CN111251948B - Rail transit traction power supply system - Google Patents
Rail transit traction power supply system Download PDFInfo
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- CN111251948B CN111251948B CN202010369858.0A CN202010369858A CN111251948B CN 111251948 B CN111251948 B CN 111251948B CN 202010369858 A CN202010369858 A CN 202010369858A CN 111251948 B CN111251948 B CN 111251948B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
Abstract
The present disclosure provides a rail transit traction power supply system. The system comprises: the system comprises a direct current line laid along a track, and a first traction power supply station and a second traction power supply station which are arranged on the direct current line; a first power supply converter is arranged in the first traction power supply station, is connected with an external power supply and transmits the electric energy of the external power supply to a direct current circuit; and a traction power supply converter is arranged in the second traction power supply station, is connected with a traction power grid and transmits the electric energy transmitted to the direct current circuit by the first traction power supply station to the traction power grid. The method disclosed by the invention effectively reduces the dependence of the rail transit traction power supply system on an external power supply, improves the power supply stability and power supply capacity of the rail transit traction power supply system, and further improves the operation reliability and the transportation capacity of the electric locomotive.
Description
Technical Field
The embodiment of the disclosure relates to a power traction power supply technology, in particular to a rail transit traction power supply system.
Background
The rail transit traction power supply system is a system that receives electric energy from an external power source (e.g., a regional power station or a high-voltage power transmission line), and supplies electric energy of a required current system to a traction power grid in which an electric locomotive is located through transformation, phase transformation or current conversion (i.e., three-phase power-frequency ac is converted into single-phase ac or dc). Therefore, the performance of the rail transit traction power supply system directly influences the exertion of the traction power of the electric locomotive and the performance of a traction transmission control system.
In the existing rail transit traction power supply system, an electrified rail generally adopts a 25kV/50Hz single-phase alternating current out-of-phase single-side power supply system, a plurality of traction power supply stations are generally arranged along the rail, each traction power supply station is connected with an external power supply of a region where the traction power supply station is located, and three-phase alternating current is converted into single-phase alternating current through a connection type traction transformer such as an SCOTT or VV and then is respectively supplied to respective traction sections.
In the rail transit traction power supply system adopting the segmented power supply, each traction power supply station depends on the external power supply of the region where the traction power supply station is located, the rail transit traction power supply system is poor in power supply effect, the discontinuity of the power supply segment can cause the reduction of the operation reliability and the reduction of the transportation capacity of the electric locomotive, and the problem is more prominent in the region where the external power supply is weak, especially in the region without power.
Disclosure of Invention
The embodiment of the disclosure provides a rail transit traction power supply system, which is used for solving the problems that the conventional rail transit traction power supply system excessively depends on an external power supply and supplies power in a segmented manner, so that the power supply effect is poor, and the running reliability and the running capacity of an electric locomotive are reduced.
The embodiment of the present disclosure provides a rail transit traction power supply system, including:
the system comprises a direct current line laid along a track, and a first traction power supply station and a second traction power supply station which are arranged on the direct current line;
a first power supply converter is arranged in the first traction power supply station, is connected with an external power supply and transmits the electric energy of the external power supply to the direct current line;
and a traction power supply converter is arranged in the second traction power supply station, is connected with a traction power grid and is used for transmitting the electric energy transmitted to the direct-current line by the first traction power supply station to the traction power grid.
In a possible implementation manner, the first traction power supply is connected to at least two external power supplies, and the electric energy of each external power supply is transmitted to the direct-current line, so that multiple external power supplies simultaneously supply power to the direct-current line, the utilization rate of the external power supplies is effectively improved, the capacity requirement and the reliability requirement on the external power supplies are reduced, and when any external power supply exits, the system can also depend on the remaining external power supplies, and the reliability of the rail transit traction power supply system is effectively improved.
In a possible implementation manner, each external power supply is connected to one or more independent first power converters respectively, and alternating current of the external power supply is converted into direct current on the direct current line through the first power converter, so that any external power supply quits or any first power converter quits, power supply of the direct current line by the first traction power supply station is not affected, and reliability of the rail transit traction power supply system is improved.
