WO2015192645A1 - 一种电气化铁路同轴电缆供电系统 - Google Patents

一种电气化铁路同轴电缆供电系统 Download PDF

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Publication number
WO2015192645A1
WO2015192645A1 PCT/CN2015/000393 CN2015000393W WO2015192645A1 WO 2015192645 A1 WO2015192645 A1 WO 2015192645A1 CN 2015000393 W CN2015000393 W CN 2015000393W WO 2015192645 A1 WO2015192645 A1 WO 2015192645A1
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coaxial cable
power supply
traction
parallel
overhead line
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PCT/CN2015/000393
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English (en)
French (fr)
Inventor
李群湛
易东
刘炜
李亚楠
解绍锋
吴积钦
郭锴
张丽艳
李子晗
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西南交通大学
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Application filed by 西南交通大学 filed Critical 西南交通大学
Priority to ES15810052T priority Critical patent/ES2796100T3/es
Priority to EP15810052.9A priority patent/EP3160052B8/en
Priority to JP2017518391A priority patent/JP6421238B2/ja
Publication of WO2015192645A1 publication Critical patent/WO2015192645A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
    • B60M3/04—Arrangements for cutting in and out of individual track sections

Definitions

  • the invention relates to an electrified railway coaxial cable power supply system, in particular to the field of power frequency single-phase traction power supply for trunk railway transportation and urban rail transit.
  • the single-phase system has the advantages of simple structure, low construction cost, convenient operation and maintenance, etc. It determines that the power frequency single-phase AC power taken from the public power grid is generally used to supply power to the train (traction load) on the electrified railway.
  • the electrified railway adopts a scheme of rotating phase sequence and phase division partition power supply.
  • the adjacent power supply areas at the phase separation are divided by a phase separator to form an electrical phase separation, also called phase separation.
  • the phase separation is usually located at the junction between the two power supply arms at the exit of the traction substation and the partition between the two traction substations, or, in general, there are two in the area under the jurisdiction of each traction substation.
  • Phase separation In order to prevent electric locomotives from being burned through phase separation, the suspension components of the contact network are burnt due to arcing, and even accidents such as phase-to-phase short circuit are caused. As the train speed increases, the driver cannot manually degrade, shut down the auxiliary unit, and divide the main unit.
  • the automatic over-phase separation technique was developed when the circuit breaker, the inertia of the train passed through the neutral section, the main breaker, the auxiliary unit, and the traction recovery power to complete the excessive phase.
  • the automatic over-phase separation technology mainly has the ground switch automatically switching over the phase separation, the vehicle automatic over-phase and the on-column automatic over-equal, but there are still transient electrical processes in which the train passes the electrical phase separation in the switching, which is easy to generate a large operation. Voltage or overcurrent causes accidents such as burning of traction nets and vehicle equipment, and even leads to automatic over-phase operation failure, affecting power supply reliability and safe operation of trains. Therefore, phase separation is still the weakest link in the entire traction power supply system, and it is the bottleneck of traction power supply for high-speed railways and even electrified railways.
  • the fundamental measure to eliminate the adverse effects of phasing is to cancel the phase separation.
  • the traction substation implements the phase-off power supply to cancel the phase separation while governing the negative sequence.
  • the degree of governance is subject to the national standard, and the key to the bilateral power supply implemented by the sub-area is to reduce the equilibrium current generated, but reduce To what extent there is no standard to follow, that is to say, whether bilateral supply can be implemented Electricity is still to be studied.
  • how to maximize the length of the power supply arm when a line length is given is also an effective measure to avoid or reduce phase separation.
  • the in-phase power supply of the traction substation cancels the phase separation at the exit. If the length of the left and right power supply arms is greater than the line length, the phase separation is no longer set on the line; if the traction substation implements the in-phase power supply, If the length of the two power supply arms is less than the length of the line, a phase separation is also set on the line.
  • Another factor is the provincial power grid. If the railway is not allowed to use electricity across provinces, the railway must be phased across provincial boundaries.
  • the invention provides an electrified railway coaxial cable power supply system, which is to maximize the length of the power supply arm, avoid or reduce phase separation, and make the transportation smoother.
  • the object of the present invention is to provide an electrified railway coaxial cable power supply system, which is mainly used in the field of power line single-phase traction power supply for trunk railway transportation and urban rail transit, maximally extending the length of the power supply arm, avoiding or reducing phase separation, so that Transportation is smoother.
  • an electrified railway coaxial cable power supply system which is composed of a central traction substation, a coaxial cable, a traction transformer, a contact network, a rail, a circuit breaker, etc.
  • the coaxial cable is composed of an inner conductor, an inner insulation, an outer conductor, an outer insulation, etc.
  • the traction transformer is a single-phase connection
