WO2017012284A1 - 轨道交通负电压回流直流供电系统 - Google Patents

轨道交通负电压回流直流供电系统 Download PDF

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Publication number
WO2017012284A1
WO2017012284A1 PCT/CN2016/000334 CN2016000334W WO2017012284A1 WO 2017012284 A1 WO2017012284 A1 WO 2017012284A1 CN 2016000334 W CN2016000334 W CN 2016000334W WO 2017012284 A1 WO2017012284 A1 WO 2017012284A1
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Prior art keywords
converter
potential terminal
traction substation
rail
train
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PCT/CN2016/000334
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English (en)
French (fr)
Inventor
郑琼林
杨晓峰
游小杰
郝瑞祥
李虹
Original Assignee
北京交通大学
北京易菲盛景科技有限责任公司
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Application filed by 北京交通大学, 北京易菲盛景科技有限责任公司 filed Critical 北京交通大学
Priority to US15/746,519 priority Critical patent/US10744880B2/en
Publication of WO2017012284A1 publication Critical patent/WO2017012284A1/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
    • B60M3/06—Arrangements for consuming regenerative power
    • 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
    • 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
    • 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
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B60L2210/42—Voltage source inverters
    • 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
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to the technical field of electrified rail transit and power electronic DC conversion, in particular to a rail transit negative voltage return DC power supply system.
  • the electrified rail transit power supply systems of the world are divided into DC power supply and AC power supply.
  • Mainline rail transit also known as the Grand Railway
  • Urban rail transit using electrified lines uses DC power supply.
  • the DC power supply system of trunk rail transit, the power supply voltage is generally 3000V voltage system
  • the DC power supply system of urban rail transit the power supply voltage is generally 1500V or 750V voltage system.
  • China's urban rail transit DC power supply system has two voltage standards.
  • the power supply system for many urban rail transit lines was 750V DC; while in cities such as Shanghai and Guangzhou, where the subway was built, the power supply system for urban rail transit lines was 1500V DC.
  • an overhead contact network is often used as a feeder for powering the train; and a rail supply with a DC supply voltage of 750V is often subjected to a live contact rail (due to the travel of the train) Two are required, so the power contact rail is also called the "third rail" as the feeder line for powering the train.
  • the fourth rail is used as the return line.
  • other countries and regions basically use the running track of the train as the return line (travel rail return line).
  • the DC power supply system using the travel rail return line generally has the following problems:
  • the regenerative braking energy is not fully utilized, and a large amount of regenerative braking energy is consumed by the braking resistor in the form of heat, which not only causes great waste, but also brings about the operation of the underground line. Tunnel temperature rise problem. Therefore, the use of energy feedback devices or supercapacitor energy storage devices to recover and reuse regenerative braking energy is currently the main solution to this problem.
  • the energy feedback device energy feedback grid
  • the supercapacitor energy storage device occupies too much space.
  • the object of the present invention is to provide a rail transit negative voltage return DC power supply system.
  • a negative voltage return line and a DC converter for implementing negative voltage return are added.
  • the negative voltage return line replaces the running rail return line in the traditional DC power supply system, which can greatly reduce or eliminate the stray turbulence in the traditional DC power supply system and the negative impact of the running track on the ground potential too high.
  • the DC converter can also serve as an energy storage device for the regenerative braking energy of the train to improve the utilization efficiency of the regenerative braking energy of the DC power supply system and maintain the rail transit
  • the voltage of the DC power supply system is stable.
  • the negative voltage return line 4 is disposed along the running rail.
