CN210224973U - Integrated compensation device for in-phase power supply of electrified railway - Google Patents
Integrated compensation device for in-phase power supply of electrified railway Download PDFInfo
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- CN210224973U CN210224973U CN201921650703.3U CN201921650703U CN210224973U CN 210224973 U CN210224973 U CN 210224973U CN 201921650703 U CN201921650703 U CN 201921650703U CN 210224973 U CN210224973 U CN 210224973U
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- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E40/00—Technologies for an efficient electrical power generation, transmission or distribution
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E40/00—Technologies for an efficient electrical power generation, transmission or distribution
- Y02E40/50—Arrangements for eliminating or reducing asymmetry in polyphase networks
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Abstract
The utility model discloses an electric railway cophase power supply comprehensive compensation arrangement relates to electric railway cophase power supply technical field. One of the topological structures is composed of compensation windings ab and dc of a traction-compensation transformer, the primary side of the compensation winding is connected with three phases of a three-phase high-voltage bus HB; the reactive power compensation unit SVG1 is connected with an ac port of the compensation winding, and the reactive power compensation unit SVG2 is connected with an ad port of the compensation winding; a second topological structure, wherein the primary side of the second topological structure is connected with compensation windings ab and dc of a traction-compensation transformer of the three-phase high-voltage bus HB; the reactive power compensation unit SVG1 is connected with an ac port of the compensation winding, the reactive power compensation unit SVG2 is connected with an ad port of the compensation winding, and the reactive power compensation unit SVG3 is connected with an ab port of the compensation winding; the input end of a controller CD in the measurement and control system MCS is respectively connected with the measurement signal output ends of a voltage transformer VT and a current transformer CT.
Description
Technical Field
The utility model relates to an alternating current electrified railway pulls power supply technical field.
Background
The rapid development of the China high-speed railway further reflects the superiority of the China existing alternating current electrified railway power frequency single-phase power supply system. The single-phase power-frequency system power supply requires that an electric phase splitting is arranged at a phase splitting partition, and in order to reduce the influence of a traction load on the unbalance of a power system, a scheme of alternating a phase sequence and supplying power to the phase splitting partition is generally adopted. Practice and theory show that electric split phase is the weakest link in a traction power supply system, the problems of operation overvoltage, train split phase loss and the like can be generated when a train passes through the electric split phase, and the electric split phase number is preferably reduced to the greatest extent in order to improve the transportation quality, ensure the operation reliability, reduce the train split phase loss, improve the utilization rate of regenerative braking energy of the train and the like.
The existing passing neutral section technology mainly comprises a ground automatic passing neutral section technology and a vehicle-mounted automatic passing neutral section technology, but a plurality of overvoltage phenomena occur in actual operation, so that serious influence and hidden danger are brought to the safe operation of the electrified railway, and power supply breakpoints still exist. The fundamental measure to eliminate the adverse effects of electrical phase separation is to reduce or eliminate the electrical phase separation. The teaching of the southwest university of transportation provides the concept of in-phase power supply for the first time, brings a great deal of research with great success to scientific research teams, and forms a complete theory and engineering technology of an in-phase power supply system. The in-phase power supply technology is adopted to cancel the electric phase splitting at the outlet of the substation, the novel bilateral power supply technology is adopted to cancel the electric phase splitting in the subarea, the full-line phase-free through power supply is realized, and the adverse effect caused by the electric phase splitting can be eliminated. The bilateral power supply has the problems of passing through power (balanced current), protection coordination, electric energy charging and the like, can be technically solved by using lower cost, but has the difficulty of acceptance of the power department.
Compare in combination formula cophase power supply technique and adopt and realize negative sequence and reactive comprehensive compensation based on active trend, the utility model discloses realize negative sequence and reactive comprehensive compensation based on active and reactive trend, do not change the existing active trend of system, realize cophase power supply, compromise the harmonic current problem that compensation three-phase high-voltage bus department traction load probably brought simultaneously.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing an electric railway cophase power supply synthesizes compensation arrangement, it effectively solves the influence that alternating current electric railway is unbalanced to public junction department three-phase voltage, does not bring new electric energy quality problem simultaneously.
