CN2935588Y - AC-DC-AC traction transformation device - Google Patents
AC-DC-AC traction transformation device Download PDFInfo
- Publication number
- CN2935588Y CN2935588Y CN 200620035214 CN200620035214U CN2935588Y CN 2935588 Y CN2935588 Y CN 2935588Y CN 200620035214 CN200620035214 CN 200620035214 CN 200620035214 U CN200620035214 U CN 200620035214U CN 2935588 Y CN2935588 Y CN 2935588Y
- Authority
- CN
- China
- Prior art keywords
- phase
- transformer
- traction
- railway
- power supply
- 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
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The utility model discloses an AC-DC-AC traction transmission and transformation device with a structure that: A three-phase transformer is connected with a public high-voltage power grid, a single-phase transformer connected with a railway traction load, a three-phase rectifying inverter, a DC accumulator and a single-phase rectifying inverter sequently connected between the three-phase transformer and the single-phase transformer. The device may bring in phase the output of adjacent transformer stations of the railway, let the output of adjacent transformer stations be the same phase and communicated without phase splitting; stable frequency and stable voltage of section power supply voltage of all traction transformer stations ensure of high-speed and heavy-haul running of vehicles; the power supply system of the railway traction load obtains power from the public power grid and is connected with interference isolated, which minimizes the impact of the railway traction load on the public power grid quality because of power obtaining in the sectional single-phase way.
Description
Affiliated technical field
The utility model relates to a kind of locomotive traction and send transformation device.
Background technology
That single phase system had was simple in structure, construction cost is low, utilization and advantage such as easy to maintenance, had determined that generally adopting the single phase industrial frequence alternating current in electric railway is the railway locomotive power supply.And electric power system wishes that all loads all take three symmetrical fundamental currents from electrical network, and to make full use of equipment, the capacity of circuit reduces the harm to system of reactive current and harmonic current.For satisfying this requirement, electric railway adopts the scheme that phase sequence is rotated, the segmentation phase-splitting is powered, also be that railway every 20-25km along the line is as a power supply section, each section is successively respectively by the not cophase supply in the electrical network, split phase segment about 30m is set between each section, and carries out phase-splitting by neutral section.When moving the locomotive of identical load on each section of powering respectively mutually, just can make the balance of electric power system three-phase load in big scope.
But, because the size of the traction load of each section can not be in the influence of factors such as balance at any time, the influence that the phase-splitting segmentation scheme has just alleviated three-phase imbalance to a certain extent, fundamentally do not solve railway and load single-phase electricity consumption, the work of power department is affected the influence of whole utility network.Electric railway is forced to revise design owing to influence the problem of the quality of power supply, increases investment, and the passive situation of situation happens occasionally.
Simultaneously, because the existence of electric neutral section, when locomotive operation to power supply segment ends, must be through moving back series of complex operations such as level, outage, slide into next section and recover normal operation more item by item, this had both increased the complexity of locomotive operation, had seriously restricted the raising of locomotive running speed and the performance of tractive effort simultaneously again.
For the existing state of China, be badly in need of development high-speed overload railway.Existing locomotive traction electric power system is when realizing high speed, heavy loading locomotive traction, and is incompatible more, mainly shows:
(1) at a high speed and heavy haul transport then require motorcycle pantograph smoothly to be flowed continuously, and the existence of phase-splitting link, make on the pantograph electric current off and on, this has influenced the speed of service of locomotive greatly.The link of phase-splitting simultaneously also is one of link the weakest in the whole system.Though automatic neutral-section passing device is arranged, frequent because of its voltage height, switching motion, all there are serious problems in its accuracy and reliability, can't solve the adverse effect that electricity divides relative locomotive operation fully.
(2) at a high speed, heavy haul transport all needs the power supply of big capacity, for satisfy in the national standard electric power system to electric railway with the restriction index of negative phase-sequence for the outstanding quality of power supply, the employed reactive power compensation technology of original single phase power supply mode can't adapt to.If adopt adjustable symmetrical compensation technology at traction substation, even use the power supply (disregarding its idle and harmonic wave) of AC-DC-AC on locomotive, because of capacity is bigger, negative phase-sequence is more outstanding, and technology and equal economically difficulty reach perfect condition.
(3) China may be high, the mixed race pattern of middling speed with the high-speed railway of building, use situation with if the locomotive of AC-DC-AC power supply and the locomotive of friendship-straight power supply occur, except that negative phase-sequence, idle and harmonic wave still exists, the quality of power supply can not be improved, and electric railway faces high price electricity charge problem.
