Rail-crossing traction system and anti-interference electricity control device

Abstract

The invention discloses a rail transit traction system and an anti-interference electricity control device. The anti-interference electricity control device of the rail-crossing traction system is used for controlling a circuit breaker in the rail-crossing traction system. The circuit breaker comprises a first end, a second end and a control end; the first end is connected with a first alternating-current bus through a first switch, the first end is connected with a second alternating-current bus through a second switch, and the second end is connected with a power module of a rail-crossing traction system; the control end is connected with the output end of the power circuit; the input end of the power circuit is connected with the first end; the anti-interference electricity control device comprises a control circuit. And the control circuit is used for determining that the power supply circuit cannot output a first control signal to the control end and outputting a second control signal to the control end when detecting that the voltage of the first alternating current is dropped, so as to maintain the conduction of the first end and the second end of the circuit breaker within a first duration, and the first alternating current is the alternating current input into the first end.

Description

Technical Field

[0001] The present application relates to the field of rail transit technology, and in particular to a rail transit traction system and an anti-electrical sway control device. Background Art

[0002] In rail transit (RT), the stable operation of traction systems is crucial for the smooth operation of trains. However, grid voltage fluctuations, particularly electrical sway, can severely impact traction systems. Therefore, implementing traction systems with robust electrical sway protection is a pressing technical challenge in the field. Summary of the Invention

[0003] The present application provides a rail transit traction system and an anti-electrical shaking control device, which aim to effectively solve the technical problem of electric shaking in the rail transit traction system, thereby improving the power supply reliability and operation stability of the rail transit traction system.

[0004] In a first aspect, the present application provides an anti-electrical sway control device for a rail transit traction system. The anti-electrical sway control device is used to control a circuit breaker in the rail transit traction system; the circuit breaker includes a first end, a second end, and a control end; the first end is connected to a first AC busbar via a first switch, the first end is connected to a second AC busbar via a second switch, and the second end is connected to a power module of the rail transit traction system; the control end is connected to the output end of a power circuit, and the input end of the power circuit is connected to the first end; wherein, the anti-electrical sway control device includes a control circuit; the control circuit is used to determine that the power circuit cannot output a first control signal to the control end when a voltage drop of the first AC power is detected, and output a second control signal to the control end, so as to maintain the first end and the second end of the circuit breaker conductive within a first time period, wherein the first AC power is the AC power input to the first end.

[0005] In some embodiments, the anti-electrical shaking control device also includes a backup power supply; the output end of the backup power supply is connected to the control end; the control circuit is also used to determine that the power supply circuit is unable to output the first power supply to the control end when a drop in the first AC voltage is detected, and output a work indication signal to the backup power supply; the backup power supply is used to output a second power supply to the control end of the circuit breaker after receiving the work indication signal, so as to maintain the first and second ends of the circuit breaker conductive within a first time period under the action of the second control signal.

[0006] In some embodiments, the control circuit includes a sampling circuit and a delay circuit; the output end of the sampling circuit is connected to the input end of the delay circuit; the output end of the delay circuit is connected to the control end; the backup power supply is also used to provide working power for the sampling circuit and the delay circuit; the sampling circuit is used to sample the first alternating current, and when a voltage drop of the first alternating current is detected, output a voltage drop indication signal; the delay circuit is used to determine that the voltage of the first alternating current has dropped when the voltage drop indication signal is received, and output a second control signal to the control end within a first time period.

[0007] In some embodiments, the sampling circuit is further configured to sample the electrical signal of the power module and output a voltage drop indication signal when a first AC voltage drop is detected and a change in the electrical signal of the power module is greater than a preset threshold.

[0008] In some embodiments, the output end of the power supply circuit is connected to the input end of the sampling circuit; the power supply circuit outputs a third control signal when the first AC voltage drops; the sampling circuit is also used to sample the output end of the power supply circuit, and when it is determined that the output end of the power supply circuit outputs the third control signal, determines that the first AC voltage drops.

[0009] In some embodiments, the output end of the power supply circuit is connected via the input end of the delay circuit; the power supply circuit outputs a third control signal when the first AC voltage drops; the delay circuit is also used to delay the third control signal for a first time length when it is determined that the first AC voltage drops.

[0010] In some embodiments, the control circuit is further configured to output a delayed third control signal when it is detected that the voltage of the first alternating current is zero after the first time period.

[0011] In some embodiments, the control circuit is further configured to stop outputting the second control signal when it is detected that the voltage of the first alternating current is not zero after the first time period.

[0012] In some embodiments, the anti-power swing control device includes a time delay relay.

[0013] In a second aspect, the present application provides a rail transit traction system, which includes the anti-electrical sway control device according to any embodiment of the first aspect.

