A three-phase traction power supply pantograph-catenary system for rail transit

Abstract

This invention discloses a three-phase traction power supply pantograph-catenary system for rail transit, comprising a rigid suspension conductor A, a rigid suspension conductor B, and a running rail C forming a three-phase traction network. In the turnout areas of the main line and branch line, rigid suspension conductors A and B are replaced by rigid suspension insulated modules IM, with the bottom of the IM and the bottom of the rigid suspension conductors at both ends of the turnout area on the same plane. The rigid suspension conductors at both ends of the turnout area are connected by connecting cables. A bipolar pantograph is used, with an insulator M between the two poles of the pantograph head. One pole contacts and receives power from the rigid suspension conductor A, and the other pole contacts and receives power from the rigid suspension conductor B. The two poles of the bipolar pantograph head and the insulator M between them are on the same plane. The two poles of the pantograph are connected to two terminals of the three-phase input of the train traction converter TC via onboard cables, and the other terminal is connected to the train grounding electrode G and the running rail C. These three terminals together constitute a three-phase power supply. Two sets of bipolar pantographs are installed at the front and rear of the train, with their two poles connected by two onboard cables respectively. This forms a three-phase traction power supply system that can pass through turnouts without interruption of power.

Description

Technical Field

[0001] This invention belongs to the field of rail transit power supply, and specifically relates to a three-phase traction power supply pantograph-catenary system for rail transit. Background Technology

[0002] As urban rail transit develops towards higher speeds (120 km / h and above), larger capacity, and more frequent starts and stops, the inherent defects of DC power systems are becoming increasingly prominent, posing a significant bottleneck to the industry's green, safe, and high-quality development. Test statistics show that regenerative braking energy in subways accounts for approximately 30% to 50% of traction energy consumption.

[0003] Traditional DC traction power supply systems use diode rectifier units, allowing electrical energy to flow unidirectionally from the AC grid to the DC traction network, lacking reverse transmission capability. When a train undergoes regenerative braking, the regenerated electrical energy converted from kinetic energy cannot be fed back to the grid, causing the DC traction network voltage to rise. Some regenerative energy can only flow within the DC traction network; the remaining portion, unusable by neighboring traction trains, is ultimately consumed as heat through the braking resistor. This not only results in significant energy waste but also exacerbates temperature increases in the tunnel environment, increasing the burden on the environmental control system and causing secondary energy consumption.

[0004] To utilize this energy, DC traction substations typically employ a "rectifier unit + inverter feedback device" approach, setting a voltage threshold Us. When the traction grid voltage exceeds Us, it is determined to be in inverter operation, and the inverter feedback device is activated; otherwise, the device remains inactive. However, if Us is set too high, the device is prone to failure to operate, causing the train's electric braking to ineffective and forcing a switch to mechanical braking. This results in overheating of the brake shoes, increased braking distance, and significant safety hazards. Conversely, if Us is set too low, the device is prone to malfunction, frequent starts, and the generation of circulating currents and wasted energy. This creates a problem where the operating threshold cannot adequately address both the risks of failure to operate and malfunction.

[0005] The current national standard system only specifies the "normal voltage range" of DC traction networks, without specifying the specific operating voltage threshold for inverter feedback devices. This threshold is a control strategy parameter of the device, manually set by the design institute or engineering party during the project implementation phase based on line conditions, and then handed over to the equipment manufacturer for execution. Numerous academic papers confirm that the dilemma of voltage threshold setting is not only a real engineering problem, but has also become a consensus pain point and a hot topic of academic research in the field of DC power supply. The industry is attempting to alleviate this problem through various cutting-edge approaches such as dynamic threshold algorithms, adaptive control, and control based on train braking position. Therefore, inverter feedback control methods based on voltage thresholds still suffer from insufficient adaptability.

[0006] To avoid voltage threshold setting and the resulting problems of failure to operate and false operation, Li Qunzhan's team proposed "A DC traction system energy feedback identification device" (ZL201410049210.X). However, during implementation, two new problems were discovered: first, the test resistor R generates energy consumption under normal conditions, resulting in additional energy waste; second, the DC current sensor's measurement accuracy is insufficient across a wide range, affecting the accuracy of the regenerative operating condition logic judgment and leading to difficulties in practical application. This demonstrates that the technical challenges of DC systems in regenerative energy utilization have long existed and are difficult to eradicate.