  • the central traction substation is connected with a coaxial cable
  • the coaxial cable and the contact net are erected in parallel
  • the primary winding of the traction transformer is Connected between the inner conductor and the outer conductor of the coaxial cable, the secondary winding of the traction transformer is connected between the contact net and the rail, wherein one end of the inner conductor connecting the coaxial cable and one end connected to the contact net are the same end
  • the transformer is distributed along the coaxial cable and the contact net at regular intervals; the inner conductor of the coaxial cable is connected in parallel with the contact network through the adjacent
  • Center traction substation SS above the grid management, center traction substation SS and its coaxial cable for The electrical system is managed by the railway.
  • the working principle of the invention is that the electric power of the electric train running between the contact net and the rail is mainly supplied by its nearest traction transformer; the traction transformer is powered by the coaxial cable; the coaxial cable is obtained from the public grid through the central traction substation Power; the voltage level of the coaxial cable is higher than the voltage level of the contact network, the power supply capability is stronger, and the power supply distance is longer.
  • the power supply capability and voltage level of the present invention are mainly determined by coaxial cables, and therefore are suitable for matching various voltage levels of the coaxial cable and the contact network.
  • 110kV coaxial cable and 27.5kV contact network can be used for electrified railway;
  • 35kV coaxial cable and 1.1-3.5kV contact network can be used for urban rail transit such as subway and light rail.
  • the coaxial cable is responsible for the main power supply task, and the contact network of each segment is mainly responsible for the power supply of the train in this section, and the average current carrying capacity of the contact network is greatly reduced, and a thinner contact line can be selected, which is beneficial to the light suspension of the contact net and The overall quality is improved; at the same time, the coaxial cable power supply can effectively reduce the track potential and reduce external electromagnetic interference.
  • the coaxial cable used in the present invention can be erected along a railway or a subway tunnel, and does not occupy an additional corridor like an overhead line, and is easy to implement; and, compared with the overhead line, the coaxial cable has a stronger power supply capability and a longer power supply distance. Reduce the interface between the railway and the utility grid, save external power investment, and facilitate management.
  • the technology of the invention is reliable and easy to implement.
  • FIG. 1 is a schematic structural view of an embodiment of the present invention.
  • FIG. 1 shows a specific embodiment of the present invention: an electrified railway coaxial cable power supply system, a central traction substation SS, a coaxial cable, a traction transformer TT and a contact network T, a rail R, a circuit breaker and the like, wherein a coaxial cable, the insulated inner conductor within the IC, outside -OC conductor, the outer insulation and other components, a single-phase traction transformer connection; center-pull power substation SS connecting the left through the circuit breaker.
  • the coaxial cable of the arm is connected to the coaxial cable of the right power supply arm via the circuit breaker G 2 ; the coaxial cable and the contact net are erected in parallel; the primary winding of the traction transformer TT i is connected to the inner conductor IC and the outer conductor OC of the coaxial cable Between the circuit breaker W i , the secondary winding of the traction transformer is connected between the contact net T and the rail R, wherein one end of the inner conductor connecting the coaxial cable and one end connected to the contact net are of the same name, marked with *,
  • the electrical segment S i and the circuit breaker K i and the left circuit breaker K i1 , the right circuit breaker K i2 , the left circuit breaker K i1 and the right circuit breaker K i2 are arranged.
  • the train can Uninterrupted power is passed through the electrical segment S i ; the traction transformer TT i is distributed along the coaxial cable and the contact network at regular intervals, and the inner conductor of the coaxial cable is connected in parallel with the contact network through the adjacent traction transformer, and the outer conductor of the coaxial cable and the rail are connected Parallel; the electric train LC receives power between the contact network T and the rail R.
  • the traction transformer TT i spacing is generally above 20km.
  • the center traction substation SS is managed by the grid.
  • the center traction substation SS and its coaxial cable power supply system are under railway management.
  • the working principle of the invention is that the electric power of the electric train LC running between the contact net T and the rail R is mainly supplied by its nearest traction transformer; the traction transformer is powered by the coaxial cable; the coaxial cable is passed through the central traction substation.
  • the utility grid ABC takes power.
  • the incoming line ABC of the central traction substation SS can select the 220kV utility grid as the external power source, and the 110kV coaxial cable is used to match the 27.5kV contact network; for the urban rail transit such as subway and light rail, the central traction and transformation
  • the incoming line ABC of the SS can select the 110kV or 220kV utility grid as the external power source, and the 35kV coaxial cable is matched with the 1.1-3.5kV contact network.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
  • Supply And Distribution Of Alternating Current (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

