WO2016026404A1 - 全程无负序间歇无供电网的电气化铁路电网系统 - Google Patents

全程无负序间歇无供电网的电气化铁路电网系统 Download PDF

Info

Publication number
WO2016026404A1
WO2016026404A1 PCT/CN2015/086817 CN2015086817W WO2016026404A1 WO 2016026404 A1 WO2016026404 A1 WO 2016026404A1 CN 2015086817 W CN2015086817 W CN 2015086817W WO 2016026404 A1 WO2016026404 A1 WO 2016026404A1
Authority
WO
WIPO (PCT)
Prior art keywords
phase
power supply
pantograph
emu
stroke section
Prior art date
Application number
PCT/CN2015/086817
Other languages
English (en)
French (fr)
Inventor
宋玉泉
管晓芳
Original Assignee
吉林大学
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by 吉林大学 filed Critical 吉林大学
Priority to BR112017003045-4A priority Critical patent/BR112017003045B1/pt
Priority to US15/504,296 priority patent/US10850637B2/en
Priority to RU2017108943A priority patent/RU2675765C2/ru
Publication of WO2016026404A1 publication Critical patent/WO2016026404A1/zh

Links

Images

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60MPOWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00Power supply lines for contact with collector on vehicle
    • B60M1/12Trolley lines; Accessories therefor
    • B60M1/20Arrangements for supporting or suspending trolley wires, e.g. from buildings
    • B60M1/22Separate lines from which power lines are suspended, e.g. catenary lines, supporting-lines under tension
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00Supplying electric power to auxiliary equipment of vehicles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/18Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00Electric propulsion with power supplied within the vehicle
    • B60L50/50Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/53Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00Electric propulsion with power supply external to the vehicle
    • B60L9/16Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/24Electric propulsion with power supply external to the vehicle using ac induction motors fed from ac supply lines
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00Electric propulsion with power supply external to the vehicle
    • B60L9/16Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/24Electric propulsion with power supply external to the vehicle using ac induction motors fed from ac supply lines
    • B60L9/26Electric propulsion with power supply external to the vehicle using ac induction motors fed from ac supply lines single-phase motors
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60MPOWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00Power supply lines for contact with collector on vehicle
    • B60M1/12Trolley lines; Accessories therefor
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60MPOWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M3/00Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00Type of vehicles
    • B60L2200/26Rail vehicles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60MPOWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M7/00Power lines or rails specially adapted for electrically-propelled vehicles of special types, e.g. suspension tramway, ropeway, underground railway
    • B60M7/003Power lines or rails specially adapted for electrically-propelled vehicles of special types, e.g. suspension tramway, ropeway, underground railway for vehicles using stored power (e.g. charging stations)
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage systems for electromobility, e.g. batteries

