A subway positive contact rail and negative special rail two-side arrangement mode

Abstract

The present application belongs to the technical field of metro power supply, and particularly relates to a positive contact rail and a negative special rail arrangement mode for metro, which comprises a rail area steel rail installed at the bottom of a metro tunnel, and the rail area steel rail is provided with a positive contact rail and a special rail respectively installed on both sides. The present application proposes a scheme of arranging a special rail on the opposite side of the contact rail, that is, the special rail is used to replace the running rail to return current, thereby solving the problem of stray current corrosion, and the negative electrode adopts a contact rail which is completely universal with the positive electrode in installation form and parts, thereby avoiding affecting operation maintenance and resource sharing.

Description

Technical Field

[0001] This invention belongs to the field of subway power supply technology, and particularly relates to a method of arranging the positive contact rail and the negative dedicated rail on both sides for subway use. Background Technology

[0002] Subways generally use DC traction power supply systems, typically using overhead contact wires or contact rails as the positive pole to supply power to the vehicles, and the running rails as the negative pole for return current. Because it is difficult to guarantee good insulation performance of the rails, stray current leakage problems are serious, causing corrosion to the metal pipelines around the subway. Moreover, as the mileage and time of urban rail transit operation lines gradually increase, the stray current problem becomes increasingly serious.

[0003] For example, in patent application CN202211212894.1, a subway traction power supply system and control method are described. The input end of a 35KV electronic transformer is connected across two phases of a 35KV medium-voltage ring network via circuit breakers Qa and Qb. The output end is connected to the traction network after parallel connection for power conversion and bidirectional controllable energy flow. Adjacent traction substations are connected in a positive sequence (CA, BC, AB) to eliminate the negative sequence effect. The output end is connected to an isolated DC / DC converter in series via a supporting capacitor. When the subway traction substation is in a non-traction state, the DC / DC converter disconnection command is executed. The traction substation can be regarded as a multi-module cascaded static var generator. However, the disadvantage of this technical solution is that it uses an overhead contact network for power reception and the running rails are used as the negative pole for return current, which leads to serious stray current leakage problems and causes corrosion to the metal pipelines around the subway. Summary of the Invention

[0004] The purpose of this invention is to provide a method for arranging the positive contact rail and the negative dedicated rail on both sides for subway use, in order to solve the problems in the prior art. The specific technical solution is as follows:

[0005] A method for arranging a positive contact rail and a negative dedicated rail on both sides of a subway rail includes a track area rail installed at the bottom of the subway tunnel, with a positive contact rail and a dedicated rail installed on both sides of the track area rail respectively.

[0006] Furthermore, vehicles travel on the upper end of the rails in the track area, and bogies are installed at the bottom of the vehicles.

[0007] Furthermore, the positive contact rail and the dedicated rail are installed symmetrically about the center line of the vehicle's travel path, and both are installed in the same way.

[0008] Furthermore, the bogie on one side of the vehicle is provided with multiple positive current collector shoes, and the bogie on the other side of the vehicle is provided with multiple negative current collector shoes. The positive current collector shoes correspond to the negative current collector shoes and are arranged symmetrically.

[0009] Furthermore, the positive contact rail is electrically connected to the positive current collector shoe, and the dedicated rail is electrically connected to the negative current collector shoe.

[0010] Furthermore, the vehicles run in opposite directions on the up line and down line, and the positive contact rail and the dedicated rail are installed in opposite directions on the up line and on the down line.

[0011] Furthermore, the vehicle is equipped with a traction inverter box, which contains an inverter and a transfer switch. The inverter is electrically connected to the transfer switch, and both the positive and negative current collector shoes are electrically connected to the transfer switch.

[0012] Furthermore, the changeover switch consists of an isolating switch and a working position;

[0013] The disconnecting switches include disconnecting switch S1, disconnecting switch S2 and disconnecting switch S3;

[0014] The workstations include workstation 1, workstation 2, and workstation 3;

[0015] Disconnecting switch S1 is in working position 2, and disconnecting switches S2 and S3 are in working position 3. The left-side current collector shoe of the vehicle is the positive current collector shoe, and the right-side current collector shoe is the negative current collector shoe. The vehicle draws power from the positive contact rail through the positive current collector shoe and returns it to the dedicated rail through the negative current collector shoe.