  • the DC converter is arranged along the running track,
  • the connection mode is: the positive terminal 11 of the DC traction substation 1 is connected to the positive voltage feeder 2, and the negative terminal 12 of the DC traction substation 1 is connected to the traveling rail 3,
  • the high potential terminal 51 of the DC converter 5 is connected to the positive voltage feeder 2
  • the medium potential terminal 53 of the DC converter 5 is connected to the running rail 3
  • the low potential terminal 52 of the DC converter 5 is connected to the negative voltage return Line 4;
  • the connection mode is: the positive terminal 11 of the DC traction substation 1 is connected to the positive voltage feeder 2, and the midpoint end 13 of the DC traction substation 1 is connected to the traveling rail 3
  • the negative terminal 12 of the DC traction substation 1 is connected to the negative voltage return line 4, and the high potential terminal 51 of the DC converter 5 is connected to the positive voltage feeder 2, and the intermediate potential terminal 53 of the DC converter 5 is connected to The traveling rail 3, the low potential terminal 52 of the DC converter 5 is connected to the negative voltage return line 4.
  • the current of the DC converter 5 flows from the medium potential terminal 53, it flows out from the high potential terminal 51 and the low potential terminal 52; on the contrary, the current of the DC converter 5 flows from the medium potential terminal.
  • the high-potential terminal 51 and the low-potential terminal 52 simultaneously flow in; the voltage between the high-potential terminal 51 and the medium-potential terminal 53 is between the intermediate potential terminal 53 and the low-potential terminal 52.
  • the voltage values may be equal or unequal, but equal to preferred; the voltage between the high potential terminal 51 to the medium potential terminal 53 and the voltage between the medium potential terminal 53 and the low potential terminal 52 When the values are equal, the current values of the high potential terminal 51 and the low potential terminal 52 simultaneously flowing or simultaneously flowing are also equal.
  • the number of DC converters 5 and the distance between the adjacent two DC converters 5, the output level of the DC traction substation 1, the length of the power supply line, the train The load and the train running tracking interval are determined by factors such as the distance between two adjacent DC converters 5 or between the DC converter 5 and the DC traction substation 1 Only one train is allowed to run on the track section as a preferred distance for the track section.
  • the DC converter 5 of the DC traction substation 1 is not closest to the DC converter 5, and the most adjacent traveling rail section on the two sides of the connection point of the potential terminal 53 and the running rail 3 of the DC converter 5 has at least one side of the running rail section
  • the DC converter 5 transmits the current transmitted by the train 6 to the running rail 3 through the intermediate potential terminal 53 to be converted into a high potential terminal 51 output and a low potential terminal 52 output, wherein: The part of the current outputted by the potential terminal 51 is fed back to the train 6, and the part of the current output by the low potential terminal 52 is transmitted to the negative voltage return line 4;
  • the DC converter 5 closest to the DC traction substation 1 converts the current of the negative voltage return line 4 into which the low potential terminal 52 flows and the partial current of the positive voltage supply line 2 into which the high potential terminal 51 flows.
  • the output current of the potential terminal 53 is then directly returned to the DC traction substation 1 for supplying power to the train 6;
  • the middle potential terminal 53 of the DC converter 5 closest to the DC traction substation 1 is connected to the negative terminal 12 of the DC traction substation 1 and then connected to the traveling rail 3, when When there is a train running on the traveling rail, the current on the most adjacent traveling rail section on both sides of the connecting point of the DC traction substation 1 and the traveling rail 3 is the smallest.
  • the DC converter 5 transmits the train 6 to the running line when at least one of the running rail sections of the DC converter 5 and the connecting point of the traveling rail 3 are at least one side of the running rail section.
  • the current on the rail 3 is converted into a high potential terminal 51 output and a low potential terminal 52 output through the intermediate potential terminal 53.
  • the portion of the current output from the high potential terminal 51 is fed back to the train 6, low.
  • the part of the current outputted by the potential terminal 52 is transferred to the negative voltage return line 4 and then directly returned to the DC traction substation 1 through the negative terminal 12 of the DC traction substation 1;
  • connection point of the potential terminal 53 of the DC converter 5 and the running rail 3 of the DC converter 5 are both sides There is no current on the nearest adjacent track section, and there is no current in the three terminals of the DC converter 5.
  • the middle potential terminal 53 of the DC converter 5 closest to the DC traction substation 1 and the midpoint end 13 of the DC traction substation 1 are respectively connected to the traveling rail 3, and
  • the current flowing through the positive terminal 11 of the DC traction substation 1 and the current flowing through the negative terminal 12 are not equal.
