CN102255515B - Hybrid power supply system for electrified railway - Google Patents
Hybrid power supply system for electrified railway Download PDFInfo
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- CN102255515B CN102255515B CN2011101247648A CN201110124764A CN102255515B CN 102255515 B CN102255515 B CN 102255515B CN 2011101247648 A CN2011101247648 A CN 2011101247648A CN 201110124764 A CN201110124764 A CN 201110124764A CN 102255515 B CN102255515 B CN 102255515B
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Abstract
The invention discloses a hybrid power supply system for an electrified railway. The hybrid power supply system is formed in a way that: one output end (Q1) on the primary side of a 55kV traction transformer (SS) of a traction substation is connected with a contact line (T) of a railway traction electric network, and another output tend (Q2) on the primary side of the 55kV traction transformer (SS) is connected with a negative feeder (F) of the railway traction electric network; and a front-end auto-transformer (AT0) and auto-transformers (AT) are arranged at positions 0 to 10km away from the traction substation (SS). The system makes the power supply capability of the traction electric network matched with the actual power supply needs of the traction electric network, thereby prolonging a power supply arm, reducing the number of electric phases, improving the power supply capability of a power grid, making the utilization of power supply equipment more effective and simultaneously reducing the equipment investment and maintenance cost of the whole system.
Description
Technical field
The present invention relates to a kind of electrified railway power supply system.
Background technology
Attached wires of AC electrified railway has dividing of direct feeding system, drain transformer (BT) supply power mode, autotransformer (AT) supply power mode and coaxial cable (CC) supply power mode.In China, the BT supply power mode because of its cut-off contact line, reduce reliability, shorten the reasons such as power supply distance abrogated need not, the CC supply power mode is because investing excessive not being used, commonly used is direct feeding system and autotransformer (AT) supply power mode.It is that locomotive is directly powered that direct feeding system adopts 27.5kv voltage, its power supply capacity is little, general fast railway adopts direct feeding system more, and autotransformer (AT) supply power mode, adopt autotransformer to realize locomotive 27.5kv is powered, and the voltage between contact wire and feeder line is 55kv, thereby the power supply capacity of system is increased and is twice, and therefore the demanding high-speed railway of power supply capacity is nearly all adopted 55kv AT supply power mode at present.
The AT supply power mode is divided two kinds of 55kV (Japan) pattern and 2*27.5kV (France) patterns.China Qin in Beijing (Beijing-Qinhuangdao) and the Qun Dynasty (Datong District-Qinhuangdao) once adopted 55kV (Japan) pattern, and from specially formally put into operation on October 26th, 2010 Shanghai-Hangzhou high ferro of the intercity high speed passenger dedicated railway of article one on August 1st, 2008-Beijing-Tianjin inter-city High-Speed Passenger, be open to traffic, the built 7431km high-speed railway of China all adopts 2*27.5kV (France) pattern.
55kV (Japan) pattern, as shown in Figure 1, in figure, a of autotransformer end is connected with contact line contact wire T, and the mid point o of these transformers is connected with rail R, and the b end is connected with contact line negative feeder F.The advantage of Japan AT powering mode is: the inferior limit coil volume of traction transformer equals load capacity, irrelevant with the variation of train position, power supply capacity is large, head end distributes consistent to end, when train moved outside first AT section, the contact wire circuit of first AT section and negative feeder circuit heap(ed) capacity were half of load capacity.Shortcoming is: traction transformer exports with autotransformer, will add to fill a cover autotransformer and increase investment between the service area of traction substation.
(2*27.5kV France) pattern, as shown in Figure 2, the characteristics of this pattern are: traction transformer time limit needs centre tap, and the transformer manufacture difficulty strengthens, and particularly is with tapped balancing transformer manufacture difficulty significantly to increase; Being subjected to traction transformer time limit is tapped affects, and it is larger that the power supply performance of this supply power mode is affected by line impedance, train during near traction substation near the direct feeding system characteristic, at train during away from traction substation, near AT supply power mode characteristic.The power supply capacity that causes traction net head end is little and the end power supply capacity is large.