[0016] Disconnecting switch S1 is in working position 2, disconnecting switches S2 and S3 are in working position 2, the right side of the vehicle is the positive current collector shoe, and the left side is the negative current collector shoe. The vehicle draws power from the positive contact rail through the positive current collector shoe and returns power to the dedicated rail through the negative current collector shoe.

[0017] Disconnecting switch S1 is in working position 3, and disconnecting switches S2 and S3 are in working position 2. The left and right sides of the vehicle are positive current collectors. The vehicle draws power from the positive contact rail through the positive current collector on the left side and returns the power to the running rail through the vehicle's steel wheel.

[0018] Furthermore, the vehicle is equipped with a polarity reversing switch, which can change the electrical polarity of the positive and negative current collectors on both sides of the vehicle.

[0019] Furthermore, a return mode conversion section is set on the uplink or downlink lines.

[0020] The advantages of this invention are:

[0021] 1. A scheme is proposed to arrange a dedicated rail on the opposite side of the contact rail, which realizes the dedicated rail to replace the running rail for return current, thereby solving the problem of stray current corrosion. At the same time, the negative electrode adopts a contact rail with the same installation method and components as the positive electrode, avoiding the impact on operation, maintenance and resource sharing.

[0022] 2. No additional overhead contact line system is required. Both positive and negative poles use contact rail system. The installation method and components of the special rail are completely interchangeable with the positive contact rail, avoiding the need for additional personnel and equipment for operation and maintenance, and significantly reducing maintenance costs.

[0023] 3. After adding a dedicated rail, no new current collector shoes are added to the vehicle clearance. Only the positive current collector shoes on both sides of the original bogie are changed to 1 positive and 1 negative. The clearance does not change. The vehicle can switch between running rail return and dedicated rail return by the negative switch, thereby realizing the through operation and interconnection between the dedicated rail return line and the running rail return line, and meeting the functional requirements of urban rail network planning.

[0024] 4. It is proposed to add a transfer switch box to the subway car. The transfer switch box consists of three sets of isolating switches S1, S2, and S3, and is integrated into the car's traction inverter box. By combining and switching the three sets of switches in the transfer switch box, in conjunction with the polarity conversion section and return mode conversion section set on the line, two functions can be realized: polarity conversion and return mode conversion. This solves the problem of interconnection between figure-eight lines, U-turn lines, and running rail return mode lines and dedicated rail return mode lines.

[0025] 5. It is proposed to adopt a staggered arrangement of the positive contact rail and the negative dedicated rail in the turnout area, thereby reducing the length of broken rails in the turnout area. The electrical connection between the positive and negative current collectors of different groups of vehicles is used to form an electrical circuit to ensure that the whole train does not lose power when passing through continuous turnout areas. Attached Figure Description

[0026] Figure 1 A schematic diagram of a symmetrical installation structure for the contact rail and the dedicated rail;

[0027] Figure 2 A schematic diagram of a symmetrical installation structure of the positive and negative current collector shoes;

[0028] Figure 3 A schematic diagram of the structure of the contact rail and the dedicated rail relative to the up and down directions of train travel;

[0029] Figure 4 A schematic diagram of the current collector shoe distribution structure in a vehicle;

[0030] Figure 5 This is a schematic diagram of the arrangement of the positive contact rail during the return flow of the running rail;

[0031] Figure 6 A schematic diagram of a structure using a method where positive and negative poles are arranged in the same position for return flow on a dedicated rail;

[0032] Figure 7 A schematic diagram of a structure using a staggered arrangement of positive and negative poles for return flow on a dedicated rail.

[0033] Figure 8 This is a schematic diagram of the current collector shoe installation structure;

[0034] Figure 9 This is a schematic diagram of the working state of the transfer switch box under normal operation.

[0035] Figure 10 This is a schematic diagram of the working state structure of the changeover switch box under polarity switching mode;

[0036] Figure 11 A schematic diagram of the structure for the polarity conversion of a vehicle's light bulb wiring;

[0037] Figure 12 This is a schematic diagram of the working state structure of the transfer switch box in reflux conversion mode;

[0038] Figure 13 This is a flowchart of the polarity conversion section.

