CN110611323A - Electrified railway in-phase power supply comprehensive compensation device and comprehensive compensation method thereof - Google Patents
Electrified railway in-phase power supply comprehensive compensation device and comprehensive compensation method thereof Download PDFInfo
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- CN110611323A CN110611323A CN201910939572.9A CN201910939572A CN110611323A CN 110611323 A CN110611323 A CN 110611323A CN 201910939572 A CN201910939572 A CN 201910939572A CN 110611323 A CN110611323 A CN 110611323A
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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
- H02J3/18—Arrangements for adjusting, eliminating or compensating reactive power in networks
- H02J3/1821—Arrangements for adjusting, eliminating or compensating reactive power in networks using shunt compensators
- H02J3/1835—Arrangements for adjusting, eliminating or compensating reactive power in networks using shunt compensators with stepless control
- H02J3/1842—Arrangements for adjusting, eliminating or compensating reactive power in networks using shunt compensators with stepless control wherein at least one reactive element is actively controlled by a bridge converter, e.g. active filters
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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
- Y02E40/30—Reactive power compensation
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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 comprehensive compensation device and a compensation method thereof, and relates to the technical field of electrified railway in-phase power supply. The device comprises a connection transformer of a line connected with A, B, C three phases of a three-phase high-voltage bus HB on the primary side, a reactive compensation unit SVG1 connected with an ac port of the connection transformer of the line, and a reactive compensation unit SVG2 connected with an ad port of the connection transformer of the line; the reactive compensation unit SVG1 is connected with an ac port of a wire-connected wiring transformer, the reactive compensation unit SVG2 is connected with an ad port of a wire-connected wiring transformer, and the reactive compensation unit SVG3 is connected with an ab port of a wire-connected wiring transformer; the measurement and control system MCS comprises a voltage transformer VT, a current transformer CT and a controller CD, wherein the input end of the controller CD is respectively connected with the measurement signal output ends of the voltage transformer VT and the current transformer CT.
Description
Technical Field
The invention relates to the technical field of traction power supply of alternating current electrified railways.
Background
The rapid development of the China high-speed railway further reflects the superiority of the China existing alternating current electrified railway power frequency single-phase power supply system. The single-phase power-frequency system power supply requires that an electric phase splitting is arranged at a phase splitting partition, and in order to reduce the influence of a traction load on the unbalance of a power system, a scheme of alternating a phase sequence and supplying power to the phase splitting partition is generally adopted. Practice and theory show that electric split phase is the weakest link in a traction power supply system, the problems of operation overvoltage, train split phase loss and the like can be generated when a train passes through the electric split phase, and the electric split phase number is preferably reduced to the greatest extent in order to improve the transportation quality, ensure the operation reliability, reduce the train split phase loss, improve the utilization rate of regenerative braking energy of the train and the like.
The existing passing neutral section technology mainly comprises a ground automatic passing neutral section technology and a vehicle-mounted automatic passing neutral section technology, but a plurality of overvoltage phenomena occur in actual operation, so that serious influence and hidden danger are brought to the safe operation of the electrified railway, and power supply breakpoints still exist. The fundamental measure to eliminate the adverse effects of electrical phase separation is to reduce or eliminate the electrical phase separation. The teaching of the southwest university of transportation provides the concept of in-phase power supply for the first time, brings a great deal of research with great success to scientific research teams, and forms a complete theory and engineering technology of an in-phase power supply system. The in-phase power supply technology is adopted to cancel the electric phase splitting at the outlet of the substation, the novel bilateral power supply technology is adopted to cancel the electric phase splitting in the subarea, the full-line phase-free through power supply is realized, and the adverse effect caused by the electric phase splitting can be eliminated. The bilateral power supply has the problems of passing through power (balanced current), protection coordination, electric energy charging and the like, can be technically solved by using lower cost, but has the difficulty of acceptance of the power department.
Compared with the combined type in-phase power supply technology which adopts the active power flow-based negative sequence and reactive comprehensive compensation, the invention realizes the negative sequence and reactive comprehensive compensation based on the active reactive power flow, does not change the existing active power flow of the system, realizes in-phase power supply, and simultaneously compensates the harmonic current problem possibly brought by the traction load at the three-phase high-voltage bus.
