CN110853894A - Urban rail transit traction transformer - Google Patents

Urban rail transit traction transformer Download PDF

Info

Publication number
CN110853894A
CN110853894A CN201911107194.4A CN201911107194A CN110853894A CN 110853894 A CN110853894 A CN 110853894A CN 201911107194 A CN201911107194 A CN 201911107194A CN 110853894 A CN110853894 A CN 110853894A
Authority
CN
China
Prior art keywords
winding
voltage winding
low
voltage
auxiliary
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN201911107194.4A
Other languages
Chinese (zh)
Inventor
李永革
徐海军
王涛
陈天平
田富
胡旭初
陈磊
李武宁
范韦波
苏江涛
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Guangxi Liuzhou Special Transformer Co Ltd
Original Assignee
Guangxi Liuzhou Special Transformer Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Guangxi Liuzhou Special Transformer Co Ltd filed Critical Guangxi Liuzhou Special Transformer Co Ltd
Priority to CN201911107194.4A priority Critical patent/CN110853894A/en
Publication of CN110853894A publication Critical patent/CN110853894A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F27/00—Details of transformers or inductances, in general
    • H01F27/28—Coils; Windings; Conductive connections
    • H01F27/288—Shielding
    • H01F27/289—Shielding with auxiliary windings
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F27/00—Details of transformers or inductances, in general
    • H01F27/34—Special means for preventing or reducing unwanted electric or magnetic effects, e.g. no-load losses, reactive currents, harmonics, oscillations, leakage fields
    • H01F27/36—Electric or magnetic shields or screens
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F27/00—Details of transformers or inductances, in general
    • H01F27/34—Special means for preventing or reducing unwanted electric or magnetic effects, e.g. no-load losses, reactive currents, harmonics, oscillations, leakage fields
    • H01F27/38—Auxiliary core members; Auxiliary coils or windings
    • H01F27/385—Auxiliary core members; Auxiliary coils or windings for reducing harmonics

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Rectifiers (AREA)

Abstract

A traction transformer for urban rail transit comprises a high-voltage winding, a low-voltage winding and an auxiliary winding arranged between the high-voltage winding and the low-voltage winding, wherein the high-voltage winding is axially split into two windings which are connected in an edge-extending triangular manner, the phase shift is +7.5 degrees or-7.5 degrees, and the two windings are connected in parallel; the low-voltage winding is axially split into two windings which are respectively connected in a d-connection mode and a y-connection mode and respectively and independently operate; the auxiliary winding is axially split into two windings which are connected in a d-connection mode and are respectively and independently grounded; the auxiliary winding is wound by copper foil, the height of the auxiliary winding is higher than that of the low-voltage winding, the capacity of the auxiliary winding is 20% -30% of the capacity of the transformer, the insulation level is designed according to the low-voltage winding, 2 traction transformers with 12 pulse waves and a phase angle difference of 15 degrees are operated in parallel during working, and power is supplied in a 24-pulse rectification mode. The traction transformer can simultaneously realize magnetic circuit shielding and electric shielding, so that harmonic current injected into a power grid meets the requirements of national standards, the harm of harmonic to an urban power grid and a communication system is eliminated, and the no-load loss and the load loss of the transformer are reduced.