[0039] Figure 14 Workflow diagram for the reflow mode conversion section;

[0040] Explanation of markings in the diagram:

[0041] 1. Track area rails; 2. Positive contact rail; 3. Special rail; 4. Vehicle; 5. Positive current collector shoe; 6. Negative current collector shoe; 7. Inverter; 8. Transfer switch; 9. Bogie. Detailed Implementation

[0042] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0043] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0044] Example 1

[0045] like Figure 1-14As shown, a method for arranging positive contact rails and negative dedicated rails on both sides of a subway system includes a track area rail 1, which is installed at the bottom of the subway tunnel, and a positive contact rail 2 and a dedicated rail 3 are installed on both sides of the track area rail 1, respectively.

[0046] The working principle of the above technical solution is as follows: On the basis of the traditional running rail traction network equipment, a special rail 3 is added to replace the traditional running rail as the negative return conductor in the traction network system. The vehicle is powered through the positive contact rail 2. The special rail 3 is connected to the DC negative terminal cabinet in the substation through the power cable to transmit the vehicle traction current back to the negative terminal of the substation.

[0047] The subway car only changed the original two positive current collector shoes to one positive current collector shoe + one negative current collector shoe. No new pantograph was added and the number of current collector shoes was increased. Therefore, it did not affect the car body clearance, thus realizing the functional requirements of through operation and interconnection between different types of lines.

[0048] By arranging a dedicated rail on the opposite side of the contact rail, the dedicated rail can replace the running rail for return current, thus solving the problem of stray current corrosion. At the same time, the negative electrode uses a contact rail that is completely compatible with the positive electrode in terms of installation method and components, avoiding any impact on operation, maintenance, and resource sharing.

[0049] Example 2

[0050] like Figure 1-14 As shown, a vehicle 4 travels on the upper end of the rail 1 in the track area. A bogie 9 is installed at the bottom of the vehicle 4. Multiple positive current collector shoes 5 are provided on the bogie 9 on one side of the vehicle 4, and multiple negative current collector shoes 6 are provided on the bogie 9 on the other side of the vehicle 4. The positive current collector shoes 5 and the negative current collector shoes 6 correspond to each other and are arranged symmetrically.

[0051] The working principle of the above technical solution is as follows: Positive current collector shoe 5 and negative current collector shoe 6 are installed on the bogie 9 of vehicle 4. The positive current collector shoe 5 is uniformly arranged on the left side and the negative current collector shoe 6 is uniformly arranged on the right side in a symmetrical arrangement. Depending on the different vehicle formations, multiple sets of positive and negative current collector shoes are set.

[0052] Since each train has multiple sets of current collector shoes at the front and rear, staggered installation is adopted in continuous turnout areas. This allows the electrical connection between the positive and negative current collector shoes of different sets of vehicles to form an electrical circuit, ensuring that the entire vehicle does not lose power. The staggered installation can also extend the length of the overall contact rail and the dedicated rail, so even in the depot and parking lot, the problem of power loss can be avoided as much as possible.

[0053] Example 3

[0054] like Figure 1-14 As shown, the positive contact rail 2 and the special rail 3 are installed symmetrically about the center line of the vehicle 4's driving line, and the two are installed in the same way.

[0055] The working principle of the above technical solution: The positive contact rail 2 and the special rail 3 adopt the same installation method and installation position, wherein the installation position includes:

[0056] x (horizontal direction): The distance from the center of the rail to the inner edge of the adjacent running rail;

[0057] y (vertical direction): The distance between the top surface of the rail and the top surface of the running rail;

[0058] There is no need to add an overhead contact line system. Both the positive and negative poles use the contact rail system. The installation method and components of the special rail are completely interchangeable with those of the positive contact rail, avoiding the need for additional personnel and equipment for operation and maintenance, and significantly reducing maintenance costs.

[0059] Example 4

[0060] like Figure 1-10 As shown, the positive contact rail 2 is electrically connected to the positive current collector shoe 5, and the dedicated rail 3 is electrically connected to the negative current collector shoe 6.