Definitions

  • the traction power supply system is a power source for ensuring safe, stable and efficient operation of high-speed trains. It is responsible for the stable, continuous and reliable power supply to high-speed EMUs and is one of the important infrastructures for electrified railways.
  • the electrified railway power grid system of the present invention adopts a full-range non-negative power supply system, in particular, intermittent intermittent contact, and does not support the power grid in the intermittent section.
  • the invention greatly simplifies the structure of the electrified railway supporting power grid, and is an important innovation for material saving, safety and reliability.
  • the external power supply system of the existing electrified high-speed railway is mainly composed of a traction substation, and a plurality of traction substations are arranged along an electrified railway.
  • the core equipment of the traction substation is the traction transformer.
  • the traction transformer is to boost the three-phase electric power generated by the power plant or to reduce the common three-phase high-voltage power to 110KV (220KV for high-speed electric railway) and then to 27.5KV ( Rated voltage 25KV) single-phase power frequency AC power, respectively, for the railway up and down two single-phase contact network power supply. Because the single-phase power supply system has a simple structure, low construction cost, and convenient operation and maintenance, the current electrified trains usually use single-phase power frequency AC power supply, as shown in Figure 5.
  • the mechanical support of the single-phase power supply network is composed of a plurality of anchor segments.
  • the anchor section and the anchor section are connected by a bearing cable, the anchor section pillar is used to bear the full weight of the contact power supply network, and the power supply network wire is fixed at the set position and height.
  • Each anchor segment includes a lower anchor compensation device, a plurality of wrist arm positioning devices, an electrical connection device, a suspension string device, a central anchor segment structure and a wire loop device: a lower anchor compensation device is disposed at each end of each anchor segment, and is installed at The upper part of the anchor section strut connects the bearing cable of each span of the contact net and the two ends of the contact line, automatically adjusts the stiffness of the bearing cable and the contact line and ensures the tension of the clue; each anchor segment is provided with a plurality of wrist arm positioning devices And the sling device, the distance between the two wrist arm positioning devices of each anchor segment is 35-45 m, and the wrist arm positioning device is installed at the upper part of the anchor segment strut to support the hanging string, and the contact wire and the bearing cable are suspended.
  • the load of the hoisting string is transmitted to the pillar, and the joint portion of the two adjacent anchor segments is called the anchor joint.
  • the basic requirement is to enable the pantograph of the electrified train to smoothly from an anchor.
  • the section transitions to another anchor section, and the contact is good, the flow is normal;
  • the spacing between two adjacent suspension devices of each anchor section is 7.5-8.5 m, and the suspension string device is installed between the bearing cable and the contact line, and the load cable Or the connection between the end of the contact line and the pillar is called Anchor cable, Passing the weight of the contact line to the load-bearing cable and increasing the suspension point of the contact line can improve the quality of the current taking of the pantograph of the electrified train;
  • the wire raft is arranged between the lower anchor compensation device and the central anchoring device, and is located at the electrified railway Between the two contact lines above the track ballast, the pantograph is safely and smoothly transitioned from one contact line to the other, and the two contact lines are substantially equal in the start
  • the electric connecting device is arranged in the lower anchor compensating device
  • the inner side is located between the lower anchor compensation device and the central anchoring device, and is used for connecting the circuits between the power supply lines of the contact lines to ensure the smoothness of the circuit
  • It consists of a wrist arm, a tie rod (or pressure tube) and an insulator for supporting the entire equipment of the contact net and transmitting the load to the strut
  • the positioning device includes a positioning tube, a positioner and a support for fixing the contact line at a distance At the specified position of the center of the line, the contact line does not exceed the allowable working range of the pantograph and the wear between the nets is uniform.
  • the electrified railway power grid system is mainly composed of an external power supply system, an external input internal power supply system and an internal power supply system.
  • the inventors have proposed Chinese invention patent applications 201410182358.0 and 201410239724.1, and the entire contents of the above-mentioned Chinese invention patent application are incorporated herein by reference. .
  • the Chinese invention patent application 201410182358.0 is mainly for the CRH2 and CRH3 8-car EMUs.
  • Chinese invention patent application 201410239724.1 is mainly for the innovative design of CRH1, CRH5 8-car EMU.
  • the commonality of the two invention patent applications is that the single-phase electricity output from the secondary side of the traction transformer is improved to two-phase electricity; both single-phase pantographs are improved to two-phase pantographs; The circuit breaker or the insulator of the neutral section; the two single-phase electric switches are input to the two two-phase cut-off switches through the two sliding contactors at the upper end of the two-phase pantograph, and then the two-phase cut-off switch and the EMU respectively
  • the two internal units are connected; the two basic units are independent of each other, insulated from each other, and have the same circuit structure. Therefore, the neutral section of the power supply network does not have a phase separation, and the three-phase dedicated power supply network does not cause a negative sequence current.
  • the present invention proposes an electrified railway power grid system without a negative sequence intermittent power supply network, which is mainly composed of an external power supply system, an external input internal power supply system and an internal power supply system.
  • the external power supply system is a facility that is parallel and symmetrical to each other on the up and down lines of the railway, and the two facilities are the same.
  • the two load cables, the two suspension strings, and the two power supply contact wires are parallel to each other and insulated from each other, and must not be short-circuited.
  • the hoisting string is arranged between the bearing cable and the power supply contact wire, and transmits the entire load of the power supply contact wire to the bearing cable, and transmits the cable to the anchor segment through the bearing cable.
  • the spacing between two adjacent positioning devices between the wrist arms of the anchor segment is preferably 35 to 45 m, and the spacing between two adjacent suspension strings of each anchor segment is preferably 7.5 to 8.5 m.
  • the special A, B, C three-phase high-voltage 110KV (high-speed train is 220KV) is input to the primary side of the traction substation transformer S, and the secondary side of the traction transformer S outputs ⁇ and ⁇ two-way 27.5KV (rated voltage 25KV) single phase
  • the electric, alpha and beta two-phase single-phase electricity are respectively connected to the two single-phase contact wires.
  • the external input internal power supply system is to improve the single-phase pantograph to a two-phase pantograph, and the two-phase pantograph is placed on the corresponding roof of the EMU.
  • Two-way single-phase electric current is provided in the sliding contactors ⁇ ' and ⁇ ' of the two-phase pantograph left arm La and the right arm Ra.
  • the two-phase cut-off switches K1 ⁇ , K1 ⁇ or K2 ⁇ , K2 ⁇ are input to the two-phase cut-off switches K1 ⁇ , K1 ⁇ .
  • K2 ⁇ , K2 ⁇ are respectively connected to the basic units TUB1 and TUB2 inside the EMU.
  • An insulator is provided between the left arm and the right arm of the two-phase pantograph to ensure good insulation between the two arms.
  • the internal power supply system is to set the power supply and auxiliary power supply of any 8-car EMU to the basic unit TUB1, and to set the E-vehicle battery of any EMU as the basic unit TUB2.
  • the two-phase pantograph T1 When the two-phase pantograph T1 is raised, the two-phase pantograph T2 must be lowered.
  • the two-phase cut-off switches K2 ⁇ and K2 ⁇ When the two-phase pantograph T1 is required to rise, the two-phase cut-off switches K2 ⁇ and K2 ⁇ are first turned off, and the two-phase cut-off switch K1 ⁇ is turned on. K1 ⁇ .
  • the ⁇ phase of the two-phase cut-off switch K1 ⁇ is responsible for the power supply of the auxiliary basic unit TUB1, and the ⁇ phase of the two-phase cut-off switch K1 ⁇ is responsible for the on-board storage.
  • the battery unit is powered by TUB2.
  • TUB1 and TUB2 are two basic units that are independent of each other, insulated
  • the invention combines the technical innovations of the external power supply system, the external input internal power supply system and the internal power supply system: when the EMU is in operation, the sequence includes a plurality of stroke segments including L 11 , L 12 , L 21 , L 22 , L 32 , etc .
  • the stroke section when the EMU runs until entering the L 11 stroke section, the two-phase pantograph T1 rises and the two-phase pantograph T2 descends.
  • the sliding contactor ⁇ ' of the left-hand pantograph T1 left arm is connected with the auxiliary power supply and power supply basic unit TUB1 of the EMU, the sliding contactor ⁇ ' of the right arm of the two-phase pantograph T1 and the basic unit TUB2 of the vehicle battery Connected; when the EMU runs until entering the L 21 stroke section, the two-phase pantograph T2 rises and the two-phase pantograph T1 descends.
  • the sliding contactor ⁇ ' of the left arm of the two-phase pantograph T2 is connected to the basic unit TUB2 of the vehicle battery, the sliding contactor ⁇ ' of the right arm of the two-phase pantograph T2 and the auxiliary unit for the auxiliary power supply and power supply of the EMU TUB1 is connected; since single-phase ⁇ -electricity and single-phase ⁇ -electricity are intermittently and independently alternately taken from the three-phase dedicated high-voltage power grids A, B, and C segments, single-phase ⁇ -electricity and single-phase ⁇ -electricity can be automatically symmetrically adjusted. Therefore, no phase separation neutral section is provided in the two single-phase power supply lines, and the negative sequence current is not caused in the three-phase high voltage power grid.
  • the two-phase pantographs T1 and T2 are lowered, and the operation of the EMU in the L 12 stroke section is all stored in the L 11 stroke section.
  • the electrical energy, in the L 22 stroke section relies entirely on the electrical energy stored in the L 21 stroke section, and the operation in the L 32 stroke section relies entirely on the electrical energy stored in the L 31 stroke section. In this way, it is not necessary to provide a power supply contact network in these sections, and the power supply can be powered by the vehicle battery to maintain the operation of the EMU.
  • the support structure of the power supply network is not required, and the object of the present invention is achieved.
  • the up-and-down single-phase pantograph of the traction transformer output is improved to a two-phase pantograph, and the sliding contactors ⁇ ' and ⁇ ' are respectively disposed at the upper ends of the left and right arms of the two-phase pantograph, respectively, and respectively
  • the two-way single-phase ⁇ -electric and single-phase ⁇ -electrical output of the transformer have good sliding contact, and the left and right arms of the pantograph are well insulated from each other by the insulators M 1 and M 2 .
