Fork line polarity conversion circuit of APM direct current traction power supply system

Abstract

The invention discloses a branch line polarity conversion circuit of an APM direct current traction power supply system. A vehicle depot line is connected with a main line through two branch lines; the two branch lines are respectively provided with a non-electric area; the two ends of the non-electric area disconnect a circuit through electric sections; the vehicle depot line is connected with the direct current bus through two vehicle depot circuit breakers which are connected in parallel; the electric connection polarities of the two vehicle depot circuit breakers are opposite, and logic interlocking is carried out. By the adoption of the technical scheme, circuit polarity conversion of the whole vehicle depot is achieved, departure and collection operation can be more continuous, the driving scheduling efficiency is improved, and the method is suitable for automatic garage returning and departure road crossing; a driving indicating lamp is arranged to intuitively prompt a driver of a track electrification state; a short-circuit fault caused by human factors can be avoided through the arrangement of the non-power area; the electrified state of the track is transmitted to a signal system, and when the track state does not meet the conditions of automatic train receiving and departure, the train can stop and wait in front of a non-electrified area.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail transportation power supply systems. More specifically, the present invention relates to a branch line polarity conversion circuit of an APM direct current traction power supply system. Background Art

[0002] APM (Automated People Mover System), also known as the Automatic People Mover System (AGTS), is an unmanned, automatic driving, and three-dimensional mass transportation system. It is a type of urban rail transit line system that combines the characteristics of many traditional urban rail transit tools. Its main feature is the miniaturization of trains.

[0003] At present, in APM-type DC power supply systems, a "△"-shaped (triangular) track structure is set in the connection section between the main line and the vehicle depot, that is, there are two branched lines from the main line into the vehicle depot and from the vehicle depot into the main line. These two branched lines are connected to the main line and form a triangle shape with the main line; when the "△"-shaped track structure appears in the APM-type DC power supply system, the polarity of the power supply rail will be opposite, and a short-circuit fault will occur when a train passes.

[0004] The solution of the prior art is that the vehicle needs to be stopped and powered off during the polarity conversion process; therefore, it places high demands on the driver and dispatcher, and is not suitable for automatic return to the depot and departure route switching, which affects the driving dispatch efficiency.

[0005] The following search results were obtained by searching the existing public technical literature using keywords such as "track; vehicle; circuit; polarity conversion":

[0006] 1. Chinese patent document: "Railway current collecting device, rail vehicle bogie and power supply track", patent (application) number: 201910827474.6; the technical solution recorded is:

[0007] “The track current collecting device comprises a power supply track and a current collector in contact with the power supply track; the straddle-type monorail comprises a straddle-type monorail body and a first electrode and a second electrode fixed to the straddle-type monorail body; the first electrode extends from the upper surface of the straddle-type monorail body, the second electrode extends from the side of the straddle-type monorail body and is symmetrically distributed on both sides of the first electrode; the current collector comprises an upper current collector in electrical contact with the first electrode, and two lower current collectors in electrical contact with the second electrodes located on both sides respectively”;

[0008] The technical effects recorded are:

[0009] "It has strong applicability and can meet the power supply needs of rail vehicles regardless of the direction of travel of the rail vehicles. Moreover, for rail vehicles that need to turn around, this type of rail current collecting device can simplify the required rail structure and reduce production and preparation costs."

[0010] 2. Chinese patent document: "Railway vehicle charging device and rail transit system", patent (application) number: 201811445226.7; the technical solution recorded is:

[0011] “The charging device includes: a positive charging plate, a negative charging plate and two charging blade groups. The positive charging plate and the negative charging plate are spaced apart in the width direction of the rail beam, and the positive charging plate and the negative charging plate are spaced apart in the up-down direction. Each charging blade group includes a positive charging blade and a negative charging blade spaced apart in the up-down direction. According to the charging device for a rail vehicle of the present invention, when the rail vehicle is traveling forward or making a U-turn in the reverse direction, the positive charging plate can contact the positive charging blade of one of the charging blade groups, and the negative charging plate can contact the negative charging blade of the other charging blade group”;

[0012] The technical effects recorded are:

[0013] "Railway vehicles can be charged regardless of whether they are traveling in the forward or reverse direction."

