RU2550582C1 - Alternating current supply system per 25 kv for electrified railroads - Google Patents

Abstract

FIELD: electricity.

SUBSTANCE: alternating current supply system per 25 kV for electrified railroads comprises power transmission lines, traction substations including three-phase three-winding traction transformers with load voltage regulation and transformer oil temperature monitoring sensors, condenser units of longitudinal and transversal capacitive compensation, control room with train and power supply dispatchers, selection box of traction loads supply schemes, temperature control sensors for the most heated points in windings of traction transformers, ambient air temperature and atmospheric pressure sensors, ambient air humidity sensors, statistic data acquisition unit; the unit analysing traction loads supply schemes is coupled through communication lines to the power supply dispatcher, temperature control sensors for the most heated points in windings of traction transformers, ambient air temperature and atmospheric pressure sensors, ambient air humidity sensors are coupled through communication lines to statistic data acquisition unit, which in its turn is coupled to temperature recording unit for the most heated points in windings of traction transformers while the latter is coupled to the unit analysing traction loads supply schemes.

EFFECT: improved operational reliability of the system.

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Description

The claimed invention relates to the field of electrified railways and can be used to power both traction and non-traction loads.

A characteristic feature of the operation of three-phase three-winding traction transformers is a sharply uneven traction load, as a result of which transformers experience repeated current surges during operation. In addition, in the traction network, especially at large stations where electric locomotives are located, there are a large number of short circuits that complicate the operation of transformers.

It is well known that the failure of traction transformers increases significantly after 8-12 years of operation and in 19% of cases is caused by damage to their windings [Bardushko V.D. Monitoring the residual life of traction transformers [Text] / V.D. Bardushko, V.P. Zakaryukin, A.V. Kryukov // Bulletin of Irkutsk State Technical University. - 2010. - No. 3. - S.104-110].

The problem of traction transformers operating in the traction power supply system of an alternating current railway of 25 kV lies in reduced reliability due to thermal damage to the insulation of the windings of traction transformers.

A known system of electrified railways of alternating current 25 kV [Marquardt K.G. Power supply of electrified railways [Text]: textbook. for universities railway transp. / K.G. Marquardt - Ed. 4th, rev. and add. - M .: Transport, 1982. - 528 p.].

The 25 kV AC electrified railway system contains power lines, traction substations, capacitor units for longitudinal and transverse capacitive compensation, traction network, sectioning posts, traction loads, communication lines, as well as a control center.

Traction substations contain three-phase three-winding transformers with a voltage control device under load and transformer oil temperature control sensors and switchgears.

The traction network contains a contact network, divided into sections by neutral inserts and insulating mates, as well as a rail network.

The control room contains train and energy dispatchers.

Each sectioning station is made in the form of two bus sections with feeder switches, which are separated by a bus switch.

Three-phase traction three-winding transformers of substations are electrically interconnected by means of a power line and a traction network.

The high voltage windings of each traction transformer are connected to the power line, and the traction windings are connected to a 27.5 kV switchgear, which is connected to the sections of the contact network and the rail network through capacitive longitudinal capacitive compensation devices. Contact network sections are interconnected by means of sectioning posts through their feeder and bus switches.

Each transverse capacitive compensation capacitor unit is connected to the ungrounded phase of the 27.5 kV switchgear with one terminal and the other terminal to the grounded phase of the 27.5 kV switchgear.

Traction loads are connected with one pin to the contact network, and the other to the rail network.

The train and energy dispatchers are interconnected using communication lines. Moreover, the energy dispatcher is connected via communication lines to traction substations, to each feeder and bus switches of the sectioning posts, as well as to capacitor units of longitudinal and transverse capacitive compensation.

Each transformer oil temperature control sensor is connected via a communication line to the alarm and control system of traction substation devices.

The system of electrified railways AC 25 kV operates as follows.

Traction loads flow through power lines, windings of traction transformers, switchgears of traction substations and the traction network. Moreover, currents to traction loads flow from each 27.5 kV switchgear through capacitor units of longitudinal capacitive compensation and sections of the contact network, returning to 27.5 kV switchgears through the rail network and capacitor units of longitudinal capacitive compensation. At the same time, each section of the traction network receives power from the corresponding traction substation through at least one traction transformer of the substation, and, if necessary, through several transformers.

