CN108909542B

CN108909542B - Power supply structure for AT of electrified railway

Info

Publication number: CN108909542B
Application number: CN201810974371.8A
Authority: CN
Inventors: 李书谦; 邹霖
Original assignee: Chengdu Shanghua Electric Co ltd
Current assignee: Chengdu Shanghua Electric Co ltd
Priority date: 2018-08-24
Filing date: 2018-08-24
Publication date: 2023-08-22
Anticipated expiration: 2038-08-24
Also published as: CN108909542A

Abstract

The invention discloses a power supply structure of an electrified railway AT, and relates to the technical field of traction power supply of alternating current electrified railways. The AT powered structure is an intermediate AT station AS2 located between the left-neighbor AT station AS1 and the right-neighbor AT station AS3, wherein: the contact network terminal of the second autotransformer AT2 of the intermediate AT AS2 is connected with the contact network T AT one end of the second section FD2 through a second left upper network breaker DL21 and a second left upper network line SW21, and the contact network terminal of the second autotransformer AT2 of the intermediate AT AS2 is connected with the other end of the second section FD2 through a second right upper network breaker DL23 and a power supply line GD; the sectionalizer FD2 is connected in series in the contact net, so that a train can pass through without power off (electrification); a bypass breaker PD is provided at the second segment FD 2. The invention is mainly used for the power supply of the AT station, eliminates arc discharge and cuts off faults.

Description

Power supply structure for AT of electrified railway

Technical Field

The invention belongs to the technical field of traction power supply of alternating current electric railways.

Background

Compared with a direct power supply mode, the AT power supply mode of the electrified railway has stronger power supply capacity and longer power supply arm length, and can reduce electric split-phase and electroless areas, so that the AT power supply mode is almost selected by high-speed rails in China.

However, the mountains and rivers in China are numerous, which often makes the nearby arrangement of the sectionalizer of the overhead line station (AT) and the sectionalizer thereof difficult, even the AT must be pulled apart for a long distance, and some are as long as 2km, so that a long power supply line is required to be erected between the AT and the sectionalizer thereof. The larger the length of the power supply line and the contact net between the AT and the sectionalizer is, the larger the inductance is, and when the electrified train passes through the sectionalizer, the sudden transition of the train current between the section of power supply line and the contact net can cause overvoltage and arcing, the contact line can be burnt by the arcing, even the contact line is burnt, and accidents are caused.

Obviously, the technical problems to be solved are: under the normal operation condition, the arc-pulling phenomenon when the train passes through the sectionalizer far away from the AT is eliminated, and when the contact net breaks down, the fault is timely and accurately removed.

Disclosure of Invention

The invention aims to provide a power supply structure of an electrified railway AT, which can effectively solve the technical problem that a train generates arc discharge through a sectionalizer far away from the AT during normal operation.

The aim of the invention is realized by the following technical scheme: the utility model provides an electrified railway AT is supplied power structure, includes contact net, rail, burden feeder and AT least three AT bureau, takes three AT to be the interval, is the right adjacent AT bureau that is located the left side of middle AT bureau and right adjacent AT bureau on the right side respectively, wherein: the second self-coupling variable contact network terminal of the middle AT is connected with the contact network T AT one end of the second section device through a second left upper network breaker and a second left upper network wire, and the second self-coupling variable contact network terminal of the middle AT is connected with the other end of the second section device through a second right upper network breaker and a power supply wire; the second sectionalizer is connected in series in the overhead line system and can enable the train to pass through in an electrified manner; and a bypass breaker is arranged at the second section breaker.

Preferably, the second sectionalizer is arranged on the contact net.

Further preferably, one end of the bypass breaker is connected with one end of the second sectionalizer through a first upper net wire, and the other end of the bypass breaker is connected with the other end of the second sectionalizer through a second upper net wire.

Still further preferably, when the overhead line system between the second section device connected in series in the overhead line system and the left adjacent AT station is short-circuited, the bypass breaker and the second left upper network breaker of the middle AT station trip in a linkage manner; and when the contact network between the second sectionalizer and the right-adjacent AT is short-circuited, the bypass breaker and the second right-upper network breaker are tripped in a linkage way.