[0061] The working principle of the above technical solution is as follows: After adding the dedicated rail 3, no new current collector shoes are added to the vehicle clearance. Only the positive current collector shoes 5 on both sides of the original bogie are changed to 1 positive and 1 negative. The clearance does not change. The vehicle can switch between running rail return and dedicated rail return through the negative pole conversion switch, thereby realizing the through operation and interconnection between the dedicated rail return line and the running rail return line, and meeting the functional requirements of urban rail network planning.

[0062] Example 5

[0063] like Figure 1-14 As shown, the vehicle 4 runs in opposite directions on the up line and down line, and the positive contact rail 2 and the special rail 3 are installed in opposite directions on the up line and on the down line.

[0064] The working principle of the above technical solution: This solution also proposes that in the double-track subway system (both up and down lines), the positive and negative poles are installed in opposite directions, with the following two installation methods:

[0065] The first installation method: In the up line, the positive contact rail 2 is installed on the left side of the direction of travel, and the dedicated rail 3 is installed on the right side of the direction of travel; while in the down line, the positive contact rail 2 is installed on the right side of the direction of travel, and the dedicated rail 3 is installed on the left side of the direction of travel.

[0066] The second installation method: In the up line, the positive contact rail 2 is installed on the right side of the direction of travel, and the dedicated rail 3 is installed on the left side of the direction of travel; while in the down line, the positive contact rail 2 is installed on the left side of the direction of travel, and the dedicated rail 3 is installed on the right side of the direction of travel.

[0067] Example 6

[0068] like Figure 1-14 As shown, the vehicle 4 travels in the inclined track of the turnout area using a staggered arrangement of the positive contact rail 2 and the dedicated rail 3.

[0069] The working principle of the above technical solution is as follows: In the turnout area, the contact rail needs to be mechanically disconnected due to clearance requirements. In traditional running rail return lines, only the positive contact rail is present, such as... Figure 5 As shown;

[0070] In dedicated rail systems, if the positive and negative rails are arranged synchronously (i.e., the positive contact rail and the negative dedicated rail are always of equal length), then at the point indicated by the arrow, due to the conflict between the positive and negative poles, the lengths of the positive and negative rails in the skewed tracks of the turnouts will be shorter. This will result in significant gaps at continuous turnouts on the main line or in the depot, creating areas of power loss. Figure 6 As shown;

[0071] To solve the above problems, this invention employs a staggered arrangement of positive and negative poles in the inclined rails of the turnout area. Specifically, the arrangement ranges of the positive contact rail and the negative dedicated rail are staggered to increase the arrangement length within the turnout and reduce the rail breakage distance. Figure 7 As shown:

[0072] Example 7

[0073] like Figure 1-14 As shown, the vehicle 4 is equipped with a traction inverter box, which contains an inverter 7 and a transfer switch 8. The inverter 7 is electrically connected to the transfer switch 8, and the positive current collector shoe 5 and the negative current collector shoe 6 are both electrically connected to the transfer switch 8.

[0074] The working principle of the above technical solution is as follows: One set of transfer switch box is added to the subway vehicle to achieve two functions: Function 1: polarity conversion and Function 2: return mode conversion. The transfer switch box consists of three sets of isolating switches S1, S2, and S3, and is integrated into the vehicle's traction inverter box.

[0075] The purpose of setting up the transfer switch box is to meet the flow requirements of vehicles when making U-turns or operating across lines.

[0076] Example 8

[0077] like Figure 1-14 As shown, the changeover switch 8 consists of an isolating switch and a working position;

[0078] The disconnecting switches include disconnecting switch S1, disconnecting switch S2 and disconnecting switch S3;

[0079] The workstations include workstation 1, workstation 2, and workstation 3;

[0080] Disconnecting switch S1 is in working position 2, and disconnecting switches S2 and S3 are in working position 3. The left-side current collector shoe of vehicle 4 is the positive current collector shoe 5, and the right-side current collector shoe is the negative current collector shoe 6. Vehicle 4 draws power from the positive contact rail 2 through the positive current collector shoe 5 and returns it to the dedicated rail 3 through the negative current collector shoe 6.