[0014] The technical solution provided by this application may have the following beneficial effects: In this application, the anti-power-sway control device detects a voltage drop in the first alternating current (AC), determines a power circuit failure, and actively outputs a backup control signal from the control circuit, maintaining conduction between the first and second terminals of the circuit breaker for a first duration. This process prevents circuit breaker malfunctions caused by transient voltage fluctuations (power sway) in the rail transit traction system, ensuring power supply continuity and stability during power sway conditions. This improves the operational reliability of the rail transit system, reduces train emergency braking and equipment malfunctions caused by power sway, and reduces equipment wear and maintenance costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 A schematic diagram of the structure of a rail transit traction system provided in an embodiment of the present application; Figure 2 A schematic diagram of a control principle of a circuit breaker provided in an embodiment of the present application; Figure 3 Schematic diagram of the structure of an anti-sway control device provided in an embodiment of the present application Figure 1 ; Figure 4 Schematic diagram of the structure of an anti-sway control device provided in an embodiment of the present application Figure 2 .

[0016] The above pictures: 10. Rail transit traction system; QF1, circuit breaker; 11. First switch; 12. First AC busbar; 13. Second switch; 14. Second AC busbar; 15. Power module; 16. DC traction network; DC+, positive line; DC-, negative line; 17. Power circuit; QS1, disconnector; QF2, DC-side circuit breaker; TF1, transformer; M, control signal input terminal; L, first power terminal; N, second power terminal; 30. Anti-sway control device; 31. Control circuit; 311, sampling circuit; 312, delay circuit; 32. Backup power supply; a. The first end of the circuit breaker; b. The second end of the circuit breaker; c. The control end of the circuit breaker; d. The AC end of the power module; e. The DC end of the power module; f. The output end of the power circuit; g. The input end of the power circuit; h. The output end of the backup power supply; i. The output end of the delay circuit. DETAILED DESCRIPTION

[0017] In the following description, specific details such as specific system structures and techniques are provided for purposes of illustration rather than limitation to facilitate a thorough understanding of the embodiments of the present application. However, it will be apparent to those skilled in the art that the present application may be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to avoid obscuring the description of the present application with unnecessary detail.

[0018] As the core power unit of rail transit trains (hereinafter referred to as trains), the importance of the rail transit traction system is self-evident. The rail transit traction system primarily undertakes the important task of efficiently converting electrical energy and implementing precise dynamic control, thereby enabling safe and reliable traction, intelligent and precise braking, and effective energy recycling. The rail transit traction system provides strong support for the green development of rail transit, demonstrating significant advantages in energy conservation, emission reduction, and lowering operating costs. It also lays a solid foundation for the intelligent development of rail transit, helping trains realize numerous intelligent functions such as automatic driving and fault diagnosis, and driving the rail transit industry towards a more efficient, environmentally friendly, and intelligent direction.

[0019] Currently, rail transit power supply systems mostly use unidirectional rectifiers to convert electrical energy from three-phase AC to DC, providing DC power for trains. To achieve bidirectional energy flow between the DC and AC sides of the rail transit traction system and provide a stable DC contact voltage, a regenerative bidirectional traction power supply has been introduced into the rail transit traction system. The AC side of the regenerative bidirectional traction power supply is connected to the AC grid, and the DC side is connected to the DC traction grid. When the rail transit vehicle is in traction mode, the power supply operates in a rectifier mode, converting the AC power from the AC grid to DC power for the DC traction grid. When the rail transit vehicle is in braking mode, the power supply operates in an inverter mode, converting the DC power from the DC traction grid to AC power and feeding it back to the AC grid.

[0020] Power fluctuations are characterized by rapid, large changes in grid voltage over a short period of time, typically manifesting as voltage dips or short interruptions. These can be caused by a variety of factors, including grid faults, grid failures, and the startup or shutdown of large equipment.

[0021] Power swings can at least cause the following problems in rail transit traction systems: 1. The rapid change in voltage during power swings may cause the internal current of the equipment in the rail transit traction system to increase instantly, exceeding the tolerance of the equipment, thereby damaging key electronic components in the rail transit traction system, such as diodes.

[0022] 2. Power fluctuations may cause power outages in the rail transit traction system. Such interruptions will affect the normal operation of the train and may even trigger emergency braking, affecting passenger safety and operational efficiency.

[0023] 3. Power fluctuations may trigger a chain reaction in the rail transit traction system, leading to larger-scale failures.

[0024] It can be seen that power shaking seriously affects the safe operation of the rail transit traction system.

[0025] In order to solve the above technical problems, the embodiments of the present application provide a rail transit traction system and an anti-electrical shaking control device, aiming to effectively solve the technical problem of electric shaking in the rail transit traction system, thereby improving the power supply reliability and operation stability of the rail transit traction system.

[0026] In a first aspect, an embodiment of the present application provides an anti-electrical sway control device for a rail transit traction system.