  • the DC converter 5 includes two sets of capacitors C 51 and C 52 .
  • the capacitor C 51 is connected between the high potential terminal 51 of the DC converter 5 and the potential terminal 53 of the DC converter 5
  • the capacitor C 52 is connected to the intermediate potential terminal 53 of the DC converter 5 and the DC converter 5 Between the low potential terminals 52.
  • the DC converter 5 not only functions as a negative voltage conversion, but also functions. It is the function of the train regenerative braking energy storage.
  • the rail transit negative voltage return DC power supply system of the invention adds a negative voltage return line and a DC converter for realizing negative voltage return on the basis of the conventional DC power supply system, and replaces the traditional DC power supply system with a negative voltage return line.
  • the running rail return line can greatly reduce or eliminate the stray flow in the traditional DC power supply system and the negative impact of the running rail on the ground potential, which can greatly reduce the power line loss and increase the DC traction.
  • the power supply distance of the substation; at the same time, the DC converter can also serve as an energy storage device for the regenerative braking energy of the train to improve the utilization efficiency of the regenerative braking energy of the DC power supply system and maintain the rail transit straight.
  • the voltage of the current supply system is stable.
  • the invention effectively overcomes the problem of stray turbulence caused by the use of the traveling rail as the return line in the existing rail transit DC power supply system, and is beneficial to improving the building structure of the rail transit and the use of the metal equipment. Lifetime, and effectively reduce the hidden danger of the track-to-ground potential; by increasing the DC converter and its negative voltage return line, the power supply distance of the power supply line can be effectively increased without increasing the insulation level of the existing locomotive.
  • the current rating of the line of the DC power supply system is reduced; in addition, after the capacitor in the DC converter is replaced by a power storage unit such as a super capacitor or a battery, it not only functions as a negative voltage conversion but also functions as an energy storage device for regenerative braking energy. Improve the regenerative braking energy utilization efficiency of the DC power supply system without adding additional energy storage devices.
  • Figure 1 (a) a schematic diagram of a conventional DC traction power supply scheme
  • Figure 1 (b) Schematic diagram of a conventional DC traction power supply scheme in a train operation
  • Figure 1 (c) Schematic diagram of a conventional DC traction power supply scheme in the case of two trains running
  • Figure 2 (a) shows a schematic diagram of a conventional DC traction power supply scheme
  • Figure 2 (b) Schematic diagram of the conventional DC traction power supply scheme 2 in a train operation
  • Figure 2 (c) Schematic diagram of the conventional DC traction power supply scheme 2 when two trains are running
  • Figure 3 (a) is a schematic view of a first embodiment of the present invention
  • FIG. 3(b) is a schematic diagram 1 of a first train operation of the first embodiment of the present invention
  • FIG. 3(c) is a schematic view 2 of a train in operation according to an embodiment of the present invention.
  • FIG. 3(d) is a schematic diagram of Embodiment 2 of the first embodiment of the present invention.
  • Embodiment 1 of Embodiment 2 of the present invention is a schematic diagram of Embodiment 1 of Embodiment 2 of the present invention
  • 4(b) is a schematic diagram 1 of a second embodiment of the present invention, in a train operation
  • Embodiment 2 of Embodiment 2 of the present invention is a schematic diagram of Embodiment 2 of Embodiment 2 of the present invention.
  • Embodiment 3 of Embodiment 2 of the present invention is a schematic diagram of Embodiment 3 of Embodiment 2 of the present invention.
  • Figure 5 (a) is a schematic view of a third embodiment of the third embodiment of the present invention.
  • FIG. 5(b) is a schematic diagram 1 of a third embodiment of the present invention, in a train operation
  • FIG. 5(c) is a schematic diagram 2 of a third embodiment of the present invention when a train is in operation
  • Figure 5 (d) is a schematic view of the second embodiment of the third embodiment of the present invention.
  • FIG. 6(a) is a schematic view showing a first embodiment of the fourth embodiment of the present invention.
