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 PDFInfo
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- 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
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- phase
- power supply
- pantograph
- emu
- stroke section
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M1/00—Power supply lines for contact with collector on vehicle
- B60M1/12—Trolley lines; Accessories therefor
- B60M1/20—Arrangements for supporting or suspending trolley wires, e.g. from buildings
- B60M1/22—Separate lines from which power lines are suspended, e.g. catenary lines, supporting-lines under tension
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION 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
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION 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
- B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
- B60L5/18—Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION 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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/53—Electric 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION 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
- B60L9/00—Electric propulsion with power supply external to the vehicle
- B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
- B60L9/24—Electric propulsion with power supply external to the vehicle using ac induction motors fed from ac supply lines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION 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
- B60L9/00—Electric propulsion with power supply external to the vehicle
- B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
- B60L9/24—Electric propulsion with power supply external to the vehicle using ac induction motors fed from ac supply lines
- B60L9/26—Electric propulsion with power supply external to the vehicle using ac induction motors fed from ac supply lines single-phase motors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M1/00—Power supply lines for contact with collector on vehicle
- B60M1/12—Trolley lines; Accessories therefor
-
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION 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
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M7/00—Power lines or rails specially adapted for electrically-propelled vehicles of special types, e.g. suspension tramway, ropeway, underground railway
- B60M7/003—Power 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)
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- Y—GENERAL 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy 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
Description
Claims (9)
- 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。
- 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。
- 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。
- 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。
- 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。
- 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。
- 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。
- 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。
- 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。
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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 |
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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 |
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