[0027] First, a rail transit traction system is introduced. Figure 1 This is a schematic diagram of the structure of a rail transit traction system provided in an embodiment of the present application. Figure 1 As shown, the rail transit traction system 10 may include a circuit breaker QF1. Circuit breaker QF1 may include a first terminal a, a second terminal b, and a control terminal c. Circuit breaker QF1 may be an AC-side circuit breaker. The first terminal a of circuit breaker QF1 is connected to the first AC busbar 12 via a first switch 11, and the first terminal a of circuit breaker QF1 is connected to the second AC busbar 14 via a second switch 13. The second terminal b of circuit breaker QF1 is connected to the AC terminal d of a power module 15 in the rail transit traction system 10 via a transformer TF1. The DC terminal e of the power module 15 is connected to the DC traction network 16 via a disconnector QS1 and a DC-side circuit breaker QF2. The power module 15 and the DC traction network 16 may be connected via a DC busbar (i.e., a positive line DC+ and a negative line DC-). The control terminal c of circuit breaker QF1 may be connected to the output terminal f of a power circuit 17, and the input terminal g of the power circuit 17 may be connected to the first terminal a.

[0028] Figure 2 A schematic diagram of the control principle of a circuit breaker provided in an embodiment of the present application. Figure 2 As shown, circuit breaker QF1 has a first terminal a, a second terminal b, and a control terminal c. Control terminal c can control the connection or disconnection between first terminal a and second terminal b, thereby implementing the on / off control function of circuit breaker QF1 in the circuit. Control terminal c of circuit breaker QF1 can include a control signal input terminal M, a first power supply terminal L, and a second power supply terminal N. Control signal input terminal M can be an input interface for control terminal c of circuit breaker QF1, used to receive external control signals. First power supply terminal L can be one power input terminal of circuit breaker QF1, typically connected to the positive terminal or live wire of the power supply. Second power supply terminal N can be another power input terminal of circuit breaker QF1, typically connected to the negative terminal or neutral wire of the power supply. In other words, the control principle of circuit breaker QF1 is that when control signal input terminal M receives a specific control signal and the first power supply terminal L and the second power supply terminal N are energized, first terminal a and second terminal b can be controlled to perform specific actions. For example, when control signal input terminal M inputs a conduction signal and the first power supply terminal L and the second power supply terminal N are energized, conduction between first terminal a and second terminal b can occur.

[0029] It should be noted that the control structure with the above control principle can be the circuit breaker QF1 in the embodiment of the present application. For example, the circuit breaker QF1 can be a frame circuit breaker (ACB), a miniature circuit breaker (MCB), etc.

[0030] Understandably, combined Figure 1 and Figure 2 As can be seen from the illustrated structure, when the first switch 11 is open and the second switch is closed, or when the first switch 11 is open and the second switch is closed, the circuit breaker QF1 can be powered by the power circuit 17. That is, the power circuit 17 supplies power to the first power terminal L and the second power terminal N. Simultaneously, the power circuit 17 can output a first control signal to the control signal input terminal M of the circuit breaker QF1. The control signal input terminal M of the circuit breaker QF1 receives the first control signal, which controls the connection between the first power terminal L and the second power terminal N, thereby maintaining conductivity between the first terminal a and the second terminal b. However, when switching maintenance between the first AC bus 12 and the second AC bus 14, for example, switching from the first switch 11 opening and the second switch closing to the first switch 11 closing and the second switch opening, there is a brief period in which both the first switch 11 and the second switch 13 are disconnected. At this point, the power circuit 17 in the rail transit traction system 10 loses power and cannot send the first control signal to the circuit breaker QF1, causing an inadvertent disconnection between the first terminal a and the second terminal b of the circuit breaker QF1. After the switching is completed, the first AC bus 12 starts to supply power, and the erroneously disconnected circuit breaker QF1 cannot promptly connect the first terminal a and the second terminal b, thereby restoring normal power supply to the rail transit traction system 10. As a result, the rail transit traction system 10 will experience power fluctuations caused by the power interruption, thereby affecting the safety and reliability of train operation.

[0031] Based on the above rail transit traction system 10, Figure 3 Schematic diagram of the structure of an anti-sway control device provided in an embodiment of the present application Figure 1 .like Figure 3 As shown, the anti-electrical shaking control device 30 in the embodiment of the present application can be used to control the circuit breaker QF1 in the rail transit traction system 10 to reduce the risk of incorrect disconnection of the circuit breaker QF1 and realize the anti-electrical shaking protection function of the rail transit traction system 10.

[0032] In some embodiments, the anti-power sway control device 30 may include a control circuit 31. Upon detecting a voltage drop in the first AC power supply, the control circuit 31 may determine that the power supply circuit 17 is unable to output a first control signal to the control terminal c of the circuit breaker QF1, and output a second control signal to the control terminal c of the circuit breaker QF1 to maintain electrical continuity between the first terminal a and the second terminal b of the circuit breaker QF1 for a first duration. The first AC power is the AC power input to the first terminal a, and may be either AC power input to the circuit breaker QF1 from the first AC bus or AC power input to the circuit breaker QF1 from the second AC bus.