Description

Urban rail transit traction transformer
Technical Field
The invention relates to a transformer, in particular to a novel traction transformer for urban rail transit.
Background
The urban rail transit traction transformer generates a large amount of harmonic current while providing electric energy for a locomotive, which can seriously affect an urban power grid and a communication system, and generally adopts a multi-pulse rectification mode for power supply in order to inhibit harmonic waves, namely 2 sets of 12 pulse rectification units are arranged in each transformer substation, each set of rectification unit consists of a traction transformer and a rectifier, the phase angle difference between the two traction transformers is 15 degrees, and the two sets of rectification units run in parallel and supply power in a 24-pulse rectification mode; but still not effectively suppress harmonics for the following reasons:
1. the power is supplied by a 24-pulse rectification mode, only characteristic harmonics of 23 and 25 times and above are theoretically generated in the current on the network side, actually, due to the existence of various non-ideal factors, such as power grid voltage asymmetry, trigger delay asymmetry, network side phase shift angle error and the like, harmonics of other non-characteristic times are inevitably generated, and detection shows that the current on the network side has residual harmonics of 5, 7, 11 and 13 times except 23 and 25 times, wherein the content of the harmonic of 23 times is the largest, and the sequence of the harmonic of 23 times is 25, 5, 7, 11 and 13 times;
2. one rail transit line comprises a plurality of substations to dozens of substations along with different lengths and mileage, the power of each substation is usually in the range of 3200 kW-8800 kW, 23-order and 25-order harmonic voltages and harmonic currents generated by each substation are mutually superposed in a power grid, so that the 23-order and 25-order harmonic voltages and harmonic currents in the power grid are easy to exceed the standard, in some multi-rail transit line convergence areas, the 23-order and 25-order harmonics are more obvious in harm to the power grid, and taking 2500kVA/35kV urban rail transit traction transformers as an example, the 23-order harmonic current is about 1% of the fundamental current; at 35kV power grid side and rated load, the output 23 harmonic current is 0.41A; when 4 rectifier substations and 8 2500kVA traction transformers work simultaneously under full load, the synthesized 23-time current is 8 multiplied by 0.41=3.28A, and is 21.5% larger than the standard requirement value (2.7A) of GB/T14549 standard 35kV voltage 23-time harmonic current;
3. in the middle and later stages of urban rail transit development, the problem of out-of-standard harmonic wave requirements of 23-order and 25-order power grids generally occurs due to the increase of loads; the 5 th and 7 th harmonic over-standard requirements of the power grid caused by residual 5 th and 7 th harmonics may also occur in some regions.
The current solutions are: harmonic wave treatment equipment is arranged at the joint of the urban rail transit traction transformer and the power grid, harmonic wave current is controlled within a national standard requirement value according to a figure, and harm of harmonic waves to the urban power grid and a communication system is eliminated (the working state of the existing urban rail transit traction transformer is shown in figure 5, and each traction variable winding is arranged as shown in figure 6);
there are problems in that: the harmonic filter groups, the switch groups and the matched maintenance equipment which form the harmonic treatment equipment not only occupy large floor area, but also have large investment and maintenance cost, thereby increasing the total investment cost of the transformer substation.
Disclosure of Invention
The invention aims to provide a novel urban rail transit traction transformer to overcome the defects in the prior art.
The technical scheme adopted by the invention is as follows:
the traction transformer for the urban rail transit comprises an iron core, a high-voltage winding and a low-voltage winding, wherein an auxiliary winding is arranged between the low-voltage winding and the high-voltage winding, the low-voltage winding, the auxiliary winding and the high-voltage winding are sequentially wound from inside to outside along the radial direction of the iron core, and the auxiliary winding is close to the low-voltage winding and far from the high-voltage winding in space; the auxiliary winding is wound by adopting copper foil, and the height direction of the auxiliary winding formed by winding the copper foil is not lower than the height of the low-voltage winding; the capacity of the auxiliary winding is 20% -30% of the capacity of the transformer, and the insulation level of the auxiliary winding is designed according to the insulation level of the low-voltage winding;
the high-voltage winding is axially and doubly split into a first high-voltage winding and a second high-voltage winding, and the first high-voltage winding and the second high-voltage winding are led out after being connected in parallel and run in parallel; the first high-voltage winding and the second high-voltage winding are all in edge-extending triangular connection, and the phase shift is +7.5 degrees or-7.5 degrees;
the low-voltage winding is axially and double-split into a first low-voltage winding and a second low-voltage winding, and the first low-voltage winding and the second low-voltage winding are respectively led out independently, namely the first low-voltage winding and the second low-voltage winding run independently, the first low-voltage winding is connected in a d mode, and the second low-voltage winding is connected in a y mode;