The train dispatcher maintains a given train schedule on a railway section and, if necessary, sends a request via communication lines to the energy dispatcher for changes in the technical parameters of the system. To do this, the energy dispatcher controls the feeder and bus circuit breakers of the sectioning posts, capacitor units for longitudinal and transverse capacitive compensation, voltage control devices under load, traction transformers, changing the parameters of the system, and thereby ensures the voltage of the traction network in rational aisles and uninterrupted power supply to traction loads. Also, at the request of the energy dispatcher, the train dispatcher adjusts the train schedule on the railway section.

At the same time, each transformer oil temperature control sensor sends a signal to the alarm and control system, which, if necessary, controls the switching equipment of traction substations.

The well-known system of electrified railways of alternating current 25 kV provides two-way power supply of traction loads and distributes the energy consumed by them between adjacent traction substations, which reduces the loss of electricity in the traction network compared to one-way power. Thanks to the ability to control the switches of the sectioning post, a transition to various laughter traction loads is provided. For example, a transition to a two-way power supply scheme is possible - nodal, one-sided - loopback, cantilever and counter-cantilever. Such flexibility in the choice of power schemes eliminates surge currents in the traction network and, consequently, the loss of electrical energy caused by them. The inclusion of longitudinal and transverse capacitive compensation capacitor units reduces the reactance of the traction network and reduces the magnitude of reactive power flows, from power sources to traction loads, which increases the power factor at traction substations.

A disadvantage of the known system of electrified railways of alternating current 25 kV is that this system limits the implementation of the set schedules of trains, provided that the minimum values of the consumption of electric energy are not maintained and a rational voltage level in the traction network is maintained.

The closest to the claimed technical solution for the combination of essential features is a system of electrified railways of alternating current 25 kV [Patent No. 2427484, IPC B60M 3/02, Power supply system of electrified railways of alternating current / N.P. Grigoryev, A.A. Screamer; DVGUPS (RF) - 2009119621/11; Announced 05/17/2010; Posted on 08.27.2011, Bull. Number 24. - 10 p.].

The 25 kV AC electrified railway system contains power lines, traction substations, capacitor units for longitudinal and transverse capacitive compensation, traction network, sectioning posts, traction loads, communication lines, as well as a control center.

Traction substations contain three-phase three-winding transformers with a voltage control device under load and transformer oil temperature control sensors and switchgears.

The traction network contains a contact network, divided into sections by neutral inserts and insulating mates, as well as a rail network.

The control room contains train and power dispatchers, an analysis unit and a unit for selecting power schemes for traction loads.

Each sectioning station is made in the form of two bus sections with feeder switches, which are separated by a bus switch.

Three-phase traction three-winding transformers of substations are electrically interconnected by means of a power line and a traction network.

The high voltage windings of each traction transformer are connected to the power line, and the traction windings are connected to a 27.5 kV switchgear, which is connected to the sections of the contact network and the rail network through capacitive longitudinal capacitive compensation devices. Contact network sections are interconnected by means of sectioning posts through their feeder and bus switches.

Each transverse capacitive compensation capacitor unit is connected to the ungrounded phase of the 27.5 kV switchgear with one terminal and the other terminal to the grounded phase of the 27.5 kV switchgear.

Traction loads are connected with one pin to the contact network, and the other to the rail network.

The train and energy dispatchers are interconnected and connected to the unit for analyzing the power supply schemes of traction loads using communication lines. At the same time, the energy dispatcher is also associated with the unit for selecting power schemes for traction loads. Blocks of selection and analysis of power supply schemes for traction loads are interconnected by means of communication lines.

The energy dispatcher is connected via communication lines to traction substations, to each feeder and bus switch of the sectioning posts, as well as to capacitor units of longitudinal and transverse capacitive compensation.

Each transformer oil temperature control sensor is connected via a communication line to the alarm and control system of traction substation devices.

The system of electrified railways AC 25 kV operates as follows.

