Automatic neutral section passing system for arc extinction of electrified railway

Abstract

The utility model discloses an electrified railway arc extinction automatic neutral section passing system and a control method thereof. The electrified railway arc extinction automatic neutral section passing system comprises an electric neutral section, a thyristor switch device, a follow current resistor, a vacuum switch device, a train position recognition device and a control unit. The electric split-phase comprises a sectionalizer I, a neutral section and a sectionalizer II; the thyristor switch device is connected in parallel to two ends of the sectionalizer I and the sectionalizer II; and the vacuum switch device is connected in parallel to the two ends of the sectionalizer I, or the vacuum switch device is connected in parallel to the two ends of the sectionalizer II, or the vacuum switch device is connected in parallel to the two ends of the sectionalizer I and the sectionalizer II. According to the utility model, the arc discharge phenomenon caused by the ground control automatic passing neutral section device based on the thyristor switch in the process that the train pantograph passes through the sectionalizer of the electric split phase can be effectively reduced or eliminated, and the transient electrical process and the overvoltage and overcurrent problems can be effectively inhibited.

Description

Technical Field

[0001] This utility model relates to the field of power supply technology for electrified railways, and in particular to automatic phase transition and arc suppression technology for ground control of electrified railways. Background Technology

[0002] In my country, electrified railways generally adopt a single-phase power frequency AC system. To reduce the negative sequence impact on the power grid, electrified railways often employ a scheme of alternating phase sequence and phase-separated zone power supply. Adjacent power supply sections at the phase separation points are separated by air or insulators, with a neutral section set in between, referred to as electrical phase separation or phase separation. The neutral section is a non-energized area.

[0003] When a train passes through an electrical phase-separation zone, it will experience a power outage, resulting in reduced speed, train deceleration, or even breakdown, impacting the line's operational capacity. To address this, various ground-controlled automatic phase-separation devices have been developed to minimize the power outage time and thus reduce the impact on train speed. The earliest devices were based on vacuum switches, later evolving to thyristor switches. The patent "An Automatic Phase-Separation System and Method for Zone Separation Zones ZL2016108442023" further proposes a technical solution for uninterrupted power supply to trains. As an example: using a single thyristor with a rated voltage of 6500V and considering redundancy, 24 thyristors are connected in series. The on-state voltage drop of a single thyristor is typically between 1.2V and 1.5V, resulting in a total voltage drop between 28.8V and 36V.

[0004] However, it should be noted that the ground control automatic phase-splitting device based on thyristor switches can also experience arcing. The reason is that there is a voltage drop in the thyristor switch when it is forward conducting. This voltage drop is briefly bypassed when the train pantograph passes through the phase-splitting section, and the voltage drop is restored when the pantograph leaves the section, causing the section to shunt the current from the thyristor switch. This will cause arcing at both ends of the section, and long-term accumulation will burn out the section and related wires, leading to an accident.

[0005] This application proposes a solution that can effectively eliminate the arcing phenomenon caused by the ground control automatic phase-splitting device based on thyristor switches during the process of the train pantograph passing through the phase-splitting sectioner, and can effectively suppress transient electrical processes, overvoltage, and overcurrent, and is applicable to various types of trains. Utility Model Content

[0006] This utility model provides an automatic phase-crossing arc suppression system and its control method for electrified railways. It can effectively reduce or eliminate the arcing phenomenon caused by the ground-controlled automatic phase-crossing device based on thyristor switches during the process of the train pantograph passing through the section separator of the electric phase-crossing device, and can effectively suppress transient electrical processes and overvoltage and overcurrent problems.

[0007] The first objective of this utility model is to provide an automatic phase-splitting system for arc suppression in electrified railways, comprising an electrical phase splitter, a thyristor switching device, a freewheeling resistor, a vacuum switching device, a train position identification device, and a control unit. The electrical phase splitter includes a first phase splitter, a neutral section, and a second phase splitter. The first power supply arm of the electrified railway is connected to one end of the neutral section through the first phase splitter, and the second power supply arm of the electrified railway is connected to the other end of the neutral section through the second phase splitter. The thyristor switching device is connected in parallel across the first and second phase splitters, and the freewheeling resistor is connected between the neutral section and the grounding wire. The vacuum switching device is connected in parallel across the first phase splitter, or the vacuum switching device is connected in parallel across the second phase splitter, or the vacuum switching device is connected in parallel across the first and second phase splitters.

