CN109687483B - Electrified railway in-phase power supply system based on SCOTT wiring - Google Patents
Electrified railway in-phase power supply system based on SCOTT wiring Download PDFInfo
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- CN109687483B CN109687483B CN201811404450.1A CN201811404450A CN109687483B CN 109687483 B CN109687483 B CN 109687483B CN 201811404450 A CN201811404450 A CN 201811404450A CN 109687483 B CN109687483 B CN 109687483B
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- 230000009466 transformation Effects 0.000 claims description 9
- 238000000034 method Methods 0.000 claims description 3
- 238000005457 optimization Methods 0.000 abstract description 2
- 229910000831 Steel Inorganic materials 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 230000005611 electricity Effects 0.000 description 1
- 239000012212 insulator Substances 0.000 description 1
- 230000016507 interphase Effects 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
- 238000005191 phase separation Methods 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
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- 230000001052 transient effect Effects 0.000 description 1
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Classifications
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J3/00—Circuit arrangements for ac mains or ac distribution networks
- H02J3/26—Arrangements for eliminating or reducing asymmetry in polyphase networks
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E40/00—Technologies for an efficient electrical power generation, transmission or distribution
- Y02E40/50—Arrangements for eliminating or reducing asymmetry in polyphase networks
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Abstract
The invention discloses an electrified railway in-phase power supply system based on SCOTT wiring, and relates to the technical field of alternating current electrified railway power supply. The in-phase power supply system comprises a three-phase high-voltage bus, an SCOTT balance transformer, a compensation transformer, a three-phase compensation device and a coordination control unit; the primary side of the SCOTT balance transformer is connected with the A phase, the B phase and the C phase of the three-phase high-voltage bus, and the secondary side of the SCOTT balance transformer is respectively connected with the compensation transformer and the three-phase compensation device; the compensation transformer is connected with the three-phase compensation device, and the coordination control unit is connected with the secondary side of the three-phase compensation device. Therefore, the invention not only can realize the in-phase power supply of the whole railway and cancel the split-phase power supply, but also can effectively realize the technical and economic optimization of the in-phase power supply of the electrified railway, and can solve the problem of electric energy quality mainly comprising the negative sequence of the three-phase system caused by the load of the electric locomotive of the electrified railway.
Description
Technical Field
The invention relates to the field of alternating current electric railway power supply, in particular to an electrified railway in-phase power supply system based on SCOTT wiring.
Background
In order to balance single-phase traction load as much as possible in a three-phase power system, the electrified railway in China generally adopts a scheme of alternately-phased sequence and split-phase partition power supply. Adjacent supply sections at the split-phase sections form a split-phase insulator, called electrical or split-phase. In order to prevent the overhead line system suspension components from being burnt out by the electric locomotive electrified through the electric split phase due to arcing, even accidents such as interphase short circuit and the like are caused, along with continuous rising of the speed of a train, under the condition that a driver cannot manually carry out the stage withdrawal, switch an auxiliary unit, break a main breaker, drive through a neutral section by the inertia of the train, then combine the main breaker, combine the auxiliary unit and recover traction power by stage, the automatic split-phase technology is adopted, the ground switch mainly automatically switches the split-phase, the vehicle-mounted automatic split-phase and the on-column automatically split-phase, and the like, the transient electric process of the train passing through the electric split phase in the switch switching still exists, larger operation overvoltage or overcurrent is easy to generate, and accidents such as burning loss of the traction network and the vehicle-mounted equipment are caused, and the power supply reliability and the safe running of the train are affected. Therefore, the electric split phase link is the weakest link in the whole traction power supply system, and the train is excessively split into a bottleneck of traction power supply of a high-speed railway and even the whole electrified railway.
High-power AC-DC-AC electric locomotives or motor train units based on full-control devices such as IGBT (insulated gate bipolar transistor), IGCT (integrated gate bipolar transistor) and the like are widely adopted for high-speed and heavy-load railways, the core of the high-power AC-DC-AC electric locomotives or motor train units is a plurality of groups of traction converters with four-quadrant PWM (pulse width modulation) control and multiple control, in actual operation, the harmonic content is small, the power factor is close to 1, but the traction power of the AC-DC-AC electric locomotives or motor train units is high, for example, the rated power of a single-train high-speed motor train unit running in a large marshalling mode reaches 25MW (equivalent to a common speed railway 5 train), and the increasingly serious electric energy quality problem mainly comprising three-phase voltage unbalance (negative sequence) caused by the large-scale running high-power single-phase load to a three-phase power grid cannot be considered.