  • FIG. 6(b) is a schematic view 1 of a fourth embodiment of the present invention, in a train operation
  • 6(c) is a schematic diagram 2 of a fourth embodiment of the present invention, in a train operation
  • FIG. 6(d) is a schematic view showing the second embodiment of the fourth embodiment of the present invention.
  • FIG. 6(e) is a schematic view showing the third embodiment of the fourth embodiment of the present invention.
  • Figure 7 (a) is a schematic view showing a first embodiment of the negative voltage DC converter of the present invention.
  • Figure 7 (b) is a schematic view of the second embodiment of the negative voltage DC converter of the present invention.
  • Figure 8 (a) is a schematic diagram of a first embodiment of a switch in a negative voltage DC converter
  • Figure 8 (b) is a schematic diagram of a second embodiment of a switch in a negative voltage DC converter.
  • the rail transit DC power supply system uses DC traction substation two-level output single-sided power supply, including: DC traction substation 1, responsible for the train 6 A positive voltage feed line 2 for conveying electrical energy and a travel rail 3, wherein the travel rail 3 also serves as a return line for the DC traction substation.
  • the DC traction substation 1 is a two-level output, the positive terminal 11 is connected to the positive voltage feeder 2; the negative terminal 12 is connected to the traveling rail 3, and the AC terminal 14 is connected to the AC input power source.
  • the DC traction substation 1 adopts a multi-pulse rectification device, and the typical multi-pulse rectification device is a 24-pulse rectification device, or a 12-pulse-wave rectification device, or an 18-pulse-wave rectification device.
  • Fig. 1 (a, b, c), only one DC traction substation is connected to the power supply line (including the positive voltage feeder 2 and the running rail 3, etc.), so it is called single-sided power supply.
  • the traction current Ic enters the positive voltage feeder 2 from the positive terminal 11 of the DC traction substation 1, and reaches the train 6, and then pulls back the inflow.
  • the running track 3 between the train 6 and the DC traction substation 1 is finally returned from the negative terminal 12 of the DC traction substation 1 to the DC traction substation 1 to form a complete DC power supply circuit.
  • the traction current I C enters the positive voltage feeder 2 from the positive terminal 11 of the DC traction substation 1, and a part of the current I C1 arrives at the train. 6a, the traction return flows into the running rail 3 between the train 6a and the DC traction substation 1; the other part of the current I C2 reaches the train 6b, and the traction return flows into the running rail 3 between the train 6b and the DC traction substation 1; Both I C1 and I C2 are finally returned from the negative terminal 12 of the DC traction substation 1 to the DC traction substation 1 to form a complete DC power supply circuit.
  • the rail transit DC power supply system uses DC traction substation two-level output bilateral power supply, including: DC traction substation 1a and 1b, responsible for The train supplies electric energy to the positive voltage feed line 2 and the travel rail 3, wherein the travel rail 3 also serves as a return line for the DC traction substation.
  • the DC traction substations 1a and 1b are two-level outputs, and the positive terminals 11 of the DC traction substations 1a and 1b are respectively connected to the positive voltage feeder 2; the negative terminals 12 of the DC traction substations 1a and 1b are respectively Connected to the travel rail 3, the AC terminals 14 of the DC traction substations 1a and 1b are respectively connected to an AC input power source.
  • the DC traction substation adopts a multi-pulse rectification device, and the typical multi-pulse rectification device is a 24-pulse rectification device, or a 12-pulse-wave rectification device, or an 18-pulse-wave rectification device.
  • a DC traction substation is connected to each other at a power supply line (including a positive voltage feeder 2 and a running rail 3, etc.), so it is called a bilateral power supply.
  • the conventional DC traction power supply scheme 2 when the train is running, the traction current I C1 enters the positive voltage feeder 2 from the positive terminal 11 of the DC traction substation 1a, and reaches the train 6, and then pulls back.
  • the running rail 3 flowing between the train 6 and the DC traction substation 1a is finally returned to the DC traction substation 1a from the negative terminal 12 of the DC traction substation 1a; at the same time, the traction current I C2 is converted from the DC traction.