  • the original single-phase contact pantograph is changed to a two-phase contact pantograph, which is more reliable and stable than the mechanical connection with the single-phase contactor only in the middle of the pantograph.
  • High-current step-down resistors R ⁇ and R ⁇ of 200 ⁇ to 1800 ⁇ are provided at the beginning and the end of the two-phase single-phase electric contact power supply wires of ⁇ and ⁇ .
  • the EMU When the EMU is operated to contact the contact power supply network or leave the contact power supply network, the voltage is continuously reduced or increased due to the large current resistance, so that the current spark is not generated due to the instantaneous increase and decrease of the voltage.
  • the upper and lower lines of the railway can also be designed as a three-line array support structure.
  • the side anchor section and the wrist arm positioning device of the up and down lines are designed as an L-shape, and the anchor section and the wrist arm positioning device arranged in the middle of the two lines can be designed as a T-type, which saves construction construction cost and increases The stability, reliability and safety of the dedicated power supply network support structure.
  • a wrist arm is fixed above the anchor section pillar, and two bearing cables insulated from each other and parallel to each other are fixed on the wrist arm, and each bearing cable is connected with the upper end of the hanging string, and the lower end of the hanging string is connected with the power supply contact line. Connected.
  • the two hanging strings and the two power supply contact lines are parallel to each other and insulated from each other.
  • the two contact lines are electrically connected to the two-way single-phase alpha and single-phase beta of the traction transformer output.
  • the two-way single-phase ⁇ -electricity and the single-phase ⁇ -electricity are respectively in sliding contact with the sliding contactors ⁇ ′ and ⁇ ′ of the two-phase pantograph, and are input to the auxiliary power supply inside the EMU through the two-phase cut-off switches K1 ⁇ and K1 ⁇ or K2 ⁇ and K2 ⁇ , Power supply system and vehicle battery. Since the single-phase alpha power and the single-phase beta power supply power to the basic unit TUB1 and the basic unit TUB2, respectively, the basic unit TUB1 and the basic unit TUB2 are independent of each other and are symmetrical to each other. Therefore, there is no neutral section, and no negative sequence current is generated in the three-phase high-voltage power A, B, and C.
  • High-current step-down resistors R ⁇ and R ⁇ (200 ⁇ to 1800 ⁇ ) are provided at both ends of each stroke.
  • the anchor section and the wrist arm positioning device on the side of the up and down lines are designed in an L shape, and the anchor section and the wrist arm positioning device arranged in the middle of the up line and the down line are designed in a T shape, which saves construction cost. Moreover, the stability, reliability and safety of the support structure of the dedicated power supply network are increased.
  • FIG. 1 is a schematic front view of an electrified railway power grid system without a negative sequence intermittent unpowered network, in accordance with a preferred embodiment of the present invention
  • Figure 2 is a schematic bottom view of Figure 1;
  • Figure 3 (a) is a B1-B1 side view of Figure 1
  • Figure 3 (b) is a B2-B2 side view of Figure 1;
  • FIG. 4 is a schematic diagram of a power supply of an 8-car EMU, an auxiliary power supply load, and a vehicle battery;
  • Figure 5 is a schematic diagram of external single-phase power supply of the existing electrified railway
  • Figures 6(a)-6(d) are schematic diagrams showing the arrangement order of the eight-car EMUs and the position of the two-phase pantograph in four different models, where:
  • Figure 6 (a) is a schematic diagram of the CRH1 type motor train grouping
  • Figure 6 (b) is a schematic diagram of the CRH2 type motor train grouping
  • Figure 6 (c) is a schematic diagram of the CRH3 type motor train grouping
  • Figure 6 (d) is a schematic diagram of the CRH5 type motor train grouping.
  • an electrified railway power grid system without a negative sequence intermittent unpowered network includes an anchor section pillar, and an upper portion of the anchor section pillar is fixed with a wrist arm positioning device, and the wrist arm positioning device is Two parallel bearing cables are fixed on the upper, the distance between the bearing cables is 1.94m, the hanging string is arranged between the bearing cable and the contact wire, and the upper ends of the two parallel hanging strings are connected with the two bearing cables.
  • the lower ends of the two suspension strings are connected to two contact wires.
  • the two parallel contact wires are electrically connected to the two single-phase ⁇ electric and single-phase ⁇ outputs of the secondary side of the traction transformer S.
  • each column of anchor columns 2 is provided with a wrist arm positioning device 3, and two armature positioning devices 3 are provided on the arm.
  • Parallel load-bearing cable 4, between the bearing cable 4 and the two single-phase power supply contact wires 1 is provided with a hanging string 5, each anchor segment adjacent to the two wrist arm positioning device 3 spacing of 35 ⁇ 45m, each anchor The distance between two adjacent hanging strings 5 of the segment is 7.5-8.5 m, and the parallel spacing of the two hanging strings on each wrist arm positioning device 3 is not less than 1.94 m.
  • the hoisting string 5 transmits the weight of the power supply contact wire 1 to the load-bearing cable 4, and the load-bearing cable 4 transmits the entire equipment load of the power supply contact wire 1 to the anchor segment strut 2.
  • the three-phase high-voltage 110KV (220KV for high-speed trains) is input to the primary side of the traction substation transformer S, and the secondary side of the traction transformer S outputs ⁇ and ⁇ two paths of 27.5KV ( The rated voltage is 25KV) single-phase electric, single-phase ⁇ electric and single-phase ⁇ electric are connected with the two-way power supply contact wire 1.
  • the high-current step-down resistors R ⁇ and R ⁇ of 200 ⁇ to 1800 ⁇ are provided at the beginning and the end of the two-phase single-phase power supply wires, and the sparks and ferromagnetic resonance phenomenon are not caused by the instantaneous disconnection.
  • the three-line array support structure is adopted, and the anchor section and the wrist arm of the upper and lower line sides can be designed into an L-shape, and the anchor section and the wrist arm positioning device arranged in the middle of the up line and the down line are arranged. It can be designed as T-type, which not only saves engineering construction costs, but also increases the stability, reliability and safety of the dedicated power supply network support structure. As shown in Fig.
  • the two-phase pantograph T1 and the two-phase pantograph T2 are arranged on the corresponding roof of the EMU, and a sliding contactor ⁇ ' is provided at the upper ends of the left-hand P and the right arm Ra of the two-phase pantograph.
  • the sliding contactor ⁇ ', the sliding contactor ⁇ ' and the sliding contactor ⁇ ' have good sliding contact with the two single-phase power supply wires, and the insulator M is disposed between the left arm P and the right arm Ra of the two-phase pantograph 1 and M 2 , the distance between the left arm La of the two- phase pantograph and the right arm Ra is not less than 1.94 m.
  • the sliding contactor ⁇ ' and the sliding contactor ⁇ ' are transmitted to the power supply system inside the EMU via the left arm La and the right arm Ra of the two-phase pantograph, which is more than a single-phase contactor provided only in the middle of the pantograph
  • the mechanical contact is stable, the wear amount between the bow mesh contacts is reduced, the power transmission is more reliable, and the power supply quality is good.
  • the two-phase power supply line of single-phase ⁇ electric and single-phase ⁇ electric is transmitted to the EMU by the sliding contactor ⁇ ' and the sliding contactor ⁇ ' via the left arm La and the right arm Ra of the biphasic pantograph.
  • the internal power supply system, alpha single phase power and beta single phase power are connected to the two phase cut-off switches K1 ⁇ and K1 ⁇ or to the two-phase cut-off switches K2 ⁇ and K2 ⁇ .
  • EMU at runtime through the sequence comprises a plurality of travel sections L 11, L 12, L 21 , L 22, L 32 and other sections of the stroke.
  • the two-phase pantograph T1 rises, the two-phase pantograph T2 descends, the biphasic cut-off switches K2 ⁇ and K2 ⁇ are disconnected, the two-phase cut-off switch K1 ⁇ and the motor train
  • the internal power supply of the group is connected to the basic unit TUB1 of the auxiliary power supply, and the two-phase cut-off switch K1 ⁇ is connected to the basic unit TUB2 of the vehicle battery.
  • the two-phase pantographs T1 and T2 are lowered; when the EMU continues to run into the L 21 stroke section, the two-phase pantograph T1 is lowered, the two-phase pantograph T2 is raised, and the two-phase is disconnected.
  • the cut-off switches K1 ⁇ , K1 ⁇ , the two-phase cut-off switch K2 ⁇ are connected to the basic unit TUB2 of the vehicle battery, and the two-phase cut-off switch K2 ⁇ is connected to the internal power supply and auxiliary power supply unit TUB1 of the EMU, and the vehicle battery is stored in the L 21 section.
  • the power is sufficient to supply the power and auxiliary power required in the L 22 section, and the two-phase pantographs T1 and T2 are lowered in the L 22 stroke section; when the EMU continues to run into the L 31 stroke section, the two phases are The electric bow T1 rises, the two-phase pantograph T2 is lowered, the two-phase cut-off switches K2 ⁇ and K2 ⁇ are disconnected, and the two-phase cut-off switch K1 ⁇ is connected with the basic unit TUB1 of the internal power supply and auxiliary power supply of the EMU, and the two-phase cut-off switch K1 ⁇ and Vehicle battery TUB2 connected to the base unit, L 31 EMU lift section supplying sufficient electric energy stored in the power supply and the auxiliary power moving vehicles desired group in the sections L 32, bipolar pantograph T1, T2 are in the lowered sections L 32 .
  • the two-phase pantograph T1 rises, the two-phase pantograph T2 is lowered, the two-phase pantograph T1 is lowered, and the two-phase pantograph T2 is raised.
  • the basic unit TUB1 and the basic unit TUB2 are alternately powered from the power supply network.
  • the in-vehicle power supply and the auxiliary power supply are set as the basic unit TUB1
  • the on-vehicle battery power supply is set as the basic unit TUB2
  • the power required for the in-vehicle power supply and the auxiliary power supply is only similar to that of the on-vehicle battery.
  • the present invention satisfactorily solves the above problems, which does not cause an imbalance in the power supply of the three-phase high-voltage power grid due to the accumulation of power consumption, and reduces the adverse effect of the negative sequence current.
  • the two-phase pantograph of the CRH1 8-car EMU is placed above the roof of the 2 tow and 7 tow; as shown in Figure 6(b), the double of the CRH2 8-car EMU The cross-bow is placed above the roof of the 4 tow and 6-movement; as shown in Figure 6 (c), the two-phase pantograph of the CRH3 8-car EMU is placed above the roof of the 2 tow and 7 tow; As shown in Fig. 6(d), the two-phase pantograph of the CRH5 type 8-car EMU is placed above the roof of the 3 tow and 6 tow.
  • Two single-phase ⁇ and single-phase ⁇ electric power outputted from the secondary side of the traction transformer S pass through the sliding contactors ⁇ ' and ⁇ ' of the upper end of the two-phase pantograph left arm La and the right arm Ra, and pass through the two-phase cut-off switch K1 ⁇ K1 ⁇ or K2 ⁇ , K2 ⁇ are input into the interior of the EMU.
  • A, B, C three-phase high voltage dedicated power grid
  • T1, T2 two-phase pantograph
  • K1 ⁇ , K1 ⁇ and K2 ⁇ , K2 ⁇ two-phase cut-off switch
  • M 1 , M 2 insulator between left arm La and right arm Ra

