CN109484254B - Power supply topological structure for passing neutral section of high-speed railway system and control method - Google Patents
Power supply topological structure for passing neutral section of high-speed railway system and control method Download PDFInfo
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Abstract
本发明属于电力电子技术，具体涉及一种用于高速铁路系统过分相的供电拓扑结构及控制方法。该过分相供电拓扑结构包括u，v，w三相多电平换流动器模块支路和电容支路，u，v，w三相多电平换流器模块支路并联后与电容支路并联；其中，每相多电平换流器模块支路分为上桥臂和下桥臂，每相多电平换流器模块支路的上桥臂和下桥臂均包括依次串联连接的n个多电平换流器模块和与之串联连接的缓冲电感，n为大于1的正整数；电容支路分为直流母线侧上桥臂和下桥臂，直流母线侧上桥臂和下桥臂均包括依次串联连接n个电容模块。该过分相供电拓扑结构能够根据两侧牵引网实际情况双向取流，使列车不断电通过过分相，具有无需变压器接入的优点。
The invention belongs to the power electronics technology, and in particular relates to a power supply topology structure and a control method for a high-speed railway system with excessive phases. The over-phase power supply topology structure includes u, v, w three-phase multi-level converter module branch and capacitor branch, u, v, w three-phase multi-level converter module branch is connected in parallel with the capacitor branch Parallel connection; wherein, each phase multilevel converter module branch is divided into an upper bridge arm and a lower bridge arm, and the upper bridge arm and the lower bridge arm of each phase multilevel converter module branch include serially connected n multilevel converter modules and the buffer inductance connected in series with them, n is a positive integer greater than 1; the capacitor branch is divided into the upper arm and the lower arm of the DC bus side, and the upper arm and the lower arm of the DC bus side Each of the bridge arms includes n capacitor modules connected in series in sequence. The over-phase power supply topology structure can take current in both directions according to the actual situation of the traction network on both sides, so that the train can pass through the over-phase without interruption, and has the advantage of not requiring transformer access.
Description
Technical Field
The invention belongs to the technical field of power electronics, and particularly relates to a power supply topological structure for passing neutral section of a high-speed railway system and a control method.
Background
In the current power grid mode of China, when a higher power grid exists, the lower power grid is not always operated in a loop mode, so that when 110kV or 220kV is adopted to supply power to the traction transformer, a unilateral power supply or radial power supply mode is mostly adopted. When the power supply mode is adopted, the voltage difference between adjacent power supply arms is large, and the power supply arms with different voltage phases cannot be directly connected, so that an isolation section is arranged between the two power supply arms, the two power supply arms need to be electrically isolated at intervals of 20-30km through an isolation link, and the power supply system is generally called an electric phase separation area in a traction power supply system. The electric phase separation area is a section of non-electricity area, the length of the electric phase separation area is different from hundreds of meters to one kilometer, when a train passes through the electric phase separation area, the power supply is lost, and the train passes through the inertia sliding area, so that the speed of the train is lost, and the high-speed running of the train is restricted. And the tail end of the power supply arm is provided with a subarea substation, and under the condition that the traction substation fails, switches of the subarea substations are closed, and the adjacent traction substations carry out cross-zone power supply. There are some traction power supply systems where the voltage phases at the two ends of the section are different (e.g., single-phase line traction substation), and at this time, the section is also actually an electrical phase section.
Due to the existing power supply mode of the traction network in China and the corresponding alternate phase sequence connection mode of the traction substation, an electric phase splitting link (also called a neutral section) is determined to exist on the traction network. In the existing automatic over-voltage phase-splitting technology, no matter a ground switch automatic switching scheme or an on-vehicle automatic control power-off scheme, when a locomotive passes through an over-voltage phase-splitting neutral section, a process from power on to power off to power on is necessarily required, and at the moment, a pantograph cannot enter the neutral section from a power supply arm with current or enter the power supply arm from the neutral section with current. If the condition happens, the contact network is seriously arcing and discharging, overvoltage impact occurs in a traction power supply system, and serious consequences such as tripping of a traction substation, breakage of a carrier cable, burning of a phase separation insulator and the like are caused, and the fault phenomenon is called that the phase separation is rushed by a train. The problems of electric phase separation link and automatic passing phase separation always seriously restrict the safe and reliable operation of high-speed and heavy-load trains, and a complex automatic passing phase separation device is required to be additionally arranged in order to eliminate the problems of overvoltage and overcurrent in the passing phase separation process.