In a possible implementation manner, at least one through power supply section is arranged on the direct current line, each through power supply section comprises at least two second traction power supply stations, and the electric energy of the direct current line is transmitted to the traction power grid, so that the through power supply sections are used for supplying power to weak areas and non-power areas of an external power supply, and the power supply capacity of the rail transit traction power supply system in the areas is improved.
In one possible embodiment, in the same through power supply section, the output voltage amplitude and phase of each second traction power supply are the same, and the electric energy with the same voltage amplitude and phase is transmitted to the traction power grid, so that the operation stability of the electric locomotive in the same through power supply section is improved.
In a possible implementation manner, the through power supply section is connected with an alternating current/direct current load or a distributed new energy power supply along a track through a second power converter, and the second power converter is respectively connected with the direct current line and the alternating current/direct current load or respectively connected with the direct current line and the distributed new energy power supply, so that the power supply function and the power receiving function of the track traffic traction power supply system are fully utilized, and power utilization convenience and electric energy consumption convenience are provided for peripheral areas.
In one possible embodiment, the dc line is a dual-loop dc line or a bipolar dc line, so that the power supply capability and fault tolerance capability of the dc line are improved by the dual-loop dc line or the bipolar dc line.
In a possible embodiment, in each of the first traction power supply stations, each loop of the dc line is connected to at least one independent first power converter, so that the exit of any first power converter or any loop of the dc line does not affect the electric energy transmitted by the first traction power supply station to the second traction power supply station, thereby improving the reliability of the rail transit traction power supply system.
In a possible embodiment, in each first traction power supply station, each pole of the direct-current line is connected with at least one independent first power converter, so that the exiting of any first power converter or any pole of direct-current line does not affect the electric energy transmitted by the first traction power supply station to the second traction power supply station, and the reliability of the rail transit traction power supply system is improved.
In one possible embodiment, a connection transformer or a traction power converter is provided in the first traction power supply station, and the electric energy of the external power source is transmitted to the traction power grid through the connection transformer or the traction power converter in the first traction power supply station, so that the first traction power supply can supply power to the traction power grid while transmitting the electric energy of the external power source to the direct current line.
The embodiment of the disclosure provides a rail transit traction power supply system, which comprises a direct current line laid along a rail, and a first traction power supply station and a second traction power supply station which are arranged on the direct current line. The first power supply converter in the first traction power supply station is connected with an external power supply and transmits the electric energy of the external power supply to a direct current line, and the traction power supply converter in the second traction power supply station is connected with a traction power grid and transmits the electric energy transmitted to the direct current line by the first traction power supply station to the traction power grid so as to provide traction power for the electric locomotive through the traction power grid. Therefore, the first traction power supply station is arranged in the region where the external power supply is reliable and robust, the second traction power supply station is arranged in the region where the external power supply is weak and the region where the external power supply is electroless, the dependence of the rail transit traction power supply system on the external power supply is reduced, the power supply stability and the power supply capacity of the rail transit traction power supply system are improved through the combination of the first traction power supply station, the second traction power supply station and the direct current line, and further the operation reliability and the operation capacity of the electric locomotive are improved.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and together with the description, serve to explain the principles of the disclosure.
Fig. 1 is a schematic structural diagram of a conventional rail transit traction power supply system;
fig. 2 is a schematic structural diagram of a rail transit traction power supply system provided in an embodiment of the present disclosure;
fig. 3 is a schematic structural diagram of a rail transit traction power supply system provided in an embodiment of the present disclosure;
fig. 4 is a schematic structural diagram of a rail transit traction power supply system provided in the embodiment of the present disclosure;
fig. 5 is a schematic structural diagram of a rail transit traction power supply system provided in the embodiment of the present disclosure.
With the foregoing drawings in mind, certain embodiments of the disclosure have been shown and described in more detail below. These drawings and written description are not intended to limit the scope of the disclosed concepts in any way, but rather to illustrate the concepts of the disclosure to those skilled in the art by reference to specific embodiments.
Reference numerals:
11-wire-connected transformer.
Detailed Description
Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the exemplary embodiments below are not intended to represent all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present disclosure, as detailed in the appended claims.
