CN112208340A

CN112208340A - Train three-phase power supply structure and system

Info

Publication number: CN112208340A
Application number: CN202011208000.2A
Authority: CN
Inventors: 冯治富; 钟磊; 杨志勇
Original assignee: Chengdu Shanghua Electric Co ltd
Current assignee: Chengdu Shanghua Electric Co ltd
Priority date: 2020-11-03
Filing date: 2020-11-03
Publication date: 2021-01-12

Abstract

The invention provides a three-phase power supply structure of a train, which comprises a power receiving plough and a vehicle-mounted three-phase traction converter, wherein the power receiving plough comprises two power receiving ends and two power outlet ends, the two power receiving ends of the power receiving plough are respectively contacted with two power supply rails which are paved on the ground and are insulated from each other, the two power outlet ends of the power receiving plough are respectively connected with two input ends of the vehicle-mounted three-phase traction converter, the other input end of the vehicle-mounted three-phase traction converter is electrically connected with two running rails paved on the ground, and the output end of the vehicle-mounted three-phase traction converter supplies power to a train power mechanism. According to the invention, the power is directly taken from the power supply rail laid on the ground by the power receiving plough and three-phase power is provided for the train-mounted traction converter, so that the corrosion problem caused by stray current in direct current power supply can be avoided, and the space cost problem caused by taking power from an overhead line can also be avoided.

Description

Train three-phase power supply structure and system

Technical Field

The invention relates to the technical field of alternating current electrified railway power supply, in particular to a train three-phase power supply structure and system.

Background

At present, under the condition of same power supply capacity (capacity), three-phase generators, motors, transformers and power transmission lines are more material-saving than single-phase similar elements in manufacturing and construction, and have simple structure and excellent performance, and instantaneous values of three-phase electric power are kept constant, so that three-phase alternating current is widely applied in industry.

It is understood that the earliest ideal electric vehicle was attempting three-phase power. As early as the later 18 th century, electric car lines erected above electric cars with three overhead lines appear in europe, and electric car lines erected above electric cars with two overhead lines for power supply are also tried, but because three overhead lines require three-pole pantographs and two overhead lines require two-pole pantographs, the contact structure of the overhead lines and the pantographs is too complex, the reliability of the overhead lines and the pantographs also becomes a barrier difficult to surmount, and in addition, the technical problem of turnout crossing is solved.

The low-voltage direct current and single-phase alternating current power supply mode has the advantages of simple structure, low construction cost, convenient application and maintenance and the like, so that the development advantages and the irreplaceable and irreversible status are determined later. Due to the characteristics of large traffic density, short station spacing, small traffic volume and the like, urban rails such as subways, light rails and the like always use low-voltage direct-current power supply, while main railways have long station spacing and large traffic volume, and the main railways do not adopt a low-voltage direct-current power supply mode since the first 27.5kV power frequency single-phase alternating-current electrified railway appears in the world.

At present, urban rails such as subways and light rails still mainly adopt a low-voltage direct-current power supply mode, and although the direct-current power supply mode has the outstanding advantages of no phase splitting, uninterrupted power supply and the like, stray current generated by the direct-current power supply mode is not negligible. The stray current will cause electrochemical corrosion to the reinforcing steel structure of the ballast bed, the reinforcing steel structure in the tunnel, the metal pipeline along the line and other facilities, thereby affecting the safety and the service life of the structures and the metal facilities. In addition, urban rails such as main railways, subways and light rails occupy a large space by adopting overhead contact networks and traveling rail (steel rail) traction networks, the section of a tunnel needs to be enlarged, and construction difficulty and cost are increased.

Therefore, there is a need to provide a solution to the problem of stray currents and the problem of space associated with overhead lines.