[0014] However, the technical solutions recorded in the above-mentioned technical documents and the existing publicly applied related technical solutions have not been able to solve the problems and defects existing in the prior art, such as "short-circuit failure occurs when the train passes" and "the polarity conversion process requires stopping and powering off, affecting the driving scheduling efficiency". Summary of the invention

[0015] The invention provides a branch line polarity conversion circuit of an APM direct current traction power supply system, which aims to overcome the defect of the prior art that the polarity conversion requires stopping and power-off waiting, and improve the driving efficiency of automatic train collection and departure.

[0016] In order to achieve the above object, the technical solution adopted by the present invention is:

[0017] The APM DC traction power supply system branch line polarity conversion circuit of the present invention comprises a positive line and a vehicle depot line, both of which are powered by a DC bus; the vehicle depot line is connected to the positive line through two branch lines respectively; a power-free zone is provided on the two branch lines respectively; the circuit is disconnected at both ends of the power-free zone by electrical segmentation; the vehicle depot line is connected to the DC bus through two parallel vehicle depot circuit breakers respectively; the electrical connection polarities of the two vehicle depot circuit breakers are opposite, and logical interlocking is performed.

[0018] Driving indicator lights are provided at both ends of the power-free zone; the driving indicator lights display the circuit polarity status of the line ahead of the power-free zone; the APM train is provided with a driving indicator light distinguishing device, and adopts corresponding driving strategies according to the information of the driving indicator lights.

[0019] The length of the dead zone and the electrical segmentation parameter settings are as follows: the length of the power rail in the dead zone is L; the length of the electrical segmentation at both ends of the dead zone is L1; the length of the contact surface of the vehicle collector shoe is d, and the distance between the center points of the collector shoes at both ends of the train is D; then:

[0020] 0<L1<d(or d / 2);

[0021] L>D-d;

[0022] L+L1×2<D+d.

[0023] The vehicle section and the non-powered area include rail A and rail B, and the voltage polarity is defined as: when rail A is positively charged and rail B is negatively charged, it is positive; when rail A is negatively charged and rail B is positive, it is reversed, then:

[0024] The logic of the driving indicator lights at both ends of the power-free zone is displayed according to the voltage polarity of the vehicle section;

[0025] When the voltage in the vehicle depot is positive, the indicator light of the first power-free zone is green, which means that passage is allowed;

[0026] When there is no voltage in the vehicle section or the voltage is reversed, the indicator light of the first no-power zone is red, which means that passage is prohibited;

[0027] When the voltage in the vehicle depot is reversed, the indicator light of the second power-free zone is green, which means that passage is allowed;

[0028] When there is no voltage in the vehicle section or the voltage is positive, the indicator light of the second no-power zone is red, which means that passage is prohibited.

[0029] The first depot circuit breaker is closed when the following conditions are met at the same time:

[0030] The second dead zone has no voltage;

[0031] The first dead zone has no voltage, or the first dead zone is positive;

[0032] The second depot circuit breaker is in the open state;

[0033] The first depot circuit breaker had no alarm or lockout.

[0034] The second depot circuit breaker is closed when the following conditions are met at the same time:

[0035] The first dead zone has no voltage;

[0036] The second dead zone has no voltage, or the first dead zone is positive;

[0037] The first depot circuit breaker is in the open state;

[0038] The second depot circuit breaker has no alarm and is locked.

[0039] The first depot circuit breaker trips and locks if any of the following conditions are met:

[0040] The second power-free zone is positive;

[0041] The second power-free zone is reversed;

[0042] When the protection setting tripping conditions are met, three-stage protection is achieved.

[0043] The second depot circuit breaker trips and locks if any of the following conditions are met:

[0044] The first power-free zone is positive;

[0045] The first power-free zone is reversed;

[0046] When the protection setting tripping conditions are met, three-stage protection is achieved.

[0047] The positive line and the DC bus are connected and disconnected via a positive line circuit breaker.

[0048] The present invention adopts the above technical scheme, and the vehicle depot realizes the circuit polarity conversion as a whole, which can make the departure and collection operation more continuous, improve the driving scheduling efficiency, and is suitable for automatic return to the depot and departure route; the setting of the driving indicator light can intuitively remind the driver of the track live state; the setting of the power-free zone can avoid short-circuit failures caused by human factors; it supports transmitting the track live state to the signal system, and when the track state does not meet the conditions for automatic collection and departure, the train will stop and wait in front of the power-free zone. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] The contents shown in the attached drawings and the symbols in the drawings are briefly described as follows:

[0050] Figure 1 It is a structural schematic diagram of the present invention;

[0051] Figure 2 Schematic diagram for parameter settings of main line, depot line, no-power area and power segment;

[0052] Figure 3 It is a schematic diagram of the state where the collector shoes at both ends are in the non-electric zone at the same time;

[0053] Figure 4 It is a schematic diagram of the state where the collector shoes at both ends are respectively on the main line and the vehicle depot and are not in contact with the power supply rails in the power-free area.