the auxiliary winding is axially split into a first auxiliary winding and a second auxiliary winding which are respectively and independently grounded to operate, and the first auxiliary winding and the second auxiliary winding are connected in a d-connection mode;
when the rectifier is in work, a traction transformer with a phase shift of +7.5 degrees and a rectifier form a set of 12-pulse rectifier unit, a traction transformer with a phase shift of-7.5 degrees and another rectifier form a set of 12-pulse rectifier unit, and two sets of rectifier units with a phase angle difference of 15 degrees are connected in parallel to operate, so that a 24-pulse rectifier working mode is formed.
The further technical scheme is as follows: the short circuit reactance relationship among the high-voltage winding, the low-voltage winding and the auxiliary winding satisfies the following relationship:
X13+X23≈X12，
wherein: x12For short-circuit reactance between high-voltage winding and low-voltage winding when auxiliary winding is open, X13For short-circuit reactance between high-voltage winding and auxiliary winding when low-voltage winding is open-circuited, X23Low-voltage winding and auxiliary for open circuit of high-voltage windingShort-circuit reactance between windings.
Due to the adoption of the technical scheme, the traction transformer for the urban rail transit has the following beneficial effects:
1. the urban rail transit traction transformer realizes the combination of magnetic circuit shielding and electric shielding by changing the internal structure of the urban rail transit traction transformer, so that harmonic current generated and injected into a power grid in the working process of the traction transformer meets the relevant requirements of national standards on electric energy quality, and the harm of harmonic waves to an urban power grid and a communication system is eliminated:
(1) because the height direction of the auxiliary winding wound by the copper foil is not lower than the height of the low-voltage winding, the auxiliary winding is close to the low-voltage winding, and the copper foil forms electric shielding for the low-voltage winding, the capacitive electromagnetic coupling between the high-voltage winding and the low-voltage winding can be effectively cut off, and higher harmonics are prevented from entering a power grid through the high-voltage winding in an induction mode (the higher the harmonic frequency is, the more obvious the harmonic elimination effect is) (see the attached note I);
(2) because the auxiliary winding of d connection method is added between the low-voltage winding and the high-voltage winding, namely the low-voltage winding, the auxiliary winding and the high-voltage winding are sequentially wound from inside to outside along the radial direction of the iron core (the current urban rail transit traction is changed to have no structure), the short-circuit reactance relationship among the high-voltage winding, the low-voltage winding and the auxiliary winding meets the following relationship: x13+X23≈X12In the magnetic circuit of the iron core, a harmonic flux ∅ 2nf generated in the iron core by a certain harmonic current of the low-voltage winding generates an induced harmonic potential in the auxiliary winding, and the auxiliary winding is connected by d and is a closed loop, so that an induced harmonic current can be generated, and the induced harmonic flux ∅ 3nf generated in the iron core by the induced harmonic current balances the harmonic flux ∅ 2nf, thereby eliminating the harmonic flux ∅ 2nf in the iron core, so that the harmonic current generated by the high-voltage winding through the magnetic circuit induction is close to zero (see the attached note two);
2. the urban rail transit traction transformer combines magnetic circuit shielding and electric shielding, reduces no-load loss, no-load current and load loss of the transformer and vibration, noise and temperature rise of the transformer while reducing magnetic flux harmonic components in an iron core of the traction transformer and current harmonic components in a high-voltage winding, thereby prolonging the service life of the transformer;
3. at present, no relevant regulation of the capacity of an auxiliary winding for inhibiting harmonic waves exists in national standards, but experiments and practical experience are combined, the capacity of the auxiliary winding is selected to be 20% -30% of the capacity of a transformer, and the capacity idling (a large value is taken for serious harmonic pollution) can be effectively avoided; the insulation level of the auxiliary winding is designed according to the insulation level of the low-voltage winding (namely the insulation standard of the auxiliary winding is designed according to the insulation standard of the low-voltage winding), so that the manufacturing cost can be greatly reduced;
4. the urban rail transit traction transformer does not need to be additionally provided with a filtering device, and does not occupy the land area, so that the investment and maintenance cost for arranging each subharmonic filter group, a switch group and maintenance equipment is reduced, and the investment cost of a rectifier transformer substation is greatly reduced.
The technical characteristics of the urban rail transit traction transformer of the invention are further described below with reference to the accompanying drawings and embodiments.
Drawings
FIG. 1 is a schematic diagram of a winding arrangement of an urban rail transit traction transformer according to the present invention;
FIG. 2 is a schematic diagram of the operation of an urban rail transit traction transformer according to the present invention;
FIG. 3 is a schematic diagram of the operation of a traction transformer in the existing urban rail transit;
FIG. 4 is a schematic diagram of a winding arrangement of a conventional urban rail transit traction transformer;
FIG. 5 is a schematic diagram of a winding arrangement of a prior art transformer with balanced windings or a third winding;