[0081] Disconnecting switch S1 is in working position 2, disconnecting switches S2 and S3 are in working position 2, the right side of vehicle 4 is the positive current collector shoe 5, the left side is the negative current collector shoe 6, vehicle 4 draws power from the positive contact rail 2 through the positive current collector shoe 5, and returns power to the dedicated rail 3 through the negative current collector shoe 6;

[0082] Disconnecting switch S1 is in working position 3, and disconnecting switches S2 and S3 are in working position 2. The left and right sides of vehicle 4 are positive current collector shoes 5. Vehicle 4 draws power from the positive contact rail 2 through the positive current collector shoe 5 on the left side and returns the power to the running rail through the vehicle steel wheel.

[0083] The working principle of the above technical solution is as follows: Under normal operation, the vehicle clock uses the front of the vehicle as the traction end. However, some circuits will be equipped with figure-eight or bulb-shaped turn-off lines to enable the vehicle to turn around and travel in the opposite direction, i.e., the rear of the vehicle becomes the traction end. The specific operating conditions and switching methods of the switch box are explained in detail below:

[0084] Operating Condition 1: Under normal operating conditions, the vehicle uses the front as the traction end on the uphill route and the rear as the traction end on the downhill route. At this time, the positive contact rail 2 is always installed on the left side of the travel direction, and the negative dedicated rail 3 is always installed on the right side of the travel direction. Switch S1 is in working position 2, and switches S2 and S3 are in working position 3. The vehicle draws power from the positive contact rail through the left-side current collector and returns it to the negative dedicated rail 3 through the right-side current collector.

[0085] Operating Condition 2: When the vehicle enters the figure-eight and bulb lines, a U-turn is required. In this condition, the vehicle uses the front as the traction end on the uphill route and also on the downhill route. The positive contact rail 2 is installed on the left side of the travel direction when traveling uphill, and the negative dedicated rail 3 is installed on the right side. When returning, the positive contact rail 2 is on the right side of the travel direction, and the negative dedicated rail 3 is on the left side of the vehicle body, requiring a polarity reversal. Switch S1 is in operating position 2, and switches S2 and S3 are also in operating position 2. At this time, the vehicle draws power from the positive contact rail through the right-side current collector and returns it to the negative dedicated rail through the left-side current collector.

[0086] Operating Condition 3: When the vehicle enters the return rail line, such as when entering an existing operating line for through operation, interconnection, or maintenance work at an existing line depot, the vehicle is traveling in the forward direction, with the front of the vehicle acting as the driver's end. At this time, the positive contact rail 2 is installed on the left side of the vehicle body, there is no dedicated negative rail 3, the running rail is the negative rail, the S1 switch is in working position 3, and the S2 and S3 switches are in working position 2. At this time, the vehicle draws power from the positive contact rail through the left-side current collector shoe and returns the power to the negative running rail through the vehicle's steel wheels.

[0087] Example 9

[0088] like Figure 1-14 As shown, the vehicle 4 is equipped with a polarity switching switch, which can change the electrical polarity of the positive current collector 5 and the negative current collector 6 on both sides of the vehicle 4.

[0089] The working principle of the above technical solution is as follows: At the figure-eight wire and bulb wire locations, in addition to installing a changeover switch box on the vehicle, a polarity conversion section also needs to be installed on the wiring, such as... Figure 13 As shown, within the polarity switching section, the train relies on battery traction. The train stops before the switching zone by normal traction power supply (left positive, right negative) → the main electrical circuit is cut off → the train stops by battery traction through the polarity switching section → the polarity switching switch is operated → the main electrical circuit is closed → the train enters the reverse line (left negative, right positive) and continues to travel.

[0090] Example 10

[0091] like Figure 1-14 As shown, a return mode conversion section is set on the uplink or downlink;

[0092] The working principle of the above technical solution is as follows: At the connecting line between the running rail return line and the dedicated rail return line, in addition to installing a changeover switch box on the vehicle, a return mode conversion section also needs to be installed on the line, such as... Figure 14 As shown, within the return mode conversion section, both dedicated rails and running rails are installed, both of which can serve the purpose of return. The train is tractioned to the return conversion section via the dedicated rails and then stops → the main electrical circuit is cut off → the return conversion switch is operated → the main electrical circuit is closed → the train enters the return line on the running rails and continues to travel.