Disclosure of Invention

In view of the above, a first aspect of the present invention is to provide a three-phase power supply structure for a train, in which a power receiving plow directly obtains power from a power supply rail laid on the ground and provides three-phase power to a traction converter mounted on the train, so as to avoid a corrosion problem caused by stray current in dc power supply and a space cost problem caused by obtaining power from an overhead line. The purpose of the invention is realized by the following technical scheme:

the utility model provides a train three-phase power supply structure, includes electrified plough and on-vehicle three-phase traction converter, the electrified plough includes two electrified ends and two play electric ends, two electrified ends of electrified plough are used for laying ground and insulating power supply rail contact each other with two respectively, two play electric ends of electrified plough respectively with on-vehicle three-phase traction converter's two inputs are connected, on-vehicle three-phase traction converter's another input is used for walking the rail electricity with two of laying ground and is connected, on-vehicle three-phase traction converter's output is to the power unit power supply of train.

Furthermore, the vehicle-mounted three-phase traction converter and the train power mechanism are respectively positioned in different carriages of the train.

Further, the receiving plough includes electrically conductive first receiving shoe and electrically conductive second receiving shoe, first receiving shoe and second receiving shoe are used for laying ground and insulating power supply rail contact each other with two respectively, the receiving plough still includes head rod and second connecting rod, the head rod with first receiving shoe mechanical connection just insulates each other, the second connecting rod with second receiving shoe mechanical connection just insulates each other, wherein, head rod and second connecting rod still are connected with train machinery respectively, first receiving shoe and second receiving shoe respectively through the cable with two inputs of on-vehicle three-phase traction converter are connected.

Further, the receiving plough includes electrically conductive third receiving shoe and electrically conductive fourth receiving shoe, third receiving shoe and fourth receiving shoe are used for laying ground and insulated power supply rail contact each other with two respectively, the receiving plough still includes the third connecting rod, third receiving shoe and fourth receiving shoe all with third connecting rod mechanical connection just insulates each other, wherein, the third connecting rod is connected with train machinery, third receiving shoe and fourth receiving shoe respectively through the cable with two inputs of on-vehicle three-phase traction converter are connected.

Further, the third connecting rod comprises a boot frame and a swing rod, the third power receiving shoe and the fourth power receiving shoe are mounted on the lower portion of the boot frame, and two ends of the swing rod are respectively mechanically connected with the boot frame and the train.

The invention also provides a train three-phase power supply system, which comprises a three-phase traction transformer, two power supply rails laid on the ground and insulated from each other, two running rails laid on the ground and the train three-phase power supply structure, wherein the two power supply rails are positioned between the two running rails, the two running rails are grounded in parallel, the three-phase traction transformer is arranged in a traction substation, three output ends of the three-phase traction transformer are respectively connected with the two power supply rails and one running rail, and three input ends of the three-phase traction transformer are connected with a power grid.

Further, the three-phase traction transformer is an YNd11 three-phase traction transformer.

Further, the line voltage output by the three-phase traction transformer is 2.75kV

According to the invention, the power is directly taken from the power supply rail laid on the ground by the power receiving plough and three-phase power is provided for the train-mounted traction converter, so that the corrosion problem caused by stray current in direct current power supply can be avoided, and the space cost problem caused by taking power from an overhead line can also be avoided.

Drawings

Fig. 1 is a schematic diagram of a three-phase power supply system for a train according to an exemplary embodiment.

Fig. 2 is a schematic diagram illustrating a structure of a power receiving plow according to an exemplary embodiment.

Fig. 3 is a schematic diagram illustrating a T-shaped insulating sleeve according to an exemplary embodiment.

Fig. 4 is a schematic view of another current-receiving plow configuration shown in accordance with an exemplary embodiment.

FIG. 5 is a schematic illustration of an I-shaped connecting rod according to an exemplary embodiment.