The rail transit traction power supply system is a system that receives electric energy from an external power source, for example, receives electric energy from a regional power station or a high-voltage power transmission line, converts the electric energy from three-phase power frequency alternating current to single-phase alternating current or direct current in a transformation, phase-change or current conversion manner, and supplies electric energy of a required current system to a traction power grid where an electric locomotive is located. Therefore, the performance of the rail transit traction power supply system directly influences the exertion of the traction power of the electric locomotive and the performance of a traction transmission control system.
Fig. 1 is a schematic structural diagram of a conventional rail transit traction power supply system. In fig. 1, N traction power supply stations are arranged along the track, including a traction power supply station 1 to a traction power supply station N, where N is related to the length of the track. Be equipped with wiring formula transformer 11 in every traction power supply station, wiring formula transformer 11 connects the inlet wire of two way external power source: external power inlet wire 1 and external power inlet wire 2. Wherein, the external power supply connected with each traction power supply is the external power supply which is closer to the traction power supply. The connection type transformer 11 is usually a traction transformer of a connection type such as SCOTT or VV, and converts three-phase alternating current into single-phase alternating current to supply power to each traction section (a section for providing traction power to the electric locomotive through a traction power grid). The switch T and the switch F are used for controlling switching of incoming lines of the external power supply, the T bus and the F bus respectively represent a current path connected with the switch T and the switch F, when the incoming line 1 of the external power supply is connected to a traction power grid, the switch T and the switch F connected with the incoming line 2 of the external power supply are disconnected, and when the incoming line 2 of the external power supply is connected to the traction power grid, the switch T and the switch F connected with the incoming line 1 of the external power supply are disconnected. "upstream" and "downstream" in fig. 1 represent the traction grids on the upstream and downstream tracks on which the electric locomotive travels.
The rail transit traction power supply system shown in fig. 1 has the following main problems: 1. the wiring transformer 11 directly converts the three-phase alternating current of the external power supply into a single-phase alternating current, resulting in unbalanced current load of the external power supply; 2. each traction power supply station depends on an external power supply which is connected with the traction power supply station, so that segmented power supply is formed, the power supply capacity of the traction power supply station in the area with strong and reliable external power supply is stronger, the power supply capacity of the traction power supply station in the area with weak external power supply is weaker, and the electrical locomotive needs to move forwards by sliding in the segmented switching area due to the segmented power supply, so that the operation reliability and the running capacity of the electrical locomotive are reduced. For electrified rail transit, it is an urgent need to obtain reliable electric energy and efficiently utilize the electric energy, and particularly for areas with weak external power sources, a reliable rail transit traction power supply system which does not depend on the external power sources is more needed.
According to the rail transit traction power supply system provided by the embodiment of the disclosure, three-phase alternating current of an external power supply is converted into direct current on a direct current line through a first power converter in a first traction power supply station, the direct current is transmitted to a traction power grid through a second traction power supply station, and the first main problem existing in the conventional rail transit traction power supply system, namely the problem that current load of the external power supply is unbalanced due to the fact that the three-phase alternating current of the external power supply is directly converted into single-phase alternating current through a wiring transformer 11 and is transmitted to the traction power grid, is solved by using the stability of the direct current; the rail traction power supply system provided by the embodiment of the disclosure transmits the electric energy on the direct current line to the traction power grid through the second traction power supply station without external power access, reduces the dependence of the rail traffic traction power supply system on an external power supply, improves the power supply stability and power supply capacity of the rail traffic traction power supply system, solves the second main problem caused by the sectional power supply of the existing rail traffic traction power supply system, and can also provide a power supply for the traction power supply of a weak external power supply area or a non-power area, the second main problem is that each traction power supply relies on the external power supply which is respectively accessed, so as to form sectional power supply, the traction power supply station in a strong and reliable external power supply area has stronger power supply capacity, the traction power supply station in the weak external power supply area has weaker power supply capacity, and the sectional power supply enables the electric locomotive to move forward by sliding in a sectional switching section, resulting in the problems of the operational reliability and the capacity of the electric locomotive being reduced. The non-electricity region refers to a region without an external power source, such as desert, gobi, etc. where some non-electricity resources exist.