[0033] As will be appreciated, the control circuit 31 can monitor the voltage of the first AC power in real time. Upon detecting a voltage drop (i.e., a power grid power fluctuation), the control circuit 31 determines whether the power circuit 17 can continue to output the first control signal to the control terminal c of the circuit breaker QF1. If the power circuit 17 fails to operate normally due to the voltage drop, the control circuit 31 outputs a second control signal to the control terminal c of the circuit breaker QF1. This second control signal maintains the conductive state between the first terminal a and the second terminal b of the circuit breaker QF1 for a first duration.

[0034] In some embodiments, the first duration can be set based on the actual needs of the rail transit traction system 10. For example, the first duration can range from a few milliseconds to a few seconds. In one embodiment, the first duration can range from 100 milliseconds to 3 seconds. In one embodiment, the first duration is related to the duration required for AC bus switching. The first duration can be greater than the duration required for switching. In one example, if the duration required for switching is 1 second, the first duration can be 2 seconds.

[0035] In some embodiments, power circuit 17 may be equipped with a backup circuit (which may include a supercapacitor or a small battery). If the main power supply in power circuit 17 fails due to a voltage drop, the backup circuit in power circuit 17 can provide temporary power to control terminal c of circuit breaker QF1. In this manner, control circuit 31 simply outputs a second control signal to control terminal c of circuit breaker QF1 to maintain the conductive state between first terminal a and second terminal b of circuit breaker QF1 for the first duration.

[0036] In some embodiments, when no voltage drop occurs, power circuit 17 can process the AC power output from the AC grid and provide 220 volts (V) of AC power to control terminal c of circuit breaker QF1. In the event of a voltage drop, the voltage output by the backup circuit must match the voltage of the main power supply. Typically, the backup circuit may include a voltage stabilizing circuit or a direct current to alternating current converter (DC-AC converter) to achieve a stable voltage output.

[0037] In some embodiments, the power circuit 17 may be an AC panel (AC distribution panel). The AC panel is a key device in the power system for distributing, monitoring, and protecting AC power. Its core function is to achieve centralized control, power distribution, and fault protection of the power supply system.

[0038] In some embodiments, the power module 15 in the rail transit traction system 10 is used to convert AC power drawn from an AC grid (e.g., a 35 kilovolt (kV) or 10 kV AC bus) into DC power. This DC power is stored on the DC bus, providing a stable power source for the traction motors. The power module 15 in the rail transit traction system 10 is also used to convert DC power into AC power and feed it back into the AC grid.

[0039] In some embodiments, in the event of a voltage drop, the control terminal c (i.e., the first power terminal L and the second power terminal N) of the circuit breaker QF1 can also be connected to the power module 15 in the rail transit traction system 10. When the main power supply in the power circuit 17 fails due to a voltage drop, the power module 15 can provide a temporary power supply for the control terminal c of the circuit breaker QF1.

[0040] It is understandable that the busbar capacitor and other energy storage devices in the power module 15 can provide a temporary power supply for the control terminal c of the circuit breaker QF1. The temporary power supply can output a voltage suitable for the control terminal c to the circuit breaker QF1.

[0041] In some embodiments, the voltages of the first AC bus 12 and the second AC bus 14 can be set based on actual needs, and are not limited in this embodiment of the present application. For example, the voltage of the first AC bus 12 can be 35 kV. The voltage of the second AC bus 14 can be 35 kV. In some embodiments, the first AC bus 12 and the second AC bus 14 are included in the AC power grid.

[0042] In an embodiment of the present application, the anti-power-sway control device detects a voltage drop in the first alternating current (AC), determines a power circuit failure, and actively outputs a backup control signal from the control circuit, thereby maintaining electrical continuity between the first and second terminals of the circuit breaker for a first duration. This process prevents malfunction of the circuit breaker due to transient voltage fluctuations in the rail transit traction system, ensuring power supply continuity and stability during power-sway conditions. This improves the operational reliability of the rail transit system, reduces train emergency braking and equipment malfunctions caused by power-sway, and reduces equipment wear and maintenance costs.

[0043] In some embodiments, as Figure 3 As shown, the anti-power-sway control device 30 may further include a backup power supply 32; the output terminal h of the backup power supply 32 is connected to the control terminal c (i.e., the first power terminal L and the second power terminal N) of the circuit breaker QF1. The control circuit 31 is further configured to, upon detecting a voltage drop in the first AC power supply, determine that the power supply circuit 17 is unable to output the first power to the control terminal c of the circuit breaker QF1 and output an operation indication signal to the backup power supply 32. Upon receiving the operation indication signal, the backup power supply 32 is configured to output a second power to the control terminal c of the circuit breaker QF1, thereby maintaining the first terminal a and the second terminal b of the circuit breaker QF1 conductive for a first duration under the influence of the second control signal.