[0008] This invention utilizes the arc-extinguishing capability of a vacuum switch device in conjunction with a thyristor switch to reduce or eliminate the electric arc caused by the train pantograph during the process of passing through the electrical phase-splitter one or two.

[0009] Furthermore, the trigger terminal of the thyristor switching device, the operating terminal of the vacuum switching device, and the signal terminal of the train position identification device are all connected to the control unit.

[0010] Furthermore, the thyristor switching device includes a first thyristor switch and a second thyristor switch, the first thyristor switch being connected in parallel across the two ends of the first segmenter, and the second thyristor switch being connected in parallel across the two ends of the second segmenter.

[0011] Furthermore, the train position identification device includes train identification device 1, train identification device 2, and train identification device 3; train identification device 1 is installed at the end of power supply arm 1 near the section divider, train identification device 2 is installed on the neutral section, and train identification device 3 is installed at the end of power supply arm 2 near the section divider 2.

[0012] Furthermore, the control unit controls the thyristor switching device to turn on or off and the vacuum switching device to close or open based on the output signal of the train position identification device.

[0013] Furthermore, when no train passes through the electrical phase split, the thyristor switching device is in the off state, and the vacuum switching device is in the open state.

[0014] Furthermore, when no train is passing, the signal output signals of the train identification device 1, train identification device 2, and train identification device 3 are 0; when a train is passing, the signal output signals of the train identification device 1, train identification device 2, and train identification device 3 are 1.

[0015] Preferably, the vacuum switch device includes a vacuum switch one, which is connected in parallel across the two ends of the section divider one; the control unit controls the thyristor switch one to turn on or off and the vacuum switch one to close or open according to the output signal of the train identification device one.

[0016] This invention utilizes the arc-extinguishing capability of a vacuum switch and works in conjunction with a thyristor switch to reduce or eliminate the electric arc when the train pantograph disconnects from the power supply arm, thus achieving unidirectional arc extinguishing.

[0017] Preferably, the vacuum switch device includes a second vacuum switch, which is connected in parallel across the two ends of the second sectioner; the control unit controls the thyristor switch two to turn on or off and the vacuum switch two to close or open according to the output signal of the train identification device three.

[0018] This invention utilizes the arc-extinguishing capability of vacuum switch two and works in conjunction with thyristor switch two to reduce or eliminate the electric arc when the train pantograph disconnects from power supply arm two, thereby achieving unidirectional arc extinguishing.

[0019] Preferably, the vacuum switch device includes a vacuum switch one and a vacuum switch two, wherein the vacuum switch one is connected in parallel across the two ends of the section divider one, and the vacuum switch two is connected in parallel across the two ends of the section divider two; the control unit controls the thyristor switch one to be turned on or off and the vacuum switch one to be closed or opened according to the output signal of the train identification device one, and controls the thyristor switch two to be turned on or off and the vacuum switch two to be closed or opened according to the output signal of the train identification device three.

[0020] This invention utilizes the arc-extinguishing capability of vacuum switch one in conjunction with thyristor switch one to reduce or eliminate the electric arc when the train pantograph is disconnected from power supply arm one; and utilizes the arc-extinguishing capability of vacuum switch two in conjunction with thyristor switch two to reduce or eliminate the electric arc when the train pantograph is disconnected from power supply arm two, thus achieving bidirectional arc extinguishing.

[0021] When the train travels in one direction, from the direction of power supply arm one through the neutral section to the direction of power supply arm two, the vacuum switch device includes vacuum switch one, which is connected in parallel across the two ends of section divider one; when the train travels in one direction, from the direction of power supply arm two through the neutral section to the direction of power supply arm one, the vacuum switch device includes vacuum switch two, which is connected in parallel across the two ends of section divider two; when the train travels in both directions, the vacuum switch device includes vacuum switch one and vacuum switch two, with vacuum switch one connected in parallel across the two ends of section divider one and vacuum switch two connected in parallel across the two ends of section divider two.

[0022] The second objective of this invention is to provide a control method for unidirectional arc suppression using the aforementioned automatic phase-crossing system for arc suppression in electrified railways.

[0023] When a train is traveling in one direction, moving from one power supply arm direction through the neutral section to the other power supply arm direction, the control method steps are as follows:

[0024] A. If the signal output of the train identification device is 1, that is, when the train identification device senses that the train is moving from the power supply arm to the section divider, the control unit will turn on the thyristor switch to make the neutral section directly connected to the power supply arm. The control unit will then turn on the vacuum switch.

