the continuous power supply area. This can both allow trains to pass through the insulation division with power, solving transportation problems such as speed reduction, stopping on slopes, and slowing down on steep gradients caused by phase breaks, and achieve effective division of power supply units, providing power supply flexibility and reducing the impact range of fault sections. Therefore, eliminating phase breaks in continuous power supply should not mean eliminating the division of power supply units within the continuous power supply area, but rather using electrical segmentation as a division between adjacent power supply units. Regarding the second question, when a traction network fault occurs, to prevent the train from conducting between the faulty, de-energized contact network unit and the non-faulty, energized contact network unit, resulting in a violent electric arc and damage to the contact network, electrical phase separation should be considered as the insulation separation between the faulty and non-faulty units. This would allow the train to enter a de-energized area from an energized area without power interruption. For through-type bilateral power supply, if the power grid system experiences a fault or other special circumstances require the traction power supply system to be disconnected and operated according to the terminal load (i.e., single-sided power supply), electrical phase separation should be considered as the insulation separation between two adjacent traction substations. Furthermore, when a traction substation is out of service due to a fault, and adjacent traction substations are supplying power across zones, and electrical continuity is no longer possible, electrical phase separation should also be used as the insulation separation at the traction substation end. Therefore, eliminating electrical phase separation in through-type power supply should not mean that it needs to be eliminated in all operating conditions. However, effective solutions should be studied for eliminating electrical phase separation under normal power supply conditions and restoring it under special circumstances such as faults; that is, a technical solution for bilateral through-type power supply under normal conditions and reverting to single-sided power supply under special circumstances. The technical solution mainly involves two important technologies: one is the technology for converting the electrical segmentation and phase separation structure of the overhead contact line, and the other is the linkage technology between the electrical segmentation or phase separation information of the traction power supply system and the train control signal system. The latter requires the safe and reliable transmission of the electrical segmentation or phase separation information of the power supply system to the train control signal system to realize the matching linkage operation of the train's power outage and power-on phase separation or power-on segment separation. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide an electrical segmentation or electrical phase separation information interface for a bilateral through-power supply mode of an electrified railway traction power supply system, so as to reliably and securely transmit the electrical segmentation or electrical phase separation information of the power supply system to the railway train control signal system under the bilateral through-power supply mode, so as to match and link the train power-off and power-on phase separation or power-on segment separation operation.

[0006] The technical solution adopted by this invention to solve its technical problem is as follows: This invention relates to a bilateral through-power supply mode electrical segmentation or phase separation information interface for electrified railway traction power supply systems. Its features include: an upward power supply line electrical segmentation or phase separation information interface and a downward power supply line electrical segmentation or phase separation information interface. Both the upward and downward power supply line electrical segmentation or phase separation information interfaces include a power supply section, an electrical segmentation or phase separation information logic unit, an isolation unit, and a railway signaling system receiving end. The power supply section provides a stable and reliable DC power supply. The DC power supply voltage is output as a voltage signal indicating electrical segmentation information through the electrical segmentation or phase separation information logic unit. Then, the corresponding voltage signal is converted into a contactor opening / closing signal by a safety relay within the isolation unit and transmitted to the train control system, realizing the function of transmitting electrical segmentation information to the railway signaling system. If the railway signaling system does not receive electrical segmentation information, the traction power supply system is assumed to be in an electrical phase separation state.

[0007] The electrical segmentation or phase separation information logic unit uses the passive normally open and normally closed node combination logic of the feeder circuit breaker at the insulation separation point under the bilateral through-power supply mode as the main input information for the electrical segmentation or phase separation information logic judgment unit. The input information for the electrical phase separation or phase separation information logic judgment can be locally adjusted and optimized according to the system requirements of the bilateral through-power supply system. The isolation unit adopts railway safety relays to ensure their safe and reliable operation. The railway signal system receiving end is the normally open node of the safety relay. The railway signal system receiving end will only receive the electrical segmentation status information when both sets of safety relays are simultaneously energized. In any other state, the railway signal system receiving end will receive the electrical phase separation status information.