Theory and practice show that the in-phase power supply technology can cancel the electric split phase at the outlet of the traction substation, eliminate the power supply bottleneck, simultaneously can effectively treat the negative sequence current, achieve the electric energy quality requirement mainly comprising the three-phase voltage unbalance degree (negative sequence) limit value, and is beneficial to promoting the harmonious development of electric power and railways.
Disclosure of Invention
The invention aims to provide an electrified railway in-phase power supply system based on SCOTT wiring, which not only can realize the in-phase power supply of the whole railway and cancel the split phase of electricity, but also can effectively realize the technical and economic optimization of the in-phase power supply of the electrified railway, and can solve the problem of electric energy quality mainly comprising the negative sequence of a three-phase system caused by the load of an electric locomotive of the electrified railway.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows:
an electrified railway in-phase power supply system based on SCOTT wiring comprises a three-phase high-voltage bus of a power system for providing the in-phase power supply system, an SCOTT balance transformer for transmitting line voltage of the power system to a traction bus and compensating and managing negative sequence power and three-phase power grid unbalance caused by electric locomotive loads, a compensation transformer and a three-phase compensation device for compensating and managing the negative sequence power and the three-phase power grid unbalance caused by the electric locomotive loads, and a coordination control unit for calculating the negative sequence power of the traction bus and transmitting information to the three-phase compensation device; the primary side of the SCOTT balance transformer is connected with the A phase, the B phase and the C phase of the three-phase high-voltage bus, and the secondary side of the SCOTT balance transformer is respectively connected with the compensation transformer and the three-phase compensation device; the compensation transformer is connected with the three-phase compensation device, and the coordination control unit is connected with the secondary side of the three-phase compensation device.
Preferably, the secondary side M seat of the SCOTT balance transformer is connected with the primary side of the compensation transformer, the secondary side T seat of the SCOTT balance transformer is connected with the W-phase and V-phase of the three-phase compensation device, and the secondary side of the compensation transformer is connected with the V-phase and U-phase of the three-phase compensation device.
Preferably, the three-phase compensation device includes a first compensation unit, a second compensation unit, … …, and an nth compensation unit; the first compensation unit, the second compensation unit, … …, and the nth compensation unit are connected in parallel with each other.
Further preferably, the coordination control unit comprises a first voltage transformer, a second voltage transformer, a current transformer and a controller; the input end of the controller is respectively connected with the measuring end of the first voltage transformer, the measuring end of the second voltage transformer and the measuring end of the current transformer, and the output end of the controller is respectively connected with the control ends of the first compensation unit, the second compensation unit, the … … and the Nth compensation unit.
Still further preferably, the first voltage transformer is connected to the a-phase and the B-phase of the three-phase high voltage bus, and the second voltage transformer is connected to the B-phase and the C-phase of the three-phase high voltage bus.
Specifically, one end of the secondary side of the SCOTT balance transformer is led to the traction bus through the current transformer, and the other end of the secondary side is grounded through a steel rail.
Preferably, the first compensation unit, the second compensation unit, … …, and the nth compensation unit are three-phase ac/dc converters.
Preferably, the compensation transformer is a single-phase compensation transformer.
Preferably, the voltage transformation ratio of the M seat of the SCOTT balance transformer is K 1 The voltage transformation ratio of the T seat of the SCOTT balance transformer is K 2 The voltage transformation ratio of the compensation transformer is K 3 Wherein K is 1 、K 2 、K 3 The voltage-to-transformation ratio relationship among the three is as follows: k (K) 2 ＝K 1 ×K 3 。
Compared with the prior art, the invention has the beneficial effects that:
1. in the system, the three-phase compensation device only generates a negative sequence component, so that the negative sequence of the power grid can be treated to meet the three-phase voltage unbalance degree without changing the active power flow of the traction network of the traction substation;
2. the invention provides a novel combination of the SCOTT balance transformer, the single-phase compensation transformer and the three-phase compensation device, improves the operation flexibility of the traction substation, and can cancel an electric phase separation link at an outlet of the traction substation.
3. The invention can add the compensation transformer and the three-phase compensation device on the basis of the existing SCOTT balance transformer power supply, and has simple structure, excellent performance and easy realization.
4. The three-phase compensation device can operate in parallel according to the capacity, and is easy to compensate the expansion of the capacity.
