CN102280881B - Three-phase static var compensator (SVC) device for electrified railway traction side - Google Patents
Three-phase static var compensator (SVC) device for electrified railway traction side Download PDFInfo
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Abstract
The invention relates to a three-phase static var compensator (SVC) device for an electrified railway traction side. The device comprises an SVC having a three-phase structure which is connected in a delta connection mode, wherein each phase comprises a thyristor controlled reactor subcircuit and a fixed capacity subcircuit which are connected in parallel; a power supply arm for the device comprises power supply arms a and b; tree phases of the SVC is connected between a and c (the power supply arm a and a steel rail c), between b and c (the power supply arm b and the steel rail c) and between a and b (the power supply arm a and the power supply arm b); and the device is connected to a low-voltage side of a traction transformer. The device can comprehensively realize functions of supporting power supply arm voltage, controlling a power factor, suppressing harmonic waves and compensating a negative sequence on electrified railway load; and the defect that a single-phase SVC on a traction side cannot compensate negative-sequence current can be overcome, a step-up transformer for an SVC on a power grid side can be saved, and the device is a three-phase SVC device which integrates advantages of the SVC on the traction side and the SVC on the power grid side.
Description
Technical Field
The invention belongs to the field of electrified railway power supply, power electronic technology and electric energy quality control, and particularly relates to a three-phase SVC compensation device for a traction side of an electrified railway.
Background
With the rapid development of the electric railways, the influence of the electric railways on the power quality of the power system becomes a problem which cannot be ignored. On one hand, as the traction power supply system of the electrified railway in China adopts a single-phase power supply mode, the electric locomotive is a single-phase load, and no matter what wiring mode is adopted by the traction transformer, larger negative-sequence current is injected into the electric power system; on the other hand, the electric locomotive adopts a power electronic converter, and harmonic current is generated and injected into a power system. In addition, the load of the traction substation fluctuates at any time according to the number of trains in the power supply arm and the running state of each train, so the load of the electrified railway also has random fluctuation.
The above problems are also newly changed to various degrees along with the development of high-speed passenger transportation and heavy freight transportation railways:
(1) the gradual increase of the traction load capacity will directly cause the increase of the negative sequence current injected into the system, thus aggravating the problem of three-phase voltage unbalance of the power system. Especially in many areas of our country, the short circuit capacity of the electrified railway power supply system will be lagged behind the development of the electrified railway load for a long time. Therefore, the negative sequence problem of the electrified railway becomes the primary problem in the electric energy quality of the electrified railway in China in future.
(2) The dc-driven electric locomotive is gradually replaced by the ac-driven electric locomotive. The reactive current and low-order harmonic current generated by the electric locomotive are greatly reduced, and the power factor of the load side of the alternating-current transmission locomotive is very high, so that the problem of electric energy quality caused by steady-state and dynamic reactive power is also obviously weakened, and the three-phase voltage fluctuation is mainly caused by active impact of a single-phase electric railway load.
Various compensation measures have been taken at home and abroad in view of the above-mentioned electric energy quality problems of the electrified railways. Among them, a common method is to install a Fixed Capacitor (FC) compensation device at the traction station. The common characteristic of the equipment is that harmonic current is treated while reactive compensation is carried out. However, because such devices belong to a fixed compensation mode, flexible adjustment cannot be realized, dynamic compensation cannot be realized, and the compensation device sends reactive power to a system when a power supply arm is in no-load or light-load, so that the voltage of a bus is increased, the operation of a locomotive is not favorable, and the reactive power compensation is insufficient when the power supply arm is in heavy-load.
With the development of Power electronic technology and flexible Power transmission and distribution technology, Static Var Compensator (SVC), Static Synchronous Compensator (STATCOM), and self-shutdown device-based large-capacity Railway Power Conditioner (RPC) are beginning to be applied to Power quality management of electrified railways. Since the electrified railway is a high-voltage large-capacity load, the electric energy quality device also has the requirement of high voltage and large capacity. For the control devices such as STATCOM and RPC based on the self-turn-off device, the capacity of the device needs to be improved through multiple levels, multiplexing, cascading and other technologies, and the device is complex in design, high in manufacturing cost and high in control difficulty. Compared with STATCOM and RPC, the static var compensator SVC based on the thyristor can easily realize the requirement of high voltage and large capacity of the device, and has the advantages of simple structure, mature control method, low engineering cost and the like, thereby being widely applied to the electric energy quality control of the electrified railway.