The following describes the technical solutions of the present disclosure and how to solve the above technical problems in detail with specific embodiments. The following several specific embodiments may be combined with each other, and details of the same or similar concepts or processes may not be repeated in some embodiments. Embodiments of the present disclosure will be described below with reference to the accompanying drawings.
Fig. 2 is a schematic structural diagram of a rail transit traction power supply system according to an embodiment of the present disclosure, where "up" and "down" in the diagram indicate traction power grids on an up track and a down track on which an electric locomotive runs, an external power supply incoming line 1 and an external power supply incoming line 2 are used for connecting external power supplies, two external power supplies connected to a first traction power supply are not limited, and the position distribution of a first traction power supply station and a second traction power supply station only indicates that the first traction power supply station and the second traction power supply station are disposed on a direct current line, the position relationship between the first traction power supply station and the second traction power supply station is not limited, and the number of the first traction power supply stations and the specific number of the second traction power supply stations are also not limited.
As shown in fig. 2, the rail transit traction power supply system includes: direct current circuit, the first traction power supply station and the second traction power supply station that establish on direct current circuit that lay along the track, wherein:
a first power supply converter is arranged in the first traction power supply station, is connected with an external power supply and transmits the electric energy of the external power supply to a direct current circuit; and a traction power supply converter is arranged in the second traction power supply station, is connected with a traction power grid, and transmits the electric energy transmitted to the direct current line by the first traction power supply station to the traction power grid to supply power for the electric locomotive.
Specifically, the first power converter is connected with an external power supply through an external power supply inlet wire, converts alternating current of the external power supply into direct current, and transmits the direct current to a direct current line to supply power to the direct current line. The direct current line is laid along the track and used for transmitting direct current electric energy to a power supply section needing energy feedback, and the power supply section needing energy feedback comprises a power supply section in a weak area of an external power supply and a power supply section in a non-electricity area. And a traction power supply converter in the second traction power supply station converts the direct current electric energy on the direct current line into alternating current electric energy of a current system required by the traction power grid, and transmits the alternating current electric energy obtained by conversion to the traction power grid on the uplink track and the downlink track. Therefore, the first traction power supply station can be arranged in a region with a strong and reliable external power supply, stable and sufficient electric energy is provided for a direct current line, and the reliability of a rail transit traction power supply system is ensured. The second traction power supply station can be arranged in areas with reliable and strong external power supplies, and needs to be arranged in areas with weak external power supplies and areas without power, so that electric energy is supplied to power supply sections of the areas, power supply differences among different power supply sections are reduced, and operation reliability and operation capacity of the electric locomotive are improved.
In addition to the above two main problems, the following problems exist in the conventional rail transit traction power supply system: the two external power supplies operate in a master-standby mode, and only one external power supply is in an access state at a time, so that the requirements on the capacity and the reliability of the external power supplies are very high. In order to solve the problem, in an optional embodiment, the first traction power supply is connected to at least two external power supplies, and the electric energy of each external power supply is transmitted to the direct-current line through the first power converter, so that the multiple external power supplies simultaneously supply power to the direct-current line, the utilization rate of the external power supplies is improved, the capacity requirement and the reliability requirement on the external power supplies are reduced, and when any external power supply exits, the system can depend on the remaining external power supplies, and the reliability of the rail transit traction power supply system is effectively improved.
In an optional embodiment, when the first traction power supply station is connected with at least two external power supplies, each external power supply is respectively connected with one or more independent first power supply converters, so that any external power supply exits or any first power supply converter exits, the power supply of a direct current line supplied by the first traction power supply station is not affected, and the reliability of the rail transit traction power supply system is improved. Wherein, the independent first power converter means that each first power converter is respectively connected with an external power supply.
Specifically, when any external power source exits, the power of other external power sources can be continuously obtained. When any one first power supply current converter exits, the electric energy transmitted by other power supply current converters can be obtained, and the other first power supply current converters in an idle state can be switched to the external power supply inlet wire connected with the exiting first power supply current converter through a preset switch.
In an optional embodiment, at least one direct current line is arranged on a first traction power supply station connected with at least two external power supplies, so as to improve the capacity of the rail transit traction power supply system for obtaining the external power supplies. The more the number of the first traction power supply stations arranged on the direct-current line is, the larger the capacity of the rail transit traction power supply system is, and the higher the reliability is.