(4) energy crisis, environmental pollution are the first-class problems of puzzlement national development.National industrial policies are encouraged the various renewable green energy resources of exploitation such as solar energy, wind energy, underground heat, biogas etc. for this reason.In close relations between these energy and weather, the environment, how stability, adjustability after it is converted to electric energy, incorporate utility network into and rationally utilize existing technical problem not as power plants such as thermoelectricity, nuclear powers.Such as problems such as how being incorporated into the power networks of the solar energy in the Qinghai-Tibet Railway construction, wind energy plant.
Summary of the invention
The purpose of this utility model just provides a kind of AC-DC-alternating current traction and send transformation device, this device can be realized the adjacent electric substation output homophase of railway, railway need not phase-splitting with connecting completely, each traction substation section supply power voltage frequency stabilization, voltage stabilizing, high speed, the heavy service of assurance locomotive; The three-phase power taking from the utility network of the electric power system of rail traction load, every disturbing connection, thoroughly eliminate the rail traction load because of the single-phase power taking of segmentation, to the influence of the utility network quality of power supply.
The utility model solves its technical problem, the technical scheme that is adopted is: a kind of AC-DC-alternating current traction send transformation device, it consists of: three-phase transformer links to each other with public high-voltage fence, single-phase transformer and rail traction load links to each other, and is connected three phase rectifier/inverter, dc energy storage device, single-phase rectifier/inverter successively between three-phase transformer and the single-phase transformer.
Operation principle of the present utility model is: the utility model is installed on each traction substation on the railway line, three-phase high-voltage on the public high-voltage fence (being generally 110kV or 220kV) is lower high-tension electricity such as 6kV through the three-phase transformer step-down, be direct voltage by three phase rectifier/inverter rectifying conversion then, send the dc energy storage device, the direct current of dc energy storage device output is converted to the required single-phase high voltage alternating current (being generally 27.5kV or 25kV) of rail traction load again through single-phase rectifier/inverter.And in conversion process, the single-phase/rectification adverser of each traction substation can adopt the homophase policy control, makes each traction substation to traction locomotive cophase supply.
And rail traction load (train) is when braking, the device of the kinetic energy of train on train is converted to electric energy, after this electric energy is transformed to alternating current by single-phase transformer, be converted to direct current through single-phase/rectification adverser again and send the dc energy storage device, with this electrical power storage in the dc energy storage device, when launch train, this electric energy reverse flow, offer train and use, can reduce the capacity of three-phase transformer like this.
Compared with prior art, the beneficial effects of the utility model are:
One, under the homophase policy control, single-phase rectifier/the inverter that makes each traction substation is to traction locomotive cophase supply, make each traction substation section supply power voltage frequency stabilization, voltage stabilizing, the output of the voltage of all electric substations is with connecting on the railway line, phase sequence is rotated, the phase-splitting sectional power supply and need not to adopt, fundamentally avoided electric phase-splitting link, both made locomotive operation reliable, make again locomotive can be at a high speed, stable operation.Be particularly useful for heavy duty, bullet train.
Two, the electric power system of rail traction load has thoroughly avoided former single-phase power taking to produce the problem that negative-sequence current has a strong impact on the electrical network quality of power supply by three-phase transformer three symmetrical power takings from the utility network; And tractive power supply system and utility network are kept apart by the dc energy storage device, realization is every disturbing connection, thoroughly a large amount of idle composition of elimination rail traction load and harmonic wave are to the influence of the utility network quality of power supply, the economy and the safe and reliable operation of power supply system are guaranteed, and the railway system thoroughly breaks away from because of the quality of power supply that influences electric power system and the predicament of propping up the pay heavy price electricity charge or fine safely.
Three, the dc energy storage device can also absorb the train braking energy effectively, and the train starting energy can be provided, and reduces the capacity of three-phase transformer.
Above-mentioned dc energy storage device also links to each other with auxiliary power supply.
The auxiliary power supply that inserts can be that railway solar energy along the line, wind energy etc. are sent out the power supply output device in the electric power system.By the utility model the direct current of above electricity generation system output is sent into the dc energy storage device.Under the normal condition, can be converted to the required single-phase high voltage alternating current (being generally 27.5kV or 25kV) of rail traction load again through single-phase rectifier/inverter by the dc energy storage device and use for traction; And the electric energy power that provides when auxiliary power supply is very big or the rail traction load is little even when not having, then the dc energy storage device can be given three phase rectifier/inverter with the power delivery that receives, with dc inverter is three-phase alternating current, and the voltage that boosts into public high-voltage fence by three-phase transformer is incorporated utility network into again.Like this, can realize that a plurality of different energy sources send out interconnecting of electric power system, meet national energy development plan and environmental protection requirement.