5. The invention can save complex multi-winding matching transformers in the original in-phase power supply system and can save cost.
6. The three-phase compensation device replaces the back-to-back converter in the original in-phase power supply system, so that the cost can be saved.
Drawings
Fig. 1 is a schematic structural diagram of an electrified railway in-phase power supply system based on SCOTT connection according to an embodiment of the present invention.
Fig. 2 is a schematic diagram of a relationship structure between a coordination control unit and a three-phase compensation device according to an embodiment of the present invention.
Detailed Description
For a better understanding of the invention, the invention is further described below with reference to the drawings and to the detailed description.
As shown in fig. 1 and fig. 2, an embodiment of the present invention provides an in-phase power supply system for an electrified railway based on an SCOTT connection, where the in-phase power supply system includes a three-phase high-voltage bus HB for providing an in-phase power supply system, an SCOTT balance transformer TT for transmitting line voltage of the power system to a traction bus OCS and compensating and managing negative sequence power and three-phase grid unbalance caused by an electric locomotive load, a compensation transformer MT and a three-phase compensation device NC for compensating and managing negative sequence power and three-phase grid unbalance caused by the electric locomotive load, and a coordination control unit MC for calculating negative sequence power of the traction bus OCS and transmitting information to the three-phase compensation device NC; the primary side of the SCOTT balance transformer TT is connected with the A phase, the B phase and the C phase of the three-phase high-voltage bus HB, and the secondary side of the SCOTT balance transformer TT is respectively connected with the compensation transformer MT and the three-phase compensation device NC; the compensation transformer MT is connected to the three-phase compensation device NC, and the coordination control unit MC is connected to a secondary side of the three-phase compensation device NC. The secondary side M seat of the SCOTT balance transformer TT is connected with the primary side of the compensation transformer MT, the secondary side T seat of the SCOTT balance transformer TT is connected with the W phase and the V phase of the three-phase compensation device NC, and the secondary side of the compensation transformer MT is connected with the V phase and the U phase of the three-phase compensation device NC. In the embodiment of the present invention, the compensation transformer MT is a single-phase compensation transformer.
In the embodiment of the invention, the voltage transformation ratio of the M seat of the SCOTT balance transformer TT is K 1 The voltage transformation ratio of the T seat of the SCOTT balance transformer TT is K 2 The voltage transformation ratio of the compensation transformer MT is K 3 Wherein K is 1 、K 2 、K 3 The voltage-to-transformation ratio relationship among the three is as follows: k (K) 2 ＝K 1 ×K 3 。
In an embodiment of the present invention, the three-phase compensation device NC includes a first compensation unit AD 1 Second compensation unit AD 2 … … and Nth compensating unit AD n Wherein N is equal to N; the first compensation unit AD 1 Second compensation unit AD 2 … … and Nth compensating unit AD n Are connected in parallel. In the embodiment of the invention, the first compensation unit AD 1 Second compensation unit AD 2 … … and Nth compensating unit AD n Is a three-phase AC-DC converter. In the embodiment of the invention, N is equal to N and is a positive integer.
As shown in connection with fig. 2, the coordination control unit MC includes a first voltage transformer PT 1 Second voltage transformer PT 2 The current transformer CT and the controller CC; the input end of the controller CC is respectively connected with the first voltage transformer PT 1 Is connected with the measuring end of the second voltage transformer PT 2 The measuring end of the current transformer CT is connected with the measuring end of the controller CC output end of the current transformer CT, and the controller CC output end of the current transformer CT is respectively connected with the first compensation unit AD 1 Second compensation unit AD 2 … … and Nth compensating unit AD n Is connected with the control end of the control circuit.
Continuing to refer to fig. 1 and 2, the first voltage transformer PT 1 A phase A and a phase B connected to the three-phase high-voltage bus HB, the second voltage transformer PT 2 And B phase and C phase connected to the three-phase high-voltage bus HB. One end of the secondary side of the SCOTT balance transformer TT is led to the traction bus OCS through the current transformer CT, and the other end of the secondary side is grounded through the steel rail R.