The purpose of the utility model is realized through the following technical scheme: an in-phase power supply comprehensive compensation device for an electrified railway comprises a three-phase high-voltage bus HB connected with a power grid transformer substation, a traction-compensation transformer TT with a primary side connected with the three-phase high-voltage bus HB, a negative sequence compensation device NCD and a measurement and control system MCS, wherein the in-phase power supply traction substation CSS is composed of the negative sequence compensation device NCD and the measurement and control system MCS; the port of a secondary winding a1b1 of the traction-compensation transformer TT is connected with a current transformer CT in series and then is connected to an OCS (online charging system), and the port of the other side of the traction-compensation transformer TT is connected with a voltage transformer VT in parallel and then is grounded; the negative sequence compensation device NCD comprises two topological structures including a traction-compensation transformer TT and a compensation winding and a reactive compensation unit on the secondary side of the traction-compensation transformer TT; one of the topologies: when the two-port compensation mode is described, two terminals of the reactive compensation unit SVG1 are respectively connected with a terminal a of a compensation winding ab on the secondary side of the traction-compensation transformer TT and a terminal c of a compensation winding cd, and two terminals of the reactive compensation unit SVG2 are respectively connected with a terminal a of the compensation winding ab on the secondary side of the traction-compensation transformer TT and a terminal d of the compensation winding cd; topology two: when the three-port compensation mode is described, two terminals of the reactive compensation unit SVG1 are respectively connected with a terminal a of a compensation winding ab on the secondary side of the traction-compensation transformer TT and a terminal c of a compensation winding cd, two terminals of the reactive compensation unit SVG2 are respectively connected with a terminal a of the compensation winding ab on the secondary side of the traction-compensation transformer TT and a terminal d of the compensation winding cd, and two terminals of the reactive compensation unit SVG3 are respectively connected with the terminal a and the terminal b of the compensation winding ab on the secondary side of the traction-compensation transformer TT; the measurement and control system MCS comprises a voltage transformer VT, a current transformer CT and a controller CD, wherein the input end of the controller CD is respectively connected with the measurement signal output ends of the voltage transformer VT and the current transformer CT; if for two port compensation mode, the output of controller CD is connected with the control end of reactive compensation unit SVG1, reactive compensation unit SVG2 respectively, if for three port compensation mode, the output of controller CD is connected with the control end of reactive compensation unit SVG1, reactive compensation unit SVG2, reactive compensation unit SVG3 respectively.
If the power supply mode of the traction network is a direct supply mode or a direct supply mode with a return line, one terminal of the traction winding a1b1 on the secondary side of the traction-compensation transformer TT is grounded, and the other terminal is connected to the OCS (online charging system), and if the power supply mode of the traction network is an AT power supply mode, one terminal of the traction winding a1b1 on the secondary side of the traction-compensation transformer TT is connected to the OCS and the other terminal is connected to the negative feeder line.
The secondary winding a1b1 and the compensation winding ab of the traction-compensation transformer TT are two independent windings or a1 tap of the secondary winding a1b1 of the traction-compensation transformer TT and a b tap of the compensation winding ab form a composite winding a1b, and a terminal b1 and a terminal a of the composite winding a1b are led out from the same tap.
The relationship between the number m of turns of the primary winding AB of the traction-compensation transformer TT and the number n of turns of the primary winding CD is:
the relation between the number m 'of turns of the compensation winding ab on the secondary side of the traction-compensation transformer TT and the number n' of turns of the compensation winding cd is as follows: n 'is 2 m'.
The purpose of the utility model needs to be realized by the following technical scheme: a compensation method of an electrified railway in-phase power supply comprehensive compensation device comprises the following specific steps:
(1) and determining a load process of the traction substation through a computer simulation technology, comparing and selecting the topological structure of the negative sequence compensation device NCD according to the load process of the traction substation, and determining the form of the final topological structure.
(2) With the negative sequence allowance S at the corresponding common connection point of the three-phase high-voltage bus HBεAs its negative sequence power allowed value;
(3) the controller CD calculates the load S through the voltage and current measured by the voltage transformer VT and the current transformer CTLJudging the load SLNegative sequence power of
Negative sequence allowable power S with three-phase high-voltage busεThe relationship of (1): if it is
The negative sequence does not need to be compensated; if it is
At this time, the negative sequence needs to be treated.
(4) If it is
And the negative sequence compensation device NCD is put into operation, and the controller CD controls the corresponding reactive compensation unit to send out reactive power so as to realize the control of the negative sequence.
