CN201457125U - Railway AT power supply device - Google Patents
Railway AT power supply device Download PDFInfo
- Publication number
- CN201457125U CN201457125U CN2009200817962U CN200920081796U CN201457125U CN 201457125 U CN201457125 U CN 201457125U CN 2009200817962 U CN2009200817962 U CN 2009200817962U CN 200920081796 U CN200920081796 U CN 200920081796U CN 201457125 U CN201457125 U CN 201457125U
- Authority
- CN
- China
- Prior art keywords
- traction
- railway
- autotransformer
- train
- transformer
- 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.)
- Expired - Lifetime
Links
Images
Landscapes
- Supply And Distribution Of Alternating Current (AREA)
Abstract
The utility model relates to a railway AT power supply device. The device is formed by the way that an output terminal on a secondary side of a 55KV traction transformer of a traction substation is connected with a contact wire of a railway traction network, and the other output terminal is connected with a negative feeder of the railway traction network; autotransformers are arranged in the railway traction network every 10-20 kilometers, and the distance from the autotransformer adjacent to traction transformer to the traction transformer ranges from 5 to 15 kilometers; and one endl of each autotransformer is connected with the contact wire of the railway traction network, the middle point thereof is connected with the steel rail, and the other end thereof is connected with the negative feeder of the railway traction network. No autotransformer substation is arranged at the outlet of the traction transformer, so as to reduce the investment; no intermediate tap is installed on the traction transformer, and no rail backflow wire is required to be arranged at the outlet of the traction substation, therefore, the manufacture difficulty of the traction transformer is reduced and the utilization rate of the traction-transformer's capacity is increased; and the current of the contact wire and the negative feeder in a first AT section is halt of the load current all the time, so that the line transmitting capacity is improved.
Description
Technical field
The utility model relates to a kind of tractive power supply system of electrified railway, relates in particular to a kind of railway A T electric supply installation.
Background technology
Tractive power supply system is a kind of special single phase power supply mode, and the traction power supply mode of using in the world mainly contains direct feeding system and AT power supply mode at present.A little less than short, the anti-communication countermeasures ability of tradition direct feeding system power supply distance, can not adapt to the demand for development of high speed, heavy haul railway.AT power supply mode power supply distance is long, through-put power is big, anti-communication countermeasures ability is strong, is the main direction of high speed, heavy haul railway development.
The AT power supply mode of using mainly contains Japanese AT powering mode and French AT powering mode at present.
One, Japanese AT powering mode
The structure of Japan AT powering mode: Japanese pattern is the 55kVAT electric power system, as shown in Figure 1, and the traction transformer of traction substation time limit output 55kV voltage, traction substation SS outlet band autotransformer ATS01 and ATS02.Traction transformer time port Q2 in limit links to each other with a end of outlet autotransformer ATS01, ATS02, and traction transformer time another port, limit Q1 links to each other with the b end of outlet autotransformer ATS01, ATS02.The a end of other autotransformers (as the ATS1 among Fig. 1, ATS2, ATS3, ATS4) of arranging along the line is connected with contact system contact wire T, and the mid point o of these voltage transformers is connected with rail R, and the b end is connected with contact system negative feeder F.
The principle of work of Japan AT powering mode:
1) train operation is in first AT section of traction substation outlet
Is example with train operation in first AT section (ATS01-ATS3 among Fig. 1), and the principle of work of this powering mode is described.The transmission path of train electric current as shown in Figure 1, the train total current is i, wherein k is the partition ratio of train electric current in rail R both sides, this coefficient is relevant with train position, and its value changes between 0-1, when train is positioned at autotransformer ATS01, k is near 0, train is away from autotransformer ATS01, and when autotransformer ATS3 was close, k was increased to 1 gradually gradually; Because the variation of train position, autotransformer ATS01 changes to the contact wire T electric current between the autotransformer ATS3, rail R electric current, negative feeder F electric current, and its electric current span is respectively 0-i, 0-i, 0-i; Traction transformer SS export to that electric current, traction transformer SS between the contact wire T export to that electric current between the negative feeder F is always the train current i half be 0.5i, this electric current also equals the electric current that SS limit winding of traction transformer flows through, determined the inferior limit coil volume of traction transformer SS, (55kV * 0.5i) equals load carrying capacity (27.5kV * i) to SS limit coil volume of traction transformer.
2) the AT section of train operation outside first AT section
ATS1-ATS2 section with train operation traction substation left side feeding section in Fig. 1 is an example, the principle of train operation outside first AT section is described. the train total current is i, wherein k is the partition ratio of train electric current in rail R both sides, its value changes between 0-1, when train is positioned at autotransformer ATS1, k is near 1, train is away from autotransformer ATS1, gradually when autotransformer ATS2 is close, k is reduced to 0. gradually because the variation of train position, autotransformer ATS1 is to the contact wire T electric current between the autotransformer ATS2, rail R electric current, negative feeder F electric current changes, and its electric current span is respectively 0-i, 0-i, 0-i; ATS2 exports to electric current, traction transformer SS between the contact wire T to the contact wire T electric current between the ATS02, negative feeder F electric current, traction transformer SS and exports to half 0.5i. that electric current between the negative feeder F is always the train current i
The advantage of Japan AT powering mode is: 1) the inferior limit coil volume of traction transformer equals load carrying capacity, and is irrelevant with the variation of train position; When 2) train moved outside first AT section, the contact wire circuit of first AT section and negative feeder circuit maximum capacity were half of load carrying capacity.But its deficiency is: the traction transformer outlet has autotransformer, invests bigger.
Two, French AT powering mode
France AT powering mode structure as shown in Figure 2.It is 2 * 27.5kV AT power supply mode, traction transformer SS centre tap, whenever, export 3 ports mutually, be respectively Q1, Q2, Q3, voltage between port Q1 and the Q2 is 27.5kV, and the voltage between port Q2 and the Q3 is 27.5kV, and rail passes through the N wire joint to traction transformer centre tap port Q2, port Q1 is connected to negative feeder F, and port Q3 is connected to contact wire T.
The principle of work of France AT powering mode: under this pattern, SS limit centre tap of traction transformer, inferior limit is equivalent to the duplex winding of a shared port; The transmission of train electric current is mainly by two kinds of path combineds action, the AT of the first 55kV transmission path of powering: traction transformer time limit port Q3-train-autotransformer-SS limit of traction transformer port Q1; It two is direct supply transmission paths: the 27.5kV that SS limit of traction transformer port Q3-train-traction transformer SS limit port Q2 constitutes.France AT powering mode is the combination of direct feeding system and AT power supply mode, and the impedance relationship in these two paths is depended in the distribution of train electric current in direct supply transmission path and AT power supply transmission path.Train is near more from traction substation, and the impedance of direct supply transmission path is more little, and the electric current that flows through the direct supply transmission path is just big more, and whole electric power system performance is more near the performance of direct supply system; When train during away from traction substation, impedance increases fast the direct supply transmission path impedance for AT power supply transmission path, the electric current that flows through AT power supply transmission path increases, and train is far away more from traction substation, and whole electric power system performance is more near AT electric power system performance.
The transmission course of train electric current as shown in Figure 2, the train total current is i, whole current delivery process is influenced by coefficient k and p jointly, wherein k is the current division ratio of train electric current in direct supply transmission path and AT power supply transmission path, 0≤k＜1, p is the electric current current divider coefficient of two self coupling substations to the left and right in the AT power supply transmission path, 0≤p≤1.The electric current of direct supply transmission path is (1-k) i, and transmission path is shown in solid arrow among Fig. 2; The electric current of AT power supply transmission path is ki, and this electric current is pressed partition ratio p two self coupling substation shuntings to the left and right, and transmission path is shown in Fig. 2 hollow core arrow.
The relation of train position and k: when train to traction substation SS outlet near the time, k is reduced to 0 gradually, and the electric current of direct supply transmission path increases gradually, and AT power supply transmission path electric current reduces, near more from traction substation SS, more near the direct feeding system effect; When train exported away from traction substation SS, k increased gradually, and the electric current of direct supply transmission path reduces gradually, and AT power supply transmission path electric current increases gradually, and is far away more from traction substation SS, more near AT power supply effect.Train arrives the feeding section of traction substation SS when terminal, and k obtains maxim, but because there is shunting all the time in the direct supply transmission path, makes k out of reach 1.
The relation of train position and p: when train becomes between two self coupling power transformation devices, p along with train apart from the variation of self coupling substation position and change, as when train when the self coupling power transformation device ATS1 (ATS4), p equals 1, away from self coupling power transformation device ATS1, during near self coupling power transformation device ATS2 (ATS3), p is reduced to 0 gradually.
No matter train is in any position, 27.5kV the direct supply transmission path exists all the time, promptly no matter train is in any position, k ≠ 1. under transmission equal-wattage situation, 27.5kV direct supply is bigger than the electric current of 55kVAT power supply, making that the contact wire electric current of contact wire T current ratio Japan AT pattern of French AT pattern is big. the load carrying capacity that winding bore between the traction transformer SS port Q2-Q3 is the i of 27.5kV * (1-0.5k), when train during in traction power transformation SS outlet, k is 0, and the winding between the Q2-Q3 is born the load All Told Measurement at this moment; The load carrying capacity that winding bore between the traction transformer SS port Q1-Q2 is 27.5kV * 0.5ki, and when k was 1, the winding between the Q1-Q2 was born half of load capacity; The total volume of traction transformer time limit winding is Q1-Q2 winding and Q2-Q3 coil volume sum, and total volume equals 1.5 times of load capacity.
The characteristics of France AT powering mode: 1) traction transformer time limit needs centre tap, and the voltage transformer manufacture difficulty strengthens, and particularly is with tapped balanced transformer manufacture difficulty significantly to increase; 2) be subjected to traction transformer time the limit be tapped to influence, this power supply mode is the combination of direct feeding system and AT power supply mode, it is bigger that power supply performance is influenced by line impedance, train when the traction substation near the direct feeding system characteristic, at train during away from traction substation, near AT power supply mode characteristic; 3) two coil volume differences on traction transformer time limit, inferior limit winding total volume is 1.5 times of load capacities, and the inferior limit coil volume of Japanese AT powering mode is 1 times of load carrying capacity, therefore comparing with Japanese AT powering mode has increased the traction transformer manufacturing cost.
In a word, Japanese AT powering mode is better on power supply performance, but invest higher, French AT powering mode owing to reduced by a single-circuit transformer, investment decreases, but certain limitation is arranged on power supply performance, and the traction transformer complex structure, the cost height.
The utility model content
The purpose of this utility model provides a kind of AT electric power system of electrified railway, the capacity degree of utilization height of this system's traction transformer and contact wire circuit, and the traction transformer manufacture difficulty is little; Invest for a short time, power supply performance is good.
The utility model solves its technical matters, and the technical scheme that is adopted is: a kind of railway A T electric supply installation, and it consists of:
One mouth on the traction transformer of the 55kV of traction substation time limit links to each other with the contact wire of railway dragging net, and another mouth links to each other with the negative feeder of railway dragging net;
Railway dragging net is provided with autotransformer every 10～20km, with the contiguous autotransformer of traction transformer and the distance of traction transformer be 5-15km; One end of autotransformer links to each other with the contact wire of railway dragging net, and mid point links to each other with rail, and the other end links to each other with the negative feeder of railway dragging net.
Principle of work of the present utility model is:
1) during first AT section between traction transformer and first autotransformer of train, because the train current i can only flow to the mid point of first autotransformer by rail one side (self coupling side), and the rail opposite side does not link to each other with traction transformer, therefore the train current i can not distributed in the rail both sides, because the self coupling characteristic of autotransformer, rail one side (self coupling side) electric current is all assigned to negative feeder and contact system after flowing into autotransformer; Electric current on contact wire and the negative feeder is half (0.5i) of load current.
2) principle of work of train outside an AT section of contiguous traction substation, the train electric current is to the autotransformer shunting of both sides, position, be respectively ki and (1-k) i, under the autotransformer effect, ki and (1-k) i all assigned on contact wire and the negative feeder respectively.Contact wire between the autotransformer of both sides, negative feeder maximum current are i, but are close to the contact wire of first AT section of traction substation, half that the negative feeder electric current is always the train electric current.
Compared with prior art, the beneficial effect of the utility model technology is:
One, reduced investment is compared with Japanese AT electric power system, and autotransformer is not established in the traction substation outlet, and a traction substation can reduce about about 3,000,000 yuan investment, and whole electric power system will be saved great amount of investment.Compare with the AT power supply mode of France, the traction transformer of electric power system of the present utility model does not need centre tap, has reduced the manufacture difficulty of traction transformer, has saved the rail return wire of traction substation simultaneously and has arranged, has saved many investments yet.
Two, (55kV * 0.5i) equals load capacity (27.5kV * i) to traction transformer secondary side winding capacity all the time, compare with the AT power supply mode of French pattern, the installed capacity of traction transformer is low, both reduces investment outlay, and has increased the serviceability and the use of traction transformer simultaneously.
Three, regardless of train position, the electric current that contact wire, negative feeder flow through of first AT section is always half of load current, compare with French AT power supply mode, Japanese AT power supply mode, the contact wire maximum current has reduced half, improve the circuit transmission efficiency, be particularly suitable for high speed railway, heavy haul railway high power transmission demand.
Four, near the electric current of the rail self coupling side the traction transformer outlet is always load current, and Japan and French mode rail self coupling side only maximum current be load current, though rail self coupling side electric current of the present utility model is big, but because the sectional area of rail is big, the loaded current ability is strong, does not need other investment.It is particularly suitable for rail ground connection, and rail potential is always zero railway track, can not make because rail current is big near communication the rail to be produced problems such as interference by the rail potential height.
The utility model will be further described below in conjunction with the drawings and specific embodiments.
Description of drawings
Fig. 1 is existing Japanese Mode A T electric power system structural representation.
Fig. 2 is existing French Mode A T electric power system structural representation.
Fig. 3 is the structural representation of the utility model embodiment.
The specific embodiment
Embodiment
Fig. 3 illustrates, and a kind of specific embodiment of the present utility model is:
A kind of railway A T electric supply installation, it consists of:
The one mouth Q1 on SS the limit of traction transformer of the 55kV of traction substation links to each other with the contact wire T of railway dragging net, and another mouth Q2 links to each other with the negative feeder F of railway dragging net;
Railway dragging net is provided with autotransformer every 10～20km, as the ATS1 among Fig. 3, ATS2, ATS3, ATS4; The autotransformer contiguous with traction transformer, i.e. ATS2 among Fig. 3, ATS3, with the distance of traction transformer SS be 5-15km.One end a of all autotransformers links to each other with the contact wire T of railway dragging net, and mid point o links to each other with rail R, and other end b links to each other with the negative feeder F of railway dragging net.
Concrete working process of the present utility model and principle are as follows:
One, train operation is in first AT section
In right side feeding section among Fig. 3, train traction substation SS and and the contiguous autotransformer ATS3 of traction transformer between be the example explanation.Because the train current i can only flow to the mid point of first autotransformer ATS3 by rail R to the right, and rail R does not link to each other with traction transformer SS, so the train current i can not flow left, also is that the train electric current can not distribute in the rail R left and right sides.Simultaneously, because the self coupling characteristic of autotransformer ATS3, the electric current on the rail R is all assigned to negative feeder F and contact system T after flowing into autotransformer ATS3; Electric current on contact wire T and the negative feeder F is half (0.5i) of load current.
2) the AT section of train operation outside first AT section
In the left side feeding section among Fig. 3, train is the example explanation between autotransformer ATS1 and autotransformer ATS2. the train electric current is to autotransformer ATS1 and autotransformer ATS2 shunting, be respectively ki and (1-k) i, under the effect of autotransformer ATS1 and ATS2, ki and (1-k) i all assigned on contact wire T and the negative feeder F respectively. the contact wire T between ATS1 and ATS2, negative feeder F maximum current are the contact wire T of first AT section of i. but contiguous traction substation SS, half that negative feeder F electric current is always the train current i.
Claims (1)
1. railway A T electric supply installation is characterized in that:
One mouth (Q1) on the inferior limit of the traction transformer of the 55kV of traction substation (SS) links to each other with the contact wire (T) of railway dragging net, and another mouth (Q2) links to each other with the negative feeder (F) of railway dragging net;
Railway dragging net is provided with autotransformer every 10～20km, and the autotransformer of contiguous traction transformer and the distance of traction transformer are 5-15km; One end (a) of autotransformer links to each other with the contact wire (T) of railway dragging net, and mid point (o) links to each other with rail (R), and the other end (b) links to each other with the negative feeder (F) of railway dragging net.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2009200817962U CN201457125U (en) | 2009-06-17 | 2009-06-17 | Railway AT power supply device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2009200817962U CN201457125U (en) | 2009-06-17 | 2009-06-17 | Railway AT power supply device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN201457125U true CN201457125U (en) | 2010-05-12 |
Family
ID=42384478
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2009200817962U Expired - Lifetime CN201457125U (en) | 2009-06-17 | 2009-06-17 | Railway AT power supply device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN201457125U (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101580032B (en) * | 2009-06-17 | 2011-08-24 | 西南交通大学 | AT power supply system of electrified railway |
| CN105109362A (en) * | 2015-09-14 | 2015-12-02 | 西南交通大学 | Electrified railway traction power supply system |
-
2009
- 2009-06-17 CN CN2009200817962U patent/CN201457125U/en not_active Expired - Lifetime
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101580032B (en) * | 2009-06-17 | 2011-08-24 | 西南交通大学 | AT power supply system of electrified railway |
| CN105109362A (en) * | 2015-09-14 | 2015-12-02 | 西南交通大学 | Electrified railway traction power supply system |
| CN105109362B (en) * | 2015-09-14 | 2017-08-08 | 西南交通大学 | A kind of electric railway traction power supply system |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101580032B (en) | AT power supply system of electrified railway | |
| CN101462501B (en) | AT traction electric power supply system of 27.5KV AC electrification railway | |
| CN201753029U (en) | Split-phase-free through power supply device for electrified railway | |
| CN106218448A (en) | A kind of electric railway connection powered construction | |
| CN100505499C (en) | A railway engine AC traction in-phase power supply device based on YN,vd wiring transformer | |
| CN202067643U (en) | Single-phase traction transformer | |
| CN104316830A (en) | Fault location method in case of over-zone power supply by adopting railway AT power supply mode | |
| CN201457125U (en) | Railway AT power supply device | |
| CN109217330A (en) | A kind of electric railway cophase supply transformer substation system | |
| CN205123595U (en) | Novel electrified railway link up line power supply | |
| CN202839279U (en) | Three-phase three-winding traction and power hybrid transformer | |
| CN201333950Y (en) | 27.5KV AT traction power supply device for electrified railway | |
| CN208796792U (en) | A kind of traction-compensator transformer | |
| CN202617114U (en) | Low-voltage power line carrier signal coupling device | |
| CN109065338A (en) | A kind of homo-phase traction transformer | |
| CN208939591U (en) | A kind of electric railway cophase supply power transformation construction | |
| CN208797586U (en) | A kind of negative sequence compensation device of electric railway cophase supply transformer substation system | |
| CN2874736Y (en) | Scott transformer for changing three phase into two phase | |
| CN208134141U (en) | A kind of independent iron core three-phase Vv wiring traction substation cophase supply construction | |
| CN201562575U (en) | Single-phase traction transformer for high-speed passenger special line | |
| CN208015377U (en) | A kind of energy storage traction substation powered construction | |
| CN201061145Y (en) | YN,vd connection transformer constituted railway engine traction cophase supply device | |
| CN111585290B (en) | In-phase power supply structure of traction-compensation transformer and compensation method thereof | |
| CN102887082B (en) | Flexible traction power supply mode and device thereof for electrified railway | |
| CN203039366U (en) | Alternating-current electrified railway continuous cophase power supply device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| AV01 | Patent right actively abandoned |
Granted publication date: 20100512 Effective date of abandoning: 20090617 |