In order to solve the problems of overvoltage and overcurrent during the over-phase, the wujuan and the like propose to connect resistors in parallel on a vacuum circuit breaker in a neutral section to accelerate the attenuation of the overvoltage and the overcurrent, but cannot reduce the amplitudes of the overvoltage and the overcurrent; the thyristor series valve group is proposed by southwest traffic university DongShijie and the like to replace a vacuum circuit breaker, so that the power supply dead time can be reduced to 30 ms; none of these methods eliminates the dead zone of power supply when the locomotive passes through the electrical split phase loop, and thus, the problems of over-voltage and over-current caused by the power-off-power-on operation cannot be fundamentally eliminated. The King of Beijing university of traffic combines et al and proposes a non-power-off neutral section scheme, two pull the power supply arm voltage to drop to 500V through the transformer, connect to a alternating current port of a plurality of single-phase back-to-back converters respectively, another alternating current port of all converters is all connected in parallel, cut in the neutral section after rising to 27.5kV through the transformer. Although the scheme can realize the uninterrupted power supply passing neutral section of the locomotive, the defect is that the scheme requires the locomotive to be unloaded to the coasting state before entering the neutral section, so that although the locomotive is always electrified when passing the electric neutral section, the traction force and the speed are still lost; the scheme utilizes the frequency conversion phase shift technology, can realize that the locomotive does not have outage, full power passes through the electric phase separation, but because its single-phase current of getting, probably can make one side traction transformer capacity not enough and transship on the one hand, on the other hand can aggravate that the negative sequence is unbalanced and make the unbalance degree exceed standard, has leaded to the limitation of application.
Disclosure of Invention
The invention aims to provide a topological structure which can be used for taking current in two directions according to the actual conditions of traction networks on two sides and enabling a train to pass through phase splitting without power interruption.
In order to achieve the purpose, the invention adopts the technical scheme that: a power supply topological structure for passing neutral section of a high-speed railway system comprises a u, v and w three-phase multi-level converter module branch and a capacitor branch, wherein the u, v and w three-phase multi-level converter module branch is connected in parallel and then connected in parallel with the capacitor branch; each phase of multi-level converter module branch is divided into an upper bridge arm and a lower bridge arm, the upper bridge arm and the lower bridge arm of each phase of multi-level converter module branch respectively comprise n multi-level converter modules which are sequentially connected in series and buffer inductors connected in series with the multi-level converter modules, and n is a positive integer greater than 1; the capacitor branch is divided into an upper bridge arm and a lower bridge arm on the direct current bus side, and the upper bridge arm and the lower bridge arm on the direct current bus side respectively comprise n capacitor modules which are sequentially connected in series.
In the power supply topology structure for the passing neutral section of the high-speed railway system, each multilevel converter module comprises a first fully-controlled switching device, a second fully-controlled switching device and a first capacitor; the first full-control switch device is connected with the second full-control switch device in series, and the first capacitor is connected with a series branch of the first full-control switch device and the second full-control switch device in parallel.
In the power supply topological structure for passing neutral section of the high-speed railway system, the upper bridge arm and the lower bridge arm on the side of the direct current bus comprise 2n capacitor modules for supporting and stabilizing voltage, a neutral point is arranged at the center of the capacitor modules, and the neutral point is connected with a steel rail and has zero potential.
A control method for a power supply topological structure for passing through split phases of a high-speed railway system is characterized in that a u-phase, v-phase and w-phase multilevel converter module branch circuit is matched with a neutral point to carry out split-phase control, so that a train passes through a split-phase area without power interruption in the process that a traction power supply arm alpha pulls a power supply arm beta phase in opposite directions; the method comprises the following steps:
step 2, when the train operates in a neutral section, the current at the high voltage side of the three-phase alternating current passes through the u-phase multilevel converter module branch or the w-phase multilevel converter module branch to perform multilevel voltage control and support voltage stabilization of the capacitor branch, then the multilevel voltage control is performed through the v-phase multilevel converter module branch, and fundamental wave sinusoidal voltage and fundamental wave sinusoidal current are output according to the phase-shifting requirement to provide power for the train;
and 3, when the train runs from the neutral section to the beta phase of the traction power supply arm, the current at the high-voltage side of the three-phase alternating current passes through the W-phase multilevel converter module branch circuit to perform multilevel current control and support voltage stabilization of the capacitor branch circuit, then the V-phase multilevel converter module branch circuit performs multilevel current control, and fundamental wave sinusoidal voltage and fundamental wave sinusoidal current are output according to the phase-shifting requirement to provide power for the train.