And when on circuit, a plurality of locomotive being arranged, the power that traction substation provides to locomotive must be through all circuits between locomotive position and electric substation, be also that the power of carrying on traction substation outlet side circuit is the gross power of all locomotives, and the power that distal-most end locomotive place part of path is carried only is the needed power of this locomotive.As seen, the actual power capacity requirement of traction net head end is large and the power supply capacity demand of end is little.
The end power supply capacity is large because the power supply capacity of French powering mode traction net head end is little, this head end capacity with traction net is large and actual demand that the end capacity is little is on the contrary, cause disparities between supply and demand, cause the waste of power supply capacity, can not meet the needs of Development of High Speed Railway.
According to " the medium-term and long-term railway network medium-term and long-term plans " of State Council approved adjustment in 2008, to the year two thousand twenty, Chinese Railway construction investment total scale will reach 5 trillion yuan, more than building high speed passenger dedicated railway 1.8 ten thousand km.High-speed railway has become the important component part of China railways and technology, economic new growth point.Therefore, it will be very necessary proposing a kind of supply power mode that is suitable for China's electric railway most.
Summary of the invention
Purpose of the present invention just is to provide a kind of electric railway mixed power supply system, this electric power system is complementary the power supply capacity power demands amount actual with it of traction net, thereby can extend the supply arm distance, reduces electricity minute phase amount, improve the power supply capacity of electrical network, more effectively make emergency electric supply unit; Simultaneously, reduce equipment and the investment of contact line end, reduced the cost of electric power system.
The present invention solves its technical problem, the technical scheme that adopts is: a kind of electric railway mixed power supply system, its composition is: an output on the 55kV traction transformer of traction substation time limit is connected with the contact wire of railway dragging net, and another output is connected with the negative feeder of railway dragging net;
At distance traction substation 0-10km, a head end autotransformer is set, between the middle part service area from the head end autotransformer, every 10-20km, an autotransformer is set; One end of head end autotransformer and autotransformer is connected with the contact wire of railway dragging net, and mid point is connected with rail, and the other end is connected with the negative feeder of railway dragging net;
In the Remote feeding interval more than the 20km of last autotransformer back of traction substation, autotransformer and negative feeder are set no longer.
Compared with prior art, the invention has the beneficial effects as follows:
In the supply line of same electric substation, at the near-end (0-10km) near electric substation and the central region adjacent with near-end, autotransformer is set, thereby realizes the AT supply power mode of the 55kv of electric substation's outlet side and central region; Simultaneously, in Remote feeding interval more than the 20km of last the autotransformer back away from traction substation, autotransformer and negative feeder no longer are set, by the top of last autotransformer, by contact wire and rail, locomotive are carried out the direct power supply of 27.5kv.Thereby AT power supply and the directly mixing of two kinds of modes of power supply have been realized between the service area of same electric substation.
Electric power system of the present invention adopts the large AT supply power mode of power supply capacity in head end and the intermediate space of supply line; And adopt the little direct feeding system of power supply capacity between the distal area away from electric substation.Like this, the power supply capacity online in whole traction presents descending distribution character along the line from the head end to the end, the actual motion demand of this and railway locomotive matches, thereby can extend the supply arm distance, reduce electricity minute phase amount, improve the power supply capacity of electrical network, more effectively make emergency electric supply unit; Simultaneously, the end little at power supply capacity adopts the 27.5kV direct feeding system, saved autotransformer and negative feeder, greatly reduces equipment and the investment of whole electric power system, and reduced its maintenance cost.
The invention will be further described below in conjunction with the drawings and specific embodiments.
Description of drawings
Fig. 1 is existing 55KV AT electric power system structural representation.
Fig. 2 is the existing direct electric power system structural representation of 27.5kV.