Traction loads flow through power lines, switchgears of traction substations, windings of traction transformers and traction network. Moreover, currents to traction loads flow from each 27.5 kV switchgear through capacitor units of longitudinal capacitive compensation and sections of the contact network, returning to 27.5 kV switchgears through the rail network and capacitor units of longitudinal capacitive compensation. Moreover, each section of the traction network receives power from the corresponding traction substation, at least with the help of one traction transformer, and, if necessary, through several traction transformers.

The train dispatcher controls the movement of trains on the railway section and interacts with the energy dispatcher through the communication line, which provides power to the traction loads. At the same time, information is received from the train and energy dispatchers to the analysis unit for the power supply of traction loads via communication lines, which is analyzed according to technical and economic indicators of the operation of the system of electrified railways of alternating current 25 kV. Further, the data obtained as a result of the analysis, according to the choice of possible power supply schemes for traction loads, are transferred from the circuit analysis unit to the circuit selection unit, in which a rational power supply for traction loads is selected. Only after the process described above, the necessary information about the rational power supply scheme for the estimated time period is transferred to the energy dispatcher, which implements the rational power supply scheme for traction loads.

At the same time, each transformer oil temperature control sensor sends a signal to the alarm and control system, which, if necessary, controls the switching equipment of traction substations.

Thus, the advantage of this system of electrified railways of alternating current of 25 kV is the fulfillment of predetermined train schedules under the condition of minimum energy consumption and rational voltage levels in the traction network, improving the quality of electric energy in power lines supplying the electrified railway system due to the selected traction power scheme loads, which is rational for the considered period of time.

The disadvantage of this system is that with a sharp increase in load and a short circuit, the temperature of the windings of the traction transformer can exceed the maximum permissible values. Monitoring the oil temperature does not guarantee protection against exceeding the maximum permissible temperatures of the transformer windings, at which the insulation of the transformer windings can be damaged, which will lead to an emergency shutdown of the traction substation and violation of the train schedule.

The problem solved by the claimed invention is to develop a system of electrified railways of alternating current 25 kV, which improves its reliability by choosing rational power supply schemes for traction loads, taking into account the permissible temperature of the windings of traction transformers.

To solve this problem, a system of electrified railways of alternating current 25 kV, containing power lines, traction substations, including three-phase three-winding traction transformers with voltage regulation device under load and transformer oil temperature control sensors, switchgears, traction network formed by a rail network and a contact network with neutral inserts and isolating interfaces, sectioning stations with bus switches and feeder switches contact network bodies, capacitor units for longitudinal and transverse capacitive compensation, traction load, a control room with train and power controllers, a unit for analyzing traction power supply circuits and a unit for selecting traction power supply circuits, while traction transformers are electrically interconnected by means of a transmission line and a traction network traction transformers are connected to power lines through switchgears of traction substations, the traction network is connected to a distribution device With a voltage of 27.5 kV of traction substations, the contact network is divided into sections using neutral inserts and insulating mates, sections of the contact network are interconnected by means of feeder and bus circuit breakers of the section posts, and they are also connected to switchgears of 27.5 kV of traction substations via capacitor longitudinal capacitive compensation units, capacitor transverse capacitive compensation units connected to the buses of switchgears 27.5 kV traction substations, rail The network is connected to a 27.5 kV switchgear via capacitive longitudinal capacitive compensation units, the train and energy dispatchers are connected to each other via a communication line, the energy dispatcher is connected via lines of communication to traction substations, section sectioning switches and capacitor units of longitudinal and transverse capacitive compensation, unit analysis of power supply schemes for traction loads is connected via communication lines with train and energy dispatchers, the circuit selection unit is connected to the power circuit analysis unit t the load loads and through communication lines with the energy dispatcher, the traction loads are connected with one terminal to the contact network and the other with the rail network, it is additionally equipped with temperature control sensors for the warmest points of the windings of traction transformers, sensors for monitoring ambient air temperatures, sensors for controlling atmospheric pressure, sensors for monitoring the humidity of the ambient air, which are located in the territories of traction substations, a unit for collecting statistical data, a unit for recording temperature at more heated points of the windings of traction transformers located on the dispatcher traveler, while temperature sensors for the most heated points of the windings of traction transformers, sensors for monitoring the temperature of the ambient air, sensors for controlling atmospheric pressure, sensors for controlling the humidity of the ambient air are connected via statistical lines to the statistical collection unit data, which is connected with the temperature metering unit of the most heated points of the windings of traction transformers, and the temperature metering unit hotter points windings traction transformers - a circuit analysis unit power traction loads.