[0007] In recent years, to meet the development needs of larger transport capacity and higher operating speeds (up to 160 km / h), some megacities such as Beijing, Guangzhou, Chengdu, and Shenzhen have begun to introduce the 25 kV single-phase AC system of mainline electrified railways into urban rail construction, even without suitable domestically produced DC locomotives and rolling stock or other superior systems. The 25 kV single-phase AC system can effectively utilize regenerative energy and does not suffer from voltage threshold issues. However, because trains are high-power single-phase loads, to reduce the imbalance impact on the three-phase power grid, it is usually necessary to install electrical phase separation at the traction substation outlet and between adjacent traction substations, thus creating power outage zones. Power outage zones directly affect the safe operation of trains: high-speed railway trains can pass through power-deprived zones by inertia with minimal speed loss; however, for urban rail transit, due to short station spacing, low operating speeds, frequent starts and stops, steep gradients, and high traffic density, trains experience significant speed losses when passing through power-deprived zones, not only restricting transport capacity and increasing driver workload, but also potentially causing train stoppages in severe cases. In other words, the adverse effects of phase-separated power outage zones are further amplified and compounded in urban rail transit scenarios. Furthermore, compared to a DC 1.5 kV system, a single-phase 25 kV overhead contact system requires a larger overhead clearance, leading to an increase in tunnel cross-section and significantly increasing civil engineering investment in urban rail transit.

[0008] In summary, the current traction power supply system and train models are ill-suited to the requirements of high-quality development of urban rail transit in the new era, and these problems will become increasingly prominent and severe over time and with increased scale. Therefore, there is an urgent need to find a new traction power supply system from both a theoretical and technical perspective to provide a more accurate, reliable, and practical solution. Research indicates that the three-phase 3kV AC system, with its significant advantages such as natural bidirectional energy flow, absence of stray currents, no phase-by-phase power outages, and grid-friendly design, represents the best technical path to overcome the current predicament.

[0009] In response, the inventors proposed and granted a series of patents for three-phase traction power supply, including "A Three-Phase Traction Power Supply System and On-board Power Supply System 201711265295.5". These patents focus on overcoming the inherent disadvantage of traditional three-phase overhead contact networks that cannot pass through turnouts without interrupting power. They all place the power receiving mechanism (contact belt, power receiving plow, etc.) of the three-phase power supply in the middle of the track (running rail). Its implementation and long-term operation and maintenance require the cooperation of railway engineering professionals, which increases the risk of electric shock to staff and the difficulty of application.

[0010] Therefore, it is necessary to provide a three-phase traction power supply pantograph-catenary system solution that can overcome the shortcomings of traditional three-phase overhead contact networks that cannot pass through turnouts without interrupting power supply, and that does not affect other railway specialties and complies with current railway and rail transit standards. Summary of the Invention

[0011] The technical problem to be solved by this invention is to overcome the inherent defect that traditional three-phase overhead contact lines cannot pass through turnouts without interrupting power supply, and to provide a pantograph-catenary system solution that provides uninterrupted power supply for three-phase traction power supply in turnout areas and allows trains to pass through without interruption of power supply, without affecting other railway specialties and in compliance with current railway and rail transit standards.

[0012] The objective of this invention is achieved through the following technical solution:

[0013] This specification provides one or more embodiments of a three-phase traction power supply pantograph-catenary system for rail transit, including rigid suspension conductor A, rigid suspension conductor B, running rail C, rigid suspension insulation module IM, connecting cables P1-P4, a first bipolar pantograph DP1 and a second bipolar pantograph DP2, and cables PA and PB. The rigid suspension conductor A, rigid suspension conductor B, and running rail C constitute a three-phase traction network. The rigid suspension conductors A and B are symmetrically suspended about the centerline CL of the running rail above the tunnel. The rigid suspension conductors A and B are insulated from each other and from the tunnel ceiling. At the turnout area where the main line ML and the branch line SL intersect, corresponding sections of the rigid suspension conductors A and B are replaced by the rigid suspension insulation module IM. The bottom of the edge module IM and the bottom of the rigid suspension conductors at both ends of the turnout area are on the same plane; the rigid suspension conductors at both ends of the turnout area are connected by connecting cables P1, P2, P3 and P4 respectively. Specifically, on the main line ML side, rigid suspension conductor A is connected to rigid suspension conductor A1 via connecting cable P1, and rigid suspension conductor B is connected to rigid suspension conductor B1 via connecting cable P2. Simultaneously, on the branch line SL side, rigid suspension conductor A1 of the main line ML is connected to rigid suspension conductor A2 of the branch line SL via connecting cable P3, and rigid suspension conductor B of the main line ML behind the turnout area is connected to rigid suspension conductor B2 of the branch line SL via connecting cable P4. Rigid suspension conductors A1 and A2 are rigid suspension conductors of the same phase as rigid suspension conductor A. The rigid suspension conductors B1 and B2 are in phase with the rigid suspension conductor B. A1 and B1 are located on the main line ML ahead of the turnout area, and A2 and B2 are located on the branch line SL ahead of the turnout area. The pantographs DP1 and DP2 each include a first receiving electrode E1, a second receiving electrode E2, and an insulator M disposed between them. The first receiving electrode E1 contacts the rigid suspension conductor A and receives current, while the second receiving electrode E2 contacts the rigid suspension conductor B and receives current. The current-collecting contact surfaces of the first receiving electrode E1 and the second receiving electrode E2 are on the same plane as the sliding surface of the insulator M. The first receiving electrode E1 and the second receiving electrode E2 are connected to the train traction converter via cables PA and PB, respectively. The first and second terminals of the three-phase input terminal of the TC are connected. The third terminal of the three-phase input terminal of the train traction converter TC is connected through the grounding cable PE, the train grounding electrode G, and the running rail C, so that the three-phase input terminals of the train traction converter TC are respectively connected to the three-phase traction network formed by the rigid suspension conductor A, the rigid suspension conductor B, and the running rail C. The first bipolar pantograph DP1 and the second DP2 are respectively located at the front and rear of the train T. The first receiving electrode E1 of the first bipolar pantograph DP1 and the first receiving electrode E1 of the second bipolar pantograph DP2 are connected through a vehicle-mounted cable. The second receiving electrode E2 of the first bipolar pantograph DP1 and the second receiving electrode E2 of the second bipolar pantograph DP2 are connected through another vehicle-mounted cable.