[0025] B. If the output signal of the second signal terminal of the train identification device is 1, that is, when the train enters the neutral section from the first power supply arm and the first sectioner, the control unit first disconnects the vacuum switch, then disconnects the thyristor switch, and then connects the thyristor switch, that is, the neutral section is disconnected from the first power supply arm and directly connected to the second power supply arm.

[0026] C. If the output signal of the third signal terminal of the train identification device is 1, that is, when the train enters the second power supply arm from the neutral section through the second sectioner, the control unit commands the second thyristor switch to turn off, that is, the neutral section is disconnected from the second power supply arm; then the signal terminals of the first, second and third train identification devices are reset to 0; the power supply switch from the first power supply arm to the second power supply arm is completed.

[0027] When a train is traveling in one direction, moving from the second direction of the power supply arm through the neutral section towards the first direction of the power supply arm, the control method steps are as follows:

[0028] A. If the output signal of the three signal terminals of the train identification device is 1, that is, when the train identification device senses that the train is moving from the second power supply arm to the second section divider, the control unit will turn on the thyristor switch two to make the neutral section directly connected to the second power supply arm, and the control unit will then turn on the vacuum switch two to close.

[0029] B. If the signal output of the second signal terminal of the train identification device is 1, that is, when the train enters the neutral section from the second power supply arm and the second section divider, the control unit first causes the vacuum switch 2 to disconnect, then causes the thyristor switch 2 to turn off, and then causes the thyristor switch 1 to turn on, that is, the neutral section is disconnected from the second power supply arm and directly connected to the first power supply arm.

[0030] C. If the signal output of the train identification device 1 is 1, that is, when the train enters the power supply arm 1 from the neutral section through the section divider 1, the control unit causes the thyristor switch 1 to turn off, that is, the neutral section is disconnected from the power supply arm 1; then the signal terminals of train identification device 1, train identification device 2, and train identification device 3 are reset to 0; the power supply switch from power supply arm 2 to power supply arm 1 is completed.

[0031] The third objective of this invention is to provide a control method for bidirectional arc suppression using the aforementioned automatic phase-crossing system for arc suppression in electrified railways.

[0032] When a train is traveling in both directions, moving from one power supply arm direction through the neutral section to the other power supply arm direction, the control method steps are as follows:

[0033] A. If the signal output of the train identification device is 1, that is, when the train identification device senses that the train is moving from the power supply arm to the section divider, the control unit will turn on the thyristor switch to make the neutral section directly connected to the power supply arm. The control unit will then turn on the vacuum switch.

[0034] B. If the output signal of the second signal terminal of the train identification device is 1, that is, when the train enters the neutral section from the first power supply arm and the first sectioner, the control unit first disconnects the vacuum switch, then disconnects the thyristor switch, and then connects the thyristor switch, that is, the neutral section is disconnected from the first power supply arm and directly connected to the second power supply arm.

[0035] C. If the output signal of the third signal terminal of the train identification device is 1, that is, when the train enters the second power supply arm from the neutral section through the second section divider, the control unit commands the second thyristor switch to turn off, that is, the neutral section is disconnected from the second power supply arm; then the signal terminals of the first, second and third train identification devices are reset to 0; the power supply switch from the first power supply arm to the second power supply arm is completed.

[0036] When traveling from the second direction of the power supply arm through the neutral section to the first direction of the power supply arm, the control method steps are as follows:

[0037] A. If the output signal of the three signal terminals of the train identification device is 1, that is, when the train identification device senses that the train is moving from the second power supply arm to the second section divider, the control unit will turn on the thyristor switch two to make the neutral section directly connected to the second power supply arm, and the control unit will then turn on the vacuum switch two to close.

[0038] B. If the signal output of the second signal terminal of the train identification device is 1, that is, when the train enters the neutral section from the second power supply arm and the second section divider, the control unit first causes the vacuum switch 2 to disconnect, then causes the thyristor switch 2 to turn off, and then causes the thyristor switch 1 to turn on, that is, the neutral section is disconnected from the second power supply arm and directly connected to the first power supply arm.

[0039] C. If the signal output of the train identification device 1 is 1, that is, when the train enters the power supply arm 1 from the neutral section through the section divider 1, the control unit causes the thyristor switch 1 to turn off, that is, the neutral section is disconnected from the power supply arm 1; then the signal terminals of train identification device 1, train identification device 2, and train identification device 3 are reset to 0; the power supply switch from power supply arm 2 to power supply arm 1 is completed.