The claimed technical solution differs from the prototype in that it is additionally equipped with temperature sensors for the most heated points of the windings of traction transformers, sensors for monitoring ambient air temperatures, sensors for atmospheric pressure control, sensors for controlling ambient air humidity, which are located in the territories of traction substations, a collection unit statistics, the temperature metering unit of the warmest points of the windings of traction transformers located on the dispatcher a traveler, while the temperature control sensors of the warmest points of the windings of traction transformers, ambient air temperature control sensors, atmospheric pressure control sensors, ambient air humidity control sensors are connected via communication lines to the statistical data collection unit, which is connected to the temperature metering unit heated points of the windings of traction transformers, and the temperature metering unit for the most heated points of the windings of traction transformers - with a unit for analyzing power circuits traction loads.

The presence in the claimed invention of significant distinguishing features indicates the conformity of the claimed technical solution to the patentability criterion of "novelty."

Due to significant distinguishing features, the inventive system of electrified railways of alternating current 25 kV allows to increase its reliability by choosing rational power supply schemes for traction loads, taking into account the permissible temperature of the windings of traction transformers. This is due to the fact that through the communication lines from the control sensors for the warmest points of the traction transformer windings, the sensors for monitoring the ambient air temperatures, the sensors for controlling atmospheric pressure, the sensors for controlling the humidity of the ambient air, information is received on the statistical data collection unit, and from there the temperature data the most heated points of the windings of traction transformers go to its metering unit. Further, these data go to the analysis unit of the power supply schemes of traction loads. At the same time, the necessary information for the analysis of traction load power circuits is supplied via communication lines from the train and energy dispatchers to the unit for the analysis of traction load power circuits. After that, the analysis unit for the traction load supply circuits for a given estimated time period, based on the information received, analyzes, according to technical and economic indicators, the possible options for traction load supply circuits. Data on possible power supply schemes for traction loads from the analysis unit enters the power unit selection circuitry, in which a rational power supply scheme for traction loads is selected. Then, the necessary information about the rational power supply scheme for the estimated time period is transmitted to the energy dispatcher, which implements the rational power supply scheme for traction loads.

An unexpected result is that the claimed system of electrified railways of alternating current 25 kV, in addition to fulfilling specified train schedules under conditions of minimum electric energy consumption, rational voltage levels in the traction network and acceptable temperature operating modes of traction transformers, allows to determine the thermal wear of the insulation of the windings of the traction transformer, and also to determine empirical dependencies on the size of movement, profile of the track, train weight, ambient temperature environment and other factors that affect the thermal wear of the insulation of the windings of each traction transformer. This is due to the fact that due to the temperature control of the warmest points of traction transformers, according to well-known formulas, it is possible to determine the thermal wear of their insulation and, in addition, the results of the data obtained can predict the thermal wear of the insulation of the windings of each traction transformer, as well as take appropriate measures to increase resource traction transformers, which gives a significant economic effect.

Such a causal relationship is not known from the prior art. Therefore, it is new, and the claimed technical solution meets the criterion of patentability of the invention "inventive step".

Figure 1 shows a system of electrified railways of alternating current 25 kV and figure 2 is a block diagram of an algorithm for choosing rational power schemes for traction loads.

The inventive system of electrified railways of alternating current 25 kV (Fig. 1) contains power lines 1, traction substations 2, capacitor units of longitudinal 3 and transverse 4 capacitive compensation, traction network 5, sectioning posts 6, traction loads 7, communication lines 8, and also control room 9.

Traction substations 2 contain three-phase three-winding transformers 10 with a voltage control device under load, transformer oil temperature control sensors 11 and the most heated points of the transformer windings control 12, ambient temperature sensors 13, atmospheric pressure sensors 14, ambient humidity sensors environments 15, as well as switchgears 16.