There are generally two ways of SVC currently used for electrified railway compensation: one is that a single-phase Static Var Compensator (SVC) is additionally installed on two power supply arms on the traction side respectively, and a single-phase SVC formed by reinforcing a fixed capacitor FC by a single-phase Thyristor Controlled Reactor (TCR) is directly installed on the traction side, which is also called a direct-hanging SVC; the other is a system side SVC, a three-phase SVC formed by a single-phase thyristor controlled reactor TCR and an FC is arranged on the side of a traction transformer, and if the three-phase SVC is arranged in a power system substation, the centralized power quality compensation in the power system can be realized.
The SVC at the traction side is directly arranged on a power supply arm, the reactive power generated by the TCR is smoothly adjusted by adjusting the trigger angle of the thyristor, the sum of the load reactive power change and the variable reactive power generated by the TCR is constant, the constant inductive reactive power is offset with the capacitive reactive power of the FC, finally the power factor of the power grid is kept at a higher level, and meanwhile, the voltage of the traction grid is kept in a required range. In addition, harmonic waves generated by the electric locomotive are filtered through the FC branch circuit, so that the device has the comprehensive compensation effects of power supply arm voltage support, power factor control and harmonic wave suppression, and has the advantages of low access voltage level, simple design and the like. However, this compensation method cannot realize negative sequence compensation because energy flow between the power supply arms cannot be realized. The power factor control and harmonic suppression principle of the grid side SVC is basically the same as that of the traction side SVC, and the unbalanced load can be compensated by further utilizing the Steinmetz principle, so that the function of compensating the negative sequence current of the electrified railway is achieved. However, because the three-phase system has a higher voltage level (110kV) or higher, the SVC needs to be accessed through a boost converter, which increases the floor space and the engineering cost of the SVC, and also increases the complexity of the SVC design and manufacture.
Disclosure of Invention
Aiming at the problems of electric energy quality such as negative sequence, harmonic wave, low power factor and the like of the electrified railway load, the invention provides a three-phase SVC compensation device for the traction side of the electrified railway, the device is connected to the low-voltage side of a traction transformer in a triangular connection mode, and each phase of the device adopts a structure that a single-phase thyristor controlled reactor TCR is connected in parallel with a fixed capacitor FC. According to the compensation requirement of the electrified railway load, each phase of the device can adopt an asymmetric design, and the functions of voltage support, power factor control, harmonic suppression and negative sequence compensation of a power supply arm of the electrified railway load can be comprehensively realized; the three-phase SVC compensation device not only can overcome the defect that the single-phase SVC at the traction side can not compensate negative sequence current, but also can omit a step-up transformer of the SVC at the power grid side, and integrates the advantages of the SVC at the traction side and the SVC at the power grid side.
The purpose of the invention is realized by adopting the following technical scheme:
a three-phase SVC compensation device for a traction side of an electrified railway, the device comprising a static var compensator, SVC; the improvement is that the static var compensator SVC is used on the traction side of the electrified railway and comprises a three-phase structure connected in a triangular connection mode; each phase comprises a thyristor control reactor TCR branch circuit and a fixed capacitor FC branch circuit which are connected in parallel;
the power supply arm for the device comprises power supply arms a and b; the power supply arm a and the steel rail c form ac; the power supply arm b and the steel rail c form bc; the power supply arm a and the power supply arm b form ab;
each phase is respectively connected between ac, bc and ab;
the device is connected to the low-voltage side of the traction transformer.
The invention provides a preferable technical scheme that: the Static Var Compensator (SVC) is connected with the traction transformer; the load electric locomotive is connected between the power supply arm a and the steel rail c.
The second preferred technical scheme provided by the invention is as follows: the thyristor controlled reactor TCR branch circuit comprises a reactor and a thyristor valve, wherein the reactor and the thyristor valve are connected in series in sequence; the fixed capacitor FC branch comprises a reactor and a capacitor which are sequentially connected in series.
The third preferred technical scheme provided by the invention is as follows: the fixed capacitor FC branch comprises a reactor, a capacitor and a resistor which are sequentially connected in series.
The fourth preferred technical scheme provided by the invention is as follows: the fixed capacitor FC branch is equivalent to a capacitive reactance under power frequency and is equivalent to a low impedance under characteristic frequency; the fixed capacitor FC branch circuit has a filtering effect on harmonic components generated by the thyristor control reactor TCR branch circuit and the load electric locomotive.
The fifth preferred technical scheme provided by the invention is as follows: when the thyristor controlled reactor TCR branch circuit works normally, the antiparallel thyristors are triggered to conduct from the voltage peak value to the zero crossing point in the time interval when the thyristors bear forward voltage.