Disclosure of Invention
The invention aims to provide a comprehensive compensation device for in-phase power supply of an electrified railway, which effectively solves the influence of an alternating current electrified railway on unbalance of three-phase voltage at a common connection point and does not bring new electric energy quality problem.
The invention also aims to provide a comprehensive compensation method for the in-phase power supply of the electrified railway, which effectively solves the influence of the alternating current electrified railway on the unbalance of three-phase voltage at a common connection point and simultaneously does not bring new power quality problems.
The purpose of the invention is realized by the following technical scheme: an in-phase power supply comprehensive compensation device for an electrified railway comprises a three-phase high-voltage bus HB connected with a power grid transformer substation, a single-phase traction transformer TT with a primary side connected with the three-phase high-voltage bus HB, a negative sequence compensation device NCD and a measurement and control system MCS, wherein the CSS is formed by an in-phase power supply traction substation; a port on one side of the secondary side of the single-phase traction transformer TT is connected with a current transformer CT in series and then is connected to an OCS (online charging system), and a port on the other side of the secondary side of the single-phase traction transformer TT is connected with a voltage transformer VT in parallel and then is grounded; the negative sequence compensation device NCD comprises two topological structures including a connecting line connecting transformer, wherein the primary side of the connecting line is connected with A, B, C three phases of a three-phase high-voltage bus HB; one of the topological structures is described as a two-port compensation mode, and comprises a wire-connected transformer with the primary side connected with A, B, C three phases of a three-phase high-voltage bus HB, wherein an ac port of the secondary side of the wire-connected transformer is connected with a reactive compensation unit SVG1, and an ad port of the secondary side of the wire-connected transformer is connected with a reactive compensation unit SVG 2; the second topological structure is described as a three-port compensation mode, and comprises a connecting layer connecting transformer with the primary side connected with A, B, C three phases of a three-phase high-voltage bus HB, a connecting layer connecting ac port of the secondary side of the transformer is connected with a reactive compensation unit SVG1, a connecting layer connecting ad port of the secondary side of the transformer is connected with a reactive compensation unit SVG2, and a connecting layer connecting ab port of the secondary side of the transformer is connected with a reactive compensation unit SVG 3; the measurement and control system MCS comprises a voltage transformer VT, a current transformer CT and a controller CD, wherein the input end of the controller CD is respectively connected with the measurement signal output ends of the voltage transformer VT and the current transformer CT; if for two port compensation mode, the output of controller CD is connected with the control end of reactive compensation unit SVG1, reactive compensation unit SVG2 respectively, if for three port compensation mode, the output of controller CD is connected with the control end of reactive compensation unit SVG1, reactive compensation unit SVG2, reactive compensation unit SVG3 respectively.
The primary winding of the single-phase traction transformer TT is connected with any two phases of the three-phase high-voltage bus HB, and the negative sequence compensation device NCD forms a topological structure matched with the negative sequence compensation device according to the phase sequence of the connection of the primary winding of the single-phase traction transformer TT and the three-phase high-voltage bus HB; if the traction network power supply mode is a direct supply mode or a direct supply mode with a return line, one terminal of the secondary winding of the TT of the single-phase traction transformer is grounded, and the other terminal of the TT of the single-phase traction transformer is connected to the OCS.
The line-connecting compensation transformer comprises a first single-phase iron core, a second single-phase iron core and windings thereof, wherein the first single-phase iron core is wound with a first primary winding AB and a first secondary winding AB; the midpoint tap of the first primary winding AB is connected with the D terminal of the second primary winding, and the midpoint tap of the second secondary winding cd is connected with the b terminal of the first secondary winding AB; the relationship between the number m of turns of the first primary winding AB and the number n of turns of the second primary winding CD is:the relationship between the number of turns m 'of the first secondary winding ab and the number of turns n' of the second secondary winding cd is: n ═2m′。
The other purpose of the invention is realized by the following technical scheme: a comprehensive compensation method for in-phase power supply of an electrified railway comprises the following specific steps:
(1) and determining a load process of the traction substation through a computer simulation technology, comparing and selecting the topological structure of the negative sequence compensation device NCD according to the load process of the traction substation, and determining a final topological structure form.