Specifically, the lengths of the first upper net wire, the second left upper net wire and the second right upper net wire are respectively smaller than 150m, and the length of the power supply wire is larger than or equal to 150m.

The invention is realized by the following technical scheme:

the electrified railway AT power supply system comprises the electrified railway AT power supply structure, and further comprises a left adjacent AT station, a right adjacent AT station, a contact net, a steel rail and a negative feeder line.

Preferably, the first self-changing contact network terminal of the left adjacent AT is connected with one end of the first sectionalizer through a first left upper network breaker and a first left upper network line, and the first self-changing contact network terminal of the left adjacent AT is connected with the other end of the first sectionalizer through a first right upper network breaker and a first right upper network line.

Preferably, the third self-changing contact network terminal of the right-adjacent AT is connected with one end of the third sectionalizer through a third left upper network breaker and a third left upper network wire, and the third self-changing contact network terminal of the right-adjacent AT is connected with the other end of the third sectionalizer through a third right upper network breaker and a third right upper network wire.

Further preferably, the first sectionalizer, the second sectionalizer and the third sectionalizer are connected in series over a contact network.

Further preferably, the lengths of the first upper net wire, the second upper net wire, the first left upper net wire, the second left upper net wire, the third left upper net wire, the first right upper net wire, the second right upper net wire and the third upper net wire are respectively smaller than 150m, and the length of the power supply wire is larger than or equal to 150m.

Compared with the prior art, the invention has the beneficial effects that:

1. by installing the bypass breaker and surfing the internet nearby, the arcing phenomenon generated when the electrified train passes through the electric segmentation of the AT can be eliminated, and the burning of the contact line and the segmenter and the accidents of bowing caused by the burning are avoided.

2. The fault detection device can timely and accurately find, distinguish and isolate various contact net faults, simultaneously ensure that the fault-free section continues to supply power and operate, furthest reduce the power failure range, avoid the expansion of the fault influence and further improve the reliability of power supply of the traction net.

3. The related devices have the advantages of less investment and convenient implementation, and are convenient for the new line to be adopted and the old line to be transformed.

Drawings

Fig. 1 is a schematic configuration of an embodiment of the present invention.

Detailed Description

The working principle of the invention is as follows: the bypass breaker is connected with the sectionalizer in parallel, and in normal operation, the bypass breaker is switched on to bypass the sectionalizer, meanwhile, the internet surfing line of the bypass breaker is kept to be the shortest, the inductance L of a parallel loop wire is made to be the smallest, the transient voltage Ldi/dt of the train with current i passing through the sectionalizer is made to be the smallest, even the transient voltage Ldi/dt is close to 0, and the train current i is smoothly transferred from one end of the sectionalizer to the other end, so that the arcing condition is eliminated. When the contact network between the sectionalizer and the left adjacent AT station is short-circuited, the bypass breaker and the left upper network breaker of the middle AT station form a cutting set, trip in a linkage way, and cut off the short-circuit fault; when the contact network between the sectionalizer and the right-adjacent AT is short-circuited, the bypass breaker and the right-upper network breaker of the middle AT form a cutting set, trip in a linkage way, and cut off the short-circuit fault. The invention is further described below with reference to the drawings and detailed description.

Fig. 1 shows that one embodiment of the present invention is: an AT powered structure of an electrified railway, wherein the AT powered structure is an intermediate AT station AS2 positioned between a left adjacent AT station AS1 and a right adjacent AT station AS3, and the AT powered structure comprises: the contact network terminal of the second autotransformer AT2 of the intermediate AT AS2 is connected with the contact network T AT one end of the second section FD2 through a second left upper network breaker DL21 and a second left upper network line SW21, and the contact network terminal of the second autotransformer AT2 of the intermediate AT AS2 is connected with the other end of the second section FD2 through a second right upper network breaker DL23 and a power supply line GD; the second sectionalizer FD2 is connected in series in the contact net T, so that a train can pass through without power off (electrification); a bypass breaker PD is provided at the second segment FD 2. In the embodiment of the present invention, the bypass breaker PD is normally closed.