The sixth preferred technical scheme provided by the invention is as follows: and carrying out asymmetric design on parameters of the fixed capacitor FC branch circuit and the thyristor controlled reactor TCR branch circuit.
The seventh preferred technical scheme provided by the invention is as follows: the traction transformer comprises Ynd11, V/V and balance transformers.
Compared with the prior art, the invention has the following beneficial effects:
(1) according to the three-phase SVC compensation device for the traction side of the electrified railway, each phase of the device adopts a single-phase thyristor control reactor TCR parallel fixed capacitor FC structure, so that the problems of harmonic waves, negative sequences and low power factors of electrified railway loads can be comprehensively solved;
(2) the three-phase SVC compensation device provided by the invention is connected to the low-voltage side of the traction transformer of the electrified railway, a step-up transformer is not needed, the floor area of the device can be reduced, and the design complexity and the manufacturing cost are reduced;
(3) the three phases in the three-phase SVC compensation device provided by the invention adopt a triangular wiring mode, and parameters of each phase are asymmetrically designed, so that the overall capacity of the device can be reduced to the maximum extent;
(4) the three-phase SVC compensation device provided by the invention can restrain the problems of harmonic waves, negative sequences and low power factors of electrified railway loads on the traction side, thereby not only reducing the loss of a traction transformer caused by harmonic waves and reactive power, but also reducing the loss of a high-voltage power supply line, a power supply transformer and the like caused by the propagation of the harmonic waves, the negative sequences and the reactive power in a power system.
Drawings
Fig. 1 is a schematic structural diagram of a main circuit of a three-phase SVC compensation device for a traction side of an electric railway according to the present invention, wherein: 1: an electric locomotive; 2: a traction transformer; 3: a three-phase Static Var Compensator (SVC); 4: thyristor Controlled Reactors (TCRs); 5: a fixed capacitor/Filter (FC); a power supply arm a; a power supply arm b; a steel rail c;
fig. 2 is a wiring diagram of a traction-side three-phase SVC compensation device of a YNd 11-wired traction transformer in accordance with an embodiment of the present invention.
Detailed Description
The following detailed description of embodiments of the invention is provided in connection with the accompanying drawings and the specific examples.
Fig. 1 is a schematic diagram of a main circuit structure of a three-phase SVC compensation device for a traction side of an electrified railway according to the present invention, as shown in fig. 1, the three-phase SVC compensation device 3 for the traction side provided by the present invention adopts a delta connection mode, each phase adopts a structure that a thyristor controlled reactor TCR branch 4 is connected in parallel with a fixed capacitor FC branch 5, and a power supply arm for the device comprises power supply arms a and b; each phase is connected between ac (power supply arm a and rail c), bc (power supply arm b and rail c), and ab (power supply arm a and power supply arm b).
The thyristor controlled reactor TCR branch circuit 4 is formed by connecting a reactor and an anti-parallel thyristor valve in series, and when the thyristor controlled reactor TCR works normally, the anti-parallel thyristors are triggered and conducted in a time interval from a voltage peak value to a zero crossing point during the period of bearing forward voltage.
The thyristor controlled reactor TCR can only provide dynamic reactive power with lagging power factor, and in order to expand the dynamic range to the advanced power factor area, a fixed capacitor FC branch circuit 5 is connected with a thyristor controlled reactor TCR branch circuit 4 in parallel. The fixed capacitor FC branch 5 is formed by connecting two reactors and a capacitor in series, the two reactors are respectively arranged on two sides of the capacitor, sometimes the fixed capacitor FC branch 5 also adopts a mode of connecting the reactors, the capacitor and a resistor in series, the fixed capacitor FC branch 5 is equivalent to a capacitive reactance under the power frequency, the impedance is low at the characteristic frequency, and a filtering effect can be realized on harmonic components generated by the thyristor control reactor TCR branch 4 and the load electric locomotive 1. In practice, a plurality of groups of fixed capacitor FC branches 5 and thyristor controlled reactor TCR branches 4 can be designed to be connected in parallel according to the number of filtering times required.
The compensation principle of the traction-side three-phase SVC compensation device is as follows: by injecting compensating currents into the power supply arm a and the power supply arm b respectivelyAndwith locomotive current on both supply armsAndare respectively superposed, the superposed currents are respectivelyAndmake the current on the two superposed power supply armsAndthree-phase current injected into system after passing through traction transformer 2Andthe three phases are symmetrical, and the included angle between the three-phase voltage and the three-phase voltage of the system is as small as possible, so that the system side three-phase current is symmetrical, and the power factor meets the requirement. Meanwhile, the harmonic compensation function is realized through the fixed capacitor FC branch 5, and the system side harmonic index is ensured to meet the requirement.