When a two-port compensation mode is adopted, the comprehensive compensation method only compensates the negative sequence current generated by the load fundamental wave active current component; reactive Q sent out by controlling reactive compensation unit SVG11And reactive power Q sent by a reactive power compensation unit SVG22The size and the type of the negative sequence can realize the comprehensive compensation of the negative sequence and the reactive power; if the power factor at the three-phase high-voltage bus is not changed after compensation, the sizes of the reactive compensation unit SVG1 and the reactive compensation unit SVG2 are respectively as follows:
when the feeder load is in traction working condition, Q1And Q2Respectively inductive and capacitive; when the feeder load is in the regeneration condition, Q1And Q2Capacitive and inductive, respectively.
When a three-port compensation mode is adopted, the comprehensive compensation method controls the reactive power Q sent by the reactive power compensation unit SVG11And reactive power Q sent by a reactive power compensation unit SVG22And reactive Q sent by the reactive compensation unit SVG33The size and the type of the negative sequence and the reactive power are used for realizing the comprehensive compensation of the negative sequence and the reactive power; one of them situation, if do not change the power factor of three-phase high voltage bus HB department after the compensation, then the size of reactive compensation unit SVG1, reactive compensation unit SVG2 and reactive compensation unit SVG3 is:
Compared with the prior art, the beneficial effects of the utility model are that:
the technical scheme is suitable for negative sequence management under various power factor locomotive conditions;
the technical scheme can realize negative sequence and reactive comprehensive compensation;
thirdly, the traction transformer and the compensation transformer can be manufactured in a same box, so that the occupied area is saved;
fourthly, the utility model discloses the result is simple, and the technique is reliable, and the superior performance is convenient for implement.
Drawings
Fig. 1 is a schematic diagram of a two-port compensation mode structure according to the present invention.
Fig. 2 is the utility model discloses two port compensation mode observe and control the relation structure schematic diagram between system and reactive compensation unit, the traction load signal acquisition.
Fig. 3 is a schematic structural diagram of the three-port compensation mode of the present invention.
Fig. 4 is the utility model discloses relation structure schematic diagram between three port compensation mode measurement and control system and reactive compensation unit, the traction load signal acquisition.
Fig. 5 is a schematic diagram of the winding wiring of the traction-compensation transformer of the present invention.
Fig. 6 is a schematic diagram of another traction-compensating transformer winding connection according to the present invention.
Detailed Description
In order to better understand the inventive idea of the present invention, the working principle of the present invention is described herein: the three-phase high-voltage bus is used as a negative sequence standard check point, reactive power is generated through an SVG reactive power compensation unit connected to a compensation transformer, negative sequence current (power) generated by feeder load is compensated, and the negative sequence current reaches the national standard after compensation, wherein the reactive power compensation unit does not change the original active power flow of the system. The invention is further described below with reference to the drawings and the embodiments.
Example one
As shown in FIG. 1, the embodiment of the utility model provides a schematic diagram of an electrified railway in-phase power supply comprehensive compensation device with a two-port compensation mode, which comprises a three-phase high-voltage bus HB connected with a power grid transformer substation, a traction-compensation transformer TT with a primary side connected with the three-phase high-voltage bus HB, an in-phase power supply traction substation CSS consisting of a negative sequence compensation device NCD and a measurement and control system MCS, wherein a secondary side winding a1b1 port of the traction-compensation transformer TT is connected with a current transformer CT in series and then connected to an OCS, and the other side port is connected with a voltage transformer VT and then grounded, the two-port compensation mode comprises a compensation winding ab and a dc of the traction-compensation transformer with a primary side connected with A, B, C three phases of the three-phase high-voltage bus HB, a reactive compensation unit SVG1 and a reactive compensation unit SVG2, the reactive compensation unit SVG1 is connected with an ac port of a compensation winding of the traction-compensation transformer, the reactive compensation unit SVG2 is connected with an ad port of the compensation winding of the traction-compensation transformer, and windings of the traction-compensation.
As shown in fig. 2, the measurement and control system MCS includes a voltage transformer VT, a current transformer CT and a controller CD, an input end of the controller CD is connected to measurement signal output ends of the voltage transformer VT, the current transformer CT and the controller CD, respectively, and an output end of the controller CD is connected to control ends of the reactive power compensation unit SVG1 and the reactive power compensation unit SVG2, respectively.