The traction network 5 comprises a contact network 17 divided into sections by neutral inserts 18 and insulating mates 19, as well as a rail network 20.

Dispatch point 9 contains a power supply circuit analysis unit 21 and a power supply selection unit 22 for traction loads, a statistical data collection unit 23 and a temperature metering unit for the warmest points of the windings of the traction transformers 24, as well as train 25 and power dispatchers 26.

Each sectioning station 6 is made in the form of two bus sections with feeder switches 27 connected by a bus switch 28.

Traction three-phase three-winding transformers 10 substations 2 are electrically interconnected by means of power lines 1 and traction network 5.

Sensors for monitoring the temperature of the warmest points of the windings of traction transformers 12, sensors for monitoring the temperature of the ambient air 13, sensors for controlling the atmospheric pressure 14, sensors for controlling the humidity of the ambient air 15 are connected via communication lines 8 to the statistical data collection unit 23, which is connected to the temperature metering unit the most heated points of the windings of traction transformers 24, and the temperature metering unit of the most heated points of the windings of traction transformers 24 - with a block for analyzing the power circuits of traction loads 21.

The high voltage windings of each traction transformer 10 are connected to power lines 1, and the traction windings are connected to a switchgear with a voltage of 27.5 kV 16, which is connected to sections of the contact network 17 and rail network 20 through capacitor devices of longitudinal capacitive compensation 3. Section of the contact network 17 interconnected by means of sectioning posts 6 through their feeder 27 and bus 28 switches.

Each capacitor transverse capacitive compensation 4 with one terminal is connected to the non-grounded phase of the switchgear 27.5 kV 16, and the other terminal is connected to the grounded phase of the switchgear 27.5 kV 16.

Traction loads 7 are connected by one output to the contact network 17, and the other to the rail network 20.

Train 25 and energy-26 dispatchers are interconnected and connected to the unit for analyzing power supply schemes for traction loads 21 using communication lines 8. At the same time, energy dispatcher 26 is also connected to a unit for selecting power schemes for traction loads 22. Blocks for selecting 22 and analysis 21 of power schemes traction loads are interconnected by means of communication lines 8.

The energy controller 26 is connected via communication lines 8 to the traction substations 2, to each feeder 27 and bus 28 switch of the sectioning posts 6, as well as to capacitor units of longitudinal 3 and transverse 4 capacitive compensation.

Each sensor for monitoring the temperature of the transformer oil 11 is connected via a communication line 8 to the alarm system and control devices of the traction substation 2.

The inventive system of electrified railways of alternating current 25 kV operates as follows.

Currents of traction loads 7 flow through power lines 1, windings of traction transformer 10, switchgears 16 of traction substations 2 and traction network 5, and currents flow from each switchgear 27.5 kV 16 through capacitor units of longitudinal capacitive compensation 3 and sections of the contact network 17 to traction loads 7, returning to 27.5 kV switchgears 16 through rail network 20 and capacitor units of longitudinal capacitive compensation 3. Moreover, each section of traction network 5 receives power removal from the corresponding traction substation 2, at least with the help of one traction transformer 10, and, if necessary, through several transformers 10.

The train dispatcher 25 controls the movement of trains on the railway section and, through the communication line 8, interacts with the energy dispatcher 26, which provides power to the traction loads 7. At the same time, temperature sensors of the warmest points of the windings of the traction transformer 12, sensors for monitoring the ambient air temperature 13 , atmospheric pressure monitoring sensors 14, air humidity sensors 15, information is received in the statistical data collection unit 23. Further, from the statistical data collection unit 23, download temperature data of the warmest points of the winding traction transformer 10 temperature metering unit of the warmest points of the windings 24. Then the temperature metering unit 24 transmits information about the temperature of the warmest points of the windings of traction transformer 10 to the analysis unit of the power supply schemes of traction loads 21. At the same time from the train 25 and energy - 26 dispatchers to the unit for the analysis of power supply schemes for traction loads 21 receives information via communication lines 8, which is analyzed according to technical and economic indicators of the operation of the electrification system Rowan railways AC 25 kV. A field for which the data obtained during the analysis on the selection of possible power supply schemes for traction loads from the circuit analysis unit 21 are transferred to the circuit selection unit 22, in which the rational power supply for traction loads is selected 7. And only after the above operation, the necessary information about the rational power supply scheme for the estimated time period transmitted to the energy controller 26, which implements a rational power supply scheme of traction loads 7.