The traction-side three-phase SVC compensation device is suitable for traction transformers 2 with various wiring modes, and the traction transformer 2 can be any one of YNd11, V/V or balance transformers.
The key problem in the design of the Static Var Compensator (SVC) is the determination of compensation capacity, according to the theory of general conversion relation of electric quantities at ports of traction substations and a comprehensive compensation equation (reference: Liqun, Power supply analysis and comprehensive compensation technology of traction substations, Beijing: China railway Press, 2006.1) shown in the formula (1), the compensation capacity required by each phase of the SVC compensation device of the three-phase static var compensator can be obtained, and then the parameters of the fixed capacitor FC branch 5 and the thyristor control reactor TCR branch 4 are designed according to the required compensation capacity and harmonic compensation requirements.
Wherein,
det(T)＝sin2(ΨT-ΨL)+sin2(ΨL-ΨK)+sin2(ΨK-ΨT)；
in the formula:
SK、SL、ST-the compensation capacity of each phase of the SVC compensation apparatus, K, L, T respectively indicates the circuit port number to which each phase of the SVC is connected;
Sy-traction load capacity of port y;
m is the number of loads, and two-phase or two-arm traction loads are supplied to the connection of the traction transformer, but in consideration of phase change, m is 3 generally;
KCdegree of reactive compensation, KCWhen the reactive power is 1, the reactive power emitted by the load is fully compensated;
KNdegree of negative sequence compensation, KCWhen the value is 1, the negative sequence emitted by the load is fully compensated;
ΨK、ΨL、ΨT、Ψythe phase angle lag of the voltage phasor at the port K, L, T, y lagging the reference phasor is positive, and the positive sequence voltage of the primary a phase of the traction transformer is generally taken, and the value of the positive sequence voltage is related to the connection mode of the traction transformer.
In the following, YNd11 (where "Y" denotes a star connection on the high-voltage side; "N" denotes a neutral point; "d" denotes a delta connection on the low-voltage side; "11" denotes a line voltage on the low-voltage side of the transformer)Hysteretic high side line voltageAn embodiment of a traction-side three-phase SVC compensation device will be described with a connection traction transformer (or 30 ° lead) and a typical traction load as an example. Fig. 2 is a wiring diagram of a traction-side three-phase SVC compensation device of a YNd 11-wired traction transformer in accordance with an embodiment of the present invention.
Enabling the ports corresponding to the three phases of the SVC compensation device to be respectively K-4, L-5 and T-6; the number m of ports corresponding to the load is 3; and arrange S1And S4At the same port, Ψ1＝Ψ4＝ξ，S2And S5At the same port, Ψ2＝Ψ5120 ° + ξ, lagging Ψ1；S3And S6At the same port, Ψ3＝Ψ6-120 ° + ξ, leading Ψ1. Let the traction ports be ports 1 and 2, and the corresponding load capacities of the electric locomotives be SL1And SL2The power factor angle is respectivelyAndport 3 is loaded with 0, S3Traction-side three-phase SVC (static var compensator) comprehensive compensation of V/V wiring transformer can be obtained by substituting formula (1) as 0The model is as follows:
in the formula:
SLa、SLbthe capacity of the traction load carried by the power supply arm a and the power supply arm b;
the power factor angle of the traction load carried by the power supply arm a and the power supply arm b.
When SVC compensation device fully compensates for reactive and negative sequence, KC＝1，KN1, the comprehensive compensation capacity model is as follows:
the typical traction load power factor selected is 0.9, i.e. the load power factor angleThe load currents of the two supply arms a and b in a typical operation mode are shown in table 1. The most serious condition of unbalance of the two arms is a mode I, the heavy feeder line takes the maximum current value, and the light feeder line takes the current of 0. The two supply arm voltages are 25kV, that is, Uab ═ Ubc ═ 25kV, so that the two arm traction load capacity can be calculated according to table 1 and is shown in table 2. When the device fully compensates the negative sequence and the reactive power, the compensation capacity of each phase of the three-phase SVC at the traction side under various operation modes can be calculated according to the formula (3) and is shown in the table 3, wherein the capacity is positive to represent capacitive compensation, and the capacity is negative to represent inductive compensation.