[0014] In some embodiments, the rigid suspension conductors A and B are arranged in parallel straight lines or in a curved arrangement, and the rigid suspension conductors A and B are symmetrical with respect to the center line CL of the running track; the length L of the insulator M is not less than the minimum insulation distance required for the corresponding voltage level; the minimum insulation distance D between the rigid suspension conductors A and B is not less than the maximum value among the minimum insulation distance required for the corresponding voltage level, the length L of the insulator M, and twice the maximum lateral sway of the vehicle.

[0015] In some embodiments, when the rigid suspension conductors A and B are arranged in a curved pattern, the curve is a zigzag curve or an S-shaped curve.

[0016] In some embodiments, the distance between the first bipolar pantograph DP1 and the second bipolar pantograph DP2 is greater than the length of the turnout area.

[0017] The working principle of this invention is:

[0018] By replacing the rigid suspension conductors with rigid suspension insulation modules in the turnout area, and ensuring that the bottom of the rigid suspension insulation modules and the bottom of the rigid suspension conductors at both ends of the turnout area are on the same plane, and by placing an insulator between the first and second receiving electrodes of the bipolar pantograph, the first receiving electrode, the second receiving electrode, and the insulator are all on the same plane. This allows the bipolar pantograph to pass smoothly through the turnout area and avoids short circuits between the two-phase rigid suspension conductors and between the first and second receiving electrodes.

[0019] The first receiving electrode of the bipolar pantograph contacts the rigid suspension conductor A to receive electricity, and the second receiving electrode contacts the rigid suspension conductor B to receive electricity. The first and second receiving electrodes are respectively connected to two terminals of the three-phase input terminal of the train traction converter through cables, and the other terminal is connected to the train grounding electrode, so that the three-phase input terminal of the train traction converter is connected to the three-phase traction network formed by the rigid suspension conductor A, the rigid suspension conductor B and the running rail C.

[0020] By installing two sets of bipolar pantographs on the train and connecting them with cables, and ensuring that the distance between the two sets of bipolar pantographs is greater than the length of the turnout area, at least one set of bipolar pantographs can make contact with the rigid suspension conductor and receive electricity when the train passes through the turnout area, thus ensuring that the train passes through the turnout area without interrupting power. Specifically, when the first bipolar pantograph, located at the front of the train's direction of travel, enters the turnout area, its receiving electrode disconnects from the rigid suspension conductor, increasing the pantograph-catenary impedance. Meanwhile, the receiving electrode of the second bipolar pantograph, located at the rear of the train's direction of travel, contacts the rigid suspension conductor, resulting in lower pantograph-catenary impedance. According to the current shunting principle, the train load originally borne by the two sets of bipolar pantographs is transferred to the rear second bipolar pantograph. When the rear second bipolar pantograph reaches the turnout area, the front first bipolar pantograph has already contacted the rigid suspension conductor, and the train load is then transferred to the front pantograph. When the rear bipolar pantograph leaves the turnout area, both sets of bipolar pantographs are simultaneously energized, sharing the train load, thus enabling the train to pass smoothly and continuously through the turnout area.