[0044] As will be understood, when the first AC voltage is normal, the power circuit 17 outputs the first power supply and the first control signal to the control terminal c of the circuit breaker QF1. Under the influence of the first power supply and the first control signal, the first terminal a and the second terminal b of the circuit breaker QF1 remain in an on state, and the rail transit traction system 10 operates normally. When the control circuit 31 detects a drop in the first AC voltage, it determines that the power circuit 17 can no longer output the first control signal to the control terminal c of the circuit breaker QF1. The control circuit 31 then outputs a second control signal to the control terminal c of the circuit breaker QF1. When the control circuit 31 detects a drop in the first AC voltage, it determines that the power circuit 17 can no longer output the first power supply to the control terminal c of the circuit breaker QF1. The control circuit 31 then outputs an operation instruction signal to the backup power supply 32. Upon receiving the operation instruction signal, the backup power supply 32 begins operation. The backup power supply 32 outputs the second power supply to the control terminal c of the circuit breaker QF1. Under the influence of the second power supply and the second control signal, the first terminal a and the second terminal b of the circuit breaker QF1 remain in an on state for a first duration.

[0045] It can be understood that according to the above-mentioned control circuit 31 and backup power supply 32, during the first period of voltage drop, the backup power supply 32 can maintain the conduction state of the circuit breaker QF1, thereby avoiding the incorrect disconnection of the circuit breaker QF1 due to the voltage drop, ensuring the continuity of power supply to the rail transit traction system 10, and reducing the impact of voltage fluctuations on the rail transit traction system 10.

[0046] In some embodiments, the backup power supply 32 may include a supercapacitor, a battery, or other structures to enable the backup power supply 32 to supply power to the circuit breaker QF1. In some embodiments, the backup power supply 32 may obtain power from a power supply circuit to supply power to the circuit breaker QF1. The power supply circuit may be configured based on actual usage requirements and is not limited in this embodiment of the present application.

[0047] In one embodiment, the backup power supply 32 can be connected to an AC power grid and obtain power from the AC power grid. For example, the backup power supply 32 can be connected to the first AC bus 12 and obtain power from the first AC bus 12. In one embodiment, the backup power supply 32 can be connected to the power module 15 in the rail transit traction system 10 and obtain power from the power module 15.

[0048] In one embodiment, the backup power supply 32 may have a power transmission interface that is connected to multiple power supply circuits. The multiple power supply circuits may supply power to the power transmission interface according to a power supply logic, thereby providing power to the backup power supply 32 in an orderly manner. The power supply logic may be configured based on actual usage requirements and is not limited in this embodiment of the present application. For example, the power supply logic may be configured to prioritize power supply circuits with more sufficient power to provide power to the backup power supply 32 based on the power availability status.

[0049] It is understandable that by providing the backup power supply 32, the circuit breaker QF1 can be guaranteed to have a stable power supply. In this way, the anti-power sway control device 30 can ensure that the equipment in the rail transit traction system is not damaged by the power sway phenomenon.

[0050] In some embodiments, Figure 4 Schematic diagram of the structure of an anti-sway control device provided in an embodiment of the present application Figure 2 .like Figure 4 As shown, the control circuit 31 may include a sampling circuit 311 and a delay circuit 312; the output end of the sampling circuit 311 is connected to the input end of the delay circuit 312; the output end i of the delay circuit 312 is connected to the control end c of the circuit breaker QF1.

[0051] In some embodiments, sampling circuit 311 can be configured to sample the first AC power and, upon detecting a voltage drop in the first AC power, output a voltage drop indication signal from the output terminal of sampling circuit 311. Delay circuit 312 can be configured to receive the voltage drop indication signal via the input terminal of delay circuit 312 and, upon receiving the voltage drop indication signal, determine that the first AC power voltage has dropped and, within a first time period, output a second control signal to control terminal c of circuit breaker QF1 via output terminal i of delay circuit 312.

[0052] As will be appreciated, sampling circuit 311 can continuously monitor the voltage of the first alternating current. If the voltage is normal, sampling circuit 311 does not output any signal, and delay circuit 312 is also in a standby state. Control terminal c of circuit breaker QF1 receives a first power supply and a first control signal from power circuit 17, maintaining the conductive state of first terminal a and second terminal b. When sampling circuit 311 detects a voltage drop, sampling circuit 311 can output a voltage drop indication signal to delay circuit 312. Upon receiving the voltage drop indication signal, delay circuit 312 begins timing and outputs a second control signal to control terminal c of circuit breaker QF1 within a first duration, causing circuit breaker QF1 to maintain the conductive state of first terminal a and second terminal b under the control of the second control signal.

[0053] It is understood that in rail transit traction system 10, voltage fluctuations may be caused by transient interference (e.g., interference caused by switching maintenance), which is typically short-lived. By outputting the second control signal within the first duration, delay circuit 312 can effectively prevent malfunction of circuit breaker QF1 due to transient voltage fluctuations.