FIG. 6 is a schematic diagram of a prior art transformer winding arrangement with a ground shield disposed between the high and low voltage windings;
in the figure: i-high voltage winding (I + is positive phase shift, I-is negative phase shift), I1-first high voltage winding, I2-second high voltage winding, II-low voltage winding, II 1-first low voltage winding, II 2-second low voltage winding, III-auxiliary winding, III 1-first auxiliary winding, III 2-second auxiliary winding, IV-iron core; 101-high voltage network, 102-direct current network, 103-traction transformer I (with 7.5 degree of positive phase shift on network side), 104-traction transformer II (with 7.5 degree of negative phase shift on network side), 105-rectifier, 106-harmonic treatment equipment.
Detailed Description
An urban rail transit traction transformer comprises an iron core IV, a high-voltage winding I and a low-voltage winding II, wherein an auxiliary winding III is arranged between the low-voltage winding II and the high-voltage winding I, the low-voltage winding II, the auxiliary winding III and the high-voltage winding I are sequentially wound from inside to outside along the radial direction of the iron core (see attached figure 1), and the auxiliary winding is close to the low-voltage winding and far from the high-voltage winding in space; the auxiliary winding III is wound by adopting copper foil, and the height direction of the auxiliary winding III wound by the copper foil is not lower than that of the low-voltage winding; the capacity of the auxiliary winding III is 20% -30% of the capacity of the transformer, and the insulation level of the auxiliary winding III is designed according to the insulation level of the low-voltage winding II;
the high-voltage winding I is axially and double-split into a first high-voltage winding I1 and a second high-voltage winding I2, the first high-voltage winding I1 and the second high-voltage winding I2 are connected in parallel and then led out, and the high-voltage windings operate in parallel (because the first high-voltage winding I1 and the second high-voltage winding I2 are led out after being connected in parallel, only 1 high-voltage winding I symbol is shown on a schematic diagram of the attached figure 2); the first high-voltage winding I1 and the second high-voltage winding I2 are both in a flanged triangle connection method, and the phase shift is +7.5 degrees or-7.5 degrees;
the low-voltage winding II is axially and double-split into a first low-voltage winding II 1 and a second low-voltage winding II 2 which are respectively led out independently, namely the first low-voltage winding II 1 and the second low-voltage winding II 2 run independently, the first low-voltage winding II 1 is in a d connection method, and the second low-voltage winding II 2 is in a y connection method;
the auxiliary winding III is axially split into a first auxiliary winding III 1 and a second auxiliary winding III 2 which are independently grounded to operate, and the first auxiliary winding III 1 and the second auxiliary winding III 2 are both connected in a d mode;
when the rectifier works, a traction transformer with a phase shift of +7.5 degrees and a rectifier form a set of 12-pulse rectifier unit, a traction transformer with a phase shift of-7.5 degrees and another rectifier form a set of 12-pulse rectifier unit, and two sets of rectifier units with a phase angle difference of 15 degrees are connected in parallel to operate, so that a 24-pulse rectifier working mode is formed (see attached figure 2).
The short circuit reactance relationship among the high-voltage winding, the low-voltage winding and the auxiliary winding satisfies the following relationship:
X13+X23≈X12，
wherein: x12For short-circuit reactance between high-voltage winding and low-voltage winding when auxiliary winding is open, X13For short-circuit reactance between high-voltage winding and auxiliary winding when low-voltage winding is open-circuited, X23And is the short-circuit reactance between the low-voltage winding and the auxiliary winding when the high-voltage winding is open.
The first note is attached: principle of electrical shielding of an auxiliary winding arranged between a high-voltage coil and a low-voltage coil
Because the auxiliary winding arranged between the high-voltage coil and the low-voltage coil is wound by adopting the copper foil with the height direction not lower than that of the low-voltage winding, and the auxiliary winding is arranged outside the low-voltage coil and forms an electric shield for the low-voltage winding, the capacitive electromagnetic coupling between the high-voltage winding and the low-voltage winding is effectively cut off, and higher harmonics are prevented from entering a power grid through the high-voltage winding in an induction mode (the higher the harmonic frequency is, the more obvious the harmonic elimination effect is).
In the common general knowledge in the prior art;
1. there is a transformer with a d-connected balanced winding (or tertiary winding) (see fig. 5), which cannot provide an electrical shielding effect and a complete magnetic circuit shielding effect for the low-voltage winding, because:
(1) the balance winding (or the third winding) is arranged between the iron core and the low-voltage coil, and because the balance winding (or the third winding) is not linked with the main magnetic field between the high-voltage winding and the low-voltage winding and is only linked with the leakage magnetic field, the generated induced harmonic current is low, and only the ground is used as 3N (N =1,2,3 …) (N-th harmonic current path, the induced magnetic flux generated by the current balances 3N (N =1,2,3 …) harmonic magnetic flux in the iron core, thereby eliminating 3N (N =1,2,3 …) subharmonic component in the grid-side voltage;