[0040] The working principle of this utility model is as follows:

[0041] The process of the train pantograph passing through the electric phase-splitter in the ground-controlled automatic phase-splitter device is a switching process between different branches, called the circuit switching process. When the thyristor switch (equipped with a freewheeling resistor) is forward-biased, there is a voltage drop. The more thyristors connected in series in the ground-controlled automatic phase-splitter device based on the thyristor switch, the greater this voltage drop becomes. However, when the vacuum switch is closed, the voltage difference between its moving and stationary contacts is zero. If the voltage drop during the forward conduction of the thyristor switch is not properly handled, it will cause arcing in the sectionalizer. The reason is that this voltage drop is briefly bypassed when the train pantograph passes through the electric phase-splitter, at which point the voltage difference across the thyristor is zero, and the entire train load current flows through the sectionalizer branch. When the pantograph leaves the sectionalizer, the voltage drop needs to be restored, causing the sectionalizer branch and the thyristor switch branch to begin shunting. The current at the end of the sectionalizer is then diverted... Forced interruption would cause arcing at both ends of the sectionalizer branch. This arcing needs to be extinguished naturally, but long-term accumulation will burn out the sectionalizer and related wires, leading to an accident. Therefore, a vacuum switch is added to form a new parallel branch. The arc-extinguishing capability of the vacuum switch is then used in conjunction with the thyristor switch. When the pantograph passes through the sectionalizer, both the vacuum switch and the thyristor switch are closed. The sectionalizer has been bypassed by the vacuum switch, and the voltage difference across the sectionalizer is 0. Therefore, the pantograph will not cause arcing when passing through the sectionalizer. After the pantograph leaves the sectionalizer, the vacuum switch uses its arc-extinguishing capability to cut off the shunt current in the vacuum switch branch. All the load current is transferred to the thyristor switch branch, thus successfully completing the switching process and allowing the train to pass smoothly.

[0042] Meanwhile, the lifespan of a thyristor switch is almost independent of the number of interruptions and the interrupting current. In other words, within the rated parameters, the number of interruptions and the interrupting current of a thyristor switch are almost unlimited. The number of interruptions (lifespan) of a vacuum switch is relatively limited and is related to the interrupted load current. The larger the current, the shorter the lifespan and the fewer the number of interruptions. Therefore, thyristor switches and vacuum switches can be optimized together. Thyristor switches are used to interrupt the load current, while vacuum switches are used to interrupt the small current during the switching process. This allows the lifespan of the vacuum switch to be maximized, achieving the most economical performance throughout its entire lifespan.

[0043] Compared with the prior art, the beneficial effects of the present invention are:

[0044] 1. The thyristor switch and the vacuum switch work together to eliminate the arcing phenomenon during the switching process, so that the train can pass through the electrical phase separation smoothly and ensure the normal performance of the train.

[0045] Second, thyristor switches are used to interrupt the load current, and vacuum switches are used to interrupt the small current during the switching process, so that the life of the vacuum switches can be utilized to the maximum extent (reaching the mechanical life) and the economy can be optimized throughout the entire life cycle.

[0046] Third, suppress transient processes, overvoltages, and overcurrents that may occur during the switching process to ensure safe system operation.

[0047] IV. This utility model has advanced technology, superior performance, and is easy to implement. Attached Figure Description

[0048] Figure 1a This is a schematic diagram of the first structure of unidirectional arc suppression in Embodiment 1 of this utility model.

[0049] Figure 1b This is a schematic diagram of the second structure of unidirectional arc suppression in Embodiment 1 of this utility model.

[0050] Figure 2 This is a schematic diagram of the bidirectional arc suppression structure of Embodiment 2 of this utility model.

[0051] Figure 3 This is a schematic diagram of the control unit of this utility model. Detailed Implementation

[0052] The present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0053] Example 1

[0054] like Figure 1a As shown, an automatic phase-separation system for unidirectional arc suppression is provided for electrified railways. The automatic phase-separation system is installed at the electrical phase separation point of the electrified railway. The electrical phase separation point includes a first phase separator S1, a neutral section A0, and a second phase separator S2. The first power supply arm A1 of the electrified railway is connected to one end of the neutral section A0 through the first phase separator S1, and the second power supply arm A2 of the electrified railway is connected to the other end of the neutral section A0 through the second phase separator S2.

[0055] The thyristor switching device includes thyristor switch T1 and thyristor switch T2. T1 is connected in parallel across section 1 S1, and T2 is connected in parallel across section 2 S2. A freewheeling resistor R is connected between the neutral section A0 and the grounding wire.