[0054] It can be understood that through the cooperation of the sampling circuit 311 and the delay circuit 312, accurate monitoring and delay processing of the voltage drop are achieved, further improving the reliability and stability of the anti-power sway control device.

[0055] In some embodiments, when sampling circuit 311 detects a voltage drop, sampling circuit 311 may also output an operation instruction signal to backup power supply 32. Upon receiving the operation instruction signal, backup power supply 32 begins operation. Backup power supply 32 outputs a second power supply to control terminal c of circuit breaker QF1. Under the influence of the second power supply and the second control signal, first terminal a and second terminal b of circuit breaker QF1 remain in an on state for a first duration.

[0056] In some embodiments, the backup power supply 32 is also used to provide operating power to the sampling circuit 311 and the delay circuit 312. In some embodiments, when no voltage drop occurs, the sampling circuit 311 and the delay circuit 312 can be connected to the AC power grid. The voltage of the AC power grid can be converted into a voltage that can be used by the sampling circuit 311 and the delay circuit 312. In other words, the AC power grid can provide power to the sampling circuit 311 and the delay circuit 312.

[0057] In some embodiments, the sampling circuit 311 is further used to sample the electrical signal of the power module 15 and output a voltage drop indication signal when a first AC voltage drop is detected and the change in the electrical signal of the power module 15 is greater than a preset threshold.

[0058] As will be appreciated, the sampling circuit 311 can continuously monitor the voltage status of the first AC power. When a voltage drop in the first AC power is detected, the sampling circuit 311 further checks the electrical signal status of the power module 15. The sampling circuit 311 outputs a voltage drop indication signal only when it detects that the change in the electrical signal of the power module 15 exceeds a preset threshold.

[0059] As can be understood, the variation in the power module 15's electrical signal is used to distinguish between minor fluctuations during normal operation and abnormal changes caused by voltage drops. Only when the variation exceeds a preset threshold is it considered an abnormal condition, thus avoiding misjudgments due to normal fluctuations. Thus, by comprehensively considering voltage drops and variations in the power module's electrical signal, the anti-power sway control device 30 can more accurately determine whether anti-power sway measures are necessary, thereby improving the overall reliability of the system.

[0060] In some embodiments, the electrical signal of the power module 15 may include parameters such as current, power, and voltage. In some embodiments, the preset threshold value can be set according to actual needs, and the embodiments of the present application are not limited to this. For example, the preset threshold value can be a current change threshold value. The current change threshold value can be set to 20%, that is, when the current change of the power module 15 exceeds 20% of the normal current, it is considered that the change of the power module 15 is greater than the preset threshold value.

[0061] In some embodiments, when the sampling circuit 311 detects a voltage drop and the variation of the electrical signal of the power module 15 is greater than a preset threshold, the sampling circuit 311 may further output a work indication signal to the backup power supply 32 .

[0062] As can be understood, by comprehensively monitoring the first AC voltage and the electrical signal from the power module 15 through the sampling circuit 311 and making judgments based on preset thresholds, the anti-power sway control device 30 can more accurately identify the impact of voltage drops on equipment and take anti-power sway measures when necessary. This process not only improves system reliability but also optimizes resource utilization, making it suitable for use in rail transit traction systems 10.

[0063] In some embodiments, the output terminal f of the power supply circuit 17 is connected to the input terminal of the sampling circuit 311. The power supply circuit 17 outputs a third control signal when the first AC voltage drops. The sampling circuit 311 is further configured to sample the output terminal f of the power supply circuit 17 and determine that the first AC voltage has dropped if the output terminal f of the power supply circuit 17 outputs the third control signal.

[0064] As will be appreciated, under normal circumstances, power circuit 17 provides the first power supply to control terminal c of circuit breaker QF1. Sampling circuit 311 monitors output terminal f of power circuit 17. If no third control signal is detected or if the first power supply is detected, it determines that the first AC voltage is normal. When the first AC voltage drops, i.e., when the voltage input to power circuit 17 drops, power circuit 17 is unable to output the first power supply. Power circuit 17 can output a third control signal to indicate the voltage drop. Sampling circuit 311 monitors output terminal f of power circuit 17 and detects the third control signal, it determines that the first AC voltage has dropped.

[0065] In some embodiments, power circuit 17 outputs the first power when the first AC voltage is normal. When the first AC voltage drops, power circuit 17 stops outputting the first power. After power circuit 17 stops outputting the first power, sampling circuit 311 may deem that power circuit 17 outputs a third control signal. In one embodiment, the third control signal may instruct power circuit 17 to stop supplying power to circuit breaker QF1.

[0066] In one embodiment, the sampling circuit 311 may include a built-in current detection module to monitor the current value of the first power source output by the power circuit 17. When the current value output by the power circuit 17 is zero, the sampling circuit 311 may determine that the third control signal has been detected, thereby determining that the voltage of the first AC power has dropped.