[0021] Rigid suspension conductors A and B are symmetrically arranged about the centerline of the running rail C at the top of the tunnel. When the train speed is low, the pantograph-catenary wear is small, and rigid suspension conductors A and B can be arranged in a straight parallel line to reduce lateral space occupation. When the train speed is high, in order to enhance the uniformity of pantograph-catenary sliding contact wear, rigid suspension conductors A and B can be arranged in a curve. Among them, rigid suspension conductors A and B are arranged in opposite phase about the centerline of the running rail, which can counteract the lateral contact force of the bipolar pantograph, which helps to eliminate the amplitude of pantograph lateral sway and enhance pantograph stability.

[0022] In theory, as long as the length of the receiving electrode is less than the length of the rigid suspension insulation module, any lateral swing of the pantograph cannot cause a short circuit between the two phases of the rigid suspension conductor.

[0023] Compared with the prior art, the beneficial effects of the present invention are:

[0024] I. This invention develops a single rigid suspension conductor into a double rigid suspension conductor within the power supply profession, and forms a three-phase traction network together with the running rail, which can realize three-phase traction power supply without affecting the vehicle clearance and the layout of other railway professional equipment.

[0025] Second, by replacing and cooperating the rigid suspension conductor with the insulation module in the turnout area, and by cooperating with the two sets of bipolar pantographs of the train to receive power, this invention can achieve uninterrupted power supply and uninterrupted power supply when the train passes through the turnout area, thereby improving the practicality of the three-phase traction power supply system in the turnout scenario of rail transit.

[0026] Third, this invention can leverage the advantages of bidirectional energy flow, good power supply continuity, and strong system adaptability in three-phase traction power supply.

[0027] Fourth, the present invention adopts a three-phase traction power supply method, which is beneficial to improving the impact on the power quality of the external power grid and has no negative sequence interference;

[0028] Fifth, this invention does not use a DC traction power supply system, thus avoiding stray currents and their adverse effects in DC systems;

[0029] VI. This invention is suitable for the transition between rigid and flexible suspension, facilitating the entry of dual-panel pantograph trains into depots using flexible suspension for maintenance;

[0030] VII. This invention is suitable for the renovation of existing lines, and even more suitable for the construction of new lines. Attached Figure Description

[0031] Figure 1 This invention provides a schematic diagram of the rigid suspension integral structure of the turnout area in a three-phase traction power supply pantograph-catenary system for rail transit.

[0032] Figure 2 This invention provides a schematic diagram of a bipolar pantograph power supply system for three-phase traction power supply in rail transit and a three-phase power supply for an on-board three-phase traction converter.

[0033] Figure 3 This invention provides a schematic diagram of the symmetrical curved arrangement of rigid suspension conductors A and B about the centerline of the running rail in a three-phase traction power supply pantograph-catenary system for rail transit.

[0034] Explanation of reference numerals in the attached diagram: A, B: Rigid suspension conductors; A1, B1: Rigid suspension conductors of the main line ahead of the turnout area; A2, B2: Rigid suspension conductors of the branch line ahead of the turnout area; C: Running rail; CL: Centerline of running rail; ML: Main line; SL: Branch line; IM: Rigid suspension insulated module; P1, P2, P3, P4: Connecting cables; DP1, DP2: Bipolar pantographs; E1: First receiving electrode; E2: Second receiving electrode; M: Insulator; PA, PB: Cables; TC: Train traction converter; G: Train grounding electrode; PE: Grounding cable; T: Train; RA: Pantograph lifting device. Detailed Implementation

[0035] Example 1

[0036] like Figure 1 and Figure 2As shown, one or more embodiments of this specification provide a three-phase traction power supply pantograph-catenary system for rail transit, including rigid suspension conductor A, rigid suspension conductor B, running rail C, rigid suspension insulation module IM, connecting cables P1-P4, two sets of bipolar pantographs DP1 and DP2, and cables PA and PB. The rigid suspension conductor A, rigid suspension conductor B, and running rail C constitute a three-phase traction network. The rigid suspension conductors A and B are symmetrically suspended from the tunnel ceiling about the centerline CL of the running rail. The rigid suspension conductors A and B are insulated from each other and from the tunnel ceiling. In the turnout area where the main line ML and the branch line SL intersect, the corresponding sections of the rigid suspension conductors A and B are replaced by the rigid suspension insulation module IM. The bottom of the rigid suspension insulation module IM and the bottom of the rigid suspension conductors at both ends of the turnout area are on the same plane. The rigid suspension conductors at both ends of the turnout area are connected by connecting cables P1, P2, P3, and P4 respectively. On the main line side, rigid suspension conductor A is connected to rigid suspension conductor A1 via connecting cable P1, and rigid suspension conductor B is connected to rigid suspension conductor B1 via connecting cable P2. On the branch line side, rigid suspension conductor A1 of the main line ML is connected to rigid suspension conductor A2 of the branch line SL via connecting cable P3, and rigid suspension conductor B of the main line ML behind the turnout area is connected to rigid suspension conductor B2 of the branch line SL via connecting cable P4. Rigid suspension conductors A1 and A2 are in phase with rigid suspension conductor A, and rigid suspension conductors B1 and B2 are in phase with rigid suspension conductor B. A1 and B1 are located on the main line ML in front of the turnout area, and A2 and B2 are located on the branch line SL in front of the turnout area.