[0056] The vacuum switch device includes a vacuum switch K1, which is connected in parallel across the two ends of the segmenter S1.

[0057] When no train passes through the electrical phase split, the thyristor switching device is in the off state and the vacuum switching device is in the open state.

[0058] The train position identification device includes train identifier P1, train identifier P2, and train identifier P3; train identifier P1 is installed at the end of power supply arm A1 near section divider S1, train identifier P2 is installed on neutral section A0, and train identifier P3 is installed at the end of power supply arm A2 near section divider S2.

[0059] When no train is passing, the signal output of the train identification device P1, train identification device P2, and train identification device P3 is 0; when a train is passing, the signal output of the train identification device P1, train identification device P2, and train identification device P3 is 1.

[0060] The trigger terminals of thyristor switch T1 and thyristor switch T2, the operating terminal of vacuum switch K1, and the signal terminals of train identifier P1, train identifier P2, and train identifier P3 are all connected to the control unit CU.

[0061] The control unit CU controls the thyristor switch T1 to turn on or off and the vacuum switch K1 to close or open based on the output signal of the train identification device P1.

[0062] This embodiment utilizes the arc-extinguishing capability of vacuum switch K1 and works in conjunction with thyristor switch T1 to reduce or eliminate the electric arc when the train pantograph disconnects from the power supply arm A1.

[0063] In this embodiment, when the train is traveling in one direction, from the direction of power supply arm A1 through neutral section A0 to the direction of power supply arm A2, the control method steps are as follows:

[0064] A. If the output signal of the train identification device P1 is 1, that is, when the train identification device P1 senses that the train L is moving from the power supply arm A1 to the section divider S1, the control unit CU will turn on the thyristor switch T1 to make the neutral section A0 directly connected to the power supply arm A1, and the control unit CU will then turn on the vacuum switch K1.

[0065] B. If the output signal of the P2 signal terminal of the train identification device is 1, that is, when the train L enters the neutral section A0 from the power supply arm A1 through the section divider S1, the control unit CU first causes the vacuum switch K1 to disconnect, then causes the thyristor switch T1 to turn off, and then causes the thyristor switch T2 to turn on, that is, the neutral section A0 is disconnected from the power supply arm A1 and directly connected to the power supply arm A2.

[0066] C. If the output signal of the P3 signal terminal of the train identification device is 1, that is, when the train enters the power supply arm A2 from the neutral section A0 through the section divider S2, the control unit CU orders the thyristor switch T2 to turn off, that is, the neutral section A0 is disconnected from the power supply arm A2; then the signal terminals of the train identification device P1, train identification device P2, and train identification device P3 are reset to 0; the power supply switching from the power supply arm A1 to the power supply arm A2 is completed.

[0067] like Figure 1bAs shown, an automatic phase-separation system for unidirectional arc suppression is provided for electrified railways. The automatic phase-separation system is installed at the electrical phase separation point of the electrified railway. The electrical phase separation point includes a first phase separator S1, a neutral section A0, and a second phase separator S2. The first power supply arm A1 of the electrified railway is connected to one end of the neutral section A0 through the first phase separator S1, and the second power supply arm A2 of the electrified railway is connected to the other end of the neutral section A0 through the second phase separator S2.

[0068] The thyristor switching device includes thyristor switch T1 and thyristor switch T2. T1 is connected in parallel across section 1 S1, and T2 is connected in parallel across section 2 S2. A freewheeling resistor R is connected between the neutral section A0 and the grounding wire.

[0069] The vacuum switch device includes vacuum switch 2K2, which is connected in parallel across the two ends of segmenter 2S2.

[0070] When no train passes through the electrical phase split, the thyristor switching device is in the off state, and the vacuum switching device is in the open state.

[0071] The train position identification device includes train identifier P1, train identifier P2, and train identifier P3; train identifier P1 is installed at the end of power supply arm A1 near section divider S1, train identifier P2 is installed on neutral section A0, and train identifier P3 is installed at the end of power supply arm A2 near section divider S2.

[0072] When no train is passing, the signal output of the train identification device P1, train identification device P2, and train identification device P3 is 0; when a train is passing, the signal output of the train identification device P1, train identification device P2, and train identification device P3 is 1.

[0073] The trigger terminals of thyristor switch T1 and thyristor switch T2, the operating terminal of vacuum switch K2, and the signal terminals of train identifier P1, train identifier P2, and train identifier P3 are all connected to the control unit CU.