[0067] In some embodiments, the sampling circuit 311 may include a built-in voltage detection module to monitor the voltage of the first power source output by the power circuit 17. When the voltage output by the power circuit 17 drops, the sampling circuit 311 may detect the third control signal and thereby determine that the voltage of the first AC power has dropped.

[0068] In some embodiments, the power circuit 17 can monitor whether a voltage drop occurs in the first alternating current, and output a third voltage signal when a voltage drop occurs in the first alternating current.

[0069] It is understood that a comparator can be used in the power circuit 17 to determine whether a voltage drop occurs in the first AC power input to the power circuit 17. If a voltage drop occurs in the first AC power, the comparator can output a logic signal (such as a high level or a low level) as the third control signal.

[0070] In some embodiments, the output terminal f of the power supply circuit 17 is connected to the input terminal of the delay circuit 312. The power supply circuit 17 outputs the third control signal when the first AC voltage drops. The delay circuit 312 is further configured to delay the third control signal for a first duration when the first AC voltage drops.

[0071] As can be understood, the input end of the delay circuit 312 is connected to the output end f of the power supply circuit 17, and the delay circuit 312 can receive the third control signal from the power supply circuit 17. When the delay circuit determines that the first AC voltage has dropped, it can delay the third control signal. The delay duration is the first duration.

[0072] It is understood that the third control signal can instruct the power supply circuit 17 to stop supplying power to the circuit breaker QF1. By delaying the third control signal, the delay circuit 312 can trigger the control logic corresponding to the third control signal only after the voltage sag continues for the first duration. This can prevent instantaneous voltage fluctuations (such as brief voltage sags caused by power failure) from falsely triggering the disconnection of the first terminal a and the second terminal b of the circuit breaker QF1.

[0073] In some embodiments, the control circuit 31 is further configured to output a delayed third control signal when it is detected that the voltage of the first alternating current is zero after the first time period.

[0074] As will be appreciated, the delay circuit 312 can delay the third control signal for the first duration. After the delay, the control circuit 31 further detects whether the voltage of the first AC power is zero. Upon confirming that the voltage of the first AC power is zero, the delay circuit 312 in the control circuit 31 outputs the delayed third control signal to the control terminal c of the circuit breaker QF1. After receiving the delayed third control signal, the control terminal c of the circuit breaker QF1 disconnects the first terminal a and the second terminal b of the circuit breaker QF1. In this manner, the circuit breaker QF1 disconnects the AC power grid and the rail transit traction system 10, stopping the AC power grid from supplying power to the rail transit traction system 10.

[0075] In some embodiments, sampling circuit 311 in control circuit 31 can re-determine whether the voltage of the first AC power is zero after the delay process ends. As can be appreciated, re-confirming whether the voltage of the first AC power is zero ensures that the voltage drop is not a brief fluctuation, but rather a complete power outage or voltage loss. In this manner, circuit breaker QF1 can be completely shut down.

[0076] In some embodiments, when the sampling circuit 311 detects that the voltage of the first AC power is zero after the first time period, it can output a zero voltage indication signal to the delay circuit 312. After receiving the zero voltage indication signal, the delay circuit 312 outputs a delayed third control signal.

[0077] In some embodiments, when the sampling circuit 311 detects that the voltage of the first alternating current is zero after the first time period, it does not output any indication signal to the delay circuit 312. The delay circuit 312 directly outputs the delayed third control signal.

[0078] In some embodiments, the control circuit 31 is further configured to delete the delayed third control signal when it is detected that the voltage of the first alternating current is not zero after the first time period.

[0079] It can be understood that through delayed processing and double confirmation of zero voltage, not only can the incorrect disconnection of circuit breaker QF1 caused by short-term voltage fluctuations be effectively avoided, but it can also ensure that the circuit breaker QF1 disconnection operation is executed when there is a real power outage requirement, stopping the AC power grid from supplying power to the rail transit traction system 10, and meeting the use requirements of the rail transit traction system 10.

[0080] In some embodiments, the control circuit 31 is further configured to stop outputting the second control signal when it is detected that the voltage of the first alternating current is not zero after the first time period.

[0081] As will be appreciated, the delay circuit 312 can delay the third control signal for the first duration. After the delay, the control circuit 31 further detects whether the voltage of the first AC power is zero. Upon confirming that the voltage of the first AC power is not zero, the control circuit 31 can determine that the voltage drop was temporary and that the voltage has recovered. Thus, the control circuit 31 can stop outputting the second control signal, causing the power supply circuit 17 to resume outputting the first control signal to the control terminal c of the circuit breaker QF1. Under the influence of the first control signal, the first terminal a and the second terminal b of the circuit breaker QF1 remain conductive, and the rail transit traction system 10 operates normally.

[0082] In some embodiments, after the control circuit 31 stops outputting the second control signal, the delayed third control signal may be deleted to prevent the delayed third control signal from being received by the control terminal c of the circuit breaker QF1, thereby causing the circuit breaker QF1 to be accidentally disconnected.