Reference numerals: the power-driven train comprises 1-a power-receiving plough, 2-a vehicle-mounted three-phase traction converter, 3-a power supply rail, 4-a traveling rail, 5-a train power mechanism, 6-a three-phase traction transformer, 7-a train, 11-a first power-receiving shoe, 12-a second power-receiving shoe, 13-a first connecting rod, 14-a second connecting rod, 15-a third power-receiving shoe, 16-a fourth power-receiving shoe, 17-a third connecting rod, 18-a shoe frame, 19-a swing rod and 71-a train bogie.

Detailed Description

In order to make the technical solutions of the present invention better understood, those skilled in the art will further describe the present invention with reference to the accompanying drawings and the detailed description.

Example 1

As shown in fig. 1, the present embodiment provides a train three-phase power supply structure, which includes a power receiving plow 1 and a vehicle-mounted three-phase traction converter 2, where the power receiving plow 1 includes two power receiving ends and two power output ends, the two power receiving ends of the power receiving plow 1 are respectively used for contacting with two power supply rails 3 laid on the ground and insulated from each other, the two power output ends of the power receiving plow 1 are respectively connected with two input ends of the vehicle-mounted three-phase traction converter 2, the other input end of the vehicle-mounted three-phase traction converter 2 is used for electrically connecting with two running rails 4 laid on the ground, and the output end of the vehicle-mounted three-phase traction converter 2 supplies power to a train power mechanism 5.

The embodiment is three-phase alternating current power supply, can avoid the corrosion problem caused by stray current in direct current power supply, and can also reduce step voltage. In actual operation, the two traveling rails 4 can be grounded in parallel, the two power supply rails 3 and the traveling rails 4 can directly obtain three-phase power provided by a power grid through a traction transformer in a traction substation, then the three-phase power is provided to the vehicle-mounted three-phase traction converter 2 through the power receiving plough 1, and the vehicle-mounted three-phase traction converter 2 provides electric energy for the train power mechanism 5. This embodiment adopts the electrified plough 1 to get the electricity and the power supply, can improve and get electricity and power supply reliability, and in addition, this embodiment directly gets the electricity and provides three-phase electricity for the on-vehicle traction converter of train from the power supply rail of laying on ground through the electrified plough, can avoid because the space cost problem of getting the electricity and bringing from the overhead line. It should be further noted that, in this embodiment, a vehicle-mounted traction transformer is not included, so that the weight of the train is reduced, and the axle weight can also be reduced, thereby improving the train carrying efficiency, improving the train power density, and enabling the train to adapt to a higher-speed running environment.

Preferably, in this embodiment, the on-board three-phase traction converter 2 and the train power mechanism 5 may be disposed in different carriages of the train 7, which has the advantages of optimizing the system structure, uniformly distributing the on-board equipment, and balancing the axle load, thereby further improving the train carrying efficiency, improving the train power density, and making the train adapt to a higher-speed running environment.

Preferably, as shown in fig. 2, the power receiving plough 1 may include a first power receiving shoe 11 and a second power receiving shoe 12, the first power receiving shoe 11 and the second power receiving shoe 12 are used for contacting with two power supply rails 3 laid on the ground and insulated from each other, respectively, the power receiving plough 1 further includes a first connecting rod 13 and a second connecting rod 14, the first connecting rod 13 is mechanically connected with the first power receiving shoe 11 and insulated from each other, the second connecting rod 14 is mechanically connected with the second power receiving shoe 12 and insulated from each other, wherein the first connecting rod 13 and the second connecting rod 14 are also mechanically connected with the train 7, and the first power receiving shoe 11 and the second power receiving shoe 12 are connected with two input ends of the on-board three-phase traction converter 2 through cables, respectively.