Therefore, the in-phase power supply system transmits line voltage of the power system to the traction bus OCS through the M seat of the SCOTT balance transformer TT to supply power for the traction network; the three-phase compensation device NC is formed by connecting three-phase alternating-current and direct-current converters in parallel, and the alternating-current side of the three-phase compensation device NC is connected with the secondary side of the single-phase compensation transformer MT and a T seat of the SCOTT balance transformer TT, and is used for compensating and controlling negative sequence power and unbalanced power grid voltage caused by single-phase load of the electric locomotive; the coordination control unit MC calculates the negative sequence power and reactive power that the three-phase compensation device NC needs to compensate, and then transmits to the three-phase compensation device NC. The three-phase compensation device NC can also provide reactive power and harmonic compensation current required for the traction load, if necessary.
In the embodiment of the invention, the comprehensive compensation method for compensating and harnessing the negative sequence power and the power grid voltage unbalance caused by the single-phase load of the electric locomotive by using the SCOTT balance transformer TT, the compensation transformer MT and the three-phase compensation device NC comprises the following specific steps:
1) The coordination control unit firstly reads a first voltage transformer PT on a three-phase high-voltage bus 1 Voltage value of (2) and second voltage transformer PT 2 The voltage value of the three-phase high-voltage bus and the current value of the current transformer CT are calculated againAnd traction load current->Finally, calculating the active power P on the traction bus by the instantaneous power theory L And reactive power Q L (2) In order to compensate the negative sequence current component and the positive sequence current reactive component of the traction load introduced on the three-phase high-voltage bus, the power supply only provides the active power of the traction load based on the instantaneous power theory and according to the condition of complete compensation, namely, the three-phase compensation device completely compensates the negative sequence current component and the positive sequence current reactive component, and the active power P at the inlet wire of the three-phase high-voltage bus can be obtained HB ＝P L Reactive power Q HB =0, combined with the voltage of the three-phase high-voltage bus +.>The total current at the inlet of the three-phase high-voltage bus can be calculated (3) Current on traction bus +.>Conversion to three-phase high-voltage bus>According to kirchhoff's current law, the total current at the inlet of a three-phase high-voltage bus minus the current conversion value on the traction bus>The current to be compensated by the three-phase compensation device (converted to the three-phase high-voltage side) can be obtained, wherein(4) According to the current balance relation of the SCOTT transformer, the current to be compensated by the three-phase compensation device isWill be +.>The negative sequence reactive current and the positive sequence reactive current which are required to be compensated by the three-phase compensation device are converted. (6) The negative sequence current and the positive sequence reactive current which are converted into the three-phase compensation device NC and need to be compensated are divided into current instructions of each compensation unit according to the number of the compensation units in the three-phase compensation device NC, and are transmitted to each compensation unit. (7) When the current command received by each compensation unit is larger than the current corresponding to the maximum capacity of each compensation unit, each compensation unit operates according to the maximum capacity.
In summary, the in-phase power supply system can realize the in-phase power supply of the whole railway line without split phase, and ensure the high-speed and heavy-load operation of the locomotive; meanwhile, the system can eliminate the negative sequence, reactive power and harmonic influence of railway traction load on electric energy of the public power grid. The SCOTT balance transformer and the compensation transformer adopted by the invention are respectively connected with the plurality of three-phase direct current transformers, so that the cost is reduced, the implementation is convenient, and the electric energy quality problem mainly comprising the negative sequence of the three-phase system caused by the single-phase load of the electrified railway can be solved.
Claims (7)
1. An electrified railway in-phase power supply system based on SCOTT wiring, which is characterized by comprising a three-phase high-voltage bus (HB) for providing a power system of the in-phase power supply system, an SCOTT balance transformer (TT) for transmitting line voltage of the power system to a traction bus (OCS) and compensating and managing negative sequence power and three-phase power grid unbalance caused by electric locomotive load, a compensation transformer (MT) and a three-phase compensation device (NC) for compensating and managing negative sequence power and three-phase power grid unbalance caused by electric locomotive load, and a coordination control unit (MC) for calculating negative sequence power of the traction bus (OCS) and transmitting information to the three-phase compensation device (NC); the primary side of the SCOTT balance transformer (TT) is connected with A phase, B phase and C phase of the three-phase high-voltage bus (HB), and the secondary side of the SCOTT balance transformer (TT) is respectively connected with the compensation transformer (MT) and the three-phase compensation device (NC); the compensation transformer (MT) is connected with the three-phase compensation device (NC), and the coordination control unit (MC) is connected with the secondary side of the three-phase compensation device (NC);
the secondary side M seat of the SCOTT balance transformer (TT) is connected with the primary side of the compensation transformer (MT), the secondary side T seat of the SCOTT balance transformer (TT) is connected with the W phase and the V phase of the three-phase compensation device (NC), and the secondary side of the compensation transformer (MT) is connected with the V phase and the U phase of the three-phase compensation device (NC);
the compensation transformer (MT) is a single-phase compensation transformer.