Abstract

一种全程无负序间歇无供电网的电气化铁路供电系统,主要由外部供电系统、外部输入内部供电系统和内部供电系统组成。外部供电是将单相供电改为双相供电,单相α和单相β经双相受电弓左右两臂的接触器α'和β'输入车内供电系统。内部供电是当双相受电弓T1升起、双相受电弓T2降下时,单相α给动车组供电,单相β为蓄电池充电;当双相受电弓T2升起、双相受电弓T1降下时,单相α为蓄电池供电,单相β给动车组供电;当双相受电弓T1和T2都降下时,在无外部供电的条件下,蓄电池为动车组供电。双相受电弓交替升起、降下,能够进一步减小各双相的单相电在三相电网中引起累积的负序电流。位于上行线盒下行线中间排列的锚段支柱(2)和腕臂定位装置(3)设计为T型。在运行全程不设过分相的中性段,在全程的多个区段间歇地不设供电网,无需供电网的机械支撑,动车组也能正常运行。

Description

全程无负序间歇无供电网的电气化铁路电网系统 技术领域
牵引供电系统是保证高速列车安全、稳定、高效运行的动力源,担负着向高速动车组稳定、持续、可靠的供电,是电气化铁路的重要基础设施之一。本发明的电气化铁路电网系统采用全程无负序的供电系统,特别是分段间歇接触,在间歇段无支撑电网。本发明大大简化了电气化铁路支撑电网结构,是节材、安全、可靠性好的重要创新。
背景技术
现有电气化高速铁路的外部供电系统主要由牵引变电所组成,在一条电气化铁路的沿线设有多个牵引变电所。牵引变电所的核心设备为牵引变压器,牵引变压器是将发电厂发出的三相电升压或将公用三相高压电降压为110KV(高速电气铁路为220KV),再变换为27.5KV(额定电压25KV)单相工频交流电,分别为铁路上下行两路单相接触网供电。由于单相供电系统结构简单、建设成本低、运用和维护方便,所以目前的电气化列车通常采用单相工频交流供电,如图5所示。
为了支撑单相牵引供电网的负荷,必须设置复杂的机械支撑结构。单相供电网的机械支撑由多个锚段排列而成。锚段与锚段之间用承力索连接,锚段支柱用于承受接触供电网的全部重量,并将供电网导线固定在设定的位置和高度。每一锚段包括下锚补偿装置、多个腕臂定位装置、电连接装置、吊弦装置、中心锚段结构及线岔装置:下锚补偿装置设置在每一锚段的两端,安装在锚段支柱上部,连接接触网每一跨的承力索与接触线两端,自动调节承力索与接触线的驰度并保证线索的张力;每一锚段设置有多个腕臂定位装置和吊弦装置,每一锚段相邻两个腕臂定位装置的间距为35~45m,腕臂定位装置安装在锚段支柱的上部,用于支持吊弦,并将接触线、承力索吊弦定位在设计的空间范围内,把吊弦的负荷传递到支柱上,两个相邻锚段的衔接部分称为锚段关节,其基本要求是能使电气化列车的受电弓平滑地从一个锚段过渡到另一锚段,且接触良好,取流正常;每一锚段相邻两个吊弦装置的间距为7.5~8.5m,吊弦装置安装于承力索与接触线之间,承力索或接触线端头与支柱的连接称为线索的下锚, 并将接触线的重量传递给承力索,增加接触线的悬挂点,可改善电气化列车受电弓的取流质量;线岔设置在下锚补偿装置与中心锚结装置之间,并位于电气化铁路轨道道岔上方的两条接触线之间,保证受电弓安全平滑地由一条接触线过渡至另一条接触线,并使两接触线在始触点基本等高,达到转换目的;中心锚结装置设置在每一锚段中间位置,在两端有补偿的接触网锚段中必须在锚段中心位置加以固定,接触线通过中心锚结线夹、辅助绳固定到承力索上,其作用是防止吊弦向任一方串动,保证线索张力均匀,提高弓网接触关系,用于防止接触网线索断线并将断线后接触网的破坏控制在一定范围;电连接装置设置在下锚补偿装置的内侧,位于下锚补偿装置与中心锚结装置之间,用于将接触线各分段供电之间的电路连接起来,保证电路的畅通;支持装置由腕臂、拉杆(或压管)和绝缘子组成,用于吊弦支撑接触网全部设备并将负荷传给支柱;定位装置包括定位管、定位器和支持器,用于将接触线固定在距线路中心的规定位置上,使接触线不超过受电弓允许工作范围并使弓网之间的磨损均匀。
由于安全支撑牵引供电网的全部负荷,必须设置复杂的机械支撑结构。因此需要投入大量的财力、物力和人力,以满足配套零部件的加工制造、安装、调试,以及工程施工、日常维护等。为了能简化或部分减少机械支撑结构,要求电气化铁路电网系统主要由外部供电系统、外部输入内部供电系统和内部供电系统组成。为了解决在高压专用供电网在全程不设过分相、也不引起负序电流的问题,本发明人已提出中国发明专利申请201410182358.0和201410239724.1,上述中国发明专利申请的全部内容通过引用结合在本文中。由于中国高速铁路的CRH1、CRH2、CRH3和CRH5型8厢动车组的排列顺序和受电弓设在车顶的位置不同,中国发明专利申请201410182358.0主要是针对CRH2型和CRH3型8厢动车组的创新设计;中国发明专利申请201410239724.1主要是针对CRH1、CRH5型8厢动车组的创新设计。两项发明专利申请的共同之处:都是将牵引变压器副边输出的单相电改进为双相电;都将单相受电弓改进为双相受电弓;都不设中性段的断路开关或中性段的绝缘器;都是经双相受电弓上端的两个滑动接触器将两路单相电输入两个双相切断开关,再经双相切断开关并分别与动车组内部的两个基本单元相连;两个基本单元互相独立,彼此绝缘,电路结构相同。于是在供电网全线不设过分相的中性段,在三相专用供电网也不引起负序电流。
虽然以上两项发明专利申请解决了在供电网全程不设过分相、也不引起负序电流的问题,但是解决支撑牵引供电网的机械支撑结构复杂的问题已势在必行。
发明内容
为此,本发明提出一种全程无负序间歇无供电网的电气化铁路电网系统,其主要由外部供电系统、外部输入内部供电系统和内部供电系统组成。
以下就本发明的外部供电系统、外部输入内部供电系统和内部供电系统三部分分别叙述如下:
外部供电系统是在铁路的上行和下行线分别有一路相互平行、彼此对称的设施,而且两路设施相同。在任一条上行或下行线都有一列锚段支柱,在锚段支柱的上部设有多个腕臂定位装置,在每个腕臂定位装置固定两条相互平行的承力索,每条承力索与吊弦的一端固定相连,吊弦的另一端与供电接触导线连接。两条承力索、两条吊弦、两条供电接触导线之间都彼此平行,互相绝缘,绝不能短路。吊弦设在承力索与供电接触导线之间,并将供电接触导线的全部负荷传递给承力索,通过承力索传给锚段支柱。锚段腕臂间相邻两个定位装置的间距优选为35~45m,每一锚段相邻两个吊弦的间距优选为7.5~8.5m。由专用A、B、C三相高压110KV(高速列车为220KV)输入牵引变电所变压器S的原边,由牵引变压器S的副边输出α和β两路27.5KV(额定电压25KV)单相电,α和β两路单相电分别与两单相接触导线连接。
外部输入内部供电系统是将单相受电弓改进为双相受电弓,双相受电弓设在动车组相应的车顶上。两路单相电经设在双相受电弓左臂La和右臂Ra的滑动接触器α′和β′输入双相切断开关K1α、K1β或K2β、K2α,输入双相切断开关K1α、K1β或K2β、K2α分别与动车组内部的基本单元TUB1和TUB2相连。双相受电弓左臂和右臂之间设有绝缘器,保证两臂互相之间的良好绝缘。