It should be noted here that the first connecting rod 13 and the second connecting rod 14 may be made of an insulating material, and preferably, the first connecting rod 13 and the second connecting rod 14 may be in the form of an insulating sleeve, the first collector shoe 11 and the second collector shoe 12 may be provided with a shoe body and a shoe handle, the shoe body is located below the shoe handle, the shoe handle is mounted at the lower end of the insulating sleeve, the shoe handle and the insulating sleeve may be connected in a clearance fit manner, the upper end of the insulating sleeve may be connected to the train bogie 71, and further preferably, as shown in fig. 3, the insulation sleeves may be arranged in a T shape, a horizontal shaft at the upper end of each insulation sleeve may be fixed with two bearing seats arranged below the train bogie 71 by two bearings, therefore, the problems of poor current collection and the like caused by train fluctuation and vibration are solved, in addition, the top of the boot handle can be connected with a cable, and the cable is connected to the corresponding input end of the vehicle-mounted traction converter after passing through the insulating sleeve. In actual operation, the lower surface of the boot body is in contact with the corresponding power supply rail 3 to receive power.

As another preferred example, as shown in fig. 4, the power receiving plough 1 comprises a third power receiving shoe 15 and a fourth power receiving shoe 16, which are electrically conductive, the third power receiving shoe 15 and the fourth power receiving shoe 16 are used for contacting with two power supply rails 3 laid on the ground and insulated from each other, respectively, the power receiving plough 1 further comprises a third connecting rod 17, the third power receiving shoe 15 and the fourth power receiving shoe 16 are both mechanically connected with the third connecting rod 17 and insulated from each other, wherein the third connecting rod 17 is mechanically connected with the train, and the third power receiving shoe 15 and the fourth power receiving shoe 16 are connected with two input ends of the on-board three-phase traction converter 2 through cables, respectively.

Compared with the power receiving plough scheme shown in fig. 2, the power receiving plough scheme shown in fig. 4 only adopts one connecting rod, namely the third connecting rod 17, so that the integrity of the power receiving plough can be enhanced, and the transverse space can be saved. Here, as shown in fig. 5, the swing link 19 may be configured in an "i" shape, a horizontal axis at the upper end of the swing link 19 may be fixed to two bearing seats disposed under the train bogie 71 through two bearings, and a horizontal axis at the lower end of the swing link 19 may be fixed to two bearing seats disposed at the upper portion of the shoe rack 18 through two bearings, so as to solve problems of poor current receiving caused by train fluctuation and vibration, and the like, in addition, the swing link 19 may be configured in a hollow portion, the shoe rack 18 may be configured with a cable groove penetrating through the hollow portion of the swing link 19, the tops of the third and fourth current receiving

shoes

15 and 16 may be respectively connected with cables, and the cables are connected to corresponding input ends of the vehicle-mounted traction converter after passing through. In actual operation, the lower surfaces of the third power receiving shoe 15 and the fourth power receiving shoe 16 are in contact with the corresponding power supply rail 3 to receive power. Wherein the third and

fourth collector shoes

15, 16 and the shoe frame 18 are insulated from each other.

Example 2

As shown in fig. 1, the present embodiment provides a train three-phase power supply system, which includes a three-phase traction transformer 6, two power supply rails 3 laid on the ground and insulated from each other, two running rails 4 laid on the ground, and a train three-phase power supply structure provided in embodiment 1, wherein the two power supply rails 3 are located between the two running rails 4, the two running rails 4 are grounded in parallel, the three-phase traction transformer 6 is disposed in a traction substation, three output ends of the three-phase traction transformer 6 are respectively connected to the two power supply rails 3 and one of the running rails 4, and three input ends of the three-phase traction transformer 6 are connected to a power grid.

The embodiment changes the traditional power supply mode (such as a direct current power supply mode and an overhead line + running rail power supply mode), optimizes the system structure, does not generate negative sequence current in a power grid, and enables the advantages of three-phase alternating current to be brought into play to the optimal level in traction power supply.

Preferably, the three-phase traction transformer 6 in the present embodiment may be an YNd11 three-phase traction transformer, and the line voltage output by the three-phase traction transformer may be 2.75 kV.