Preferably, the contact network terminal of the first autotransformer AT1 of the adjacent left AT is connected with one end of the first sectionalizer FD1 through a first left upper network breaker DL10 and a first left upper network line SW10, and the contact network terminal of the first autotransformer AT1 of the adjacent left AT is connected with the other end of the first sectionalizer FD1 through a first right upper network breaker DL10 and a first right upper network line SW 12.

Preferably, the contact network terminal of the third autotransformer AT3 of the right-adjacent AT is connected with one end of the third sectionalizer FD3 through a third left upper network breaker DL32 and a third left upper network line SW32, and the contact network terminal of the third autotransformer AT3 of the right-adjacent AT is connected with the other end of the third sectionalizer FD3 through a third right upper network breaker DL34 and a third right upper network line SW 34.

Further preferably, the first, second and third sectionalizers FD1, FD2 and FD3 are connected in series on the catenary T.

The second sectionalizer FD2 is provided on the overhead line system T. One end of the bypass breaker PD is connected to one end of the second section divider FD2 through a first upper wire SW1, and the other end is connected to the other end of the second section divider D2 through a second upper wire SW 2. When the overhead line system is short-circuited between the second sectionalizer FD2 and the left-adjacent AT AS1 which are connected in series in the overhead line system T, the bypass breaker PD and the second left-upper network breaker DL21 of the middle AT AS2 are tripped in a linkage way; when the contact network between the second sectionalizer FD2 and the right-adjacent AT AS3 is short-circuited, the bypass breaker PD and the second right-upper network breaker DL23 are tripped in a linkage way. The lengths of the first upper net wire SW1, the second upper net wire SW2, the second left upper net wire SW21 and the second right upper net wire SW21 are respectively smaller than 150m, and the length of the power supply line GD is larger than or equal to 150m. In the embodiment of the invention, the sectionalizer two FD2 is connected in series in the contact net T, so that trains can pass through in a charged manner.

Claims

1. The utility model provides an electrified railway AT is structure of supplying power, includes contact net (T), rail (R), burden feeder (F) and AT least three AT institute, uses three AT to be the interval, is respectively that the left side that is located in middle AT institute (AS 2) left side is adjacent AT institute (AS 1) and right side is adjacent AT institute (AS 3) on the right side, its characterized in that: the contact network terminal of the second autotransformer (AT 2) of the intermediate AT station (AS 2) is connected with the contact network (T) AT one end of the second section divider (FD 2) through a second left upper network breaker (DL 21) and a second left upper network line (SW 21), and the contact network terminal of the second autotransformer (AT 2) of the intermediate AT station (AS 2) is connected with the other end of the second section divider (FD 2) through a second right upper network breaker (DL 23) and a power supply line (GD); the second sectionalizer (FD 2) is connected in series in the contact net (T) and can enable a train to pass through in a charged manner; a bypass breaker (PD) is arranged at the second sectionalizer (FD 2), one end of the bypass breaker (PD) is connected with one end of the second sectionalizer (FD 2) through a first upper network cable (SW 1), and the other end of the bypass breaker is connected with the other end of the second sectionalizer (FD 2) through a second upper network cable (SW 2); the lengths of the first upper net wire (SW 1), the second upper net wire (SW 2) and the second left upper net wire (SW 21) are respectively smaller than 150m, and the length of the power supply wire (GD) is larger than or equal to 150m.

2. The power supply structure for the electrified railway AT according to claim 1, wherein when the overhead line between the second sectionalizer (FD 2) connected in series in the overhead line system (T) and the left adjacent AT site (AS 1) is short-circuited, the bypass breaker (PD) is tripped in linkage with the second left upper network breaker (DL 21) of the middle AT site (AS 2); when the contact network between the second section divider (FD 2) and the right-adjacent AT station (AS 3) is short-circuited, the bypass breaker (PD) and the second right-upper network breaker (DL 23) are tripped in a linkage way.