[0074] The control unit CU controls the thyristor switch T2 to turn on or off and the vacuum switch K2 to close or open based on the output signal of the train identification device P3.

[0075] This embodiment utilizes the arc-extinguishing capability of vacuum switch K2 and works in conjunction with thyristor switch T2 to reduce or eliminate the electric arc when the train pantograph disconnects from power supply arm A2.

[0076] In this embodiment, when the train is traveling in one direction, moving from the direction of power supply arm two A2 through neutral section A0 towards the direction of power supply arm one A1, the control method steps are as follows:

[0077] A. If the output signal of the P3 signal terminal of the train identification device is 1, that is, when the P3 signal terminal of the train identification device senses that the train L is moving from the power supply arm A2 to the section divider S2, the control unit CU will turn on the thyristor switch T2 to make the neutral section A0 directly connected to the power supply arm A2, and the control unit CU will then turn on the vacuum switch K2 to close.

[0078] B. If the output signal of the P2 signal terminal of the train identification device is 1, that is, when the train L enters the neutral section A0 from the power supply arm A2 through the section divider S2, the control unit CU first causes the vacuum switch K2 to disconnect, then causes the thyristor switch T2 to turn off, and then causes the thyristor switch T1 to turn on, that is, the neutral section A0 is disconnected from the power supply arm A2 and directly connected to the power supply arm A1.

[0079] C. If the output signal of the train identification device P1 is 1, that is, when the train enters the power supply arm A1 from the neutral section A0 through the section divider S1, the control unit CU orders the thyristor switch T1 to turn off, that is, the neutral section A0 is disconnected from the power supply arm A1; then the signal terminals of the train identification device P1, train identification device P2, and train identification device P3 are reset to 0; the power supply switching from the power supply arm A2 to the power supply arm A1 is completed.

[0080] Example 2

[0081] like Figure 2 As shown, an automatic phase-separation system for bidirectional arc suppression in electrified railways is provided. The automatic phase-separation system is installed in the electrical phase separation section of the electrified railway. The electrical phase separation section includes a first phase separator S1, a neutral section A0, and a second phase separator S2. The first power supply arm A1 of the electrified railway is connected to one end of the neutral section A0 through the first phase separator S1, and the second power supply arm A2 of the electrified railway is connected to the other end of the neutral section A0 through the second phase separator S2.

[0082] The thyristor switching device includes thyristor switch one T1 and thyristor switch two T2, and the vacuum switching device includes vacuum switch one K1 and vacuum switch two K2. Vacuum switch one K1 and thyristor switch one T1 are both connected in parallel across the two ends of the section divider one S1, and vacuum switch two K2 and thyristor switch two T2 are both connected in parallel across the two ends of the section divider two S2. The freewheeling resistor R is connected between the neutral section A0 and the grounding wire.

[0083] When no train passes through the electrical phase split, the thyristor switching device is in the off state and the vacuum switching device is in the open state.

[0084] The train position identification device includes train identifier P1, train identifier P2, and train identifier P3; train identifier P1 is installed at the end of power supply arm A1 near section divider S1, train identifier P2 is installed on neutral section A0, and train identifier P3 is installed at the end of power supply arm A2 near section divider S2.

[0085] When no train is passing, the signal output of the train identification device P1, train identification device P2, and train identification device P3 is 0; when a train is passing, the signal output of the train identification device P1, train identification device P2, and train identification device P3 is 1.

[0086] The trigger terminals of thyristor switch T1 and thyristor switch T2, the operating terminals of vacuum switch K1 and vacuum switch K2, and the signal terminals of train identifier P1, train identifier P2, and train identifier P3 are all connected to the control unit CU.

[0087] The control unit CU controls the thyristor switch T1 to turn on or off and the vacuum switch K1 to close or open based on the output signal of the train identifier P1; and the control unit CU controls the thyristor switch T2 to turn on or off and the vacuum switch K2 to close or open based on the output signal of the train identifier P3.

[0088] This embodiment utilizes the arc-extinguishing capability of vacuum switch K1 in conjunction with thyristor switch T1 to reduce or eliminate the arc when the train pantograph is disconnected from power supply arm A1; and utilizes the arc-extinguishing capability of vacuum switch K2 in conjunction with thyristor switch T2 to reduce or eliminate the arc when the train pantograph is disconnected from power supply arm A2, thus achieving bidirectional arc extinguishing.