Table 1 supply arm current in typical operating mode
TABLE 2 supply arm traction load capacity under typical mode of operation
TABLE 3 Compensation Capacity calculation for three-phase SVC on the traction side in a typical operating mode
The maximum inductive compensation capacity and the maximum capacitive compensation capacity required by each phase of the SVC are calculated according to table 3, and the capacity required by each branch of the SVC can be obtained. In consideration of the filtering function, assuming that FC filtering branches capable of filtering 3 rd order and 5 th order harmonics are installed, the total capacity of the FC branch of the port 4 is designed to be 19.7MVar, the capacity of each filtering branch is 9.85MVar, and the capacity of the TCR branch is 19.7MVar +1.18MVar, which is 20.88 MVar. Similarly, the capacity of the FC branch of the port 5 is 36.2MVar, the capacity of each filtering branch is 18.1MVar, and the capacity of the TCR branch is also 36.2 MVar; the capacity of the FC branch of the port 6 is 2MVar, and the TCR branch capacity is 2MVar +21.75MVar ═ 23.75 MVar. The above embodiments illustrate that the traction-side three-phase SVC compensation device provided in the present invention adopts an asymmetric parameter design, so as to reduce the device capacity to the maximum extent and reduce unnecessary capacity waste.
Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the present application and not for limiting the protection scope thereof, and although the present application is described in detail with reference to the above embodiments, those of ordinary skill in the art should understand that: numerous variations, modifications, and equivalents will occur to those skilled in the art upon reading the present application and are within the scope of the claims appended hereto.
Claims (4)
1. A three-phase SVC compensation device for the traction side of an electrified railway, said device comprising a static var compensator (3); the static reactive compensator is characterized in that the static reactive compensator (3) is used on the traction side of the electrified railway and comprises a three-phase structure connected in a triangular connection mode; wherein each phase comprises a thyristor controlled reactor branch (4) and a fixed capacitor branch (5) which are connected in parallel;
the power supply arm for the device comprises power supply arms (a, b); the power supply arm a and the steel rail c form ac; the power supply arm b and the steel rail c form bc; the power supply arm a and the power supply arm b form ab;
each phase is respectively connected between ac, bc and ab;
the device is connected to the low-voltage side of the traction transformer (2);
the static reactive compensator (3) is connected with the low-voltage side of the traction transformer (2); the load electric locomotive (1) is connected between the power supply arm a and the steel rail c;
the thyristor controlled reactor branch (4) comprises a reactor and a thyristor valve which are connected in series in sequence and are connected in anti-parallel; the fixed capacitor branch (5) comprises a reactor and a capacitor which are sequentially connected in series;
the fixed capacitor branch (5) is equivalent to a capacitive reactance under power frequency and is equivalent to a low impedance under characteristic frequency; the fixed capacitor branch (5) has a filtering effect on harmonic components generated by the thyristor controlled reactor branch (4) and the load electric locomotive (1);
when the thyristor controlled reactor branch circuit (4) works normally, the antiparallel thyristors are triggered to conduct in the time interval from the voltage peak value to the zero crossing point in the period that the thyristors bear forward voltage respectively.
2. A three-phase SVC compensation device as claimed in claim 1, characterized in that the parameters of the fixed capacitance branch (5) and the thyristor-controlled reactor branch (4) are designed asymmetrically.
3. A three-phase SVC compensation device as claimed in claim 1, characterized in that the traction transformer (2) comprises Ynd11, V/V and a balancing transformer.
4. A three-phase SVC compensation device as claimed in claim 1, characterized in that said fixed capacitive branch (5) comprises a reactor, a capacitor and a resistor connected in series.
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| CN102118031A (en) * | 2010-12-25 | 2011-07-06 | 广东明阳龙源电力电子有限公司 | Method for calculating instantaneous reactive power of power system based on vector recognition and SVC (static var compensator) compensation device |
| CN202178574U (en) * | 2011-08-05 | 2012-03-28 | 中国电力科学研究院 | Three-phase static var compensator (SVC) device used at traction side of electrified railway |
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| EP1318588A2 (en) * | 2001-11-28 | 2003-06-11 | Abb Ab | A method and a device for compensation of the comsumption of reactive power by an industrial load |
| CN201185347Y (en) * | 2008-03-17 | 2009-01-21 | 中冶华天工程技术有限公司 | Low-voltage dynamic reactive compensator |
| CN101635461A (en) * | 2009-05-31 | 2010-01-27 | 湖南大学 | Combined compensation system of injection-type hybrid active power filter and static var compensator |
| CN102118031A (en) * | 2010-12-25 | 2011-07-06 | 广东明阳龙源电力电子有限公司 | Method for calculating instantaneous reactive power of power system based on vector recognition and SVC (static var compensator) compensation device |
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