内部供电系统是将任一8厢动车组的动力供电、辅助供电设为基本单元TUB1,将任一动车组车载蓄电池设为基本单元TUB2。双相受电弓T1升起时,双相受电弓T2必须降下,当需要双相受电弓T1升起时,先断开双相切断开关K2α和K2β,接通双相切断开关K1α和K1β。双相切断开关K1α的α相便承担动力、辅助基本单元TUB1的供电,双相切断开关K1β的β相便承担车载蓄 电池基本单元TUB2的供电。TUB1和TUB2是两个相互独立、彼此绝缘、结构相同的基本单元。
本发明综合外部供电系统、外部输入内部供电系统和内部供电系统的技术创新:当动车组运行时,其顺序经过包括L11、L12、L21、L22、L32等行程区段的多个行程区段,当动车组运行至进入L11行程区段时,双相受电弓T1升起,双相受电弓T2降下。双相受电弓T1左臂的滑动接触器α′与动车组的辅助供电、动力供电的基本单元TUB1相连,双相受电弓T1右臂的滑动接触器β′与车载蓄电池的基本单元TUB2相连;当动车组运行至进入L21行程区段时,双相受电弓T2升起,双相受电弓T1降下。双相受电弓T2左臂的滑动接触器α′与车载蓄电池的基本单元TUB2相连,双相受电弓T2的右臂的滑动接触器β′与动车组的辅助供电、动力供电的基本单元TUB1相连;由于单相α电和单相β电从三相专用高压电网A、B、C分段间歇独立地交替取电,单相α电和单相β电便能自动对称调节。因此,在两条单相供电线路中不设过分相中性段,在三相高压电网中也不会引起负序电流。当动车组运行进入L12、L22或L32行程区段时,双相受电弓T1和T2都降下,动车组在L12行程区段的运行全靠在L11行程区段所存储的电能,在L22行程区段的运行全靠在L21行程区段所存储的电能,在L32行程区段的运行全靠在L31行程区段所存储的电能。如此,便在这些区段无需设置供电接触网,可由车载蓄电池供电,保持动车组的运行,当然也不需要设置供电网的支撑结构,便实现了本发明专利的宗旨。
在所有L12、L22或L32等行程区段都不设牵引供电网,这就在线路设计时能够有意识地将隧道、高架桥、站场以及涵洞等避开。这就在线路设计时有意识地不把隧道、高架桥、站场以及涵洞等设在L12、L22或L32等行程区段。能在铁路的隧道、高架桥、站场以及涵洞等的建设中节省许多牵引变压器,在供电网支撑结构中节省许多材料、加工零部件和维修费用,并增加了铁路的安全性。
此外,将牵引变压器输出的上行或下行的单相受电弓改进为双相受电弓,在双相受电弓左右两臂的上端分别设置滑动接触器α′和β′,而且分别与牵引变压器输出的两路单相α电和单相β电具有良好的滑动接触,受电弓左右两臂彼此由绝缘器M1和M2实现良好的绝缘。将原有的单相接触受电弓改设为双相接触受电弓,这比只在受电弓中间设置一个单相接触器的接触受电具有机械传递稳顺、电能传输更加可靠和稳定的优点。在α和β两路单相电的接触供电导线始端和末端设有200Ω~1800Ω的大电流降压电阻Rα和Rβ。当动车组运行到与接触 供电网接触或离开接触供电网的瞬间时,由于大电流电阻使电压连续降低或增高,不致因电压的瞬间增大和减小产生电流火花。对于铁路的上、下行线也可设计为三线排列支撑结构。上行和下行线的侧边锚段支柱和腕臂定位装置设计成L型,两线中间排列的锚段支柱和腕臂定位装置可设计成T型,这既节省了工程施工用费,又增加了专用供电网支撑结构的稳定、可靠和安全性。
本发明的有益效果:
1.在锚段支柱的上方固定有腕臂,在腕臂上固定两条互相绝缘、彼此平行的承力索,每条承力索与吊弦的上端相连,吊弦的下端与供电接触线相连。两条吊弦、两条供电接触线互相平行,彼此绝缘。两路接触线分别与牵引变压器输出的两路单相α电和单相β电连接。两路单相α电和单相β电分别与双相受电弓的滑动接触器α′和β′滑动接触,通过双相切断开关K1α和K1β或K2α和K2β输入动车组内部的辅助供电、动力供电系统和车载蓄电池。由于单相α电和单相β电分别为基本单元TUB1和基本单元TUB2供电,而基本单元TUB1和基本单元TUB2为互相独立,彼此对称。所以,不设中性段,在三相高压电A、B、C中也不引起负序电流。
2.在双相受电弓T1和T2都降下的运行里程中,车载蓄电池所储存的电能足以供给动车组动力供电和辅助供电。因此,不需要由牵引变压器输出端的单相α和单相β接触网供电。不但不需要设中性段,也不需要设置供电网的支撑结构。
3.把原有的单相受电弓改为双相受电弓,由于受电弓的滑动接触器α′和β′与两路单相α电和单相β电滑动接触,两路单相α电和单相β电互相平行,彼此绝缘,增加了受电弓滑动接触的机械平顺性、电能传输质量和供电的可靠性。
4.在每一行程段两端都设有大电流降压电阻Rα和Rβ(200Ω~1800Ω),在双相受电弓瞬间与α和β断开供电网或接触供电网时,不会产生瞬间断开或接通火花。
5.当双相受电弓T1升起、双相受电弓T2降下时,双相受电弓的左臂与单相α电相连,双相受电弓的右臂与单相β电相连。当双相受电弓T1降下、双相受电弓T2升起时,双相受电弓的左臂与单相电β接触,双相受电弓的右臂与单相电α接触。这种交替的接触供电方式可增加在三相高压A、B、C取电的对称性。
6.由于在部分行程区段中插入了无供电网支撑设施,故可将隧道、高架桥、 涵洞、道岔,以及站场等区段设在这些区段,便显著地节省了施工费用,增加了行车的安全性,简化了空间供电网的复杂性。
7.对于铁路的上、下行线也可设计为三线排列支撑结构。上行和下行线侧边的锚段支柱和腕臂定位装置设计成L型,在上行线和下行线中间排列的锚段支柱和腕臂定位装置设计成T型,这既节省了工程施工用费,又增加了专用供电网支撑结构的稳定、可靠和安全性。
附图说明
图1为根据本发明的一个优选实施方式的全程无负序间歇无供电网的电气化铁路电网系统的示意性主视图;
图2为图1的示意性仰视图;
图3(a)为图1的B1-B1侧视图,图3(b)为图1的B2-B2侧视图;
图4为8厢动车组动力供电、辅助供电的负载和车载蓄电池的示意图;
图5为现有电气化铁路外部单相供电示意图;
图6(a)-6(d)为四种不同车型8厢动车组排列顺序和双相受电弓设置位置的示意图,其中:
图6(a)为CRH1型动车编组示意图;
图6(b)为CRH2型动车编组示意图;
图6(c)为CRH3型动车编组示意图;
图6(d)为CRH5型动车编组示意图。
具体实施方式
下面结合附图对本发明的具体实施方式作进一步说明。
如图1所示,根据本发明的一个优选实施方式的全程无负序间歇无供电网的电气化铁路电网系统包括锚段支柱,锚段支柱的上部固定有腕臂定位装置,在腕臂定位装置上固定设有两条平行承力索,承力索之间的距离是1.94m,吊弦设在承力索与接触导线之间,两条平行吊弦的上端与两条承力索相连,两条吊弦的下端与两条接触导线相连。两条平行接触导线与牵引变压器S副边输出的两单相α电和单相β电相连。在铁路的上行线和下行线设有两路相互绝缘、彼此对称的线路结构,每一列锚段支柱2的上部都设有腕臂定位装置3,在腕臂定位装置3上设有两条相互平行的承力索4,在承力索4和两条单相供电接触 导线1之间设有吊弦5,每一锚段相邻两个腕臂定位装置3的间距为35~45m,每一锚段相邻两个吊弦5的间距为7.5~8.5m,每一腕臂定位装置3上的两条吊弦平行间距不小于1.94m。吊弦5将供电接触导线1的重量传递给承力索4,承力索4将供电接触导线1的全部设备负荷传给锚段支柱2。如图2所示,由专用A、B、C三相高压110KV(高速列车为220KV)输入牵引变电所变压器S的原边,由牵引变压器S的副边输出α和β两路27.5KV(额定电压25KV)单相电,单相α电和单相β电与两路供电接触导线1连接。在两路单相供电导线的始端和末端都设有200Ω~1800Ω的大电流降压电阻Rα和Rβ,不会因瞬时断开发生断路火花、铁磁谐振现象。对于铁路的上、下行线设为三线排列支撑结构,上行和下行线侧边的锚段支柱和腕臂可设计成L型,在上行线和下行线中间排列的锚段支柱和腕臂定位装置可设计成T型,这既节省了工程施工用费,又增加了专用供电网支撑结构的稳定、可靠和安全性。如图3所示,双相受电弓T1和双相受电弓T2设在动车组相应车顶上,在双相受电弓左臂La和右臂Ra的上端设有滑动接触器α′和滑动接触器β′,滑动接触器α′和滑动接触器β′与两路单相供电导线具有良好的滑动接触,双相受电弓左臂La和右臂Ra之间设有绝缘器M1和M2,双相受电弓的左臂La右臂Ra的间距不小于1.94m。由滑动接触器α′和滑动接触器β′经双相受电弓的左臂La和右臂Ra传至动车组内部的供电系统,这比只在受电弓中间设置一个单相接触器具有机械接触稳顺、减少弓网接触之间的磨损量、电能传输更加可靠而且供电质量好的优点。
如图4所示,单相α电和单相β电的两路供电线由滑动接触器α′和滑动接触器β′经双相受电弓的左臂La和右臂Ra传至动车组内部的供电系统,α单相电和β单相电与双相切断开关K1α和K1β相连,或与双相切断开关K2α和K2β相连。
根据本发明,动车组在运行时将顺序经过包括L11、L12、L21、L22、L32等行程区段的多个行程区段。
综上可知,当动车组运行至L11行程区段时,双相受电弓T1升起,双相受电弓T2降下,断开双相切断开关K2α和K2β,双相切断开关K1α与动车组内部动力供电和辅助供电的基本单元TUB1相连,双相切断开关K1β与车载蓄电池的基本单元TUB2相连。当动车组运行完成L11行程区段进入L12行程区段时,车载蓄电池在L11行程区段所储存的电能足以供给动车组在L12行程区段所需的动力供电和辅助供电,在L12行程区段双相受电弓T1、T2都降下;当动车组继 续运行进入L21行程区段时,双相受电弓T1降下,双相受电弓T2升起,断开双相切断开关K1α、K1β,双相切断开关K2α与车载蓄电池的基本单元TUB2相连,双相切断开关K2β与动车组的内部动力供电和辅助供电的基本单元TUB1相连,车载蓄电池在L21区段所储存的电能足以供给在L22区段所需的动力供电和辅助供电,L22行程区段双相受电弓T1和T2都降下;当动车组继续运行进入L31行程区段时,双相受电弓T1升起,双相受电弓T2降下,断开双相切断开关K2α和K2β,双相切断开关K1α与动车组内部动力供电和辅助供电的基本单元TUB1相连,双相切断开关K1β与车载蓄电池的基本单元TUB2相连,动车组在L31行程区段所储存的电能足以供给动车组在L32区段所需的动力供电和辅助供电,双相受电弓T1、T2在L32区段都降下。以此类推,双相受电弓T1升起,双相受电弓T2降下,双相受电弓T1降下,双相受电弓T2升起。于是基本单元TUB1和基本单元TUB2便从供电网交替取电。根据本发明,由于车内动力供电和辅助供电设为基本单元TUB1、车载蓄电池供电设为基本单元TUB2,车内动力供电和辅助供电与车载蓄电池供电所需的电量只是相近。在对应区段,在每次双相受电弓T1升起时,单相α始终与基本单元TUB1相连,单相β始终与基本单元TUB2相连。在每次双相受电弓T2升起时,如果单相α仍与基本单元TUB1相连且单相β仍与基本单元TUB2相连,则会因基本单元TUB1和TUB2所需供电量只是相近而对单相α和单相β分别增加积累误差。在三相电网中,由于单相用电不对称,这一积累误差将在三相电网中增加负序电流。如果在每次双相受电弓T1升起或双相受电弓T2升起时,基本单元TUB1和TUB2从供电网交替取电,将会在全程中减小由于取电误差积累的不对称而引起的负序电流。显然,本发明很好地解决了上述问题,其不会因用电量的积累而造成三相高压电网供电的不平衡,减少了负序电流的不利影响。总之,动车组运行到L12、L22或L32等行程区段时,双相受电弓T1、T2都降下,动车组在L12行程区段的运行全靠在L11行程区段所存储的电能,在L22行程区段的运行全靠在L21行程区段所存储的电能,在L32行程区段的运行全靠在L31行程区段所存储的电能,在L12、L22、L32行程区段,便无需设置供电接触网,也无需设置供电网的支撑结构,全靠在L11、L21、L31行程区段车载蓄电池所储存的电能,动车组能继续正常运行。于是,便能实现本专利的全程无负序电流,分段不设电网支撑结构的设计宗旨。
下面结合图6(a)-6(d)描述本发明在高速电气化列车中的示范性应用。
中国目前的高速电气化列车共有四种车型,均为8厢动车组。根据本发明, 将原设在动车组不同车顶上方的单相受电弓改进为双相受电弓。如图6(a)所示,CRH1型8厢动车组的双相受电弓设在2拖、7拖的车顶上方;如图6(b)所示,CRH2型8厢动车组的双相受电弓设在4拖、6动的车顶上方;如图6(c)所示,CRH3型8厢动车组的双相受电弓设在的2拖、7拖的车顶上方;如图6(d)所示,CRH5型8厢动车组的双相受电弓设在3拖、6拖的车顶上方。双相受电弓T1升起时,双相受电弓T2必须降下,或者双相受电弓T1降下时,双相受电弓T2必须升起。由牵引变压器S副边输出的两路单相α和单相β电,通过双相受电弓左臂La和右臂Ra上端的滑动接触器α′和β′,并经双相切断开关K1α、K1β或K2α、K2β输入到动车组内部。
以上结合具体实施方式对本发明进行了详细描述。显然,以上描述以及附图中所示的内容均应被理解为是示例性的,而非对本发明的限制。对于本领域的技术人员来讲,在阅读本发明的基础上,显然可以对其中描述的各个特征或其组合进行各种变型或修改,这些变型或修改均应包含在本发明的范围内。
附图标记列表
A、B、C:三相高压专用电网
D:动车
F:馈电线
G:发电机
R:轨道
S:牵引变压器
T:接触网
α、β:两路单相电
T1、T2:双相受电弓
TM1:升压变压器
TM2:降压变压器
K1α、K1β和K2α、K2β:双相切断开关
Rα和Rβ:大电流降压电阻
α′和β′:左臂La和右臂Ra上端的滑动接触器
M1、M2:左臂La和右臂Ra之间的绝缘器
1:供电接触导线
2:锚段支柱
3:腕臂定位装置
4:承力索
5:吊弦