[0089] In Example 2, when the train is traveling in both directions, moving from the direction of power supply arm A1 through neutral section A0 to the direction of power supply arm A2, the control method steps are as follows:

[0090] A. If the output signal of the train identification device P1 is 1, that is, when the train identification device P1 senses that the train L is moving from the power supply arm A1 to the section divider S1, the control unit CU will turn on the thyristor switch T1 to make the neutral section A0 directly connected to the power supply arm A1, and the control unit CU will then turn on the vacuum switch K1.

[0091] B. If the output signal of the P2 signal terminal of the train identification device is 1, that is, when the train L enters the neutral section A0 from the power supply arm A1 through the section divider S1, the control unit CU first causes the vacuum switch K1 to disconnect, then causes the thyristor switch T1 to turn off, and then causes the thyristor switch T2 to turn on, that is, the neutral section A0 is disconnected from the power supply arm A1 and directly connected to the power supply arm A2.

[0092] C. If the output signal of the P3 signal terminal of the train identification device is 1, that is, when the train enters the power supply arm A2 from the neutral section A0 through the section divider S2, the control unit CU orders the thyristor switch T2 to turn off, that is, the neutral section A0 is disconnected from the power supply arm A2; then the signal terminals of the train identification device P1, train identification device P2, and train identification device P3 are reset to 0; the power supply switching from the power supply arm A1 to the power supply arm A2 is completed.

[0093] When moving from the direction of power supply arm two (A2) through neutral section A0 towards the direction of power supply arm one (A1), the control method steps are as follows:

[0094] A. If the output signal of the P3 signal terminal of the train identification device is 1, that is, when the P3 signal terminal of the train identification device senses that the train L is moving from the power supply arm A2 to the section divider S2, the control unit CU will turn on the thyristor switch T2 to make the neutral section A0 directly connected to the power supply arm A2, and the control unit CU will then turn on the vacuum switch K2 to close.

[0095] B. If the output signal of the P2 signal terminal of the train identification device is 1, that is, when the train L enters the neutral section A0 from the power supply arm A2 through the section divider S2, the control unit CU first causes the vacuum switch K2 to disconnect, then causes the thyristor switch T2 to turn off, and then causes the thyristor switch T1 to turn on, that is, the neutral section A0 is disconnected from the power supply arm A2 and directly connected to the power supply arm A1.

[0096] C. If the output signal of the train identification device P1 is 1, that is, when the train enters the power supply arm A1 from the neutral section A0 through the section divider S1, the control unit CU orders the thyristor switch T1 to turn off, that is, the neutral section A0 is disconnected from the power supply arm A1; then the signal terminals of the train identification device P1, train identification device P2, and train identification device P3 are reset to 0; the power supply switching from the power supply arm A2 to the power supply arm A1 is completed.

[0097] like Figure 3 The diagram shows a schematic of the control unit of this utility model. The signal terminals of train identifier one (P1), train identifier two (P2), and train identifier three (P3), the trigger terminals of thyristor switch one (T1) and thyristor switch two (T2), and the operating terminals of vacuum switch one (K1) and vacuum switch two (K2) are connected to the control unit (CU).

[0098] Train Identifier 1 (P1), Train Identifier 2 (P2), and Train Identifier 3 (P3) output detection signals to the Control Unit (CU) via their signal terminals. Based on this, the Control Unit (CU) determines the specific position of the train in Power Supply Arm 1 (A1), Neutral Section (A0), or Power Supply Arm 2 (A2), and issues commands to turn on or off Thyristor Switch 1 (T1) and Thyristor Switch 2 (T2), as well as commands to close or open Vacuum Switch 1 (K1) and Vacuum Switch 2 (K2), to complete a smooth switch from Power Supply Arm 1 to Power Supply Arm 2 or from Power Supply Arm 2 to Power Supply Arm 1. Afterward, the Control Unit commands the signal terminals of Train Identifier 1 (P1), Train Identifier 2 (P2), and Train Identifier 3 (P3) to reset the output signals back to 0, and the system returns to its initial state.

Claims

1. An automatic phase-splitting system for arc suppression in electrified railways, comprising an electrical phase splitter, a thyristor switching device, and a freewheeling resistor (R); the electrical phase splitter includes a first phase splitter (S1), a neutral section (A0), and a second phase splitter (S2); the first power supply arm (A1) of the electrified railway is connected to one end of the neutral section (A0) through the first phase splitter (S1), and the second power supply arm (A2) of the electrified railway is connected to the other end of the neutral section (A0) through the second phase splitter (S2); the thyristor switching device is connected in parallel across the first phase splitter (S1) and the second phase splitter (S2), and the freewheeling resistor (R) is connected between the neutral section (A0) and the grounding wire, characterized in that, The automatic phase-splitting system also includes a vacuum switch device, which is connected in parallel across the two ends of segmenter one (S1), or the vacuum switch device is connected in parallel across the two ends of segmenter two (S2), or the vacuum switch device is connected in parallel across both segmenter one (S1) and segmenter two (S2).