[0037] In this embodiment, the train travels from left to right and then passes through the switch area. "Front" refers to the front of the train in the direction of travel from left to right (i.e., the right side of the figure), and "rear" refers to the rear of the train in the direction of travel from left to right (i.e., the left side of the figure).

[0038] like Figure 2As shown, the pantographs DP1 and DP2 each include a first receiving electrode E1, a second receiving electrode E2, and an insulator M disposed between them. The first receiving electrode E1 contacts the rigid suspension conductor A and receives current, while the second receiving electrode E2 contacts the rigid suspension conductor B and receives current. The current-collecting contact surfaces of the first receiving electrode E1 and the second receiving electrode E2 are on the same plane as the sliding surface of the insulator M. The first receiving electrode E1 and the second receiving electrode E2 are respectively connected to the first and second terminals of the three-phase input terminal TC of the train traction converter via cables PA and PB. The third terminal is connected to the grounding cable PE, the train grounding electrode G, and the running rail C, so that the three-phase input terminals of the train traction converter TC are respectively connected to the three-phase traction network formed by the rigid suspension conductor A, the rigid suspension conductor B, and the running rail C; the first bipolar pantograph DP1 and the second bipolar pantograph DP2 are respectively set at the front and rear of the train T, and are installed on the top of the train T through the pantograph lifting device RA. The first receiving electrode E1 of the first bipolar pantograph DP1 and the first receiving electrode E1 of the second bipolar pantograph DP2 are connected by a vehicle-mounted cable, and the second receiving electrode E2 of DP1 and the second receiving electrode E2 of DP2 are connected by another vehicle-mounted cable.

[0039] The rigid suspension insulated module IM is an insulated rigid suspension component installed in the turnout area and used to replace the rigid suspension conductor in the corresponding section; the bipolar pantograph is a current collection device with two mutually insulated receiving electrodes on the pantograph head, which can respectively contact two rigid suspension conductors to receive electricity; the insulator M is an insulating component installed between the first receiving electrode E1 and the second receiving electrode E2 to electrically isolate the two electrodes and provide a continuous sliding surface.

[0040] The working process of this embodiment is as follows: In the non-turnout area, rigid suspension conductors A and B are suspended from the top of the tunnel as two-phase conductors in the three-phase traction network, and the running rail C is the other phase conductor in the three-phase traction network. The three together provide three-phase power to the train traction converter TC. The first receiving electrode E1 of the first bipolar pantograph DP1 and the second bipolar pantograph DP2 are in contact with the rigid suspension conductor A, and the second receiving electrode E2 is in contact with the rigid suspension conductor B. The first receiving electrode E1 and the second receiving electrode E2 are separated by an insulator M, so that the two electrodes can form the same bow head structure mechanically, while remaining electrically insulated from each other. The first receiving electrode and the second receiving electrode E2 are connected to the first and second terminals of the three-phase input terminal of the train traction converter TC through cables PA and PB. The third terminal of the three-phase input terminal of the train traction converter TC is connected to the running rail C through the grounding cable PE and the train grounding electrode G, thereby enabling the train traction converter TC to obtain three-phase power from the rigid suspension conductors A, B, and C.

[0041] When train T passes through the turnout area where the main line ML and branch line SL intersect, to avoid short circuits, this embodiment replaces the corresponding sections of rigid suspension conductors A and B in the turnout area with rigid suspension insulation modules IM, and ensures that the bottom of the rigid suspension insulation module IM is on the same plane as the bottom of the rigid suspension conductors at both ends of the turnout area. In this way, when the bipolar pantograph passes through the turnout area, the first receiving electrode E1, the second receiving electrode E2, and the insulator M between them can slide or pass along the same continuous plane, avoiding mechanical impact caused by sudden height changes, and also avoiding short circuits caused by the first receiving electrode E1 and the second receiving electrode E2 simultaneously bridging different phase rigid suspension conductors. Simultaneously, the same-phase rigid suspension conductors at both ends of the turnout area are connected by connecting cables P1-P4, ensuring that the main line ML and branch line SL rigid suspension conductors before and after the turnout area maintain phase sequence and continuous power supply; wherein, P1 and P2 are used to maintain the electrical connection of phases A and B before and after the main line turnout, and P3 and P4 are used to extend the corresponding phases from the main line side to the branch line side. Therefore, within the turnout area, the mechanical passage and phase-to-phase insulation of the pantograph can be ensured through the insulation module, while outside the turnout area, the power supply continuity of the main line ML and the branch line SL is ensured through the connecting cable. Two sets of bipolar pantographs DP1 and DP2 are respectively installed at the front and rear of the train T, and the corresponding receiving electrodes are connected through the on-board cable, so that the two pantographs form a parallel power receiving path in the same phase on the train, providing an electrical basis for the transfer of power receiving path when the train T passes through the partially insulated section.

[0042] By arranging two mutually insulated rigid suspension conductors at the top of the tunnel, replacing the conductive rigid suspension conductors with rigid suspension insulated modules in the turnout area, and connecting the bipolar pantograph to the corresponding three-phase input terminals of the train traction converter TC, the three-phase traction power supply can achieve on-board three-phase power supply without occupying other professional space, and provide the turnout area with the foundation for smooth mechanical passage, phase-to-phase insulation protection, and continuous power supply phase sequence.

[0043] Example 2

[0044] See Figure 3 .

[0045] In some embodiments, the rigid suspension conductors A and B are arranged in parallel straight lines or in a curved arrangement, and the rigid suspension conductors A and B are symmetrical with respect to the center line CL of the running track; the length L of the insulator M is not less than the minimum insulation distance required for the corresponding voltage level; the minimum insulation distance D between the rigid suspension conductors A and B is not less than the maximum value among the minimum insulation distance required for the corresponding voltage level, the length L of the insulator M, and twice the maximum lateral sway of the vehicle.

[0046] The maximum lateral sway of a vehicle is the maximum lateral offset that a vehicle may make relative to the center line CL of the running track during the operation of the train T. The maximum sway of urban rail is generally no more than 60 mm. The opposite phase arrangement is a way of arranging two rigid suspension conductors with opposite lateral offset directions at the longitudinal position of the same line.

[0047] This embodiment, based on Embodiment 1, further defines the track layout of rigid suspension conductors A and B, as well as the insulation distance between them. In sections where the train T operates at a low speed and the requirements for pantograph-catenary slippage are relatively low, rigid suspension conductors A and B can be arranged in parallel straight lines. In this case, the two rigid suspension conductors maintain a relatively fixed lateral position along the track direction, resulting in a simple structure, occupying less lateral space at the top of the tunnel, and facilitating construction, installation, and subsequent maintenance.

[0048] In sections where train T operates at high speeds and requires improved wear distribution on the receiving electrode surface, rigid suspension conductors A and B can be arranged in a curved configuration. The two rigid suspension conductors are symmetrical with respect to the centerline CL of the running track, ensuring that the forces and current collection paths on both sides of the pantograph correspond, preventing one side's conductor offset from causing the pantograph head to be consistently biased in the same direction. When rigid suspension conductors A and B are arranged with opposite offset trends, the lateral contact forces on the first receiving electrode E1 and the second receiving electrode tend to cancel each other out, enhancing the overall stability of the pantograph.

[0049] This embodiment also constrains the length L of the insulator M and the minimum insulation distance D between the rigid suspension conductors A and B. The length L of the insulator M is not less than the minimum insulation distance required for the corresponding voltage level, ensuring that the phase-to-phase insulation requirements are met between the first receiving electrode and the second receiving electrode E2. The minimum insulation distance D between the rigid suspension conductors A and B simultaneously considers the minimum insulation distance required for the voltage level, the length L of the insulator M, and twice the maximum lateral sway of the vehicle. This is because the spacing between the rigid suspension conductors must not only meet electrical insulation requirements but also ensure that the pantograph will not form an unintended bridging between the two rigid suspension conductors or the two receiving electrodes when the vehicle laterally deviates. Limiting D to the maximum value among the above three factors allows the electrical insulation requirements, the pantograph head structure size requirements, and the vehicle dynamic deviation requirements to be met simultaneously.