(2) With the negative sequence allowance S at the corresponding common connection point of the three-phase high-voltage bus HBεAs its negative sequence power allowed value.
(3) The controller CD calculates the load S through the voltage and current measured by the voltage transformer VT and the current transformer CTLJudging the load SLNegative sequence power ofNegative sequence allowable power S with three-phase high-voltage busεThe relationship of (1): if it isThe negative sequence does not need to be compensated; if it isAt this time, the negative sequence needs to be treated.
(4) If it isAnd the negative sequence compensation device NCD is put into operation, and the controller controls the corresponding reactive compensation unit to send out reactive power so as to realize the treatment of the negative sequence.
The method adopts a two-port compensation mode, and a comprehensive compensation method only compensates negative sequence current generated by load fundamental wave active current components; reactive Q sent out by controlling reactive compensation unit SVG11And reactive power Q sent by a reactive power compensation unit SVG22The size and the type of the negative sequence can realize the comprehensive compensation of the negative sequence and the reactive power; if the power factor at the three-phase high-voltage bus is not changed after compensation, the sizes of the reactive compensation unit SVG1 and the reactive compensation unit SVG2 are respectively as follows:when the feeder load is in traction working condition, Q1And Q2Respectively inductive and capacitive; when the feeder load is in the regeneration condition, Q1And Q2Capacitive and inductive, respectively.
The three-port compensation mode is adopted, and the comprehensive compensation method controls the reactive power Q sent by the reactive power compensation unit SVG11And reactive power Q sent by a reactive power compensation unit SVG22And reactive Q sent by the reactive compensation unit SVG33The size and the type of the negative sequence and the reactive power are used for realizing the comprehensive compensation of the negative sequence and the reactive power; one of them situation, if do not change the power factor of three-phase high voltage bus HB department after the compensation, then the size of reactive compensation unit SVG1, reactive compensation unit SVG2 and reactive compensation unit SVG3 is:when the feeder load is in traction working condition, Q1、Q2And Q3Respectively inductive, capacitive and capacitive; when the feeder load is in the regeneration condition, Q1、Q2And Q3Capacitive, inductive, and inductive, respectively.
Compared with the prior art, the invention has the beneficial effects that:
the technical scheme is suitable for negative sequence management under various power factor locomotive conditions;
the technical scheme can realize negative sequence and reactive comprehensive compensation;
compared with the existing compensation at the traction transformer port, the compensation transformer in the technical scheme can reduce the installation capacity of the traction transformer and has the technical advantage of capacity and electricity fee payment free;
the technical scheme has high capacity utilization of the compensation transformer and reduces the installation capacity of matching transformer;
the invention has simple result, reliable technology, excellent performance and convenient implementation.
Drawings
FIG. 1 is a schematic diagram of a two-port compensation mode structure according to an embodiment of the present invention
Fig. 2 is a schematic structural diagram of a relationship between a two-port compensation mode measurement and control system, a reactive compensation unit and traction load signal acquisition in the embodiment of the invention.
FIG. 3 is a schematic diagram of a three-port compensation mode structure according to an embodiment of the present invention
Fig. 4 is a schematic structural diagram of a relationship between a three-port compensation mode measurement and control system, a reactive compensation unit and traction load signal acquisition in the embodiment of the present invention.
FIG. 5 is a schematic flow chart of a method for compensating in-phase power supply of an electrified railway in an embodiment of the invention.
FIG. 6 is a schematic diagram of a line line compensator transformer in an embodiment of the present invention.
Detailed Description
In order to better understand the inventive idea of the present invention, the working principle of the present invention is explained here: the three-phase high-voltage bus is used as a negative sequence standard check point, reactive power is generated through an SVG reactive power compensation unit connected to a compensation transformer, negative sequence current (power) generated by feeder load is compensated, and the negative sequence current reaches the national standard after compensation, wherein the reactive power compensation unit does not change the original active power flow of the system. The invention is further described below with reference to the drawings and the embodiments.