2. The automatic phase-crossing arc-suppression system for electrified railways according to claim 1, characterized in that: It also includes a train position identification device and a control unit (CU); the trigger terminal of the thyristor switch, the operating terminal of the vacuum switch, and the signal terminal of the train position identification device are all connected to the control unit (CU); the control unit (CU) controls the thyristor switch to turn on or off and the vacuum switch to close or open according to the output signal of the train position identification device.

3. The automatic phase-crossing arc suppression system for electrified railways according to claim 2, characterized in that: The thyristor switching device includes a first thyristor switch (T1) and a second thyristor switch (T2). The first thyristor switch (T1) is connected in parallel across the two ends of the first segmenter (S1), and the second thyristor switch (T2) is connected in parallel across the two ends of the second segmenter (S2).

4. The automatic phase-crossing arc suppression system for electrified railways according to claim 3, characterized in that: The train position identification device includes train identifier one (P1), train identifier two (P2), and train identifier three (P3); train identifier one (P1) is installed at the end of power supply arm one (A1) near section divider one (S1), train identifier two (P2) is installed on the neutral section (A0), and train identifier three (P3) is installed at the end of power supply arm two (A2) near section divider two (S2).

5. An automatic phase-crossing arc-suppression system for electrified railways according to claim 4, characterized in that: When no train is passing, the signal output of the train identification device 1 (P1), train identification device 2 (P2), and train identification device 3 (P3) is 0; when a train is passing, the signal output of the train identification device 1 (P1), train identification device 2 (P2), and train identification device 3 (P3) is 1.

6. The automatic phase-crossing arc suppression system for electrified railways according to claim 5, characterized in that: When no train passes through the electrical phase split, the thyristor switching device is in the off state, and the vacuum switching device is in the open state.

7. An automatic phase-crossing arc-suppression system for electrified railways according to any one of claims 1-6, characterized in that: The vacuum switch device includes a vacuum switch (K1), which is connected in parallel across the two ends of the section divider (S1); the control unit (CU) controls the thyristor switch (T1) to turn on or off and the vacuum switch (K1) to close or open according to the output signal of the train identifier (P1).

8. An automatic phase-crossing arc suppression system for electrified railways according to any one of claims 1-6, characterized in that: The vacuum switch device includes a second vacuum switch (K2), which is connected in parallel across the two ends of the second sectioner (S2). The control unit (CU) controls the thyristor switch (T2) to turn on or off and the vacuum switch (K2) to close or open according to the output signal of the third train identifier (P3).

9. An automatic phase-crossing arc suppression system for electrified railways according to any one of claims 1-6, characterized in that: The vacuum switch device includes vacuum switch one (K1) and vacuum switch two (K2). Vacuum switch one (K1) is connected in parallel across the two ends of section divider one (S1), and vacuum switch two (K2) is connected in parallel across the two ends of section divider two (S2). The control unit (CU) controls the thyristor switch one (T1) to be turned on or off and the vacuum switch one (K1) to be closed or opened according to the output signal of train identifier one (P1), and controls the thyristor switch two (T2) to be turned on or off and the vacuum switch two (K2) to be closed or opened according to the output signal of train identifier three (P3).

10. An automatic phase-crossing arc-suppression system for electrified railways according to any one of claims 1-6, characterized in that: When the train travels in one direction, from the direction of power supply arm one (A1) through the neutral section (A0) to the direction of power supply arm two (A2), the vacuum switch device includes vacuum switch one (K1), which is connected in parallel across the two ends of section divider one (S1); when the train travels in one direction, from the direction of power supply arm two (A2) through the neutral section (A0) to the direction of power supply arm one (A1), the vacuum switch device includes vacuum switch two (K2), which is connected in parallel across the two ends of section divider two (S2); when the train travels in both directions, the vacuum switch device includes vacuum switch one (K1) and vacuum switch two (K2), with vacuum switch one (K1) connected in parallel across the two ends of section divider one (S1) and vacuum switch two (K2) connected in parallel across the two ends of section divider two (S2).

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