The invention has the beneficial effects that: according to the bidirectional current taking of the actual conditions of the traction networks on two sides, a topological structure and a control method for realizing split-phase control by matching the branch circuits of the u-phase multi-level converter module, the v-phase multi-level converter module and the neutral point are provided, so that the problem that the single-phase current taking is possibly overloaded due to insufficient capacity of a traction transformer and the unbalance of a negative sequence is possibly aggravated to cause the unbalance degree to exceed the standard is effectively solved; the three-phase multilevel converter module branch with three output ports is adopted without transformer access, so that the manufacturing cost and the installation space of equipment are effectively reduced.
Drawings
FIG. 1 is a topological structure diagram of one embodiment of the present invention;
FIG. 2 is a schematic energy flow diagram of one embodiment of the present invention.
Detailed Description
Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
The embodiment is realized by the following technical scheme that as shown in fig. 1, a power supply topological structure for passing neutral section of a high-speed railway system is a u-phase, v-phase and w-phase multi-level converter module branch, each phase of multi-level converter module branch is divided into an upper bridge arm and a lower bridge arm, the upper bridge arm and the lower bridge arm of the u-phase, v-phase and w-phase multi-level converter module branch are respectively composed of n multi-level converter modules MMC and a buffer inductor, the upper bridge arm and the lower bridge arm on a direct-current bus side are respectively composed of n capacitor modules, and n is a positive integer greater than 1; the second interface a12 of the first multilevel converter module MMC1 is connected with the first interface a21 of the second multilevel converter module MMC2, and the n multilevel converter modules MMC are sequentially connected in series according to the connection mode of the first multilevel converter module MMC1 and the second multilevel converter module MMC 2; the second interface b12 of the first capacitor module C1 is connected with the first interface b21 of the second capacitor module C2, and the n capacitor modules C are sequentially connected in series according to the connection mode of the first capacitor module C1 and the second capacitor module C2 to form a capacitor branch; and after the MMC branch circuits of the three-phase multi-level converter module are connected in parallel, the MMC branch circuits are connected in parallel with the capacitor branch circuits.
Furthermore, the first multilevel converter module MMC1 is composed of a first fully-controlled switching device S11, a second fully-controlled switching device S12, and a first capacitor C11; wherein the first fully-controlled switching device S11 is connected in series with the second fully-controlled switching device S12; the first capacitor C11 is connected in parallel with the series branch of the first fully controlled switching device S11 and the second fully controlled switching device S12.
And the upper bridge arm and the lower bridge arm on the side of the direct current bus both comprise n capacitor modules C, the 2n capacitor modules C support voltage stabilization and are provided with neutral points at the centers, and the neutral points are connected with the steel rail and are zero potential.
As shown in fig. 2, u, v, w phases of the three-phase multi-level converter module branch are matched with a neutral point, so that split-phase control can be realized. When the alpha phase of a power supply arm of a train passes through a neutral section, the high-voltage side current of three-phase alternating current passes through a u-phase multi-level converter module branch circuit to perform multi-level current control on the alternating current, and the supporting and voltage stabilization are performed through a capacitor branch circuit; the active power is absorbed from the traction power supply arm and transmitted to the v-phase multi-level converter module branch, and the v-phase multi-level converter module branch outputs fundamental wave sinusoidal voltage and fundamental wave sinusoidal current according to the phase shifting requirement and provides power for train loads; when the train is in a neutral section, the u-phase multi-level converter module branch or the w-phase multi-level converter module branch controls the current of a high-voltage side of three-phase alternating current, and the voltage is supported and stabilized through the capacitor branch; the active power is absorbed from the traction power supply arm and transmitted to the v-phase multi-level converter module branch, and the v-phase multi-level converter module branch outputs fundamental wave sinusoidal voltage and fundamental wave sinusoidal current according to the phase shifting requirement and provides power for train loads; when a train passes through a neutral section by a beta phase of a power supply arm, the W-phase multi-level converter module branch controls the current of a high-voltage side of three-phase alternating current, active power is absorbed from a traction power supply arm and is transmitted to the V-phase multi-level converter module branch, and the V-phase multi-level converter module branch outputs fundamental wave sinusoidal voltage and fundamental wave sinusoidal current according to the phase shifting requirement and provides power for a train load; in three processes that a train runs from a power supply arm alpha to a power supply arm beta, when the converter works, the voltage of the common direct current bus is kept stable, and the direct current voltage of each submodule is also kept stable.
In specific implementation, the u-phase upper bridge arm, the v-phase upper bridge arm and the w-phase lower bridge arm are respectively composed of 7 multi-level converter modules, and the multi-level converter modules are FD800R45KL3-K _ B5.