The utility model will be further described below in conjunction with the drawings and specific embodiments.
Description of drawings
Fig. 1 is the principle schematic that is electrically connected of the present utility model.
Fig. 2 is the schematic diagram that the utility model is installed in rail traction electric substation.
Embodiment
Embodiment
Fig. 1, Fig. 2 illustrate, a kind of embodiment of the present utility model is: a kind of AC-DC-alternating current traction send transformation device, it consists of: three-phase transformer 1 links to each other with public high-voltage fence, single-phase transformer 5 and rail traction load 6 links to each other, and is connected three phase rectifier/inverter 2, dc energy storage device 3, single-phase rectifier/inverter 4 successively between three-phase transformer 1 and the single-phase transformer 5.Dc energy storage device 3 also links to each other with auxiliary power supply 7.
Fig. 2 also illustrates, and device of the present utility model is installed in the railway traction substation along the line, by device of the present utility model traction load is carried out cophase supply.For overhauling conveniently, be provided with section insulator 8 between the traction substation.
Claims (2)
1, a kind of AC-DC-alternating current traction send transformation device, it consists of: three-phase transformer (1) links to each other with public high-voltage fence, single-phase transformer (5) and rail traction load (6) links to each other, and is connected three phase rectifier/inverter (2), dc energy storage device (3), single-phase rectifier/inverter (4) successively between three-phase transformer (1) and the single-phase transformer (5).
2, a kind of AC-DC-alternating current traction as claimed in claim 1 send transformation device, it is characterized in that: described dc energy storage device (3) also links to each other with auxiliary power supply (7).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 200620035214 CN2935588Y (en) | 2006-08-08 | 2006-08-08 | AC-DC-AC traction transformation device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 200620035214 CN2935588Y (en) | 2006-08-08 | 2006-08-08 | AC-DC-AC traction transformation device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN2935588Y true CN2935588Y (en) | 2007-08-15 |
Family
ID=38352272
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 200620035214 Expired - Lifetime CN2935588Y (en) | 2006-08-08 | 2006-08-08 | AC-DC-AC traction transformation device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN2935588Y (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN100395952C (en) * | 2006-08-08 | 2008-06-18 | 西南交通大学 | Drag transmitting and transforming equipment |
| CN103078315A (en) * | 2012-12-28 | 2013-05-01 | 西南交通大学 | Single-phase and three-phase combined in-phase power supply and transformation device |
| CN104349928A (en) * | 2012-05-30 | 2015-02-11 | 西门子公司 | Device for an electrically driven rail vehicle |
| CN104979827A (en) * | 2015-07-06 | 2015-10-14 | 中国铁道科学研究院 | Electrified railway power supply device and system thereof |
| CN106786740A (en) * | 2016-12-26 | 2017-05-31 | 西南交通大学 | A kind of tractive power supply system photovoltaic energy storage grid-connecting apparatus and control method |
| CN106786742A (en) * | 2016-12-26 | 2017-05-31 | 西南交通大学 | A kind of integrated converting means and control method for photovoltaic tractive power supply system |
| CN109606208A (en) * | 2019-01-11 | 2019-04-12 | 西南交通大学 | A kind of off-network railway traction power supply system and regulation method |
| CN111146823A (en) * | 2019-12-18 | 2020-05-12 | 北京交通大学 | High-voltage direct-current urban rail transit traction power supply system |
-
2006
- 2006-08-08 CN CN 200620035214 patent/CN2935588Y/en not_active Expired - Lifetime
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN100395952C (en) * | 2006-08-08 | 2008-06-18 | 西南交通大学 | Drag transmitting and transforming equipment |
| CN104349928A (en) * | 2012-05-30 | 2015-02-11 | 西门子公司 | Device for an electrically driven rail vehicle |
| CN104349928B (en) * | 2012-05-30 | 2016-11-16 | 西门子公司 | Equipment for electrically driven (operated) rail vehicle |
| CN103078315A (en) * | 2012-12-28 | 2013-05-01 | 西南交通大学 | Single-phase and three-phase combined in-phase power supply and transformation device |
| CN103078315B (en) * | 2012-12-28 | 2014-08-13 | 西南交通大学 | Single-phase and three-phase combined in-phase power supply and transformation device |
| CN104979827A (en) * | 2015-07-06 | 2015-10-14 | 中国铁道科学研究院 | Electrified railway power supply device and system thereof |
| CN106786740A (en) * | 2016-12-26 | 2017-05-31 | 西南交通大学 | A kind of tractive power supply system photovoltaic energy storage grid-connecting apparatus and control method |