Example one
As shown in fig. 1, an embodiment of the present invention provides one of the topological structures, a port on one side of a secondary side of the single-phase traction transformer TT is connected in series with a current transformer CT and then is connected to an OCS (online charging system), a port on the other side of the secondary side of the single-phase traction transformer TT is connected in parallel with a voltage transformer VT and then is grounded, and power is supplied to the locomotive LC through the OCS; the two-port compensation mode comprises a pipeline wiring transformer with the primary side connected with A, B, C three phases of a three-phase high-voltage line HB, a reactive compensation unit SVG1 is connected with an ac port of a pipeline wiring transformer, and a reactive compensation unit SVG2 is connected with an ad port of a pipeline wiring transformer; in fig. 1,. diamond-solid denotes the homonymous terminals of the TT winding of the single-phase traction transformer, and. delta.,. respectively denote the homonymous terminals of the TT winding of the single-phase traction transformer connected by the signal line .
As shown in fig. 2, the measurement and control system MCS includes a voltage transformer VT, a current transformer CT and a controller CD, an input end of the controller CD is connected to measurement signal output ends of the voltage transformer VT and the current transformer CT, respectively, and an output end of the controller CD is connected to control ends of the reactive compensation unit SVG1 and the reactive compensation unit SVG2, respectively.
Example two
As shown in fig. 3, the second topological structure is provided in the embodiment of the present invention, a port on one side of a secondary side of the single-phase traction transformer TT is connected in series with the current transformer CT and then is connected to the contact network OCS, and a port on the other side is connected in parallel with the voltage transformer VT and then is grounded, so as to supply power to the locomotive LC through the contact network OCS; the three-port compensation mode comprises a connecting layer wiring transformer, a reactive compensation unit SVG1, a reactive compensation unit SVG2 and a reactive compensation unit SVG3, wherein the primary side of the connecting layer wiring transformer is connected with A, B, C three phases of a three-phase high-voltage bus HB, the reactive compensation unit SVG1 is connected with an ac port of a connecting layer wiring transformer, the reactive compensation unit SVG2 is connected with an ad port of the connecting layer wiring transformer, and the reactive compensation unit SVG3 is connected with an ab port of the connecting layer wiring transformer; in fig. 3,. diamond-solid denotes the homonymous terminals of the TT winding of the single-phase traction transformer, and. delta.,. respectively denote the homonymous terminals of the TT winding of the single-phase traction transformer connected by the signal line .
As shown in fig. 4, the measurement and control system MCS includes a voltage transformer VT, a current transformer CT and a controller CD, and an input end of the controller CD is connected to a measurement signal output end of the voltage transformer VT and a measurement signal output end of the current transformer CT respectively; the output end of the controller CD is respectively connected with the control ends of the reactive compensation unit SVG1, the reactive compensation unit SVG2 and the reactive compensation unit SVG 3.
EXAMPLE III
As shown in fig. 5, an embodiment of the present invention provides a flow schematic diagram of an integrated compensation method for in-phase power supply of an electrified railway, where the embodiment takes a two-port compensation mode integrated compensation method as an example, and the integrated compensation method for in-phase power supply of an electrified railway specifically includes the following steps:
(1) and determining a load process of the traction substation through a computer simulation technology, comparing and selecting the topological structure of the negative sequence compensation device NCD according to the load process of the traction substation, and determining a final topological structure form.
(2) Corresponding to a three-phase high-voltage bus HBIs a negative sequence allowance S at the common connection pointεAs its negative sequence power allowed value;
(3) the controller CD calculates the load S through the voltage and current measured by the voltage transformer VT and the current transformer CTLJudging the load SLNegative sequence power ofNegative sequence allowable power S with three-phase high-voltage busεThe relationship of (1): if it isThe negative sequence does not need to be compensated; if it isAt this time, the negative sequence needs to be treated.