In an alternative embodiment, as shown in fig. 3, at least one through power supply section is provided on the dc line, each through power supply section is provided with at least two second traction power supply stations, and in the through power supply section, the electric energy of the dc line is transmitted to the traction power grid through the second traction power supply stations, so that the through power supply sections are used for supplying power to the weak external power supply area and the non-power area, thereby improving the power supply capacity of the rail transit traction power supply system in these areas.
In an optional embodiment, in the same through power supply section, the amplitude and the phase of the output voltage of each second traction power supply are the same (that is, the amplitude of the output voltage of each second traction power supply is the same and the phase of the output voltage is the same), and the electric energy with the same voltage amplitude and phase is transmitted to the traction power grid, and the traction power grid connected with the through power supply section may not be provided with an electric phase splitter, so as to improve the stability of the operation of the electric locomotive in the same through power supply section. In the same through power supply section, the larger the number of the second traction power supply stations is, the larger the power supply capacity is, and the higher the reliability is, wherein at least one traction power supply converter is arranged in each second traction power supply station.
In an alternative embodiment, as shown in fig. 3, the through power supply section is connected to the ac/dc loads along the track through a second power converter, wherein the second power converter is respectively connected to the ac/dc loads and the dc line in the through power supply section area, and the electric energy of the dc line is transmitted to the ac/dc loads through ac/dc conversion, so as to supply power to the ac/dc loads, thereby fully utilizing the power supply function of the track traffic traction power supply system and providing power utilization convenience for the peripheral area (especially the non-electricity area). The alternating current load and the direct current load along the track are railway electric load, residential electric load and industrial electric load along the track.
In an optional embodiment, as shown in fig. 3, the through power supply section may further be connected to the distributed new energy power source along the track through a second power converter, and the electric energy of the distributed new energy power source is transmitted to the direct current line, so that the power receiving capability of the track traffic traction power supply system is fully utilized, and not only is convenience provided for electric energy consumption for the peripheral region, but also the power supply capability of the track traffic traction power supply system is improved. The distributed new energy power source comprises wind power generation, solar power generation and the like.
Fig. 4 is a schematic structural diagram of a rail transit traction power supply system according to an embodiment of the present disclosure, where "up" and "down" in the diagram indicate traction power grids on an up track and a down track on which an electric locomotive runs, an external power supply incoming line 1 and an external power supply incoming line 2 are used for connecting external power supplies, two external power supplies connected to a first traction power supply are not limited, and the position distribution of a first traction power supply station and a second traction power supply station only indicates that the first traction power supply station and the second traction power supply station are disposed on a direct current line, the position relationship between the first traction power supply station and the second traction power supply station is not limited, and the number of the first traction power supply stations and the specific number of the second traction power supply stations are also not limited.
As shown in fig. 4, the rail transit traction power supply system includes: double-circuit direct current line, the first traction power supply station and the second traction power supply station of establishing on double-circuit direct current line that lay along the track, wherein:
a first power supply converter is arranged in the first traction power supply station, is connected with an external power supply and transmits the electric energy of the external power supply to a double-loop direct-current circuit; and a traction power supply converter is arranged in the second traction power supply station, is connected with a traction power grid, and transmits the electric energy transmitted to the double-loop direct-current line by the first traction power supply station to the traction power grid to supply power for the electric locomotive.
Specifically, the double-loop direct-current line comprises two direct-current positive lines and two direct-current negative lines, when one direct-current loop exits, direct-current electric energy can be transmitted through the other direct-current loop, and the power supply capacity and the fault-tolerant capacity of the direct-current line are effectively improved. The first traction power supply station comprises a first traction power supply station A and a first traction power supply station B, the first traction power supply station A and the first traction power supply station B are identical in structure and only represent two different traction power supply stations, and the first traction power supply station A and the second traction power supply station B are arranged in different areas where external power sources are powerful and reliable and serve as power source sides to provide stable and sufficient electric energy for direct-current lines. The contents of the first power converter, the through power supply section, the second traction power supply station, the second power converter, the ac/dc load, the distributed new energy power source, and the like in fig. 4 may refer to the description contents corresponding to fig. 2 to fig. 3 and the description contents of any feasible embodiment, and are not repeated.