(2) the balance winding (or the third winding) is usually wound by paper-covered wires or enameled wires, and gaps are formed among turns or wire cakes of the balance winding in the low-voltage coil, so that the balance winding cannot form an electric shielding effect on the low-voltage winding.
2. There is a transformer (see fig. 6) that sets the screen between the high and low voltage windings, and the magnetic circuit shielding cannot be realized either, because:
(1) the screen on each iron core column is not closed and is independently grounded, the screens on the three iron core columns are not connected, a closed loop cannot be formed, induced harmonic current cannot be generated, and harmonic magnetic flux generated by low-voltage harmonic current in the iron core columns is balanced;
(2) the screen is thin, has a small cross-sectional area, cannot carry working current, does not serve as a working winding, and can only cut off capacitive electromagnetic coupling between high-voltage windings and low-voltage windings to form electric shielding for the low-voltage windings.
And B, supplementary notes II: auxiliary winding magnetic circuit shielding principle arranged between low-voltage coil and high-voltage coil
In a star equivalent circuit of three-winding impedance, the equivalent impedance of each branch is as follows:
Z1=（Z12+Z13-Z23）/ 2 （1），
Z2=（Z12+Z23-Z13）/ 2 （2），
Z3=（Z13+Z23-Z12）/ 2 （3），
Z12=（R1+R2）+JX12（4），
Z13=（R1+R3）+JX13（5），
Z23=（R2+R3）+JX23（6）；
in the formula:
z1-the equivalent impedance of the high-voltage branch, Z2-the equivalent impedance of the low-voltage branch, Z3-the equivalent impedance of the auxiliary branch,
r1-the resistance of the high voltage winding, R2-the resistance of the low voltage winding, R3-the resistance of the auxiliary winding,
Z12-the auxiliary winding is open, the short-circuit impedance between the high-voltage winding and the low-voltage winding,
Z13open circuit of the low-voltage winding, short-circuit impedance between the high-voltage winding and the auxiliary winding,
Z23-open circuit of the high voltage winding, short circuit impedance between the low voltage winding and the auxiliary winding;
(II) for a certain harmonic current I injected into the low-voltage branch (low-voltage winding)2nfDivided into two branches, one branch I1nfFlows through a high-voltage branch (high-voltage winding, into the grid), one branch I3nfFlowing through the auxiliary branch (auxiliary winding), in order to prevent most of the harmonic current from being injected into the grid, the auxiliary branch equivalent impedance Z3 should be as small as possible, so that it is much smaller than the high-voltage branch equivalent impedance Z1,
Z3=（Z13+Z23-Z12）/ 2
=[（R1+R3+JX13）+（R2+R3+JX23）﹣（R1+R2+LX12）]/ 2
=R3+J（X13+X23-X12）/ 2 （7）
in the formula:
X12-for the auxiliary winding to be open, the short-circuit reactance between the high-voltage winding and the low-voltage winding,
X13-for an open circuit of the low voltage winding, a short circuit reactance between the high voltage winding and the auxiliary winding,
X23-short-circuit reactance between the low-voltage winding and the auxiliary winding for an open circuit of the high-voltage winding.
(III) As is clear from the formula (7), in order to minimize Z3, the reactance component J (X) should be minimized13+X23-X12) A 2 is zero, i.e.
X13+X23=X12（8）
And the calculation formula of the short-circuit reactance X between the transformer windings is as follows:
Figure 998357DEST_PATH_IMAGE001
， % （9）
in the formula:
IW-number of per phase ampere turns, ∑ Dr-equivalent area of leakage flux (cm)2) ρ -Rockwell coefficient, Kx-reactance correction coefficient, Et-turn potential, (V/turn), Hk-average reactance of two windings is high (cm);
wherein, the distance between sigma Dr oc windings greatly exceeds rho and Kx;
when the traction transformer for urban rail transit is designed, the formula (8) can be realized by adjusting the distance between windings and other parameters (IW, Et, Hk and the like) (see a power transformer design manual in detail) so that X is equal to X13+X23≈X12At this time
Z3≈R3 （10）
And (IV) substituting the formulas (4), (5) and (6) into the formula (1) to obtain:
Z1=（Z12+Z13-Z23）/ 2
=[（R1+R2+JX12）+（R1+R3+JX13）﹣（R2+R3+LX23）]/ 2
=R1+J（X12+X13-X23）/ 2 （11）
(V) formula (8) is substituted for formula (11) to obtain:
Z1= R1+J（X13+X23+X13-X23）/ 2
=R1+JX13（12）
for the urban rail transit traction transformer, the resistance component in the short-circuit impedance is small, and the higher the harmonic frequency is, the more obvious the effect is, namely the resistance value is far smaller than the reactance value: r X, so for higher harmonics:
Z1≈JX13， （13）
(VII) comparing formula (10) Z3 ≈ R3 with formula (13) since R3 is much smaller than JX13Therefore, Z3 is much smaller than Z1, which means that the auxiliary branch is in a pass state for harmonic current, and the high voltage is highThe branch (power grid branch) is in a circuit-blocking state for harmonic current, most of the harmonic current is not injected into the power grid and is injected into the auxiliary winding, and the harmonic frequency is higher due to the fact that reactance is in direct proportion to frequency, and the harmonic elimination effect is more obvious.
The physical significance of the transformer is that for a novel urban rail transit traction transformer, harmonic flux ∅ 2nf generated by a certain harmonic current of a low-voltage winding in an iron core generates induced harmonic potential in an auxiliary winding, and the auxiliary winding is connected with d and is a closed loop, so that induced harmonic current can be generated, and harmonic flux ∅ 3nf generated by the induced harmonic current in the iron core can balance ∅ 2nf, so that the harmonic flux ∅ 2nf part is eliminated in the iron core, and the harmonic current induced in the high-voltage winding is close to zero (because reactance is in direct proportion to frequency, the higher the harmonic frequency is, the more obvious the harmonic elimination effect is).