一种电气化铁路同轴电缆供电系统，由中心牵引变电所SS、同轴电缆、牵引变压器TT和接触网T、钢轨R、断路器等构成；中心牵引变电所SS连接同轴电缆；同轴电缆和接触网T平行架设；牵引变压器TT为单相接线并按一定间隔沿同轴电缆和接触网T分布，其原边绕组并接于同轴电缆的内导体IC和外导体OC之间，其次边绕组并接于接触网T和钢轨R之间；通过相邻的牵引变压器TT把同轴电缆内导体IC与接触网T并联，把同轴电缆外导体OC与钢轨R并联；本发明系统的供电能力和电压水平主要由同轴电缆决定，适于同轴电缆与接触网T各种电压等级的匹配，有利于接触网T的轻型悬挂和整体品质的提高；同轴电缆沿铁路或地铁隧道架设，不额外占用走廊，可减少铁路与公用电网接口，节省外部电源投资，便于管理。

Description

一种电气化铁路同轴电缆供电系统 技术领域
本发明涉及一种电气化铁路同轴电缆供电系统，特别涉及干线铁路运输和城市轨道交通的工频单相牵引供电领域。
背景技术
单相系统所具有的结构简单、建设成本低、运用和维护方便等优点，决定了电气化铁路上普遍采用取自公用电网的工频单相交流电为列车(牵引负荷)供电。为使单相的牵引负荷在三相公用电网中尽可能平均分配，电气化铁路采用轮换相序、分相分区供电的方案。分相分区处的相邻供电区之间用分相绝缘器分割，形成电分相，也称分相。这些分相却又制约着电气化铁路优越性的良好发挥，因为分相将造成供电断点，影响列车牵引功率的持续发挥，又是机械上的弱点，影响系统可靠性。
分相通常设在牵引变电所出口两个供电臂的连接处和两个牵引变电所之间的分区所处，或者说，通常情况下平均每个牵引变电所所辖范围内有两个分相。为防止电力机车带电通过分相发生因燃弧而烧坏接触网悬挂部件，甚至导致相间短路等事故，随着列车速度的不断升高，在司机无法手动进行退级、关辅助机组、分主断路器、靠列车惯性驶过中性段、再合主断路器、合辅助机组、进级恢复牵引功率来完成过分相的情况下，人们开发了自动过分相技术。自动过分相技术主要有地面开关自动切换过分相、车载自动过分相以及柱上自动过分相等几种，但仍存在开关切换中列车通过电分相的暂态电气过程，易产生较大的操作过电压或过电流，造成牵引网与车载设备烧损等事故，甚至导致自动过分相操作失败，影响供电可靠性和列车安全运行。因此，分相仍然是整个牵引供电系统中最薄弱的环节，是高速铁路乃至整个电气化铁路牵引供电的瓶颈。
显然，消除分相不良影响的根本举措是取消分相。研究表明，采用同相供电技术可以取消变电所出口处的分相，采用新型双边供电技术可以取消分区所处的分相。同时也要注意到，牵引变电所实施同相供电取消分相的同时要治理负序，治理的程度以国标为准，而分区所实施双边供电的关键是降低由此产生的均衡电流，但降低到何种程度目前尚无标准可循，即是说，能否实施双边供 电还待研究。因此，在一条线路长度给定的情况下，如何最大限度地延长供电臂长度，如把目前电气化铁路几十公里的供电臂延长到200公里以上，也是避免或减少分相的有效举措。换言之，牵引变电所实施同相供电取消了其出口处的分相，如果左右两个供电臂的长度大于线路长度，则线路上就不再设置分相；如果牵引变电所实施同相供电后左右两个供电臂的长度小于线路长度，则线路上还要设置一个分相。另一个因素是省级电网，如果不允许铁路跨省用电，则铁路跨省界处必须设置分相。
最大限度地延长供电臂长度还有利于实现缺电或无电地区的铁路电气化，如青藏高原。
本发明提出一种电气化铁路同轴电缆供电系统，就是为了最大限度地延长供电臂长度，避免或减少分相，使交通运输更为顺畅。
随着材料和制造技术的进步，同轴电缆成本显著下降，这为本专利的实施奠定了经济基础。
发明内容
本发明的目的是提供一种电气化铁路同轴电缆供电系统，主要用于干线铁路运输和城市轨道交通的工频单相牵引供电领域，最大限度地延长供电臂长度，避免或减少分相，使交通运输更为顺畅。