[0054] The markings in the figure are:

[0055] 1. Main line, 2. DC bus, 3. Depot line, 4. No-power area, 5. Power section, 6. Driving indicator light, 7. Depot circuit breaker, 8. Main line circuit breaker, 9. Collector shoe. DETAILED DESCRIPTION

[0056] The specific implementation modes of the present invention are further explained in detail below by describing the embodiments with reference to the accompanying drawings, so as to help those skilled in the art to have a more complete, accurate and in-depth understanding of the inventive concept and technical solution of the present invention.

[0057] like Figure 1 The structure of the present invention is a branch line polarity conversion circuit of an APM DC traction power supply system, wherein the APM includes a main line 1 and a vehicle depot line 3, both of which are powered by a DC bus 2; the vehicle depot line 3 is connected to the main line 1 through two branch lines. The problem solved by the present invention is to avoid the need for stopping and powering off in traditional polarity conversion, and to improve the driving efficiency of automatic vehicle collection and dispatching.

[0058] In order to solve the problems existing in the prior art and overcome its defects, to overcome the defects of the prior art that the polarity conversion requires parking and power-off waiting, and to improve the driving efficiency of automatic vehicle collection and dispatching, the technical solution adopted by the present invention is:

[0059] like Figure 1 As shown, the branch line polarity conversion circuit of the APM DC traction power supply system of the present invention is provided with a non-powered area 4 on the two branch lines; the two ends of the non-powered area 4 are disconnected from the circuit by an electrical segment 5; the depot line 3 is connected to the DC bus 2 through two parallel depot circuit breakers 7; the electrical connection polarities of the two depot circuit breakers 7 are opposite, and logical interlocking is performed.

[0060] Two circuit breakers are connected in parallel on the DC bus outgoing line side of the vehicle depot. The wiring of the two circuit breakers is opposite to that of the vehicle depot power supply rail. The polarity conversion of the vehicle depot power supply is achieved by switching the two circuit breakers on and off. The two circuit breakers are logically interlocked with each other.

[0061] The two crossing lines between the depot and the main line are respectively set up with a no-power zone. The no-power zone and the depot track are connected to the voltage acquisition system, and the collected voltage status is used for the protection tripping of the circuit breaker and the status display of the driving indicator light. The track status supports transmission to the ATS system for protection in the case of automatic vehicle operation.

[0062] The beneficial effects of the above technical solution are:

[0063] The entire depot realizes extreme conversion, which can make the departure and collection of trains more continuous, improve the efficiency of train dispatching, and is suitable for automatic return to the depot and departure routes;

[0064] Secondly, the setting of the driving indicator light can visually remind the driver of the live state of the track;

[0065] The setting of no-power zone can avoid short circuit faults caused by human factors;

[0066] It supports transmitting the track power status to the signal system. When the track status does not meet the automatic train collection and departure requirements, the train will stop and wait in front of the power-free area.

[0067] exist Figure 1 In the system, the power rail in the vehicle depot area is connected to the DC bus through two circuit breakers. The cable connection polarities of the two circuit breakers are opposite. The polarity conversion of the power rail in the vehicle depot area can be achieved by controlling the opening and closing of circuit breakers 1 and 2 respectively. The power rail in the vehicle depot area is connected to the voltage collection unit to collect the voltage and voltage polarity in the vehicle depot area.

[0068] A non-powered area is set up on each of the two crossovers connecting the depot and the main line, and is isolated from the main line and the depot by electrical segmentation.

[0069] The power rail in the power-free zone is not connected to the power supply cable and does not provide power to the vehicle. It mainly serves to prevent short circuits.

[0070] The two power supply rails in the power-free zone are connected to the voltage acquisition unit to collect the voltage and voltage polarity between the AB rails in the power-free zone one and the power-free zone two and to link the corresponding circuit breaker to trip and lock.

[0071] Driving indicator lights 6 are provided at both ends of the no-power zone 4; the driving indicator lights 6 display the circuit polarity status of the line ahead of the no-power zone 4; the APM train is provided with a driving indicator light 6 identification device, and adopts corresponding driving strategies according to the information of the driving indicator lights 6.