Claims (2)

1. The utility model provides an urban rail transit traction transformer, includes iron core (IV), high voltage winding (I) and low voltage winding (II), its characterized in that:
an auxiliary winding (III) is arranged between the low-voltage winding (II) and the high-voltage winding (I), the low-voltage winding, the auxiliary winding and the high-voltage winding are sequentially wound from inside to outside along the radial direction of the iron core, and the auxiliary winding is close to the low-voltage winding and far from the high-voltage winding in space; the auxiliary winding (III) is wound by adopting copper foil, and the height direction of the auxiliary winding wound by the copper foil is not lower than that of the low-voltage winding; the capacity of the auxiliary winding is 20% -30% of the capacity of the transformer, and the insulation level of the auxiliary winding is designed according to the insulation level of the low-voltage winding;
the high-voltage winding is axially and double-split into a first high-voltage winding (I1) and a second high-voltage winding (I2), and the first high-voltage winding (I1) and the second high-voltage winding (I2) are connected in parallel, then led out and run in parallel; the first high-voltage winding (I1) and the second high-voltage winding (I2) are all in edge-extending triangular connection, and the phase shift is +7.5 degrees or-7.5 degrees;
the low-voltage winding (II) is axially split into a first low-voltage winding (II 1) and a second low-voltage winding (II 2) which are respectively led out independently, namely the first low-voltage winding (II 1) and the second low-voltage winding (II 2) operate independently, the first low-voltage winding (II 1) is connected in a d mode, and the second low-voltage winding (II 2) is connected in a y mode;
the auxiliary winding (III) is axially split into a first auxiliary winding (III 1) and a second auxiliary winding (III 2) which are independently grounded to operate, and the first auxiliary winding (III 1) and the second auxiliary winding (III 2) are connected in a d-connection mode;
when the rectifier is in work, a traction transformer with a phase shift of +7.5 degrees and a rectifier form a set of 12-pulse rectifier unit, a traction transformer with a phase shift of-7.5 degrees and another rectifier form a set of 12-pulse rectifier unit, and two sets of rectifier units with a phase angle difference of 15 degrees are connected in parallel to operate, so that a 24-pulse rectifier working mode is formed.
2. The urban rail transit traction transformer according to claim 1, characterized in that: the short circuit reactance relationship among the high-voltage winding, the low-voltage winding and the auxiliary winding satisfies the following relationship:
X13+X23≈X12，
wherein: x12For open circuit of the auxiliary winding, short-circuit reactance between high-voltage winding and low-voltage winding, X13For an open circuit of the low-voltage winding, a short-circuit reactance between the high-voltage winding and the auxiliary winding, X23-short-circuit reactance between the low-voltage winding and the auxiliary winding for an open circuit of the high-voltage winding.
CN201911107194.4A 2019-11-13 2019-11-13 Urban rail transit traction transformer Pending CN110853894A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201911107194.4A CN110853894A (en) 2019-11-13 2019-11-13 Urban rail transit traction transformer