At the same time, each sensor for monitoring the temperature of transformer oil 11 and sends a signal to the alarm and control system, which, if necessary, controls the switching equipment of traction substations 2.

The selection of rational power schemes for traction loads 7 for a calculated period of time is made in the analysis units 21 and selection 22 of power schemes for traction loads according to the following algorithm, presented in figure 2.

и $${\dot{U}}_{\min }$$

график движения поездов участка железной дороги, типы электровозов, профиля пути, а также масса ЭПС. Затем в блоке действий 2 на основании исходных данных блока ввода данных 1 определяется расчетный период времени, для которого будут анализироваться схемы питания тяговых нагрузок. Далее в блоке действий 3 производится выбор расчетной схемы питания тяговых нагрузок. В выбранной схеме питания блоком действий 4 выполняется расчет минимального уровня напряжения в тяговой сети $${\dot{U}}_{\min .p}$$

и максимального уровня напряжения в тяговой сети $${\dot{U}}_{\max .p}$$

. Блоком условия $${\dot{U}}_{\min .p}>{\dot{U}}_{\min }$$

5 и блоком условия $${\dot{U}}_{\max .p}<{\dot{U}}_{\max }$$

6 расчетные напряжения в тяговой сети проверяются на соответствие их предельно допустимым минимальным и максимальным значениям. В блоке условия T_н.н.т<T_max 7 температура наиболее нагретых точек обмоток трансформатора T_н.н.т проверяется на соответствие их предельно допустимым значениям. В случае невыполнения условий блоков 5 или 6, или 7 осуществляется переход к блоку действий 3, где выбирается другая схема питания тяговых нагрузок. После чего цикл работы блоков 4-7 повторяется и если расчетные напряжения и температура наиболее нагретых точек обмоток трансформатора Т_н.н.т удовлетворяют условия этих блоков, то в блоке действий 8 производится расчет потребления электрической энергии, приходящей на тягу электровозов за расчетный период времени. В логическом блоке 9 выполняется проверка того, все ли варианты схем питания тяговых нагрузок были рассмотрены, и если проанализированы не все возможные схемы питания тяговых нагрузок для выбранного расчетного периода времени, производится переход к блоку действий 3. После этого цикл работы блоков 3-8 повторяется. При анализе всех возможных схем питания тяговых нагрузок, блоком действий 10 выбирается рациональная схема питания, которая обеспечивает минимальное потребление электрической энергии, приходящуюся на тягу поездов и допустимые температуры работы обмоток тяговых трансформаторов. Блоком вывода данных 11 выводится информация о выбранной схеме питания тяговых нагрузок на расчетный период времени.The initial data necessary for the analysis of power supply schemes for traction loads are entered into the data input unit 1. The data entered into unit 1 are the technical parameters of the operation of the elements of the system of electrified railways of alternating current 25 kV. Parameters of traction substations, including control of temperature and humidity of ambient air and atmospheric pressure, traction transformers, including temperatures of the warmest points of their windings T _nt , traction network, external power supply system, railway track, rational voltage levels $${\dot{U}}_{\max }$$

and $${\dot{U}}_{\min }$$

train schedule of the railway section, types of electric locomotives, track profile, and also the mass of EPS. Then, in the action block 2, based on the initial data of the data input unit 1, the estimated time period is determined for which the power supply schemes of traction loads will be analyzed. Next, in action block 3, the choice of the design power scheme for traction loads is made. In the selected power scheme, action block 4 calculates the minimum voltage level in the traction network $${\dot{U}}_{\min .p}$$

and maximum voltage level in the traction network $${\dot{U}}_{\max .p}$$

. Condition block $${\dot{U}}_{\min .p}>{\dot{U}}_{\mathrm{<figure-callout\; id="5"\; label="min"\; filenames="00000007.png,00000008.png"\; state="\{\{state\}\}">min</figure-callout>}}$$