[0050] By enabling the rigid suspension conductors A and B to be arranged in parallel straight lines or curves according to operating conditions, and by constraining the length L of the insulator M and the minimum insulation distance D between the rigid suspension conductors A and B, the pantograph-catenary system can take into account tunnel space utilization, pantograph-catenary wear balance, pantograph operation stability, and phase-to-phase insulation safety.

[0051] Example 3

[0052] In some embodiments, when the rigid suspension conductors A and B are arranged in a curved pattern, the curve is a zigzag curve or an S-shaped curve.

[0053] A zigzag curve is a broken or near-broken line curve in which the rigid suspension conductor alternately shifts towards both sides of the center line CL along the longitudinal direction of the track; an S-shaped curve is a smooth curve in which the rigid suspension conductor changes its lateral position in a continuous bending manner along the longitudinal direction of the track.

[0054] This embodiment further defines the specific form of the curve arrangement based on Embodiment 2. When the rigid suspension conductors A and B adopt a zigzag curve, the lateral position of the conductor changes periodically along the train T's running direction, and the contact position between the receiving electrode and the rigid suspension conductor also moves laterally on the surface of the receiving electrode, thereby avoiding the contact point from being concentrated in the same local position of the receiving electrode for a long time.

[0055] S-shaped curves can also be used to arrange the rigid suspension conductors A and B.

[0056] Regardless of whether a zigzag or S-shaped curve is used, the two rigid suspension conductors can maintain a correspondence with respect to the center line CL of the running track, ensuring that the lateral forces on the two poles of the bipolar pantograph remain coordinated.

[0057] By setting the curve arrangement of rigid suspension conductors A and B as zigzag or S-shaped curves, the lateral offset of the rigid suspension conductors can be selected according to the construction difficulty, operating speed and current collection smoothness requirements, thereby improving the adaptability of the curve arrangement scheme under different line conditions.

[0058] Example 4

[0059] In some embodiments, the distance between the bipolar pantographs DP1 and DP2 is greater than the length of the turnout zone.

[0060] The turnout zone length is the length along the train T from the starting position where the rigid suspension conductor is replaced by the rigid suspension insulation module to the ending position; the spacing between the bipolar pantographs DP1 and DP2 is the distance along the length of the train T between the effective power receiving positions of the two sets of bipolar pantographs.

[0061] This embodiment further limits the installation spacing between the two sets of bipolar pantographs DP1 and DP2, based on Embodiment 1. Since the rigid suspension conductors A and B in the turnout area are replaced by rigid suspension insulation modules IM, when a single set of bipolar pantographs enters the turnout area, its first receiving electrode E1 and second receiving electrode E2 will temporarily detach from the corresponding rigid suspension conductors. If train T is equipped with only one set of bipolar pantographs, or if the distance between the two sets of bipolar pantographs is not greater than the length of the turnout area, it is possible that both sets of bipolar pantographs will be simultaneously located within the corresponding insulation section of the turnout area, causing the first and second terminals of the train traction converter TC to simultaneously lose power from the rigid suspension conductors A and B.

[0062] When the distance between the pantographs DP1 and DP2 is greater than the length of the turnout zone, the two pantographs will not simultaneously be completely within the corresponding insulated section of the turnout zone as the train T passes through it along the track direction. When the first pantograph DP1 enters the turnout zone and disengages from the rigid suspension conductors A and B, the second pantograph DP2 remains behind the turnout zone and maintains contact with the rigid suspension conductors A and B. Since the first receiving electrode E1 of DP1 is connected to the first receiving electrode E1 of DP2 via a vehicle-mounted cable, and the second receiving electrode E2 of DP1 is connected to the second receiving electrode E2 of DP2 via another vehicle-mounted cable, the load of train T can continue to receive power from the two-phase rigid suspension conductors via the second pantograph DP2. When the first pantograph DP1 leaves the turnout zone and re-establishes contact with the rigid suspension conductors ahead of the turnout zone, even if the second pantograph DP2 enters the turnout zone, the load of train T can continue to receive power from the first pantograph DP1. After the second bipolar pantograph DP2 left the turnout area, both sets of bipolar pantographs resumed joint power supply.

[0063] By making the spacing between the bipolar pantographs DP1 and DP2 greater than the length of the turnout area, and by using two sets of bipolar pantographs, the train T can transfer the power receiving path between the front and rear bipolar pantographs when passing through the turnout area, thereby avoiding power outages caused by a single pantograph entering the insulated section.