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201911107194.4A CN110853894A (en) 2019-11-13 2019-11-13 Urban rail transit traction transformer

Publications (1)

Publication Number Publication Date
CN110853894A true CN110853894A (en) 2020-02-28

Family

ID=69601583

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201911107194.4A Pending CN110853894A (en) 2019-11-13 2019-11-13 Urban rail transit traction transformer

Country Status (1)

Country Link
CN (1) CN110853894A (en)

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH118138A (en) * 1997-06-15 1999-01-12 Mitsutsu Electric Kk Coaxial, group of coaxial, maltiaxial and coaxial, phase-shifting adjustment coaxial orthogonal, multiphase phase-shifting adjustment co-axial orthogonal, group of coaxial orthogonal, group of phase-shifting coaxial orthogonal, three-phase and single-phase coaxial orthogonal, group of multiphase single-phase coaxial-orthogonal, variable voltage adjustment coaxial, variable phase-shifting coaxial orthogonal, total transformation coaxial orthogonal transformer, transformer with degaussing device and cooling manifold and reactor
CN101345483A (en) * 2008-05-27 2009-01-14 北京先行电气有限公司 Rail traction AC cophase supply apparatus based on three-phase series voltage source type symmetry transformation
CN201194371Y (en) * 2008-05-08 2009-02-11 浙江佳环电子有限公司 High-resistance medium-frequency three-phase rectifier transformer
CN201229838Y (en) * 2008-07-22 2009-04-29 常州特种变压器有限公司 Dry type rectifier transformer
US20140163664A1 (en) * 2006-11-21 2014-06-12 David S. Goldsmith Integrated system for the ballistic and nonballistic infixion and retrieval of implants with or without drug targeting
CN105185555A (en) * 2015-11-05 2015-12-23 广西柳州特种变压器有限责任公司 Main boosting transformer for wind farm
CN205230792U (en) * 2015-11-05 2016-05-11 广西柳州特种变压器有限责任公司 Main step up transformer is used to wind -powered electricity generation field
CN210837427U (en) * 2019-11-13 2020-06-23 广西柳州特种变压器有限责任公司 Urban rail transit traction transformer