  • the positive terminal 11 of the 1b enters the positive voltage feeder 2, and after reaching the train 6, the traction return flows into the running rail 3 between the train 6 and the DC traction substation 1b, and finally returns from the negative terminal 12 of the DC traction substation 1b.
  • the conventional DC traction power supply scheme 2 is operated when two trains are running.
  • the traction current I C1a enters the positive voltage feeder 2 from the positive terminal 11 of the DC traction substation 1a, and after reaching the train 6a, the traction return flows into the running rail 3 between the train 6a and the DC traction substation 1a, Finally, the negative terminal 12 of the DC traction substation 1a is returned to the DC traction substation 1a; at the same time, the traction current I C2a enters the positive voltage feeder 2 from the positive terminal 11 of the DC traction substation 1b, and reaches the train 6a. Traction return flow into the travel rail 3 between the train 6a and the DC traction substation 1b, and finally return to the DC traction substation 1b from the negative end 12 of the DC traction substation 1b;
  • the traction current I C1b enters the positive voltage feeder 2 from the positive terminal 11 of the DC traction substation 1a, and after reaching the train 6b, the traction return flows into the running rail 3 between the train 6b and the DC traction substation 1a, Finally, the negative end 12 of the DC traction substation 1a is returned to the DC traction substation 1a; at the same time, the traction current I C2b enters the positive voltage feeder 2 from the positive terminal 11 of the DC traction substation 1b, and reaches the train 6b. Traction return flow into the travel rail 3 between the train 6b and the DC traction substation 1b, and finally return to the DC traction substation 1b from the negative end 12 of the DC traction substation 1b;
  • the present invention adopts the following improvement scheme:
  • the rail transit negative voltage return DC power supply system of the present invention mainly comprises:
  • a two-level or three-level output DC traction substation 1 1, a positive voltage feeder 2, a travel rail 3, a negative voltage return line 4, a DC converter 5,
  • the negative voltage return line 4 is disposed along the running rail.
  • the DC converter 5 is arranged along the running rail,
  • the DC converter 5 includes: a high potential terminal 51, a low potential terminal 52, and a medium potential terminal 53,
  • the connection mode is: the positive terminal 11 of the DC traction substation 1 is connected to the positive voltage feeder 2, and the negative terminal 12 of the DC traction substation 1 is connected to the traveling rail 3,
  • the high potential terminal 51 of the DC converter 5 is connected to the positive voltage feed line 2
  • the medium potential terminal 53 of the DC converter 5 is connected to the travel rail 3
  • the low potential terminal 52 of the DC converter 5 is connected to the negative voltage return.
  • the connection mode is: the positive terminal 11 of the DC traction substation 1 is connected to the positive voltage feeder 2, and the midpoint end 13 of the DC traction substation 1 is connected to the traveling rail 3
  • the negative terminal 12 of the DC traction substation 1 is connected to the negative voltage return line 4, and the high potential terminal 51 of the DC converter 5 is connected to the medium potential terminal 53 connected to the positive voltage feed line 2 and the DC converter 5 to Walking rail 3, the low potential terminal 52 of the DC converter 5 is connected to the negative voltage return line 4;
  • the DC traction substation 1 and the connection points of the plurality of DC converters 5 and the traveling rail 3 mark the traveling rails into three different sections, and the traveling rails between the adjacent two connecting points are called "traveling rail sections". ".
  • the voltage value between the high potential terminal to the medium potential terminal of the DC converter and the voltage value between the medium potential terminal and the low potential terminal may be equal or unequal, but equal is preferred.