5 and condition block $${\dot{U}}_{\max .p}<{\dot{\mathrm{<figure-callout\; id="6"\; label="U\; ̇\; max"\; filenames="00000008.png"\; state="\{\{state\}\}">U\; </figure-callout>}}}_{\max }$$

6, the design stresses in the traction network are checked for compliance with their maximum permissible minimum and maximum values. In the condition block T _NNT <T _max 7, the temperature of the most heated points of the transformer windings T _{NNT is} checked for compliance with their maximum permissible values. In case of failure to fulfill the conditions of blocks 5 or 6, or 7, a transition is made to action block 3, where another power supply scheme for traction loads is selected. After that, the cycle of operation of blocks 4-7 is repeated and if the calculated voltages and temperatures of the most heated points of the transformer windings T _n.t. satisfy the conditions of these blocks, then in block 8, the calculation of the consumption of electric energy coming to the traction of electric locomotives for the estimated period of time . In logic block 9, a check is made to see whether all options for power supply traction loads have been considered, and if not all possible power supply schemes for traction loads for the selected estimated time period are analyzed, a transition is made to block action 3. After this, the operation cycle of blocks 3-8 is repeated . When analyzing all possible power schemes for traction loads, action block 10 selects a rational power scheme that ensures the minimum consumption of electric energy per train traction and permissible operating temperatures of traction transformer windings. The data output unit 11 displays information about the selected power supply of traction loads for the estimated period of time.

Thus, the use of the inventive system of electrified railways of alternating current 25 kV in comparison with the prototype system allows to increase its reliability by choosing rational power supply schemes for traction loads, taking into account the temperature control of the windings of traction transformers. In addition, the claimed system solves the urgent problem of obtaining statistical data that allows to determine the empirical dependencies of the influence of environmental factors and the selected power supply of traction loads on the life of traction transformers.

Claims (1)

The 25 kV AC electrified railway system contains power lines, traction substations, including three-phase three-winding traction transformers with a voltage control device under load and transformer oil temperature control sensors, switchgears, a traction network formed by a rail network and a contact network with neutral inserts and insulating interfaces, sectioning stations with bus switches and feeder circuit breakers, capacitor e longitudinal and transverse capacitive compensation installations, traction load, a control room with train and power controllers, a unit for analyzing traction load power circuits and a unit for selecting traction power supply circuits, while traction transformers are electrically connected to each other via power lines and a traction network, traction transformers are connected to power lines through switchgears of traction substations, the traction network is connected to a switchgear with a voltage of 27.5 kV of traction substations substations, the contact network is divided into sections using neutral inserts and insulating mates, the sections of the contact network are interconnected by means of feeder and bus circuit breakers of the sectioning posts, and also connected to switchgears of 27.5 kV traction substations through capacitor units of longitudinal capacitive compensation, capacitor units lateral capacitive compensation connected to the buses of switchgears 27.5 kV traction substations, the rail network is connected to the distribution for a 27.5 kV device, through capacitor units for longitudinal capacitive compensation, train and energy dispatchers are connected to each other via a communication line, the energy dispatcher is connected via lines of communication to traction substations, section section switches and capacitor units for longitudinal and transverse capacitive compensation, power circuit analysis unit traction loads are connected through communication lines with train and energy controllers, the circuit selection unit is connected to the analysis unit of the power supply schemes of traction loads and through a line connection with the energy dispatcher, traction loads are connected by one output to the contact network, and the other - to the rail network, characterized in that the system is additionally equipped with temperature control sensors for the most heated points of the windings of traction transformers, sensors for monitoring ambient air temperatures, atmospheric pressure sensors, sensors control of ambient air humidity, which are located in the territories of traction substations, by the statistical data collection unit, by the temperature metering unit heated points of the windings of traction transformers located on the dispatcher traveler, while the temperature control sensors of the warmest points of the windings of traction transformers, sensors for monitoring the temperature of ambient air, sensors for controlling atmospheric pressure, sensors for controlling the humidity of the ambient air are connected through the communication lines to the statistical data collection unit , which is connected with the temperature metering unit of the most heated points of the windings of traction transformers, and the temperature metering unit is most heated points of the windings of traction transformers - with a unit for analyzing power schemes for traction loads.

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