[0064] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A three-phase traction power supply pantograph-catenary system for rail transit, characterized in that: This includes rigid suspension conductors (A), rigid suspension conductors (B), running rails (C), rigid suspension insulated modules (IM), connecting cables (P1), (P2), (P3), (P4), a first bipolar pantograph (DP1), a second bipolar pantograph (DP2), and cables (PA) and (PB). The rigid suspension conductor (A), the rigid suspension conductor (B), and the running rail (C) constitute a three-phase traction network; The rigid suspension conductors (A) and (B) are symmetrically suspended from the top of the tunnel about the center line (CL) of the running track. The rigid suspension conductors (A) and (B) are insulated from each other and from the top of the tunnel. In the turnout area where the main line (ML) and the branch line (SL) intersect, the corresponding sections of the rigid suspension conductor (A) and rigid suspension conductor (B) are replaced by rigid suspension insulation modules (IM); the bottom of the rigid suspension insulation module (IM) and the bottom of the rigid suspension conductor at both ends of the turnout area are on the same plane. The rigid suspension conductors at both ends of the turnout area are connected by connecting cables (P1), (P2), (P3), and (P4), respectively. Specifically, on the main line (ML) side, rigid suspension conductor (A) is connected to rigid suspension conductor (A1) via connecting cable (P1), and rigid suspension conductor (B) is connected to rigid suspension conductor (B1) via connecting cable (P2). Simultaneously, on the branch line (SL) side, the rigid suspension conductor (A1) of the main line (ML) is connected to the rigid suspension conductor (A2) of the branch line (SL) via connecting cable (P3). The rigid suspension conductor (B) of the main line (ML) in the turnout area is connected to the rigid suspension conductor (B2) of the branch line (SL) via a connecting cable (P4). The rigid suspension conductors (A1) and (A2) are rigid suspension conductors in the same phase as the rigid suspension conductor (A), and the rigid suspension conductors (B1) and (B2) are rigid suspension conductors in the same phase as the rigid suspension conductor (B). The rigid suspension conductors (A1) and (B1) are located on the main line (ML) in front of the turnout area, and the rigid suspension conductors (A2) and (B2) are located on the branch line (SL) in front of the turnout area. The first bipolar pantograph (DP1) and the second bipolar pantograph (DP2) each include a first receiving electrode (E1), a second receiving electrode (E2), and an insulator (M) disposed between them. The first receiving electrode (E1) contacts the rigid suspension conductor (A) to receive electricity, and the second receiving electrode (E2) contacts the rigid suspension conductor (B) to receive electricity. The current-collecting contact surfaces of the first receiving electrode (E1) and the second receiving electrode (E2) are on the same plane as the sliding surface of the insulator (M). The first receiving electrode (E1) and the second receiving electrode (E2) are connected to the first and second terminals of the three-phase input terminal of the train traction converter (TC) through cables (PA) and (PB), respectively. The third terminal of the three-phase input terminal of the train traction converter (TC) is connected to the train grounding electrode (G) and the running rail (C) through a grounding cable (PE), so that the three-phase input terminal of the train traction converter (TC) is connected to the three-phase traction network formed by the rigid suspension conductor (A), the rigid suspension conductor (B) and the running rail (C), respectively. The first bipolar pantograph (DP1) and the second bipolar pantograph (DP2) are respectively installed at the front and rear of the train (T). The first receiving electrode (E1) of the first bipolar pantograph (DP1) and the first receiving electrode (E1) of the second bipolar pantograph (DP2) are connected by a vehicle-mounted cable, and the second receiving electrode (E2) of the second bipolar pantograph (DP1) and the second receiving electrode (E2) of the second bipolar pantograph (DP2) are connected by another vehicle-mounted cable.

2. The three-phase traction power supply pantograph-catenary system for rail transit according to claim 1, characterized in that: The rigid suspension conductors (A and B) are arranged in parallel straight lines or in curves, and the rigid suspension conductors (A and B) are symmetrical with respect to the center line (CL) of the running track.

3. A three-phase traction power supply pantograph-catenary system for rail transit according to claim 1, characterized in that: The length (L) of the insulator (M) is not less than the minimum insulation distance required for the corresponding voltage level; the minimum insulation distance (D) between the rigid suspension conductor (A) and the rigid suspension conductor (B) is not less than the maximum value among the minimum insulation distance required for the corresponding voltage level, the length (L) of the insulator (M), and twice the maximum lateral sway of the vehicle.

4. A three-phase traction power supply pantograph-catenary system for rail transit according to claim 2, characterized in that: When the rigid suspension conductors (A, B) are arranged in a curve, the curve is a zigzag curve or an S-shaped curve.

5. A three-phase traction power supply pantograph-catenary system for rail transit according to claim 1 or 2, characterized in that: The distance between the first bipolar pantograph (DP1) and the second bipolar pantograph (DP2) is greater than the length of the turnout area.

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