[0093] It is understood that the present invention has been described through some embodiments, and those skilled in the art will recognize that various changes or equivalent substitutions can be made to these features and embodiments without departing from the spirit and scope of the invention. Furthermore, under the teachings of the present invention, these features and embodiments can be modified to adapt to specific situations and materials without departing from the spirit and scope of the invention. Therefore, the present invention is not limited to the specific embodiments disclosed herein, and all embodiments falling within the scope of the claims of this application are within the protection scope of the present invention.

Claims

1. A method for arranging a positive contact rail and a negative dedicated rail on both sides of a subway, characterized in that, Includes track area rails (1), which are installed at the bottom of the subway tunnel. Positive contact rails (2) and special rails (3) are installed on both sides of the track area rails (1). Vehicles (4) travel on the upper end of the rails (1) in the track area, and bogies (9) are installed at the bottom of the vehicles (4). Multiple positive current collector shoes (5) are provided on the bogie (9) on one side of the vehicle (4), and multiple negative current collector shoes (6) are provided on the bogie (9) on the other side of the vehicle (4). The positive current collector shoes (5) correspond to the negative current collector shoes (6) and are arranged symmetrically. The vehicle (4) is equipped with a traction inverter box, which contains an inverter (7) and a changeover switch (8). The inverter (7) is electrically connected to the changeover switch (8), and the positive current collector (5) and the negative current collector (6) are both electrically connected to the changeover switch (8). The changeover switch (8) consists of an isolating switch and a working position; The disconnecting switches include disconnecting switch S1, disconnecting switch S2 and disconnecting switch S3; The workstations include workstation 1, workstation 2, and workstation 3; The disconnector switch S1 is placed in working position 2, and the disconnector switches S2 and S3 are placed in working position 3. The left-side collector shoe of the vehicle (4) is the positive collector shoe (5), and the right-side collector shoe is the negative collector shoe (6). The vehicle (4) draws power from the positive contact rail (2) through the positive collector shoe (5) and returns it to the dedicated rail (3) through the negative collector shoe (6). The disconnector switch S1 is placed in working position 2, the disconnector switches S2 and S3 are placed in working position 2, the right side of the vehicle (4) is the positive current collector shoe (5), the left side is the negative current collector shoe (6), the vehicle (4) draws power from the positive contact rail (2) through the positive current collector shoe (5), and returns to the dedicated rail (3) through the negative current collector shoe (6); The disconnector switch S1 is placed in working position 3, and the disconnector switches S2 and S3 are placed in working position 2. The left and right sides of the vehicle (4) are positive current collectors (5). The vehicle (4) draws power from the positive contact rail (2) through the positive current collector (5) on the left side and returns it to the running rail through the vehicle steel wheel.

2. The arrangement of the positive contact rail and the negative dedicated rail on both sides for a subway as described in claim 1, characterized in that, The positive contact rail (2) and the special rail (3) are installed symmetrically about the center line of the vehicle (4) driving line, and the two are installed in the same way.

3. The arrangement of the positive contact rail and the negative dedicated rail on both sides for a subway as described in claim 1, characterized in that, The positive contact rail (2) is electrically connected to the positive current collector shoe (5), and the special rail (3) is electrically connected to the negative current collector shoe (6).

4. The arrangement of the positive contact rail and the negative dedicated rail on both sides for a subway as described in claim 3, characterized in that, The vehicle (4) runs in opposite directions on the up line and down line, and the positive contact rail (2) and the special rail (3) are installed in opposite directions on the up line and on the down line.

5. The arrangement of the positive contact rail and the negative dedicated rail on both sides for a subway as described in claim 1, characterized in that, The vehicle (4) is equipped with a polarity switching switch, which can change the electrical polarity of the positive current collector (5) and the negative current collector (6) on both sides of the vehicle (4).

6. The arrangement of the positive contact rail and the negative dedicated rail on both sides for a subway as described in claim 5, characterized in that, Set up a return mode conversion section on the uplink or downlink.

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