本发明解决其技术问题，所采用的技术方案为：一种电气化铁路同轴电缆供电系统，由中心牵引变电所、同轴电缆、牵引变压器和接触网、钢轨、断路器等构成，其中，同轴电缆由内导体、内绝缘、外导体、外绝缘等组成，牵引变压器为单相接线；中心牵引变电所连接同轴电缆；同轴电缆和接触网平行架设；牵引变压器原边绕组并接于同轴电缆的内导体和外导体之间，牵引变压器次边绕组并接于接触网和钢轨之间，其中，连接同轴电缆内导体的一端和连接接触网的一端为同名端；牵引变压器按一定间隔沿同轴电缆和接触网分布；通过相邻的牵引变压器把同轴电缆内导体与接触网并联，把同轴电缆外导体与钢轨并联；电气列车在接触网与钢轨之间受电。
中心牵引变电所SS以上归电网管理，中心牵引变电所SS及其同轴电缆供 电系统归铁路管理。
本发明的工作原理是：在接触网与钢轨之间运行的电气列车的电力主要由其最近的牵引变压器供给；牵引变压器由同轴电缆供电；同轴电缆通过中心牵引变电所从公用电网取得电力；同轴电缆的电压等级高于接触网的电压等级，供电能力更强，供电距离更长。
与现有技术相比，本发明的有益效果是：
一、本发明的供电能力和电压水平主要由同轴电缆决定，因此，适于同轴电缆与接触网各种电压等级的匹配方式。如电气化铁路可以选用110kV同轴电缆和27.5kV接触网；地铁、轻轨等城市轨道交通可以选用35kV同轴电缆和1.1-3.5kV接触网等。
二、本发明中同轴电缆担负主要供电任务，各段接触网主要负责本段列车的供电，则接触网平均载流量大大降低，可以选择更细的接触线，有利于接触网的轻型悬挂和整体品质的提高；同时，同轴电缆供电可以有效降低轨道电位，减少对外电磁干扰。
三、本发明所用同轴电缆可以沿铁路或地铁隧道架设，不像架空线那样额外占用走廊，易于实施；并且，与架空线相比，同轴电缆供电能力更强，供电距离更长，可以减少铁路与公用电网接口，节省外部电源投资，便于管理。
四、本发明技术可靠，便于实施。
下面结合附图和具体实施方式对本发明作进一步的描述。
附图说明
图1是本发明实施例的结构示意图。
具体实施方式
实施例
图1示出，本发明的一种具体实施方式为：一种电气化铁路同轴电缆供电系统，由中心牵引变电所SS、同轴电缆、牵引变压器TT和接触网T、钢轨R、断路器等构成，其中，同轴电缆由内导体IC、内绝缘、外导体OC、外绝缘等组成，牵引变压器为单相接线；中心牵引变电所SS通过断路器G经断路器G1连接左供电臂的同轴电缆，经断路器G2连接右供电臂的同轴电缆；同轴电缆和接触网平行架设；牵引变压器TTi原边绕组并接于同轴电缆的内导体IC和外导体OC 之间，设断路器Wi，牵引变压器次边绕组并接于接触网T和钢轨R之间，其中，连接同轴电缆内导体的一端和连接接触网的一端为同名端，用*标记，为便于牵引变压器TTi和接触网故障切除与检修，设置电分段Si和断路器Ki以及左断路器Ki1、右断路器Ki2，左断路器Ki1和右断路器Ki2跨接于电分段Si上，列车可以不断电通过电分段Si；牵引变压器TTi按一定间隔沿同轴电缆和接触网分布，通过相邻的牵引变压器把同轴电缆内导体与接触网并联，把同轴电缆外导体与钢轨并联；电气列车LC在接触网T与钢轨R之间受电。牵引变压器TTi间距一般在20km以上。当牵引变压器TTi间距较大时，还可以在期间设置分区所Pi，以划小分区，更便于故障切除与检修；i＝1，2，...，n，n为一条供电臂上牵引变压器的个数。
中心牵引变电所SS以上归电网管理，中心牵引变电所SS及其同轴电缆供电系统归铁路管理。
本发明的工作原理是：在接触网T与钢轨R之间运行的电气列车LC的电力主要由其最近的牵引变压器供给；牵引变压器由同轴电缆供电；同轴电缆通过中心牵引变电所从公用电网ABC取得电力。
对于电气化铁路，中心牵引变电所SS的进线ABC可选取220kV公用电网作为外部电源，同时选用110kV同轴电缆与27.5kV接触网相匹配；对于地铁、轻轨等城市轨道交通，中心牵引变电所SS的进线ABC可选取110kV或220kV公用电网作为外部电源，同时选用35kV同轴电缆与1.1-3.5kV接触网相匹配。
为了增强供电可靠性，可以考虑同轴电缆100％备用方式，或者两路同轴电缆并联工作，只在检修或故障时退出一路，或一路中的局部。