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH118138A (en) * 1997-06-15 1999-01-12 Mitsutsu Electric Kk Coaxial, group of coaxial, maltiaxial and coaxial, phase-shifting adjustment coaxial orthogonal, multiphase phase-shifting adjustment co-axial orthogonal, group of coaxial orthogonal, group of phase-shifting coaxial orthogonal, three-phase and single-phase coaxial orthogonal, group of multiphase single-phase coaxial-orthogonal, variable voltage adjustment coaxial, variable phase-shifting coaxial orthogonal, total transformation coaxial orthogonal transformer, transformer with degaussing device and cooling manifold and reactor
US20140163664A1 (en) * 2006-11-21 2014-06-12 David S. Goldsmith Integrated system for the ballistic and nonballistic infixion and retrieval of implants with or without drug targeting
CN201194371Y (en) * 2008-05-08 2009-02-11 浙江佳环电子有限公司 High-resistance medium-frequency three-phase rectifier transformer
CN101345483A (en) * 2008-05-27 2009-01-14 北京先行电气有限公司 Rail traction AC cophase supply apparatus based on three-phase series voltage source type symmetry transformation
CN201229838Y (en) * 2008-07-22 2009-04-29 常州特种变压器有限公司 Dry type rectifier transformer
CN105185555A (en) * 2015-11-05 2015-12-23 广西柳州特种变压器有限责任公司 Main boosting transformer for wind farm
CN205230792U (en) * 2015-11-05 2016-05-11 广西柳州特种变压器有限责任公司 Main step up transformer is used to wind -powered electricity generation field
CN210837427U (en) * 2019-11-13 2020-06-23 广西柳州特种变压器有限责任公司 Urban rail transit traction transformer

Similar Documents

Publication Publication Date Title
CN102904264B (en) A kind of High Voltage and Passive Automatic Compensation Device
CN104617583B (en) Hybrid railway power quality control system based on multifunctional balance transformer
CN101567562B (en) Comprehensive negative sequence and harmonic compensating system of electrified high-speed railway
CN106786470B (en) Flexible grounding system for neutral point of power grid
CN104021926A (en) Novel power transformer with functions of direct current magnetic bias and reactive compensation
CN101872969B (en) Capacitive grounding current distributed compensation method and device for medium-voltage power supply system
CN105185555A (en) Main boosting transformer for wind farm
CN201523232U (en) Negative sequence and harmonic comprehensive compensation system of electrified high-speed railway
CN210837427U (en) Urban rail transit traction transformer
CN106936136B (en) A kind of all-pass wave filtering harmonic elimination structure and control method for medium voltage network system
CN209859774U (en) Power supply intelligent control type power energy-saving transformer with deep integration
CN209388858U (en) A kind of stepless capacity regulation division phase-shifting transformer
CN101478152B (en) Three phase five post direct adjusting inductor type arc-suppression coil
CN106057452A (en) Transformer capable of increasing impedance
CN201820605U (en) Disperse-compensation capacitance-current transformer for medium voltage system
CN110853894A (en) Urban rail transit traction transformer
CN208126991U (en) A kind of twin columns magnetic flux direct-coupling controlled reactor
CN112018781A (en) Intelligent transformer type controllable reactor
CN207074858U (en) A kind of reactive-load compensation harmonic suppresses the device of dual-use function
CN111478329A (en) Multi-coupling coil hybrid harmonic filter and harmonic current compensation method thereof
CN206331879U (en) A kind of intermediate-frequency transformer
CN206194521U (en) Direct current electric stove is with directly falling 54 pulse wave rectifier transformer of formula
Celentano et al. Three Winding Transformers for Smart Power Substations
CN220475464U (en) Capacitor voltage division type high-voltage side online energy taking and supplying device
CN204390862U (en) The efficient non-crystaline amorphous metal intermediate frequency transformer of a kind of direct current networking

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination