CN205417236U - Electric Railway pulls power supply and strengthens structure - Google Patents
Electric Railway pulls power supply and strengthens structure Download PDFInfo
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- CN205417236U CN205417236U CN201520943021.7U CN201520943021U CN205417236U CN 205417236 U CN205417236 U CN 205417236U CN 201520943021 U CN201520943021 U CN 201520943021U CN 205417236 U CN205417236 U CN 205417236U
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Abstract
The utility model discloses an electric Railway pulls power supply and strengthens structure relates to electric Railway and pulls power supply technical field. By traction substation, just supply line, the direct -furnish to pull the net or constitute by just supplying the line, return to supply line and AT to pull the net, just supplying the parallelly connected segmentation on switch K is segmenting generating line no. 1 respectively of line and contact net, time confession line is segmented with the negative feeder is parallelly connected on switch K is segmenting generating line no. 2 respectively, traction substation supplies the line to supply power to just supplying the line, returning, just supply line, time confession line to answer the compactness and arrange, joint using in the field side with the contact net, additionally do not occuping the corridor, to newly -built AT power supply railway, can supply line and negative feeder to merge with returning to simplified system practices thrift the cost, this system's end can also connect the direct -furnish system or AT draws the net, and this system's power supply capacity is stronger, and power supply distance is longer, and the phase separating still less, technically reliable, it is convenient to implement. The mainly used existing line is reformed transform, also is applicable to the ew line construction.
Description
Technical field
This utility model relates to electric railway traction power supply technique field, particularly to the power frequency single-phase traction power supply technology of main line railway.
Background technology
Simple in construction, construction cost that single-phase tractive power supply system is had be low, use and the advantage such as easy to maintenance, and determining the commonly used power frequency single-phase alternating current taking from utility network in electric railway is train (traction load) power supply.For making single-phase traction load mean allocation as far as possible in three-phase utility network, electric railway uses rotation phase sequence, the scheme of split-phase switched-mode power supply.Split with neutral section insulator between adjacent service area at split-phase subregion, form electricity split-phase, also referred to as split-phase.
The split-phase of electric railway is usually provided at residing for the subregion between junction and two traction substations of traction substation two supply arms of outlet, in other words, has two split-phases in average each traction substation administrative area.Continuous rising along with train speed, cannot manually carry out moving back level, closing auxiliary unit, sub-main break road device driver, neutral section is crossed by train inertia, again co-host break road device, close auxiliary unit, enter in the case of level restoration traction power completed split-phase, for preventing electric locomotive charged by there is arcing during split-phase, and burn out overhead contact line parts, even result in the accidents such as phase fault, be developed automatic passing over of neutral section technology.Automatic passing over of neutral section technology mainly has automatically switched split-phase, vehicle-mounted automatic passing over of neutral section and on-pole switch automatic passing over of neutral section etc. of floor switches several, but no matter that a kind of automatic passing over of neutral section, all will result in power supply breakpoint, affect the lasting performance of train traction power.Concurrently there are the electric process of transient state that the switch switching of train undue phase time causes, be easily generated bigger switching overvoltage or overcurrent, the accidents such as Traction networks and mobile unit scaling loss may be caused, affect power supply reliability and safe train operation.It addition, split-phase has again weakness mechanically.Therefore, split-phase remains link the weakest in whole tractive power supply system, is high-speed railway or even the bottleneck of whole electric railway traction power supply reliability.
Eliminating the dysgenic basic behave of split-phase is to cancel split-phase.Obviously, in the case of a line length is given, extend power supply distance to greatest extent, i.e. extend supply arm length, as the supply arm of current electric railway twenties kilometers is extended to seventy or eighty kilometers or even more than 100 kilometers, can reduce split-phase to greatest extent, thus avoid the potential safety hazard that split-phase brings to greatest extent.
Extend supply arm length to greatest extent and also help the railway electrification realizing short of electricity or areas without electricity, such as Qinghai-Tibet Sichuan-Tibet railway, Yunnan-Qingzhang railway etc..
Utility model content
The purpose of this utility model is to provide a kind of electric railway traction and powers and add competent structure, and it can extend supply arm effectively, reduces split-phase.
This utility model solves the technical scheme that its technical problem adopted: a kind of electric railway traction is powered and added competent structure, including traction substation SS, contact net T, rail R, train L is subject to electricity between contact net T and rail R, wherein, contact net T and rail R constitutes direct-furnish Traction networks, and contact net T, negative feeder F, self coupling become ATi, rail R constitute AT Traction networks, it is characterised in that: a road of traction substation SS through traction bus TB with is just being connected for line PW, another road of traction substation SS through negative feedback bus NB with time supply line RW to be connected；At segmentation institute SiIn, just for line PW and contact net T respectively through switch K in parallel and segmentation on sectionalized busbar one W1, return for line RW and negative feeder F respectively through switch K in parallel and segmentation on sectionalized busbar two W2.Segmentation institute SiBetween distance can be suitable with the distance of railway section, generally higher than 10km.
On this basis, AT Traction networks can be developed into: self coupling becomes ATiConstituting AT Traction networks with contact net T, negative feeder F, traction substation SS is given by traction bus TB and just powers for line PW, gives back to power, at segmentation institute S for line RW by negative feedback bus NBiIn, just for line PW and contact net T, through switching, K is in parallel on sectionalized busbar one W1 to be constituted and segmentation respectively, returns for line RW and negative feeder F respectively through switching K composition in parallel segmentation on sectionalized busbar two W2, and self coupling becomes ATiThree terminals be connected on sectionalized busbar one W1, sectionalized busbar two W2 and rail R；Segmentation institute Si(ATiDistance general 10～15km between).For newly-built circuit, return and can merge (i.e. return and can replace negative feeder F for line RW) with negative feeder F for line RW.
It addition, this utility model can just supply line PW terminal tandem direct supply system, or just supply line RW terminal tandem AT Traction networks, to reduce wire consumption and complexity, investment reduction for line PW with returning, extend power supply distance, raising cost performance further.
Just supply line RW close arrangement as far as possible for line PW with returning, side, field can be arranged in, set up continuously with bar with contact net T, it is not necessary to additionally take corridor.
Extend power supply distance, it is possible to reduce traction substation number, reduce railway and utility network interface, save external power source investment, also allow for daily management.
In order to strengthen power supply reliability, it may be considered that just supplying line and returning 100% standby mode for line, or work+m road, n road is standby, or n road works and the standby parallel operation in m road, only when maintenance or fault, exits the faulty component in a road or a road.Operation principle of the present utility model is: the just electric current for line PW--rail R loop and direct-furnish Traction networks (contact net T--rail R loop) is inversely proportional to distribution by its impedance loop, i other words, the just electric current for line PW--rail R loop with contact net T rail R loop is distributed by its impedance magnitude inverse ratio, just returns the electric current for line RW loop with contact net T negative feeder F loop for line PW and also distributes by its impedance magnitude inverse ratio.
Just for line PW with return the technical scheme being in parallel for line RW and AT Traction networks and be more suitable for the transformation of existing AT Traction networks, and for newly built railway, for investment reduction, time line RW can be supplied to merge with negative feeder F with simplified system.
Align in view of traction substation and have head end (near one end of traction substation) electric current big, end current little feature with returning for line RW enforcement single side feeding for line PW, then the cross section near head end is relatively large, relatively small by subterminal cross section.When using standard section wire, the most near the wire radical of head end, relatively to lack by subterminal wire radical..
Compared with prior art, the beneficial effects of the utility model are:
One, power supply capacity of the present utility model is higher, and power supply distance is longer, and split-phase is less, it is also possible to reduce railway and utility network interface, had both saved external power source investment, and had been easy to again daily management.
Two, just supplying line PW used by this utility model, returning and can joint use with contact net T for line RW, be placed in side, field, the most additionally take corridor.
Three, this utility model technically reliable, it is convenient to implement, and is not only suitable for Existing railway promotion, is also applied for new line construction.
Accompanying drawing explanation
Fig. 1 is the structural representation of the direct supply system that this utility model relates to.
Fig. 2 is the system structure schematic diagram of this utility model embodiment.
Fig. 3 is the structural representation of the series connection direct-furnish Traction networks of this utility model embodiment.
Fig. 4 is the structural representation of the AT electric power system that this utility model relates to.
Fig. 5 is the structural representation for AT electric power system of this utility model embodiment.
Fig. 6 be this utility model embodiment return the structural representation merged for line with negative feeder.
Fig. 7 is the structural representation of the series connection AT Traction networks of this utility model embodiment.
Detailed description of the invention
The utility model will be further described with detailed description of the invention below in conjunction with the accompanying drawings.
Fig. 1 illustrates, the structural representation of the direct supply system that this utility model relates to.Direct supply system is made up of traction substation SS and direct-furnish Traction networks, and direct-furnish Traction networks is made up of contact net T, rail R, and train L is subject to electricity between contact net T and rail R；Direct supply system arranges sectionaliser P in traction substation SS outlet, and its contact net does not the most set segmentation institute Si, but for convenience described below, figure depicts segmentation institute Si, i=mn, m=1 represent on the right side of traction substation SS, m=2 represent left side, n=1,2 ..., N, N are segmentation institute SiNumber, and segmentation number=N-1, such as the S in Fig. 111、S12、S21Deng.In reality, in order to reduce rail R current potential and impedance of traction electric network, usually that a wire is in parallel with rail R, referred to as direct-furnish+return wire mode.
Fig. 2 is the system structure schematic diagram of this utility model embodiment.Traction substation SS is given by traction bus TB and just powers, at segmentation institute S for line PWiIn, just it being in parallel by sectionalized busbar one W1 for line PW and contact net T, just realize segmentation with contact net T by switching K for line PW segmentation, i=mn, m=1 represent on the right side of traction substation SS, on the left of m=2 represents, n=1,2 ..., N, N are segmentation institute SiNumber, and segmentation number=N-1, in Fig. 2, S11、S12、S13、S21Deng；Segmentation institute SiBetween distance can be suitable with the distance of railway section, generally higher than 10km；Just need to carry out segmentation in traction substation SS outlet for line PW, and contact net T herein is no longer necessary to arrange sectionaliser P；As direct supply system, train L is subject to electricity between contact net T and rail R.
Fig. 3 is the structural representation of the series connection direct-furnish Traction networks of this utility model embodiment, sees Fig. 1 and Fig. 2, on right side just for line PW terminal tandem direct-furnish Traction networks.
Fig. 4 illustrates, the structural representation of the AT electric power system that this utility model relates to.AT electric power system is made up of traction substation SS and AT Traction networks, and AT Traction networks is become AT by contact net T, negative feeder F, self couplingi, rail R constitute, train L between contact net T and rail R by electricity.Wherein, the traction bus TB powered to contact net T represents, the negative feedback bus FB powered to negative feeder F represents, the contact net T of traction substation SS outlet should arrange sectionaliser P, and self coupling becomes ATiBeing connected between contact net T, rail R and negative feeder F, self coupling becomes ATiThe winding being connected to contact net T and rail R is equal with the umber of turn being connected to rail R and negative feeder F, and two adjacent self couplings become ATiBetween Traction networks T be referred to as a segmentation, be commonly called as AT section, i=mn, m=1 represent on the right side of traction substation SS, and m=2 represents left side, n=1,2 ..., N, N are that self coupling becomes (or segmentation institute S) number, and AT section number=N-1, see AT in figure11, AT12, AT13, AT21Deng.
Fig. 5 is the system structure schematic diagram of this utility model embodiment.By traction substation SS, just for line PW, return and constitute for line RW and AT Traction networks, train L between contact net T and rail R by electricity；The traction bus TB of traction substation SS gives and just powers for line PW, and traction bus NB gives back to power for line RW；At segmentation institute SiIn switch K, sectionalized busbar one W1, female two W2 of segmentation and self coupling be set become ATi；At segmentation institute SiIn, just for line PW and contact net T respectively through switch K in parallel and segmentation on sectionalized busbar one W1, returning for line RW and negative feeder F respectively through switch K in parallel and segmentation on sectionalized busbar two W2, self coupling becomes ATiThree terminals be connected on sectionalized busbar one W1, sectionalized busbar two W2 and rail R；Two adjacent segmentations between just for line PW, return and be referred to as a segmentation (a corresponding AT section) for line RW and AT Traction networks；I=mn, m=1 represent on the right side of traction substation SS, and m=2 represents left side, n=1,2 ..., N, N are that self coupling becomes (or segmentation institute S) number, and AT section number=N-1, see S in figure11、S12、S13、S21And the AT of correspondence11, AT12, AT13, AT21Deng；Segmentation institute Si(ATiDistance general 10～15km between).
Fig. 6 be this utility model embodiment return the system structure schematic diagram merged for line with negative feeder.Just supplying line PW and returning the basic scheme being in parallel for line RW and AT Traction networks shown in Fig. 5, is more suitable for the transformation of the existing AT Traction networks shown in Fig. 4.And for newly built railway, for investment reduction, can merge returning with negative feeder F for line RW with simplified system.
Fig. 7 is the system structure schematic diagram of the connection AT Traction networks of this utility model embodiment.Shown in Fig. 5 just for line PW with on the basis of returning the basic scheme being in parallel for line RW and AT Traction networks, end can connect AT Traction networks, to reduce wire consumption, simplifies structure, investment reduction, extends power supply distance, raising cost performance further.Obviously, returning the system end merged for line RW and negative feeder F and still can be connected AT Traction networks shown in Fig. 6.
Above-mentioned segmentation institute SiIn switch K be mainly used in realizing segmentation maintenance and excision fault.
Claims (4)
1. electric railway traction is powered and is added a competent structure, and including traction substation SS, contact net T, rail R, train L is by electricity between contact net T and rail R, and wherein, contact net T and rail R constitutes direct-furnish Traction networks, and contact net T, negative feeder F, self coupling become ATi, rail R constitute AT Traction networks, it is characterised in that: a road of traction substation SS through traction bus TB with is just being connected for line PW, another road of traction substation SS through negative feedback bus NB with time supply line RW to be connected；At segmentation institute SiIn, just for line PW and contact net T respectively through switch K in parallel and segmentation on sectionalized busbar one W1, return for line RW and negative feeder F respectively through switch K in parallel and segmentation on sectionalized busbar two W2.
A kind of electric railway traction the most according to claim 1 is powered and is added competent structure, it is characterised in that: described just can connect direct-furnish Traction networks for line PW end.
A kind of electric railway traction the most according to claim 1 is powered and is added competent structure, it is characterised in that: negative feeder F can be replaced for line RW described time.
A kind of electric railway traction the most according to claim 1 is powered and is added competent structure, it is characterised in that: described just can connect AT Traction networks for line RW end for line PW and returning.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201520943021.7U CN205417236U (en) | 2015-11-24 | 2015-11-24 | Electric Railway pulls power supply and strengthens structure |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201520943021.7U CN205417236U (en) | 2015-11-24 | 2015-11-24 | Electric Railway pulls power supply and strengthens structure |
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| CN205417236U true CN205417236U (en) | 2016-08-03 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111775782A (en) * | 2020-07-22 | 2020-10-16 | 西南交通大学 | Electrified railway traction emergency guarantee power supply system and control method |
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2015
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111775782A (en) * | 2020-07-22 | 2020-10-16 | 西南交通大学 | Electrified railway traction emergency guarantee power supply system and control method |
| CN111775782B (en) * | 2020-07-22 | 2022-05-20 | 西南交通大学 | Electrified railway traction emergency guarantee power supply system and control method |
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