Fig. 3 is the structural representation of the embodiment of the present invention.
Embodiment
Embodiment
Fig. 3 illustrates, and a kind of embodiment of the present invention is:
A kind of electric railway mixed power supply system, its composition is: an output Q1 on SS the limit of 55kV traction transformer of traction substation is connected with the contact wire T of railway dragging net, and another output Q2 is connected with the negative feeder F of railway dragging net;
At distance traction substation SS0-10km, a head end autotransformer AT0 is set, between the middle part service area from head end autotransformer AT0, every 10-20km, an autotransformer AT is set; The end a of head end autotransformer AT0 and autotransformer AT is connected with the contact wire T of railway dragging net, and mid point o is connected with rail R, and other end b is connected with the negative feeder F of railway dragging net;
In the Remote feeding interval more than the 20km of last autotransformer AT back of traction substation SS, autotransformer and negative feeder are set no longer.
When implementing, when the autotransformer AT0 of head end was 0km apart from the distance of traction substation SS, expression First autotransformer AT0 was placed in electric substation.
Distance and the quantity of AT autotransformer and the distance in Remote feeding interval between the service area of middle part of the present invention, determined by the power supply capacity of traction transformer and the operation conditions of railway locomotive, usually the distance between the service area of middle part is 10-50km, the quantity of the AT autotransformer that arranges is the 1-2 platform, and the distance in Remote feeding interval is generally 10-40km.
Claims (1)
1. electric railway mixed power supply system, its composition is: an output (Q1) on the inferior limit of 55kV traction transformer (SS) of traction substation is connected with the contact wire (T) of railway dragging net, and another output (Q2) is connected with the negative feeder (F) of railway dragging net;
0-10km arranges a head end autotransformer (AT0) at distance traction substation (SS), between the middle part service area from head end autotransformer (AT0), every 10-20km, an autotransformer (AT) is set; One end (a) of head end autotransformer (AT0) and autotransformer (AT) is connected with the contact wire (T) of railway dragging net, mid point (o) is connected with rail (R), and the other end (b) is connected with the negative feeder (F) of railway dragging net;
In the above Remote feeding interval of the 20km of last autotransformer (AT) back of traction substation (SS), autotransformer and negative feeder are set no longer.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2011101247648A CN102255515B (en) | 2011-05-16 | 2011-05-16 | Hybrid power supply system for electrified railway |
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|---|---|---|---|
| CN2011101247648A CN102255515B (en) | 2011-05-16 | 2011-05-16 | Hybrid power supply system for electrified railway |
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| CN102255515A CN102255515A (en) | 2011-11-23 |
| CN102255515B true CN102255515B (en) | 2013-11-20 |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN102887082B (en) * | 2012-05-25 | 2015-04-22 | 西南交通大学 | Flexible traction power supply mode and device thereof for electrified railway |
| CN103507661B (en) * | 2013-10-18 | 2017-07-14 | 中铁上海设计院集团有限公司 | A kind of tractive power supply system method to set up |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101580032A (en) * | 2009-06-17 | 2009-11-18 | 西南交通大学 | AT power supply system of electrified railway |
| CN202080150U (en) * | 2011-05-16 | 2011-12-21 | 西南交通大学 | Hybrid power supply device for electrified railway |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101580032A (en) * | 2009-06-17 | 2009-11-18 | 西南交通大学 | AT power supply system of electrified railway |
| CN202080150U (en) * | 2011-05-16 | 2011-12-21 | 西南交通大学 | Hybrid power supply device for electrified railway |
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Effective date of registration: 20160616 Address after: 610031 Sichuan City, Chengdu Province, No. two North Ring Road, No. 111 Patentee after: Southwest Jiaotong University Patentee after: Li Qunzhan Address before: 610031 Sichuan City, Chengdu Province, No. two North Ring Road, No. 111 Patentee before: Southwest Jiaotong University |
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Granted publication date: 20131120 Termination date: 20190516 |
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