When the train runs from the alpha phase to the neutral section of the power supply arm, the current at the high voltage side of the three-phase alternating current is subjected to multilevel level control through the u phase of the branch of the three-phase multilevel converter module, is subjected to supporting and voltage stabilizing action through the capacitor branch, and is subjected to multilevel level control through the v phase of the branch of the three-phase multilevel converter module; when the train runs in a neutral section, the current at the high-voltage side of three-phase alternating current is subjected to multilevel level control through the w phase or the u phase of the branch of the three-phase multilevel converter module according to the actual situation of the traction networks at two sides, is subjected to supporting and voltage stabilizing action through the capacitor branch, and is subjected to multilevel level control through the v phase of the branch of the three-phase multilevel converter module; when a train runs from a neutral section to a beta phase of a power supply arm, the current on the high-voltage side of three-phase alternating current is subjected to multilevel level control through the w phase of the branch of the three-phase multilevel converter module, the current is subjected to supporting and voltage stabilizing action through the capacitor branch, and the multilevel level control is performed through the v phase of the branch of the three-phase multilevel converter module, so that the train can continuously pass through a neutral section area in three processes of running from the alpha phase of the power supply arm to the beta phase of the power supply arm.
It should be understood that parts of the specification not set forth in detail are well within the prior art.
Although specific embodiments of the present invention have been described above with reference to the accompanying drawings, it will be appreciated by those skilled in the art that these are merely illustrative and that various changes or modifications may be made to these embodiments without departing from the principles and spirit of the invention. The scope of the invention is only limited by the appended claims.
Claims (1)
1. A control method for a power supply topological structure for passing neutral section of a high-speed railway system is characterized in that the topological structure comprises a u, v and w three-phase multi-level converter module branch and a capacitor branch, wherein the u, v and w three-phase multi-level converter module branch is connected in parallel and then connected in parallel with the capacitor branch; each phase of multi-level converter module branch is divided into an upper bridge arm and a lower bridge arm, the upper bridge arm and the lower bridge arm of each phase of multi-level converter module branch respectively comprise n multi-level converter modules which are sequentially connected in series and buffer inductors connected in series with the multi-level converter modules, and n is a positive integer greater than 1; the capacitor branch is divided into an upper bridge arm and a lower bridge arm on the direct current bus side, and the upper bridge arm and the lower bridge arm on the direct current bus side respectively comprise n capacitor modules which are sequentially connected in series; the upper bridge arm and the lower bridge arm on the side of the direct current bus comprise 2n capacitor modules for supporting and stabilizing voltage, a neutral point is arranged at the center of the capacitor modules, and the neutral point is connected with a steel rail and is zero potential; the control method is characterized in that a u, v and w three-phase multilevel converter module branch circuit is matched with a neutral point to carry out split-phase control, so that a train passes through a split-phase area without power interruption in the process that a traction power supply arm alpha and a traction power supply arm beta run oppositely; the method comprises the following steps:
step 1, when a train passes through a neutral section by a traction power supply arm alpha phase, a three-phase alternating current high-voltage side current passes through a u-phase multilevel converter module branch circuit to perform multilevel current control and support voltage stabilization of a capacitor branch circuit, then the v-phase multilevel converter module branch circuit performs multilevel current control, and fundamental wave sinusoidal voltage and fundamental wave sinusoidal current are output according to the phase-shifting requirement to provide power for the train;
step 2, when the train operates in a neutral section, the current at the high voltage side of the three-phase alternating current passes through the u-phase multilevel converter module branch or the w-phase multilevel converter module branch to perform multilevel voltage control and support voltage stabilization of the capacitor branch, then the multilevel voltage control is performed through the v-phase multilevel converter module branch, and fundamental wave sinusoidal voltage and fundamental wave sinusoidal current are output according to the phase-shifting requirement to provide power for the train;
and 3, when the train runs from the neutral section to the beta phase of the traction power supply arm, the current at the high-voltage side of the three-phase alternating current passes through the W-phase multilevel converter module branch circuit to perform multilevel current control and support voltage stabilization of the capacitor branch circuit, then the V-phase multilevel converter module branch circuit performs multilevel current control, and fundamental wave sinusoidal voltage and fundamental wave sinusoidal current are output according to the phase-shifting requirement to provide power for the train.
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| CN116373697B (en) * | 2023-02-06 | 2025-04-25 | 北京交通大学 | Flexible live passing neutral section system based on common direct current side capacitance type multi-level converter |
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| EP3642947B1 (en) * | 2017-06-21 | 2023-10-11 | Hitachi Energy Switzerland AG | Control of mmc during fault |
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