[0083] In some embodiments, after the control circuit 31 stops outputting the second control signal, the sampling circuit 311 in the control circuit 31 may also stop outputting the operation indication signal, so that the backup power supply no longer outputs the second power to the control terminal c of the circuit breaker QF1. In this manner, the power supply circuit 17 resumes outputting the first power to the control terminal c of the circuit breaker QF1. The first terminal a and the second terminal b of the circuit breaker QF1 remain conductive under the influence of the first power and the first control signal, and the rail transit traction system 10 operates normally.

[0084] In some embodiments, the anti-power swing control device 30 may include a time delay relay.

[0085] It is understandable that the time delay circuit 312 may be located in a time delay relay. The time delay relay may implement the function of the time delay circuit 312 in any one or more of the above embodiments.

[0086] In some embodiments, the sampling circuit 311 may be located in a time delay relay.

[0087] In a second aspect, an embodiment of the present application provides a rail transit traction system. The rail transit traction system may include an anti-electrical sway control device as described in any embodiment of the first aspect. It is understood that the structure and function of the rail transit traction system and the anti-electrical sway control device can refer to the above Figures 1 to 4 For the sake of brevity of the description, the structure in will not be described here again.

[0088] Those skilled in the art will understand that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0089] The above-described embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present application, and should all be included in the scope of protection of the present application.

Claims

1. An anti-electrical shaking control device for a rail transit traction system, characterized in that: Used to control a circuit breaker in a rail transit traction system; the circuit breaker includes a first end, a second end, and a control end; the first end is connected to a first AC busbar via a first switch, the first end is connected to a second AC busbar via a second switch, and the second end is connected to a power module of the rail transit traction system; the control end is connected to an output end of a power circuit, and an input end of the power circuit is connected to the first end; Wherein, the anti-electrical shaking control device includes a control circuit; The control circuit is configured to, upon detecting a voltage drop of the first alternating current (AC), determine that the power supply circuit is unable to output a first control signal to the control end, and output a second control signal to the control end to maintain conduction between the first and second ends of the circuit breaker for a first period of time, wherein the first AC power is the AC power input to the first end.

2. The anti-electrical shaking control device according to claim 1, characterized in that: The anti-power-shaking control device further includes a backup power supply; the output end of the backup power supply is connected to the control end; The control circuit is further configured to, when detecting a drop in the first AC voltage, determine that the power circuit is unable to output the first power to the control terminal, and output a work indication signal to the backup power supply; The backup power supply is used to output a second power supply to the control end of the circuit breaker after receiving the work instruction signal, so as to maintain the first end and the second end of the circuit breaker being conductive within the first time period under the action of the second control signal.

3. The anti-electrical shaking control device according to claim 2, characterized in that: The control circuit includes a sampling circuit and a delay circuit; the output end of the sampling circuit is connected to the input end of the delay circuit; the output end of the delay circuit is connected to the control end; the backup power supply is also used to provide working power for the sampling circuit and the delay circuit; The sampling circuit is used to sample the first alternating current and output a voltage drop indication signal when a voltage drop of the first alternating current is detected; The delay circuit is configured to determine that the first AC voltage has dropped upon receiving the voltage drop indication signal, and output the second control signal to the control terminal within the first time period.

4. The anti-electrical shaking control device according to claim 3, characterized in that: The sampling circuit is further configured to sample the electrical signal of the power module and output the voltage drop indication signal when a voltage drop of the first AC power is detected and a change in the electrical signal of the power module is greater than a preset threshold.

5. The anti-electrical shaking control device according to claim 3, characterized in that: The output end of the power supply circuit is connected to the input end of the sampling circuit; the power supply circuit outputs a third control signal when the first AC voltage drops; The sampling circuit is further configured to sample the output end of the power supply circuit, and determine that the first AC voltage drops when it is determined that the output end of the power supply circuit outputs the third control signal.

6. The anti-electrical shaking control device according to claim 3, characterized in that: The output end of the power supply circuit is connected to the input end of the delay circuit; the power supply circuit outputs a third control signal when the first AC voltage drops; The delay circuit is further configured to perform a delay process of the first duration on the third control signal when it is determined that the first AC voltage drops.

7. The anti-electrical shaking control device according to claim 3, characterized in that: The control circuit is further configured to output a delayed third control signal when it is detected that the voltage of the first alternating current is zero after the first time period.

8. The anti-electrical shaking control device according to claim 1, characterized in that: The control circuit is further configured to stop outputting the second control signal when it is detected that the voltage of the first alternating current is not zero after the first time period.

9. The anti-electrical shaking control device according to claim 1, characterized in that: The anti-electrical shaking control device includes a time delay relay.

10. A rail transit traction system, characterized in that: The device comprises the anti-electrical shaking control device according to any one of claims 1 to 9.

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