(4) If it isAnd the negative sequence compensation device NCD is put into operation, and the controller controls the corresponding reactive compensation unit to send out reactive power so as to realize the treatment of the negative sequence. If the power factor at the three-phase high-voltage bus is not changed after compensation, the sizes of the reactive compensation unit SVG1 and the reactive compensation unit SVG2 are respectively as follows:when the feeder load is in traction working condition, Q1And Q2Respectively inductive and capacitive; when the feeder load is in the regeneration condition, Q1And Q2Capacitive and inductive, respectively.
Example four
As shown in fig. 6, an exemplary diagram of a compensation transformer connected to a line-connecting layer according to an embodiment of the present invention includes two single-phase cores 1 and two single-phase cores 2, which are parallel to each other, and windings of the two single-phase cores, wherein a first primary winding AB and a first secondary winding AB are wound on the single-phase core 1, and a second primary winding CD and a second secondary winding CD are wound on the single-phase core 2; the midpoint tap of the first primary winding AB is connected with the D terminal of the second primary winding, and the second secondary windingThe midpoint tap of the cd is connected with the b terminal of the first secondary winding ab; the relationship between the number m of turns of the first primary winding AB and the number n of turns of the second primary winding CD is:the relationship between the number of turns m 'of the first secondary winding ab and the number of turns n' of the second secondary winding cd is: n 'is 2 m'.
Claims (6)
1. An in-phase power supply comprehensive compensation device for an electrified railway comprises a three-phase high-voltage bus HB connected with a power grid transformer substation, a single-phase traction transformer TT with a primary side connected with the three-phase high-voltage bus HB, a negative sequence compensation device NCD and a measurement and control system MCS, wherein the CSS is formed by an in-phase power supply traction substation; a port on one side of the secondary side of the single-phase traction transformer TT is connected with a current transformer CT in series and then is connected to an OCS (online charging system), and a port on the other side of the secondary side of the single-phase traction transformer TT is connected with a voltage transformer VT in parallel and then is grounded; the method is characterized in that: the negative sequence compensation device NCD comprises two topological structures including a connecting line connecting transformer, wherein the primary side of the connecting line is connected with A, B, C three phases of a three-phase high-voltage bus HB; one of the topologies: the mode is described as a two-port compensation mode, and comprises a pipeline wiring transformer, wherein the primary side of the pipeline wiring transformer is connected with A, B, C three phases of a three-phase high-voltage bus HB, an ac port of the secondary side of the pipeline wiring transformer is connected with a reactive compensation unit SVG1, and an ad port of the secondary side of the pipeline wiring transformer is connected with a reactive compensation unit SVG 2; topology two: describing a three-port compensation mode, comprising a pipeline wiring transformer with the primary side connected with A, B, C three phases of a three-phase high-voltage bus HB, a pipeline wiring transformer secondary side ac port connected with a reactive compensation unit SVG1, a pipeline wiring transformer secondary side ad port connected with a reactive compensation unit SVG2, and a pipeline wiring transformer secondary side ab port connected with a reactive compensation unit SVG 3; the measurement and control system MCS comprises a voltage transformer VT, a current transformer CT and a controller CD, wherein the input end of the controller CD is respectively connected with the measurement signal output ends of the voltage transformer VT and the current transformer CT; if for two port compensation mode, the output of controller CD is connected with the control end of reactive compensation unit SVG1, reactive compensation unit SVG2 respectively, if for three port compensation mode, the output of controller CD is connected with the control end of reactive compensation unit SVG1, reactive compensation unit SVG2, reactive compensation unit SVG3 respectively.
2. The in-phase power supply comprehensive compensation device of the electrified railway according to claim 1, characterized in that: the primary winding of the single-phase traction transformer TT is connected with any two phases of the three-phase high-voltage bus HB, and the negative sequence compensation device NCD forms a topological structure matched with the negative sequence compensation device according to the phase sequence of the connection of the primary winding of the single-phase traction transformer TT and the three-phase high-voltage bus HB; if the traction network power supply mode is a direct supply mode or a direct supply mode with a return line, one terminal of the secondary winding of the TT of the single-phase traction transformer is grounded, and the other terminal of the TT of the single-phase traction transformer is connected to the OCS.