[0008] The beneficial effects of this invention are that it can meet the functional requirements of bilateral through power supply in the traction power supply system of electrified railways, effectively solve the problem of secure and reliable transmission of electrical segment or phase information of the power supply system to the train control system, ensure the safe operation of trains, reduce the scope of accident impact under the bilateral through power supply mode of the traction power supply system, and improve the reliability of the bilateral through power supply of the traction power supply system. Attached Figure Description

[0009] This instruction manual includes the following three figures: Figure 1This is a typical schematic diagram of a power supply system with insulation separation in a two-way through power supply mode. The components and their numbers are as follows: 1. 27.5kV busbar within the substation; 2. 27.5kV feeder circuit breaker for the short mileage direction; 3. 27.5kV feeder circuit breaker for the short mileage direction; 6. 27.5kV feeder circuit breaker for the upward neutral section; 7. 27.5kV feeder circuit breaker for the downward neutral section; 4. 27.5kV feeder circuit breaker for the long mileage direction; 5. 27.5kV disconnector for the long mileage direction; 8. 27.5kV disconnector for the short mileage direction; 9. 27.5kV disconnector for the long mileage direction; 10. 27.5kV disconnector for the short mileage direction; 11. 27.5kV disconnector for the long mileage direction; 12. Insulation separation for the upward direction; 13. Insulation separation for the downward direction; 14. Upward power supply contact network; 15. Downward power supply contact network.

[0010] Figure 2 This is a schematic diagram of the information interface scheme for the electrical segmentation or phase separation of the upstream power supply line under the bilateral through power supply mode. The components and their numbers are as follows: 16. DC power supply No. 1; 17. Electrical segmentation or phase separation information logic unit; 18. Isolation unit; 19. Train control system signal access unit; 20. DC power supply No. 2; 21. Electrical segmentation or phase separation information logic unit; ① Normally open node of 27.5kV feeder circuit breaker 2 for short mileage direction; ② Normally open node of 27.5kV feeder circuit breaker 6 for neutral section direction; ③ Normally open node of 27.5kV feeder circuit breaker 4 for long mileage direction; ④ Normally open node of safety relay No. 1; ⑤ Normally open node of safety relay No. 1; ⑥ Normally open node of safety relay No. 2; ⑦ Normally open node of safety relay No. 2.

[0011] Figure 3 This is a schematic diagram of the information interface scheme for the electrical segmentation or phase separation of the downlink power supply line under the bilateral through-power supply mode. The components and their numbers are as follows: 22. DC power supply No. 1; 23. Electrical segmentation or phase separation information logic unit; 24. Isolation unit; 25. Train control system signal access unit; 26. DC power supply No. 2; 27. Electrical segmentation or phase separation information logic unit; 8. Normally open node of 3 27.5kV feeder circuit breaker for short mileage direction; 9. Normally open node of 7 27.5kV feeder circuit breaker for downlink neutral section; 10. Normally open node of 5 27.5kV feeder circuit breaker for long mileage direction; 11. Safety relay No. 1; 12. Normally open node of safety relay No. 1; 13. Safety relay No. 2; 14. Normally open node of safety relay No. 2. Detailed Implementation

[0012] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0013] Reference Figure 1A typical schematic diagram of a power supply system with insulation separation in a double-sided through-power supply mode is shown. It includes the following components: 1. 27.5kV busbar within the substation; 2. 27.5kV feeder circuit breaker for the short-mileage direction; 3. 27.5kV feeder circuit breaker for the short-mileage direction; 6. 27.5kV feeder circuit breaker for the upward neutral section; 7. 27.5kV feeder circuit breaker for the downward neutral section; 4. 27.5kV feeder circuit breaker for the long-mileage direction; 5. 27.5kV feeder circuit breaker for the long-mileage direction; 8. 27.5kV disconnecting switch for the short-mileage direction; 9. 27.5kV disconnecting switch for the long-mileage direction; 10. 27.5kV disconnecting switch for the short-mileage direction; 11. 27.5kV disconnecting switch for the long-mileage direction; 12. Insulation separation for the upward direction; 13. Insulation separation for the downward direction; 14. Upward power supply contact network; and 15. Under normal bilateral power supply conditions, the following circuit breakers are in closed positions: 27.5kV feeder circuit breaker 2 (upward direction), 3 (downward direction), 6 (upward neutral section), 7 (downward neutral section), 4 (upward direction), and 5 (downward direction); 27.5kV disconnector 8 (upward direction), 9 (upward direction), 10 (downward direction), and 11 (downward direction); 12 (upward insulation section), 13 (downward insulation section), and 13 (downward insulation section). Trains can pass through these sections while the power supply is energized. In the event of a fault or when the circuit needs to be disconnected, the 27.5kV feeder circuit breaker 6 on the neutral section and the 27.5kV feeder circuit breaker 7 on the down line will be disconnected. At this time, the insulation will be divided into an electrical phase-separated structure, and the train will need to be de-energized to pass through.