Claims (9)

  1. 一种全程无负序间歇无供电网的电气化铁路电网系统,主要由外部供电系统、外部输入内部供电系统和内部供电系统三部分供电系统组成,其特征在于:
    外部供电系统是在铁路的上行和下行线分别有一路相互平行、彼此对称的设施,而且两路设施相同,都在一列锚段支柱的上部设有多个腕臂定位装置,在每个腕臂定位装置上固定两条相互平行的承力索,每条承力索与吊弦的一端固定相连,吊弦的另一端与供电接触导线连接,两条承力索、两条吊弦、两条供电接触导线之间都彼此平行,互相绝缘,绝不能短路,吊弦设在承力索与供电接触导线之间,并将供电接触导线的全部负荷传递给承力索,通过承力索传给锚段支柱。
  2. 根据权利要求1所述的全程无负序间歇无供电网的电气化铁路电网系统,其特征在于:
    外部输入内部供电系统是在CRH1型、CRH2型、CRH3型或CRH5型8厢动车组相应的车顶上方设有双相受电弓T1和T2,双相受电弓的左臂La和右臂Ra的上端设有滑动接触器α′和β′,来自牵引变压器的副边的单相α和单相β两路电经滑动接触器α′和β′与双相切断开关K1α、K1β或K2β、K2α连接输入内部供电系统。
  3. 根据权利要求2所述的全程无负序间歇无供电网的电气化铁路电网系统,其特征在于:
    内部供电系统是将任一8厢动车组的动力供电、辅助供电设为基本单元TUB1,将任一动车组车载蓄电池设为基本单元TUB2,当动车组运行时,其顺序经过包括L11、L12、L21、L22、L32等行程区段的多个行程区段,当需要双相受电弓T1升起时,先断开双相切断开关K2α和K2β,接通双相切断开关K1α和K1β,双相切断开关K1α的α相便承担动力供电、辅助供电基本单元TUB1的供电,双相切断开关K1β的β相便承担车载蓄电池基本单元TUB2的供电;当动车组运行至进入L11行程区段时,双相受电弓T1升起,双相受电弓T2降下,双相受电弓T1左臂的滑动接触器α′与动车组的辅助供电、动力供电TUB1相连,双相受电弓T1右臂的滑动接触器β′与车载蓄电池TUB2相连;当动车组运行至 进入L21行程区段时,双相受电弓T2升起,双相受电弓T1降下,双相受电弓T2左臂的滑动接触器α′与车载蓄电池TUB2相连,双相受电弓T2的右臂滑动接触器β′与动车组的辅助供电、动力供电TUB1相连,由于单相α和单相β间歇地由三相高压电网独立取电,双相受电弓T1和T2交替地升起或降下,单相α和单相β便能自动的对称调节,因此,在两条单相供电线路不设过分相中性段,在三相高压电网中也不会引起负序电流。
  4. 根据权利要求3所述的全程无负序间歇无供电网的电气化铁路电网系统,其特征在于:
    单相α和单相β间歇地由三相高压电网中独立取电,双相受电弓T1和T2交替地升起、降下,单相α和单相β在三相电网中不会造成累积负序电流的增加。
  5. 根据权利要求3所述的全程无负序间歇无供电网的电气化铁路电网系统,其特征在于:
    当动车组运行进入L12、L22或L32行程区段时,双相受电弓T1和T2都降下,动车组在L12行程区段的运行全靠在L11行程区段所存储的电能,在L22行程区段的运行全靠在L21行程区段所存储的电能,在L32行程区段的运行全靠在L31行程区段所存储的电能,如此,在L12、L22、L32行程区段便无需设置供电接触网,也无需设置供电网的支撑结构,动车组能够正常运行。
  6. 根据权利要求4所述的全程无负序间歇无供电网的电气化铁路电网系统,其特征在于:
    当动车组运行进入L12、L22或L32行程区段时,双相受电弓T1和T2都降下,动车组在L12行程区段的运行全靠在L11行程区段所存储的电能,在L22行程区段的运行全靠在L21行程区段所存储的电能,在L32行程区段的运行全靠在L31行程区段所存储的电能,如此,在L12、L22、L32行程区段便无需设置供电接触网,也无需设置供电网的支撑结构,动车组能够正常运行。
  7. 根据权利要求4所述的全程无负序间歇无供电网的电气化铁路电网系统,其特征在于:
    在所有L12、L22或L32行程区段都没有牵引供电网,在线路设计时有意识地不把隧道、高架桥、站场以及涵洞等设在L12、L22或L32行程区段。
  8. 根据权利要求5所述的全程无负序间歇无供电网的电气化铁路电网系统,其特征在于:
    在所有L12、L22或L32行程区段都没有牵引供电网,在线路设计时有意识地不把隧道、高架桥、站场以及涵洞等设在L12、L22或L32行程区段。
  9. 根据权利要求1所述的全程无负序间歇无供电网的电气化铁路电网系统,其特征在于:
    在上行或下行线的外侧所设的锚段支柱和腕臂定位装置分别设计为L型,在上行线和下行线中间排列的锚段支柱和腕臂定位装置设计成T型。
PCT/CN2015/086817 2014-08-19 2015-08-13 全程无负序间歇无供电网的电气化铁路电网系统 WO2016026404A1 (zh)

Priority Applications (3)

Application Number Priority Date Filing Date Title
BR112017003045-4A BR112017003045B1 (pt) 2014-08-19 2015-08-13 Sistema de rede elétrica de ferrovias eletrificadas sem sequência negativa em todo o processo e sem redes de fonte de alimentação nos intervalos
US15/504,296 US10850637B2 (en) 2014-08-19 2015-08-13 Electrified railway power grid system without negative sequence in whole process and without power supply networks at intervals
RU2017108943A RU2675765C2 (ru) 2014-08-19 2015-08-13 Энергосистема электрифицированной железной дороги без обратной последовательности во всем процессе и без сетей электропитания на интервалах

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201410409606.0A CN104210385B (zh) 2014-08-19 2014-08-19 全程无负序间歇无供电网的电气化铁路电网系统
CN201410409606.0 2014-08-19

Publications (1)

Publication Number Publication Date
WO2016026404A1 true WO2016026404A1 (zh) 2016-02-25

Family

ID=52092442

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2015/086817 WO2016026404A1 (zh) 2014-08-19 2015-08-13 全程无负序间歇无供电网的电气化铁路电网系统

Country Status (4)

Country Link
US (1) US10850637B2 (zh)
CN (1) CN104210385B (zh)
RU (1) RU2675765C2 (zh)
WO (1) WO2016026404A1 (zh)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112861406A (zh) * 2021-02-07 2021-05-28 河南科技大学 一种基于载流摩擦学试验的弓网结构参数优化方法
CN113263920A (zh) * 2021-04-27 2021-08-17 西南交通大学 电气化铁路车载混合式储能系统及其能量管理方法

Families Citing this family (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104210385B (zh) * 2014-08-19 2016-09-07 吉林大学 全程无负序间歇无供电网的电气化铁路电网系统
CN109435695A (zh) * 2015-02-02 2019-03-08 王友准 新型接触取电装置和方法及船舶岸电在线接触取电方法
CN107472037B (zh) * 2016-06-07 2020-06-12 吉林大学 一种用于高速列车的牵引供电系统及其车载储放电系统
CA3024347C (en) * 2016-06-07 2022-01-25 Jilin University Traction power supply system for high speed train and its on-board power storage and discharge system
CN110382288A (zh) * 2017-02-21 2019-10-25 西门子交通有限公司 道路电气化运输系统
CN107499190B (zh) * 2017-09-25 2023-09-22 吉林大学 高速动车组动力牵引和再生制动的能量储放电系统
CN109033627B (zh) * 2018-07-25 2022-09-09 西南交通大学 一种列车过分相车-网-桥耦合模型构建方法
CN110857039B (zh) * 2018-08-23 2021-11-09 中铁第四勘察设计院集团有限公司 接触网锚段关节供电转换方法及系统
CN110212501B (zh) * 2019-06-20 2021-07-02 西南交通大学 一种电气化铁路at供电系统故障跳闸的控制方法
RU2729869C1 (ru) * 2019-07-01 2020-08-12 Борис Алексеевич Аржанников Система тягового электроснабжения железных дорог переменного тока
CN110979105B (zh) * 2019-12-24 2022-06-14 中铁二院工程集团有限责任公司 一种贯通双边牵引供电系统外部电源接入方案设计方法
CN111319517B (zh) * 2020-03-04 2022-05-10 西南交通大学 虚拟同相供电系统中列车受电弓位置检测方法
CN111391721B (zh) * 2020-04-16 2022-09-16 中铁二院工程集团有限责任公司 一种用于铁路隧道内疏散救援的接触网结构
CN113829899B (zh) * 2020-06-24 2023-04-07 比亚迪股份有限公司 一种列车、列车充电控制方法及设备
US20220227258A1 (en) * 2021-01-20 2022-07-21 Abb Schweiz Ag Power line system with ripple generator for electric vehicles
CN113060186B (zh) * 2021-04-23 2022-07-08 重庆中车长客轨道车辆有限公司 一种用于无电区的救援方法
CN113002597B (zh) * 2021-04-23 2022-07-08 重庆中车长客轨道车辆有限公司 用于无电区的救援系统
CN113659447B (zh) * 2021-07-20 2023-07-28 许继集团有限公司 一种同相供电装置串联侧电压采样极性自动校正方法