3. The in-phase power supply comprehensive compensation device of the electrified railway according to claim 1, characterized in that: the line-connecting compensation transformer comprises two single-phase iron cores I (1), two single-phase iron cores II (2) and windings thereof which are parallel, wherein a first primary winding AB and a first secondary winding AB are wound on the single-phase iron core I (1), and a second primary winding CD and a second secondary winding CD are wound on the single-phase iron core II (2); the midpoint tap of the first primary winding AB is connected with the D terminal of the second primary winding, and the midpoint tap of the second secondary winding cd is connected with the b terminal of the first secondary winding AB; the relationship between the number m of turns of the first primary winding AB and the number n of turns of the second primary winding CD is:the relationship between the number of turns m 'of the first secondary winding ab and the number of turns n' of the second secondary winding cd is: n 'is 2 m'.
4. A comprehensive compensation method for in-phase power supply of an electrified railway comprises the following specific steps:
(1) determining a load process of a traction substation through a computer simulation technology, comparing and selecting a topological structure of a negative sequence compensation device NCD according to the load process of the traction substation, and determining a final topological structure form;
(2) with the negative sequence allowance S at the corresponding common connection point of the three-phase high-voltage bus HBεAs its negative sequence power allowed value;
(3) the controller CD calculates the load S through the voltage and current measured by the voltage transformer VT and the current transformer CTLJudging the load SLNegative sequence power ofNegative sequence allowable power S with three-phase high-voltage busεThe relationship of (1): if it isThe negative sequence does not need to be compensated; if it isAt the moment, the negative sequence needs to be treated;
(4) if it isAnd the negative sequence compensation device NCD is put into operation, and the controller controls the corresponding reactive compensation unit to send out reactive power so as to realize the treatment of the negative sequence.
5. The method of claim 4, wherein the method comprises the following steps: when a two-port compensation mode is adopted, the comprehensive compensation method only compensates the negative sequence current generated by the load fundamental wave active current component; reactive Q sent out by controlling reactive compensation unit SVG11And reactive power Q sent by a reactive power compensation unit SVG22The size and the type of the negative sequence and the reactive power are used for realizing the comprehensive compensation of the negative sequence and the reactive power; if the power factor at the three-phase high-voltage bus is not changed after compensation, the sizes of the reactive compensation unit SVG1 and the reactive compensation unit SVG2 are respectively as follows:when the feeder load is in traction working condition, Q1And Q2Respectively inductive and capacitive; when the feeder load is in the regeneration condition, Q1And Q2Capacitive and inductive, respectively.
6. The method of claim 4, wherein the method comprises the following steps: when a three-port compensation mode is adopted, the comprehensive compensation method controls the reactive power Q sent by the reactive power compensation unit SVG11And reactive power Q sent by a reactive power compensation unit SVG22And reactive Q sent by the reactive compensation unit SVG33The size and the type of the negative sequence and the reactive power are used for realizing the comprehensive compensation of the negative sequence and the reactive power; one of them situation, if do not change the power factor of three-phase high voltage bus HB department after the compensation, then the size of reactive compensation unit SVG1, reactive compensation unit SVG2 and reactive compensation unit SVG3 is:when the feeder load is in traction working condition, Q1、Q2And Q3Respectively inductive, capacitive and capacitive; when the feeder load is in the regeneration condition, Q1、Q2And Q3Capacitive, inductive, and inductive, respectively.
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| CN111585290A (en) * | 2020-06-15 | 2020-08-25 | 西南交通大学 | In-phase power supply structure of traction-compensation transformer and compensation method thereof |
| CN111682556A (en) * | 2020-06-15 | 2020-09-18 | 西南交通大学 | Structure of in-phase power supply traction substation and compensation method thereof |
| CN114336643A (en) * | 2022-03-17 | 2022-04-12 | 西南交通大学 | System for utilizing passing power of bilateral power supply traction network of regional station and control method |
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