Example two
As shown in FIG. 3, the embodiment of the utility model provides a schematic diagram of an electrified railway in-phase power supply comprehensive compensation device with a two-port compensation mode, which comprises a three-phase high-voltage bus HB connected with a power grid transformer substation, a traction-compensation transformer TT with a primary side connected with the three-phase high-voltage bus HB, an in-phase power supply traction substation CSS consisting of a negative sequence compensation device NCD and a measurement and control system MCS, wherein a port of a secondary side winding a1b1 of the traction-compensation transformer TT is connected with a current transformer CT in series and then connected with an OCS, and a port of the other side is connected with a voltage transformer VT and then grounded, the three-port compensation mode comprises a compensation winding ab and a dc of the traction-compensation transformer with a primary side connected with A, B, C three phases of the three-phase high-voltage bus HB, a reactive compensation unit SVG1, a reactive compensation unit SVG2 and a reactive compensation unit SVG3, the SVG1 is connected with an ac port of a compensation winding of the traction-compensation transformer, the reactive compensation unit SVG2 is connected with an ad port of the compensation winding of the traction-compensation transformer, the traction-compensation winding is connected with an ad port of the traction-compensation winding of the traction-compensation transformer, and.
As shown in fig. 4, in the embodiment of the present invention, the measurement and control system MCS is composed of a voltage transformer PT, a current transformer CT and a controller CD; the input end of controller CD is connected with voltage transformer PT and current transformer CT's measuring end respectively, and the output of controller CD is connected with reactive compensation unit SVG1, reactive compensation unit SVG2 and reactive compensation unit SVG 3's control end respectively.
EXAMPLE III
The embodiment of the utility model provides a need realize through an electric railway cophase power supply comprehensive compensation method, this embodiment uses two port compensation mode comprehensive compensation method as an example, and an electric railway cophase power supply comprehensive compensation device's compensation method concrete step does:
(1) and determining a load process of the traction substation through a computer simulation technology, comparing and selecting the topological structure of the negative sequence compensation device NCD according to the load process of the traction substation, and determining the form of the final topological structure.
(2) With the negative sequence allowance S at the corresponding common connection point of the three-phase high-voltage bus HBεAs its negative sequence power allowed value;
(3) the controller CD calculates the load S through the voltage and current measured by the voltage transformer VT and the current transformer CTLJudging the load SLNegative sequence power of
Negative sequence allowable power S with three-phase high-voltage busεThe relationship of (1): if it is
The negative sequence does not need to be compensated; if it is
At this time, the negative sequence needs to be treated.
(4) If it is
And the negative sequence compensation device NCD is put into operation, and the controller CD controls the corresponding reactive compensation unit to send out reactive power so as to realize the control of the negative sequence. If the power factor at the three-phase high-voltage bus is not changed after compensation, the sizes of the reactive compensation unit SVG1 and the reactive compensation unit SVG2 are respectively as follows:
when the feeder load is in traction working condition, Q1And Q2Respectively inductive and capacitive; when the feeder load is in the regeneration condition, Q1And Q2Capacitive and inductive, respectively.
Example four
As shown in fig. 5, the embodiment of the present invention provides a wiring diagram of a traction-compensation transformer winding, where the secondary winding a1b1 and the secondary winding ab of the traction-compensation transformer TT are two independent windings.
As shown in fig. 6, an embodiment of the present invention provides a wiring schematic diagram of a traction-compensation transformer winding, where a1 tap of a secondary winding a1b1 of the traction-compensation transformer TT and b tap of a compensation winding ab form a composite winding a1b, and a terminal b1 and a terminal a of the composite winding a1b are led out by the same tap.