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5788033A (en) * 1996-07-19 1998-08-04 Krupp Fordertechnik Gmbh Arrangement for supplying power to an electric locomotive
EP0769407B1 (de) * 1995-10-20 2000-03-01 Paul Keller Ingenieurbüro Ag Mitfahrende Fahrleitung
JP3917118B2 (ja) * 2003-08-28 2007-05-23 独立行政法人鉄道建設・運輸施設整備支援機構 電車線用コネクティングハンガイヤー
CN101073994A (zh) * 2007-06-19 2007-11-21 中铁电气化局集团有限公司 高速电气化铁路接触网系统
CN201712489U (zh) * 2010-07-03 2011-01-19 衡水宝力铁路电气化器材有限公司 分张力高弹性补偿接触网
JP4916456B2 (ja) * 2008-01-24 2012-04-11 東日本旅客鉄道株式会社 放熱電車線装置
CN202319965U (zh) * 2011-11-16 2012-07-11 中铁二院昆明勘察设计研究院有限责任公司 准-米套轨直线段共用接触网
CN104210385A (zh) * 2014-08-19 2014-12-17 吉林大学 全程无负序间歇无供电网的电气化铁路电网系统

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4916456B1 (zh) 1970-11-18 1974-04-22
US5293947A (en) * 1991-09-03 1994-03-15 Wagner Mining And Construction Equipment Co. Variable speed AC electric drive vehicle
JP3945302B2 (ja) * 2002-04-19 2007-07-18 住友金属工業株式会社 複数パンタグラフの異常検出装置
ITFI20060278A1 (it) * 2006-11-10 2008-05-11 Bitimec S R L Un sistema di sorveglianza dello stato di alimentazione elettrica e di tensione meccanica in una linea di contatto aerea
CN201077368Y (zh) * 2007-10-22 2008-06-25 西南交通大学 一种电气化铁道同相牵引供电系统
CN102015356B (zh) 2008-04-30 2013-11-13 三菱电机株式会社 电气铁路系统
CN101503064B (zh) * 2009-02-23 2011-07-27 四川省佳灵电气有限公司 一种贯通式无分相均衡供电的电气化铁路牵引系统
JP5268765B2 (ja) * 2009-04-23 2013-08-21 株式会社東芝 電気車制御装置
CN101746282A (zh) * 2010-03-12 2010-06-23 西南交通大学 一种电气化铁道无分相贯通供电系统

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0769407B1 (de) * 1995-10-20 2000-03-01 Paul Keller Ingenieurbüro Ag Mitfahrende Fahrleitung
US5788033A (en) * 1996-07-19 1998-08-04 Krupp Fordertechnik Gmbh Arrangement for supplying power to an electric locomotive
JP3917118B2 (ja) * 2003-08-28 2007-05-23 独立行政法人鉄道建設・運輸施設整備支援機構 電車線用コネクティングハンガイヤー
CN101073994A (zh) * 2007-06-19 2007-11-21 中铁电气化局集团有限公司 高速电气化铁路接触网系统
JP4916456B2 (ja) * 2008-01-24 2012-04-11 東日本旅客鉄道株式会社 放熱電車線装置
CN201712489U (zh) * 2010-07-03 2011-01-19 衡水宝力铁路电气化器材有限公司 分张力高弹性补偿接触网
CN202319965U (zh) * 2011-11-16 2012-07-11 中铁二院昆明勘察设计研究院有限责任公司 准-米套轨直线段共用接触网
CN104210385A (zh) * 2014-08-19 2014-12-17 吉林大学 全程无负序间歇无供电网的电气化铁路电网系统

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112861406A (zh) * 2021-02-07 2021-05-28 河南科技大学 一种基于载流摩擦学试验的弓网结构参数优化方法
CN112861406B (zh) * 2021-02-07 2022-12-27 河南科技大学 一种基于载流摩擦学试验的弓网结构参数优化方法
CN113263920A (zh) * 2021-04-27 2021-08-17 西南交通大学 电气化铁路车载混合式储能系统及其能量管理方法
CN113263920B (zh) * 2021-04-27 2022-05-17 西南交通大学 电气化铁路车载混合式储能系统及其能量管理方法

Also Published As

Publication number Publication date
US10850637B2 (en) 2020-12-01
CN104210385B (zh) 2016-09-07
RU2017108943A (ru) 2018-09-20
RU2017108943A3 (zh) 2018-09-20
US20180345822A1 (en) 2018-12-06
BR112017003045A2 (pt) 2017-11-21
RU2675765C2 (ru) 2018-12-24
CN104210385A (zh) 2014-12-17

Similar Documents

Publication Publication Date Title
WO2016026404A1 (zh) 全程无负序间歇无供电网的电气化铁路电网系统
CN104057842B (zh) 一种电气化铁路同轴电缆供电系统
CN104175909B (zh) 电气化公路(街道)牵引网
CN103058065A (zh) 一种新型滑动式龙门行车及其用途
CN104015632A (zh) 高速客运专线动车组全程不设过分相的供电系统
CN105128704A (zh) 一种智能化自动过分相系统
CN103241138B (zh) 一种低频牵引供电系统
CN105109362A (zh) 一种电气化铁路牵引供电系统
CN108909541B (zh) 一种电气化铁路at所供电构造
CN102310785A (zh) 一种电气化铁路阻尼自动过分相系统
CN101767540B (zh) 一种电气化铁道无开关切换自动过分相装置
CN203920466U (zh) 一种电气化铁路同轴电缆供电系统
CN202152017U (zh) 电气化铁路阻尼自动过分相装置
CN204978290U (zh) 一种电气化铁路牵引供电构造
CN208134141U (zh) 一种独立铁芯三相Vv接线牵引变电所同相供电构造
CN203039366U (zh) 一种交流电气化铁道贯通同相供电装置
CN216709078U (zh) 电气化铁路大型货场柔性重力补偿式移动接触网
CN203186126U (zh) 一种低频牵引供电系统
CN104369676B (zh) 高速客运专线全程无负序供电系统
CN110154794B (zh) 一种移动式分段供电的感应电能传输系统
CN112039085A (zh) 一种轨道交通供电系统
CN201998818U (zh) 分段式扭结开关站
CN207502641U (zh) 一种犁带滚动单相供电实验系统
CN212435371U (zh) 一种轨道交通供电系统
CN201659895U (zh) 电气化铁路无开关切换自动过分相设备

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 15833236

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

REG Reference to national code

Ref country code: BR

Ref legal event code: B01A

Ref document number: 112017003045

Country of ref document: BR

ENP Entry into the national phase

Ref document number: 2017108943

Country of ref document: RU

Kind code of ref document: A

122 Ep: pct application non-entry in european phase

Ref document number: 15833236

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 112017003045

Country of ref document: BR

Kind code of ref document: A2

Effective date: 20170215