In a possible embodiment, in each first traction power supply station, each return direct-current line is connected with at least one independent first power converter, so that any one first power converter or any one return direct-current line exits, and the other return direct-current line can also obtain electric energy transmitted by the other first power converter, the electric energy transmitted by the second traction power supply station to the first traction power supply station is not influenced, and the reliability of the rail transit traction power supply system is improved. And each loop of direct current line is connected with at least one independent first power supply converter, and the condition that each loop of direct current line shares one first power supply converter is not included. If each loop of the dc lines of the first traction power supply station shares one first power converter, when the first power converter exits, the first traction power supply station cannot transmit the electric energy of the external power source to the dc lines, but in the solution provided in this embodiment of the application, the remaining first traction power supply stations may also transmit the electric energy to the dc lines, and only the reliability of a single first traction power supply station is reduced.
In a possible embodiment, if each dc line of the first traction power supply station shares one first power converter, when any one dc line of the first traction power supply station exits, the first power converter can be switched to another dc line of the first traction power supply station through a preset switch, so as to improve the reliability of the rail transit traction power supply system.
In a possible embodiment, a wiring transformer 11 is arranged in the first traction power supply station, the electric energy of the external power supply is converted into electric energy of a current system required by the traction power grid through the wiring transformer 11, and the electric energy is transmitted to the traction power grid, so that the first traction power supply station can provide the electric energy of the external power supply to the double-loop direct-current circuit and simultaneously can supply power to the traction power grid through the wiring transformer 11. In addition to the wiring transformer 11, a traction power converter may be provided in the first traction power supply station, and as with the traction power converter in the second traction power supply station, the traction power converter in the first traction power supply station is connected to the dc line and the traction power grid, respectively, and transfers the electric energy of the dc line to the traction power grid.
Fig. 5 is a schematic structural diagram of a rail transit traction power supply system according to an embodiment of the present disclosure, where "up" and "down" in the diagram indicate traction power grids on an up track and a down track on which an electric locomotive runs, an external power supply incoming line 1 and an external power supply incoming line 2 are used for connecting external power supplies, two external power supplies connected to a first traction power supply are not limited, and the position distribution of a first traction power supply station and a second traction power supply station only indicates that the first traction power supply station and the second traction power supply station are disposed on a direct current line, the position relationship between the first traction power supply station and the second traction power supply station is not limited, and the number of the first traction power supply stations and the specific number of the second traction power supply stations are also not limited.
As shown in fig. 5, the rail transit traction power supply system includes: a bipolar direct current line running along the track, a first traction power supply station and a second traction power supply station provided on the bipolar direct current line, wherein:
a first power supply converter is arranged in the first traction power supply station, is connected with an external power supply and transmits the electric energy of the external power supply to a bipolar direct-current circuit; and a traction power supply converter is arranged in the second traction power supply station, is connected with a traction power grid, and transmits the electric energy transmitted to the bipolar direct-current line by the first traction power supply station to the traction power grid to supply power for the electric locomotive.
Specifically, the bipolar direct-current line comprises a direct-current positive line, a direct-current neutral line and a direct-current negative line, but the term "bipolar" refers to the direct-current positive line and the direct-current negative line, when any one of the direct-current lines exits, direct-current electric energy can be transmitted through the other direct-current line and the direct-current neutral line, and when the direct-current neutral line exits, direct-current electric energy can be transmitted through the direct-current positive line and the direct-current negative line, so that the power supply capacity and fault tolerance of the direct-current line are effectively improved. In fig. 5, the contents of the first traction power supply station a, the first traction power supply station B, the first power converter, the through power supply section, the second traction power supply station, the second power converter, the ac/dc load, the distributed new energy power supply, and the like may refer to the corresponding descriptions in fig. 2 to 4 and the descriptions in any one of the possible embodiments, and are not repeated.