| CN106786742A (en) * | 2016-12-26 | 2017-05-31 | 西南交通大学 | A kind of integrated converting means and control method for photovoltaic tractive power supply system |
| CN106786740B (en) * | 2016-12-26 | 2023-03-17 | 西南交通大学 | Photovoltaic energy storage grid-connected device of traction power supply system and control method |
| CN106786742B (en) * | 2016-12-26 | 2023-04-04 | 西南交通大学 | Integrated conversion device for photovoltaic traction power supply system and control method |
| CN109606208A (en) * | 2019-01-11 | 2019-04-12 | 西南交通大学 | A kind of off-network railway traction power supply system and regulation method |
| CN109606208B (en) * | 2019-01-11 | 2023-11-03 | 西南交通大学 | Off-grid railway traction power supply system and regulation and control method |
| CN111146823A (en) * | 2019-12-18 | 2020-05-12 | 北京交通大学 | High-voltage direct-current urban rail transit traction power supply system |
| CN111146823B (en) * | 2019-12-18 | 2021-06-22 | 北京交通大学 | High-voltage direct-current urban rail transit traction power supply system |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN2935588Y (en) | AC-DC-AC traction transformation device | |
| CN106828123B (en) | High-speed railway traction power supply system with distributed photovoltaic power supply and control method | |
| CN103840450B (en) | For electric energy adjustment device and the method thereof of electric railway | |
| CN100395952C (en) | Drag transmitting and transforming equipment | |
| CN104410095B (en) | The same electric power system that connects of ac electrified railway based on multi-terminal HVDC transmission | |
| CN103895534B (en) | Double-current system traction power supply system based on modularized multi-level current converter | |
| CN103419679B (en) | A kind of Vv wiring cophase supply power transformation structure | |
| CN203358382U (en) | Bidirectional-interaction electrified railway high-voltage direct-current traction power supply system based on new energy | |
| CN103448573A (en) | High-voltage direct-current tractive power supply system of bidirectional interactive electrified railway | |
| CN103311924A (en) | Single-phase combined co-phased power supply and transformation structure | |
| CN111030118B (en) | Island power transmission system and control method thereof | |
| CN100505499C (en) | A railway engine AC traction in-phase power supply device based on YN,vd wiring transformer | |
| CN103427415A (en) | Three-phase combined same-phase power supply and transformation structure | |
| CN201548631U (en) | Combined power traction converter load testing device | |
| CN203039373U (en) | Out-phase and in-phase compatible integration compensation device of Vv wiring traction substation | |
| CN204465022U (en) | A kind of direct-flow distribution system based on modularization multi-level converter | |
| CN106849060A (en) | A kind of high-speed railway tractive power supply system and control method containing photo-voltaic power supply | |
| CN109768721A (en) | A kind of three-level current transformer control method of intelligence energy in bidirectional flow | |
| CN203352187U (en) | Single-phase combined co-phased power supply and transformation device | |
| CN113036800A (en) | Flexible interconnected transformer substation structure and control method | |
| CN102963272B (en) | Through cophase power supply system for alternating-current electrified railway | |
| CN202094806U (en) | Novel power transmission and transformation device | |
| CN204190425U (en) | A kind of electric automobile charging station system main electrical scheme system | |
| CN202616803U (en) | Hybrid current-inversion-type power generation system using wind, light and superconducting magnetic energy storage | |
| CN201061145Y (en) | YN,vd connection transformer constituted railway engine traction cophase supply device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| ASS | Succession or assignment of patent right |
Owner name: CHENGDU SHANGHUA ELECTRIC CO., LTD. Free format text: FORMER OWNER: SOUTHWEST COMMUNICATION UNIVERSITY Effective date: 20120331 |
|
| C41 | Transfer of patent application or patent right or utility model | ||
| COR | Change of bibliographic data |
Free format text: CORRECT: ADDRESS; FROM: 610031 CHENGDU, SICHUAN PROVINCE TO: 610041 CHENGDU, SICHUAN PROVINCE |
|
| TR01 | Transfer of patent right |
Effective date of registration: 20120331 Address after: 610041 Chengdu high tech Zone, Xiaojiahe Province, No. two ring road, south of the No. four, No., No. 16 Patentee after: Chengdu Shanghua Electric Co., Ltd. Address before: 610031 Sichuan City, Chengdu Province, No. two North Ring Road, No. 111 Patentee before: Southwest Jiaotong University |
|
| CX01 | Expiry of patent term |
Granted publication date: 20070815 |
|
| EXPY | Termination of patent right or utility model |