[0014] The present invention relates to a bilateral through-power supply mode electrical segmentation or electrical phase separation information interface for an electrified railway traction power supply system, comprising: an upstream power supply line electrical segmentation or electrical phase separation information interface and a downstream power supply line electrical segmentation or electrical phase separation information interface. Both the upstream and downstream power supply line electrical segmentation or electrical phase separation information interfaces include a power supply section, an electrical segmentation or electrical phase separation information logic unit, an isolation unit, and a railway signaling system receiving end. The power supply section provides a stable and reliable DC power supply, outputting a voltage signal indicating electrical segmentation information through the electrical segmentation or electrical phase separation information logic unit. Then, the corresponding voltage signal is converted into a contactor opening / closing signal by a safety relay within the isolation unit and transmitted to the train control system, thereby realizing the function of transmitting electrical segmentation information to the railway signaling system. If the railway signaling system does not receive electrical segmentation information, the traction power supply system is assumed to be in an electrical phase separation state.

[0015] The electrical segmentation or phase separation information logic unit uses the passive normally open and normally closed node combination logic of the feeder circuit breaker at the insulation separation point under the bilateral through-power supply mode as the main input information for the electrical segmentation or phase separation information logic judgment unit. The input information for the electrical phase separation or phase separation information logic judgment can be locally adjusted and optimized according to the system requirements of the bilateral through-power supply system. The isolation unit adopts railway safety relays to ensure their safe and reliable operation. The railway signal system receiving end is the normally open node of the safety relay. The railway signal system receiving end will only receive the electrical segmentation status information when both sets of safety relays are simultaneously energized. In any other state, the railway signal system receiving end will receive the electrical phase separation status information.

[0016] Figure 2 This diagram illustrates the electrical segmentation or phase separation information interface for the upstream power supply line under a two-way through power supply mode. To ensure the accuracy of information collection, it is configured with two redundant series connections. It includes DC power supply 16, electrical segmentation or phase separation information logic unit 17, isolation unit 18, train control system signal access unit 19, DC power supply 20, electrical segmentation or phase separation information logic unit 21, normally open node ① of the 27.5kV upstream feeder circuit breaker 2 for the short mileage direction, normally open node ② of the 27.5kV upstream neutral section feeder circuit breaker 6, normally open node ③ of the 27.5kV upstream feeder circuit breaker 4 for the long mileage direction, safety relay 4, normally open node ⑤ of safety relay 1, safety relay 6, and normally open node ⑦ of safety relay 2. To ensure system stability and reliability, DC power supply 16 and DC power supply 20 should be led to different DC power supply systems or different DC buses of the same DC power supply system. Figure 1Under normal bilateral power supply conditions, the normally open node ① of the 27.5kV feeder circuit breaker 2 in the short mileage direction, the normally open node ② of the 27.5kV feeder circuit breaker 6 in the neutral section in the long mileage direction, and the normally open node ③ of the 27.5kV feeder circuit breaker 4 in the long mileage direction are all in the closed state. That is, the electrical segmentation logic information circuit is connected, which energizes the No. 1 safety relay ④ and the No. 2 safety relay ⑥, causing the normally open nodes ⑤ and ⑦ of the safety relays to be in the closed state. Thus, the electrical segmentation signal corresponding to the long line is transmitted into the train control system, guiding the train control system to control the train to pass through the energized segments. Conversely, if the system causes the 27.5kV feeder circuit breaker 2 (upward direction) to trip or open, the 27.5kV feeder circuit breaker 6 (upward neutral section) to trip or open, and the 27.5kV feeder circuit breaker 4 (upward direction) to trip or open due to a fault or other reason, then at least one of the following nodes will be in the open state: normally open node ① of the 27.5kV feeder circuit breaker 2 (upward direction), normally open node ② of the 27.5kV feeder circuit breaker 6 (upward neutral section), and normally open node ③ of the 27.5kV feeder circuit breaker 4 (upward direction). That is, the electrical sectionalizing status information logic circuit will be disconnected, causing safety relay ④ and safety relay ⑥ to lose power, thus causing normally open nodes ⑤ and ⑦ of the safety relays to be in the open state. At this time, the train control system will not receive the electrical sectionalizing information and will default to the system being in the electrical phase separation state, guiding the train control system to control the train to pass through according to the power outage and power-on phase separation.