Claims (4)
1. An in-phase power supply comprehensive compensation device for an electrified railway comprises a three-phase high-voltage bus HB connected with a power grid transformer substation, a traction-compensation transformer TT with a primary side connected with the three-phase high-voltage bus HB, a negative sequence compensation device NCD and a measurement and control system MCS, wherein the in-phase power supply traction substation CSS is composed of the negative sequence compensation device NCD and the measurement and control system MCS; the port of a secondary winding a1b1 of the traction-compensation transformer TT is connected with a current transformer CT in series and then is connected to an OCS (online charging system), and the port of the other side of the traction-compensation transformer TT is connected with a voltage transformer VT in parallel and then is grounded; the method is characterized in that: the negative sequence compensation device NCD comprises two topological structures including a traction-compensation transformer TT and a compensation winding and a reactive compensation unit on the secondary side of the traction-compensation transformer TT; one of the topologies: when the two-port compensation mode is described, two terminals of the reactive compensation unit SVG1 are respectively connected with a terminal a of a compensation winding ab on the secondary side of the traction-compensation transformer TT and a terminal c of a compensation winding cd, and two terminals of the reactive compensation unit SVG2 are respectively connected with a terminal a of the compensation winding ab on the secondary side of the traction-compensation transformer TT and a terminal d of the compensation winding cd; topology two: when the three-port compensation mode is described, two terminals of the reactive compensation unit SVG1 are respectively connected with a terminal a of a compensation winding ab on the secondary side of the traction-compensation transformer TT and a terminal c of a compensation winding cd, two terminals of the reactive compensation unit SVG2 are respectively connected with a terminal a of the compensation winding ab on the secondary side of the traction-compensation transformer TT and a terminal d of the compensation winding cd, and two terminals of the reactive compensation unit SVG3 are respectively connected with the terminal a and the terminal b of the compensation winding ab on the secondary side of the traction-compensation transformer TT; the measurement and control system MCS comprises a voltage transformer VT, a current transformer CT and a controller CD, wherein the input end of the controller CD is respectively connected with the measurement signal output ends of the voltage transformer VT and the current transformer CT; if for two port compensation mode, the output of controller CD is connected with the control end of reactive compensation unit SVG1, reactive compensation unit SVG2 respectively, if for three port compensation mode, the output of controller CD is connected with the control end of reactive compensation unit SVG1, reactive compensation unit SVG2, reactive compensation unit SVG3 respectively.
2. The in-phase power supply comprehensive compensation device of the electrified railway according to claim 1, characterized in that: if the power supply mode of the traction network is a direct supply mode or a direct supply mode with a return line, one terminal of the traction winding a1b1 on the secondary side of the traction-compensation transformer TT is grounded, and the other terminal is connected to the OCS (online charging system), and if the power supply mode of the traction network is an AT power supply mode, one terminal of the traction winding a1b1 on the secondary side of the traction-compensation transformer TT is connected to the OCS and the other terminal is connected to the negative feeder line.
3. The in-phase power supply comprehensive compensation device of the electrified railway according to claim 1, characterized in that: the secondary winding a1b1 and the compensation winding ab of the traction-compensation transformer TT are two independent windings or a1 tap of the secondary winding a1b1 of the traction-compensation transformer TT and a b tap of the compensation winding ab form a composite winding a1b, and a terminal b1 and a terminal a of the composite winding a1b are led out from the same tap.
4. The in-phase power supply comprehensive compensation device of the electrified railway according to claim 1, characterized in that: the relationship between the number m of turns of the primary winding AB of the traction-compensation transformer TT and the number n of turns of the primary winding CD is:
the relation between the number m 'of turns of the compensation winding ab on the secondary side of the traction-compensation transformer TT and the number n' of turns of the compensation winding cd is as follows: n 'is 2 m'.
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110504697A (en) * | 2019-09-30 | 2019-11-26 | 西南交通大学 | A kind of electrified railway in-phase power supply comprehensive compensating device and its comprehensive compensation method |
| CN111600316A (en) * | 2020-06-15 | 2020-08-28 | 西南交通大学 | Structure of in-phase power supply comprehensive compensation device and compensation method thereof |
| CN111682556A (en) * | 2020-06-15 | 2020-09-18 | 西南交通大学 | Structure of in-phase power supply traction substation and compensation method thereof |
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2019
- 2019-09-30 CN CN201921650703.3U patent/CN210224973U/en active Active
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110504697A (en) * | 2019-09-30 | 2019-11-26 | 西南交通大学 | A kind of electrified railway in-phase power supply comprehensive compensating device and its comprehensive compensation method |
| CN111600316A (en) * | 2020-06-15 | 2020-08-28 | 西南交通大学 | Structure of in-phase power supply comprehensive compensation device and compensation method thereof |
| CN111682556A (en) * | 2020-06-15 | 2020-09-18 | 西南交通大学 | Structure of in-phase power supply traction substation and compensation method thereof |
| CN111600316B (en) * | 2020-06-15 | 2022-03-25 | 西南交通大学 | Structure of in-phase power supply comprehensive compensation device and compensation method thereof |
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