[0072] A driving indicator light 6 is installed at a conspicuous position at both ends of the no-power zone to indicate whether the train can pass.

[0073] like Figure 2 As shown:

[0074] The length of the dead zone 4 and the parameters of the electric segment 5 are set as follows: the length of the power rail of the dead zone 4 is L; the length of the electric segment 5 at both ends of the dead zone 4 is L1; the contact surface length of the vehicle collector shoe 9 is d, and the distance between the center points of the collector shoes 9 at both ends of the train is D; then:

[0075] 0<electric segment length L1<collector shoe contact surface length d (or d / 2);

[0076] The length of the power supply rail in the power-free zone L> the distance between the center points of the collector shoes at both ends D-the length of the contact surface of the collector shoe d;

[0077] The length of the power supply rail in the power-free zone L+the length of the electrical segment L1×2<the distance between the center points of the collector shoes at both ends D+the length of the contact surface of the collector shoes d.

[0078] The above size definition avoids the following two situations that may cause failure:

[0079] like Figure 3 As shown:

[0080] If the collector shoes at both ends are in the power-free zone at the same time and are not in contact with the main line or the depot power supply rail, the carriage in this area will lose high voltage.

[0081] like Figure 4 As shown:

[0082] The collector shoes at both ends are respectively on the positive line and the vehicle depot and are not in contact with the power supply rails in the power-free area, which will result in no voltage in the power-free area. Both circuit breakers meet the closing conditions. If the polarity of the vehicle depot and the positive line is opposite after closing, a short circuit fault will occur.

[0083] The vehicle depot and the non-powered area 4 include rails A and B, and their voltage polarities are defined as:

[0084] When the voltage between rail A and rail B is lower than the set value, there is no power;

[0085] When rail A is positively charged and rail B is negatively charged, it is in the positive direction; when rail A is negatively charged and rail B is positively charged, it is in the reverse direction. Then:

[0086] The logic of the driving indicator lights 6 at both ends of the no-power zone 4 is displayed according to the voltage polarity of the vehicle section;

[0087] When the voltage in the vehicle depot is positive, the indicator light of the first power-free zone 4 is green, which means that passage is allowed;

[0088] When there is no voltage in the vehicle section or the voltage is reverse, the indicator light of the first no-voltage zone 4 is red, which means that passage is prohibited;

[0089] When the voltage in the vehicle section is reversed, the indicator light of the second power-free zone 4 is green, which means that passage is allowed;

[0090] When there is no voltage in the vehicle section or the voltage is positive, the indicator light of the second no-voltage zone 4 is red, which means that passage is prohibited.

[0091] Conditions for closing the depot circuit breaker:

[0092] 1. The first train depot circuit breaker 7 is closed when the following conditions are met at the same time:

[0093] The second no-power zone 4 has no voltage (less than the design voltage);

[0094] The first no-electricity zone 4 has no voltage (less than the design voltage), or the first no-electricity zone 4 is in the positive direction;

[0095] The second train depot circuit breaker 7 is in the open state;

[0096] The first depot circuit breaker 7 has no alarm and is locked.

[0097] 2. The closing of the second train depot circuit breaker 7 requires the following conditions to be met simultaneously:

[0098] The first no-power zone 4 has no voltage (less than the design voltage);

[0099] The second no-electricity zone 4 has no voltage (less than the design voltage), or the first no-electricity zone 4 is in the positive direction;

[0100] The first train depot circuit breaker 7 is in the open state;

[0101] The second depot circuit breaker 7 has no alarm and is locked.

[0102] Conditions for the depot circuit breaker 7 to trip and lock:

[0103] 1. The first train depot circuit breaker 7 trips and locks if any of the following conditions are met:

[0104] The second power-free zone 4 is positive;

[0105] The second power-free zone 4 is reversed;

[0106] When the protection setting tripping conditions are met, three-stage protection is achieved.

[0107] 2. The second train depot circuit breaker 7 trips and locks if any of the following conditions are met:

[0108] The first power-free zone 4 is positive;

[0109] The first power-free zone 4 is reversed;

[0110] When the protection setting tripping conditions are met, three-stage protection is achieved.

[0111] The in-section protection mentioned above refers to the protection of the main line, the protection of the power-free area and the protection of the vehicle section circuit.

[0112] The positive line 1 and the DC bus 2 are connected and disconnected via a positive line circuit breaker 8 .

[0113] The DC bus 2 provides power to the positive line through the positive line circuit breaker 8 .