In a possible implementation manner, in each first traction power supply station, each pole of direct current line is connected with at least one independent first power converter, so that any one first power converter or any one pole of direct current line exits, and the other pole of direct current line can also obtain electric energy transmitted by the other first power converter, so that electric energy transmitted by the second traction power supply station to the first traction power supply station is not influenced, and the reliability of the rail transit traction power supply system is improved. And each pole of direct current line is connected with at least one independent first power converter, and the condition that each pole of direct current line shares one first power converter is not included. If each pole of the dc lines of the first traction power supply station shares one first power converter, when the first power converter exits, the first traction power supply station cannot transmit the electric energy of the external power source to the dc lines, but in the solution provided in this embodiment of the application, the remaining first traction power supply stations may also transmit the electric energy to the dc lines, and only the reliability of a single first traction power supply station is reduced.
In a possible embodiment, if each pole of dc lines in the first traction power supply station shares a first power converter, when any pole of dc line exits, the first power converter may be switched to another pole of dc line through a preset switch, and dc power is transmitted through the another pole of dc line and the dc neutral line, so as to improve the reliability of the rail transit traction power supply system. Similarly, when the dc neutral line is withdrawn, the first power converter connecting the dc neutral line and the dc line of one pole may be switched from the dc neutral line to the dc line of the other pole by a preset switch.
In the rail transit traction power supply systems shown in fig. 2 to 5, due to the existence of the direct-current line and the traction power supply converter, the power of a single second traction power supply station can be adjusted through the traction power supply converter, and each second traction power supply station can keep the optimal or constant power operation, so that the power supply capacity of the rail transit traction power supply system is improved.
It is to be understood that the various numerical designations referred to in the embodiments of the disclosure are merely for convenience of description and are not intended to limit the scope of the embodiments of the disclosure.
It should be understood that, in the embodiment of the present disclosure, the sequence numbers of the above-mentioned processes do not mean the execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiment of the present disclosure.
Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure disclosed herein. This disclosure is intended to cover any variations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.
It will be understood that the present disclosure is not limited to the precise arrangements described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.
Claims (7)
1. A rail transit traction power supply system, the system comprising: the system comprises a direct current line laid along a track, and a first traction power supply station and a second traction power supply station which are arranged on the direct current line;
a first power supply converter is arranged in the first traction power supply station, is connected with an external power supply and transmits the electric energy of the external power supply to the direct current line; it is characterized in that the preparation method is characterized in that,
a traction power supply converter is arranged in the second traction power supply station, is connected with a traction power grid and is used for transmitting the electric energy transmitted to the direct-current line by the first traction power supply station to the traction power grid;
the direct current line is a double-loop direct current line, and the double-loop direct current line comprises two direct current positive lines and two direct current negative lines;
in each first traction power supply station, each loop of direct current line is connected with at least one independent first power converter, and when any loop of direct current line exits, the other loop of direct current line obtains electric energy transmitted by the other first power converter;
or the direct current line is a bipolar direct current line, and the bipolar direct current line comprises a direct current positive line, a direct current neutral line and a direct current negative line;
in each first traction power supply station, each pole of direct current line is connected with at least one independent first power converter, and when any pole of direct current line exits, the other pole of direct current line obtains the electric energy transmitted by the other first power converter.
2. The system of claim 1, wherein the first traction power supply is connected to at least two external power sources, and the power of each external power source is transmitted to the direct current line.
3. The system of claim 2, wherein each of the external power sources is connected to one or more independent first power converters, and the first power converters convert ac power from the external power sources into dc power on the dc lines.
4. The system according to any one of claims 1 to 3, wherein at least one through power supply section is provided on the DC line, each through power supply section comprises at least two second traction power supplies, and the electric energy of the DC line is transmitted to the traction power grid.
5. The system of claim 4, wherein in the same through power supply section, the output voltage of each second traction power supply has the same amplitude and phase, the electric energy with the same voltage amplitude and phase is transmitted to the traction power grid, and no electric phase splitting is arranged on the traction power grid communicated with the through power supply section.
6. The system of claim 4, wherein the pass-through power supply section is connected to the AC/DC load or the distributed new energy power source along the track by a second power converter, the second power converter being connected to the DC link and the AC/DC load, respectively, or to the DC link and the distributed new energy power source, respectively.
7. A system according to any one of claims 1 to 3, wherein a wired transformer or traction power converter is provided within the first traction power supply station, and electrical energy from the external power source is delivered to the traction power grid via the wired transformer or traction power converter within the first traction power supply station.
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