[0017] Figure 3 This diagram illustrates the electrical segmentation or phase separation information interface for the downlink power supply lines in a two-way through-power supply configuration. To ensure accurate information collection, it is configured with two redundant series connections. It includes a primary DC power supply (22), an electrical segmentation or phase separation information logic unit (23), an isolation unit (24), a train control system signal access unit (25), a secondary DC power supply (26), an electrical segmentation or phase separation information logic unit (27), a normally open node ⑧ for the downlink 27.5kV feeder circuit breaker 3 in the short mileage direction, a normally open node ⑨ for the downlink neutral section 27.5kV feeder circuit breaker 7, a normally open node ⑩ for the downlink 27.5kV feeder circuit breaker 5 in the long mileage direction, a primary safety relay (11), a normally open node ⑫ for the primary safety relay, a secondary safety relay (13), and a normally open node ⑭ for the secondary safety relay. To ensure system stability and reliability, primary DC power supply (22) and secondary DC power supply (26) should be connected to different DC power supply systems or different DC buses within the same DC power supply system. Figure 1Under normal bilateral power supply conditions, the normally open node ⑧ of the 27.5kV feeder circuit breaker 3 in the short mileage direction, the normally open node ⑨ of the 27.5kV feeder circuit breaker 7 in the downlink neutral section, and the normally open node ⑩ of the 27.5kV feeder circuit breaker 5 in the long mileage direction are all in a closed state. That is, the electrical segmentation or electrical phase separation logic information circuit is connected, which energizes the No. 1 safety relay ⑪ and the No. 2 safety relay ⑬, causing the corresponding normally open nodes ⑫ and ⑭ of the No. 1 and No. 2 safety relays to be in a closed state. This transmits the electrical segmentation signal corresponding to the downlink line into the train control system, guiding the train control system to control the train to pass through the energized segmentation. Conversely, if the system causes the 27.5kV feeder circuit breaker 3 in the short mileage direction to trip or open, or the 27.5kV feeder circuit breaker 7 in the neutral section of the short mileage direction to trip or open, or the 27.5kV feeder circuit breaker 5 in the long mileage direction to trip or open, then at least one of the following nodes—the normally open node ⑧ of the 27.5kV feeder circuit breaker 3 in the short mileage direction, the normally open node ⑨ of the 27.5kV feeder circuit breaker 7 in the neutral section of the short mileage direction, and the normally open node ⑩ of the 27.5kV feeder circuit breaker 5 in the long mileage direction—will be in the open state. That is, the electrical sectionalizing state logic circuit will be disconnected, causing the first safety relay ⑪ and the second safety relay ⑬ to be de-energized. This will cause the normally open nodes ⑫ of the first safety relay and ⑭ of the second safety relay to be in the open state. At this time, the train control system cannot receive the electrical sectionalizing information and defaults to the system being in the electrical phase separation state, guiding the train control system to control the train to pass through according to the power-off and power-on phase separation.

[0018] The above description is merely an illustration of some principles of the electrical segmentation or electrical phase separation information interface of the bilateral through-power supply method of the electrified railway traction power supply system of the present invention. It is not intended to limit the present invention to the specific structures and applicable scope shown and described. Therefore, all possible modifications and equivalents fall within the scope of the patent application of this invention.

Claims

1. An information interface for electrically segmented or electrically phase-separated power supply in a bilateral through-power supply mode for electrified railway traction power supply systems, characterized by: Including uplink The power supply line electrical segmentation or phase separation information interface and the downlink power supply line electrical segmentation or phase separation information interface, as well as the uplink power supply line electrical segmentation or phase separation information interface and the downlink power supply line electrical segmentation or phase separation information interface, both include a power supply section, an electrical segmentation or phase separation information logic unit, an isolation unit, and a railway signaling system receiving end. The power supply section provides a stable and reliable DC power supply, and outputs a voltage signal indicating electrical segmentation information through the electrical segmentation or phase separation information logic unit. Then, the corresponding voltage signal is converted into a contactor opening and closing signal by a safety relay in the isolation unit and transmitted to the train control system, realizing the function of transmitting electrical segmentation information to the railway signaling system. If the railway signaling system does not receive electrical segmentation information, the traction power supply system is in the electrical phase separation state by default. The electrical segmentation or phase separation information logic unit uses the passive normally open and normally closed node combination logic of the feeder circuit breaker at the insulation separation point under the bilateral through-power supply mode as the main input information for the electrical segmentation or phase separation information logic judgment unit. The input information for the electrical phase separation or phase separation information logic judgment can be locally adjusted and optimized according to the system requirements of the bilateral through-power supply system. The isolation unit adopts railway safety relays to ensure their safe and reliable operation. The railway signal system receiving end is the normally open node of the safety relay. The railway signal system receiving end will only receive the electrical segmentation status information when both sets of safety relays are simultaneously energized. In any other state, the railway signal system receiving end will receive the electrical phase separation status information.

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