The above is only a preferred embodiment of the present invention, and it should be noted that the above preferred embodiment should not be considered as limiting the present invention, and the protection scope of the present invention should be subject to the scope defined by the claims. It will be apparent to those skilled in the art that various modifications and adaptations can be made without departing from the spirit and scope of the invention, and these modifications and adaptations should be considered within the scope of the invention.

Claims

1. The utility model provides a train three-phase power supply structure, its characterized in that, includes electrified plough (1) and on-vehicle three-phase traction converter (2), electrified plough (1) includes two electrified ends and two play electric ends, two electrified ends of electrified plough (1) are used for laying ground and insulating power supply rail (3) contact each other respectively with two, two play electric ends of electrified plough (1) respectively with two inputs of on-vehicle three-phase traction converter (2) are connected, another input of on-vehicle three-phase traction converter (2) is used for walking two on-vehicle rails (4) electricity with laying ground and is connected, the output of on-vehicle three-phase traction converter (2) is to the power supply of train power unit (5).

2. The train three-phase power supply structure as claimed in claim 1, characterized in that the vehicle-mounted three-phase traction converter (2) and the train power mechanism (5) are respectively located in different cars of the train (7).

3. Three-phase power supply configuration for trains, according to claim 1, characterized in that said collector plough (1) comprises a first collector shoe (11) and a second collector shoe (12) which are electrically conductive, the first power receiving shoe (11) and the second power receiving shoe (12) are respectively used for contacting with two power supply rails (3) which are laid on the ground and are insulated from each other, the electric plough (1) also comprises a first connecting rod (13) and a second connecting rod (14), the first connecting rod (13) is mechanically connected with the first collector shoe (11) and is insulated from each other, the second connecting rod (14) is mechanically connected with the second collector shoe (12) and is insulated from each other, wherein the first connecting rod (13) and the second connecting rod (14) are also respectively and mechanically connected with the train, the first power receiving shoe (11) and the second power receiving shoe (12) are respectively connected with two input ends of the vehicle-mounted three-phase traction converter (2) through cables.

4. Train three-phase power supply configuration according to claim 1, characterized in that the power receiving plough (1) comprises a third power receiving shoe (15) and a fourth power receiving shoe (16), which are electrically conductive, the third power receiving shoe (15) and the fourth power receiving shoe (16) are used for contacting with two power supply rails (3) laid on the ground and insulated from each other, respectively, the power receiving plough (1) further comprises a third connecting rod (17), the third power receiving shoe (15) and the fourth power receiving shoe (16) are both mechanically connected with the third connecting rod (17) and insulated from each other, wherein the third connecting rod (17) is mechanically connected with the train, and the third power receiving shoe (15) and the fourth power receiving shoe (16) are connected with two input ends of the on-board three-phase traction converter (2) through cables, respectively.

5. The train three-phase power supply structure as claimed in claim 4, wherein the third connecting rod (17) comprises a boot rack (18) and a swing rod (19), the third power receiving shoe (15) and the fourth power receiving shoe (16) are mounted at the lower part of the boot rack (18), and two ends of the swing rod (19) are mechanically connected with the boot rack (18) and the train respectively.

6. A train three-phase power supply system is characterized by comprising a three-phase traction transformer (6), two power supply rails (3) which are laid on the ground and are insulated from each other, two walking rails (4) which are laid on the ground and a train three-phase power supply structure according to any one of claims 1 to 5, wherein the two power supply rails (3) are positioned between the two walking rails (4), the two walking rails (4) are grounded in parallel, the three-phase traction transformer (6) is arranged in a traction substation, three output ends of the three-phase traction transformer (6) are respectively connected with the two power supply rails (3) and one walking rail (4), and three input ends of the three-phase traction transformer (6) are connected with a power grid.

7. A train three-phase power supply system according to claim 6, characterized in that said three-phase traction transformer (6) is a YNd11 three-phase traction transformer.

8. A three phase power supply system for train as claimed in claim 6 wherein said three phase traction transformer outputs line voltage of 2.75 kV.