  • the DC converter is used to implement a negative voltage reflow. According to whether the DC converter is closest to the DC traction substation and the running position of the train, the specific analysis is as follows:
  • a DC converter 5 that is not closest to the DC traction substation 1 and the DC conversion
  • the DC converter 5 transmits the train 6 to the traveling rail 3
  • the current on the input through the intermediate potential terminal 53 is converted into a high potential terminal 51 output and a low potential terminal 52 output two parts, wherein: the part of the current output from the high potential terminal 51 is fed back to the train 6, the low potential terminal 52 The portion of the output current is transferred to the negative voltage return line 4;
  • the DC converter 5 which is not the closest to the DC traction substation 1, and the train 6 is not operated on the most adjacent traveling rail section on the two sides of the connection point of the potential terminal 53 of the DC converter 5 and the running rail 3 , the current traveling section of the two adjacent sides of the connection point has no current, and the three terminals of the DC converter 5 have no current;
  • DC traction substation 1 is a three-level output, when there is train 6 running on the running rail,
  • the DC converter 5 transmits the train 6 when the train 6 is operated on at least one of the most adjacent traveling rail sections on the two sides of the connection point of the potential converter terminal 53 and the traveling rail 3.
  • the current to the running rail 3 is converted into a high potential terminal 51 output and a low potential terminal 52 output by the intermediate potential terminal 53.
  • the portion of the current output from the high potential terminal 51 is fed back to the train 6, low.
  • the part of the current outputted by the potential terminal 52 is transferred to the negative voltage return line 4 and then directly returned to the DC traction substation 1 through the negative terminal 12 of the DC traction substation 1;
  • the two-level output DC traction substation 1 may be a conventional DC traction substation of a conventional rail transit DC power supply system, and the positive voltage feeder 2 may be constituted by a third rail or an overhead contact network.
  • the DC traction substation may adopt a single-side power supply or a bilateral power supply mode, and may be subdivided into the following schemes according to different output levels of the DC traction substation:
  • a two-level output single-side power supply scheme of a DC traction substation as shown in FIG. 3 (a, b, c, d),
  • a two-level output bilateral power supply scheme of a DC traction substation as shown in FIG. 4 (a, b, c, d, e),
  • a three-level output single-side power supply scheme of a DC traction substation as shown in FIG. 5 (a, b, c, d)
  • a three-level output bilateral power supply scheme of a DC traction substation as shown in FIG. 6 (a, b, c, d, e).
  • the output voltage value of the DC traction substation 1 (ie, the voltage value between the positive terminal 11 and the negative terminal 12) is the voltage value of the train 6.
  • the output voltage value of the DC traction substation 1 (ie, the voltage value between the positive terminal 11 and the negative terminal 12) is greater than the voltage value of the train 6, which is usually twice the voltage value of the train 6;
  • the voltage value between the positive terminal 11 and the midpoint 13 of the traction substation 1 is the voltage value of the train 6.
  • the parameters of the DC converter 5 are generally designed such that the voltage between the high potential terminal 51 and the medium potential terminal 53 is equal to the medium potential terminal 53 to low.
  • the currents of the high-potential terminal and the low-potential terminal are equal in magnitude, and the direction is simultaneous inflow or simultaneous outflow.
  • the number of DC converters and two adjacent DC changes The distance between the commutator segments between the converters, the length of the DC traction substation output type (two or three levels) and the length of the power supply lines (including positive voltage feeders, travel rails, and negative voltage return lines)
  • the train load and the running tracking distance are determined by the factors; only one train is allowed to run as the running track zone between the adjacent two DC converters 5 or between the DC converter 5 and the DC traction substation 1 The preference of the segment distance.
  • DC converters 5 are provided, which are denoted as DC converters 5a, 5b, 5c and 5d, respectively.
  • the running rail 3 of this section theoretically has no current flowing.
  • the present invention not only greatly reduces the loss of the power supply line, but also minimizes the stray rush (the faint current) on the running rail 3.
  • the capacitor in the DC converter of the present invention can be used as an energy storage device for regenerative braking energy of the train after being replaced by an energy storage unit such as a super capacitor or a battery.
  • the DC traction substation adopts a multi-pulse rectification device
  • the typical multi-pulse rectification device is a 24-pulse rectification device, or a 12-pulse rectification device or an 18-pulse rectifier.