2. An electrified railway in-phase power supply system based on SCOTT connection according to claim 1, characterized in that the three-phase compensation means (NC) comprise a first compensation unit (AD 1 ) A second compensation unit (AD 2 ) … …, and an nth compensation unit (AD n ) The method comprises the steps of carrying out a first treatment on the surface of the The first compensation unit (AD 1 ) A second compensation unit (AD 2 ) … …, and an nth compensation unit (AD n ) Are connected in parallel.
3. An electrified railway in-phase power supply system based on SCOTT connection according to claim 2, characterized in that the coordination control unit (MC) comprises a first voltage transformer (PT 1 ) Second voltage transformer (PT) 2 ) A Current Transformer (CT) and a controller (CC); the input end of the controller (CC) is respectively connected with the first voltage transformer (PT 1 ) Is connected to the measuring terminal of the second voltage transformer (PT 2 ) Is connected to the measuring end of the Current Transformer (CT), and the output end of the controller (CC) is respectively connected to the first compensation unit (AD 1 ) A second compensation unit (AD 2 ) … …, and an nth compensation unit (AD n ) Is connected with the control end of the control circuit.
4. An electrified railway in-phase power supply system based on SCOTT connection according to claim 3, characterized in that said first voltage transformer (PT 1 ) Phase a and phase B connected to the three-phase high-voltage bus bar (HB), the second voltage transformer (PT 2 ) And B-phase and C-phase connected to the three-phase high-voltage bus (HB).
5. An electrified railway in-phase power supply system based on SCOTT connection according to claim 3 or 4, characterized in that the secondary side M of the SCOTT balance transformer (TT) is led to the traction busbar (OCS) at one end through the Current Transformer (CT) and at the other end through the rail (R) to ground.
6. An electrified railway in-phase power supply system based on SCOTT connection according to any of the claims 2 to 4, characterized in that said first compensation unit (AD 1 ) A second compensation unit (AD 2 ) … …, and an nth compensation unit (AD n ) Is a three-phase AC-DC converter.
7. An electrified railway in-phase power supply system based on SCOTT wiring as claimed in any one of claims 1 to 4, wherein the M-seat of the SCOTT balancing transformer (TT)Voltage transformation ratio of K 1 The voltage transformation ratio of the T seat of the SCOTT balance transformer (TT) is K 2 The voltage transformation ratio of the compensation transformer (MT) is K 3 Wherein
K 1 、K 2 、K 3 The voltage-to-transformation ratio relationship among the three is as follows: k (K) 2 ＝K 1 ×K 3 。
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| CN201811404450.1A CN109687483B (en) | 2018-11-20 | 2018-11-20 | Electrified railway in-phase power supply system based on SCOTT wiring |
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| CN109687483B true CN109687483B (en) | 2024-02-06 |
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| CN103078315A (en) * | 2012-12-28 | 2013-05-01 | 西南交通大学 | Single-phase and three-phase combined in-phase power supply and transformation device |
| CN103311924A (en) * | 2013-06-08 | 2013-09-18 | 西南交通大学 | Single-phase combined co-phased power supply and transformation structure |
| CN106532734A (en) * | 2016-11-25 | 2017-03-22 | 清华大学 | Same-phase traction power supply system suitable for high-speed electrified railway |
| CN209344795U (en) * | 2018-11-20 | 2019-09-03 | 成都尚华电气有限公司 | A kind of electrified railway in-phase power supply system based on SCOTT wiring |
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2018
- 2018-11-20 CN CN201811404450.1A patent/CN109687483B/en active Active
Patent Citations (6)
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|---|---|---|---|---|
| CN101902048A (en) * | 2010-08-03 | 2010-12-01 | 湖南大学 | High-speed railway negative-sequence and harmonic compensation system based on two-phase three-wire system converter |
| CN103078315A (en) * | 2012-12-28 | 2013-05-01 | 西南交通大学 | Single-phase and three-phase combined in-phase power supply and transformation device |
| CN103036242A (en) * | 2012-12-30 | 2013-04-10 | 西南交通大学 | Comprehensive compensation system for Vv wiring traction substation with out-of-phase and in-phase compatibility |
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