Claims (4)

  1. 一种电气化铁路同轴电缆供电系统，由中心牵引变电所、同轴电缆、牵引变压器和接触网、钢轨、断路器等构成，其中，同轴电缆由内导体、内绝缘、外导体、外绝缘等组成，牵引变压器为单相接线，其特征在于：中心牵引变电所连接同轴电缆；同轴电缆和接触网平行架设；牵引变压器原边绕组并接于同轴电缆的内导体和外导体之间，牵引变压器次边绕组并接于接触网和钢轨之间，其中，连接同轴电缆内导体的一端和连接接触网的一端为同名端；牵引变压器按一定间隔沿同轴电缆和接触网分布；通过相邻的牵引变压器把同轴电缆内导体与接触网并联，把同轴电缆外导体与钢轨并联；电气列车在接触网与钢轨之间受电。
  2. 根据权利要求1所述的一种电气化铁路同轴电缆供电系统，其特征在于：同轴电缆的电压等级高于接触网的电压等级。
  3. 根据权利要求1所述的一种电气化铁路同轴电缆供电系统，其特征在于，接触网T设置电分段Si和断路器Ki以及左断路器Ki1、右断路器Ki2，左断路器Ki1和右断路器Ki2跨接于电分段Si上。
  4. 据权利要求1所述的一种电气化铁路同轴电缆供电系统，其特征在于：牵引变压器TTi间距一般在20km以上；当牵引变压器TTi间距较大时，可在期间设置分区所Pi，以划小分区，更便于故障切除与检修；i＝1，2，...，n，n为一条供电臂上牵引变压器的个数。
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