  • the positive terminal 11 of the DC traction substation 1 is connected to the positive voltage feeder 2,
  • the negative terminal 12 of the DC traction substation 1 is connected to the travel rail 3,
  • the AC terminal 14 of the DC traction substation 1 is connected to the AC input power source,
  • the high potential terminal 51 of the DC converter 5a closest to the DC traction substation 1 is connected to the positive terminal 11 of the DC traction substation 1 and then connected to the positive voltage feeder 2 and the intermediate potential terminal 53. After connecting to the negative terminal 12 of the DC traction substation 1, and then connected to the traveling rail 3,
  • the high potential terminals 51 of the remaining DC converters 5b, 5c, 5d are respectively connected to the positive voltage feeder 2, and the middle potential terminal 53 is respectively connected to the running rail 3,
  • the low potential terminals 52 of all the DC converters 5a, 5b, 5c, 5d are respectively connected Go to the negative voltage return line 4 as described.
  • a part of the current is transmitted to the train 6 via the positive voltage feeder 2, and the current returned from the train 6 to the DC traction substation 1 is first transmitted to the traveling rail 3 through the train 6, and then transmitted to the nearest train 6 through the medium potential terminal 53.
  • the DC converters 5b, 5c of the terminals are further transmitted to the negative voltage return line 4 through the low potential terminal 52 of the DC converters 5b, 5c, and then through the low potential wiring of the DC converter 5a closest to the DC traction substation 1
  • the terminal 52 and the medium potential terminal 53 return to the DC traction substation 1,
  • the other portion flows into the high potential terminal 51 of the DC converter 5a closest to the DC traction substation 1, and returns to the DC traction substation 1 through the intermediate potential terminal 53 of the DC converter 5a.
  • a part of the current is transmitted to the train 6 via the positive voltage feeder 2, and the current returned from the train 6 to the DC traction substation 1 is first transmitted to the traveling rail 3 through the train 6, and then transmitted to the nearest train 6 through the medium potential terminal 53.
  • the DC converter 5d of one of the terminals is further transmitted to the negative voltage return line 4 through the low potential terminal 52 of the DC converter 5d, and then passed through the low potential terminal of the DC converter 5a closest to the DC traction substation 1 52, the medium potential terminal 53 returns to the DC traction substation 1, while the part of the current output from the high potential terminal 51 of the DC converter 5d is directly fed back to the train 6;
  • the other portion flows into the high potential terminal 51 of the DC converter 5a closest to the DC traction substation 1, and returns to the DC traction substation 1 through the intermediate potential terminal 53 of the DC converter 5a.
  • the positive terminal 11 of the DC traction substation 1 is connected to the positive voltage feeder 2,
  • the negative terminal 12 of the DC traction substation 1 is connected to the travel rail 3,
  • the AC terminal 14 of the DC traction substation 1 is connected to the AC input power source,
  • the high potential terminals 51 of the DC converters 5a, 5b, 5c, 5d are respectively connected to the positive voltage feeder 2,
  • the low potential terminals 52 of the DC converters 5a, 5b, 5c, 5d are respectively connected to the negative voltage return line 4,
  • the intermediate potential terminals 53 of the DC converters 5a, 5b, 5c, 5d are respectively connected to the running rails 3.
  • the positive terminals 11 of the DC traction substations 1a, 1b are respectively connected to the positive voltage feeder 2,
  • the negative ends 12 of the DC traction substations 1a, 1b are respectively connected to the traveling rail 3,
  • the AC terminals 14 of the DC traction substation 1a and 1b are respectively connected to the AC input power source.
  • the high potential terminals 51 of the DC converters 5a, 5d closest to the DC traction substations 1a and 1b are respectively connected to the positive terminals 11 of the DC traction substations 1a and 1b, and are respectively connected to the positive voltage feeders, respectively. 2.
  • the medium potential terminal 53 is respectively connected to the negative terminal 12 of the DC traction substation 1a and 1b, and then connected to the traveling rail 3, respectively.
  • the high potential terminals 51 of the remaining DC converters 5b, 5c are respectively connected to the positive voltage feeder 2, and the middle potential terminal 53 is connected to the running rail 3, respectively.
  • the low potential terminals 52 of all of the DC converters 5a, 5b, 5c, 5d are connected to the negative voltage return line 4, respectively.