[0114] The present invention is described above by way of example in conjunction with the accompanying drawings. It is obvious that the specific implementation of the present invention is not limited to the above-mentioned method. As long as various non-substantial improvements are made using the method concept and technical solution of the present invention, or the concept and technical solution of the present invention are directly applied to other occasions without improvement, they are all within the protection scope of the present invention.

Claims

1. A branch line polarity conversion circuit of an APM DC traction power supply system, the APM comprising a positive line (1) and a vehicle depot line (3), both of which are powered by a DC bus (2); the vehicle depot line (3) is connected to the positive line (1) through two branch lines respectively; it is characterized in that: A non-powered area (4) is provided on each of the two branch lines; the circuit is disconnected at both ends of the non-powered area (4) through an electrical segmentation (5); the vehicle section line (3) is connected to the DC bus (2) through two parallel vehicle section circuit breakers (7); the electrical connection polarities of the two vehicle section circuit breakers (7) are opposite, and a logic interlock is performed.

2. The branch line polarity conversion circuit of the APM DC traction power supply system according to claim 1 is characterized in that: Both ends of the power-free zone (4) are provided with driving indicator lights (6); the driving indicator lights (6) display the circuit polarity state of the line ahead of the power-free zone (4); the APM train is provided with a driving indicator light (6) identification device, and adopts a corresponding driving strategy according to the information of the driving indicator lights (6).

3. The branch line polarity conversion circuit of the APM DC traction power supply system according to claim 1 is characterized in that: The length of the dead zone (4) and the parameters of the electric segment (5) are set as follows: the length of the power rail of the dead zone (4) is L; the length of the electric segment (5) at both ends of the dead zone (4) is L1; the contact surface length of the vehicle collector shoe (9) is d, and the distance between the center points of the collector shoes (9) at both ends of the train is D; then: 0<L1<d; L>D-d; L+L1×2<D+d.

4. The branch line polarity conversion circuit of the APM DC traction power supply system according to claim 1 is characterized in that: The vehicle section and the non-powered area (4) include rail A and rail B, and the voltage polarity thereof is defined as: when rail A carries positive charge and rail B carries negative charge, it is positive; when rail A carries negative charge and rail B carries positive charge, it is reverse. Then: The logic of the driving indicator lights (6) at both ends of the no-power zone (4) is displayed according to the voltage polarity of the vehicle section; When the voltage in the train depot is positive, the indicator light of the first power-free zone (4) is green, which means that passage is allowed; When there is no voltage in the vehicle section or the voltage is reversed, the indicator light of the first no-voltage zone (4) is red, which means that passage is prohibited; When the voltage in the train depot is reversed, the indicator light of the second power-free zone (4) turns green, which means that passage is allowed; When there is no voltage in the vehicle section or the voltage is positive, the indicator light of the second no-voltage zone (4) is red, which means that passage is prohibited.

5. The branch line polarity conversion circuit of the APM DC traction power supply system according to claim 4 is characterized in that: The first depot circuit breaker (7) is closed when the following conditions are met simultaneously: The second power-free zone (4) has no voltage; The first dead zone (4) has no voltage, or the first dead zone (4) is in the positive direction; The second train depot circuit breaker (7) is in the open state; The first depot circuit breaker (7) has no alarm and is locked.

6. The branch line polarity conversion circuit of the APM DC traction power supply system according to claim 4 is characterized in that: The second depot circuit breaker (7) is closed when the following conditions are met simultaneously: The first dead zone (4) has no voltage; The second dead zone (4) has no voltage, or the first dead zone (4) is in the positive direction; The first train depot circuit breaker (7) is in an open state; The second depot circuit breaker (7) has no alarm and is locked.

7. The branch line polarity conversion circuit of the APM DC traction power supply system according to claim 4 is characterized in that: The first train depot circuit breaker (7) trips and locks if any of the following conditions are met: The second power-free zone (4) is positive; The second power-free zone (4) is reversed; When the protection setting tripping conditions are met, three-stage protection is achieved.

8. The branch line polarity conversion circuit of the APM DC traction power supply system according to claim 4 is characterized in that: The second depot circuit breaker (7) trips and locks if any of the following conditions are met: The first power-free zone (4) is positive; The first power-free zone (4) is reversed; When the protection setting tripping conditions are met, three-stage protection is achieved.

9. The branch line polarity conversion circuit of the APM DC traction power supply system according to claim 1 is characterized in that: The positive line (1) and the DC bus (2) are connected and disconnected via a positive line circuit breaker (8).

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