  • the DC traction substation 1a And 1b output current I C1 , I C2 ,
  • a part of the current is transmitted to the train 6 via the positive voltage feeder 2, and the current from the train 6 to the DC traction substation 1a and 1b is first transmitted to the running rail 3 through the train 6, and then divided into two paths, one way (part of I C2 )
  • the negative end of the DC traction substation 1b near the DC converter 5d closest to one of the two ends of the train 6 is directly returned to the DC traction substation 1b, and the other path is transmitted to the nearest train 6 through the intermediate potential terminal 53.
  • the DC converter 5c of one of the terminals is further transmitted to the negative voltage return line 4 through the low potential terminal 52 of the DC converter 5c, and then passed through the low potential terminal of the DC converter 5a of the DC traction substation 1a. 52.
  • the medium potential terminal 53 returns to the DC traction substation 1a, and also returns to the DC traction by the low potential terminal 52 and the medium potential terminal 53 of the DC converter 5d closest to the DC traction substation 1b.
  • the other portion flows into the high potential terminal 51 of the DC converter 5a closest to the DC traction substation 1a, and returns to the DC traction substation 1a through the intermediate potential terminal 53 of the DC converter 5a.
  • a part of the current is transmitted to the train 6 via the positive voltage feeder 2, and the current from the train 6 to the DC traction substation 1a and 1b is first transmitted to the traveling rail 3 through the train 6, and then passed through
  • the potential terminal 53 is transmitted to the DC converters 5b, 5c at the two ends of the nearest train 6, and then transmitted to the negative voltage return line 4 through the low potential terminal 52 of the DC converters 5b, 5c, and then passed through the nearest DC traction.
  • the low potential terminal 52 and the medium potential terminal 53 of the DC converter 5a of the 1a return to the DC traction substation 1a, and also pass through the low potential terminal of the DC converter 5d closest to the DC traction substation 1b. 52, the medium potential terminal 53 returns to the DC traction substation 1b,
  • the other portion flows into the high potential terminal 51 of the DC converter 5a closest to the DC traction substation 1a, and returns to the DC traction substation 1a through the intermediate potential terminal 53 of the DC converter 5a.
  • the positive terminals 11 of the DC traction substations 1a, 1b are respectively connected to the positive voltage feeder 2,
  • the AC terminals 14 of the DC traction substation 1a and 1b are respectively connected to the AC input power source.
  • the high potential terminal 51 of the DC converter 5a closest to the DC traction substation 1a is connected to the positive terminal 11 of the DC traction substation 1a, and then connected to the positive voltage feeder 2 and the intermediate potential terminal 53. After connecting to the negative terminal 12 of the DC traction substation 1a, the connection to the traveling rail 3 is performed.
  • the high potential terminals 51 of the remaining DC converters 5b, 5c, 5d are respectively connected to the positive voltage feeder 2, and the middle potential terminal 53 is respectively connected to the running rail 3,
  • the low potential terminals 52 of all of the DC converters 5a, 5b, 5c, 5d are connected to the negative voltage return line 4, respectively.
  • the negative ends 12 of the DC traction substations 1a, 1b are respectively connected to the traveling rail 3,
  • the AC terminals 14 of the DC traction substation 1a and 1b are respectively connected to the AC input power source.
  • the high potential terminals 51 of all of the DC converters 5a, 5b, 5c, 5d are respectively connected to the positive voltage feeder 2,
  • the low potential terminals 52 of all of the DC converters 5a, 5b, 5c, 5d are connected to the negative voltage return line 4, respectively.
  • the DC converter 5 of the DC traction substation 1 is not closest to the DC converter 5, and the most adjacent traveling rail section on the two sides of the connection point of the potential terminal 53 and the running rail 3 of the DC converter 5 has at least one side of the running rail section
  • the train 6 is running, there is a current on the running rail section where the train 6 is located, and the current that the DC converter 5 transmits the train 6 to the running rail 3 is converted into the high potential terminal 51 by the input of the medium potential terminal 53.
  • the low potential terminal 52 outputs two parts, wherein: the part of the current output from the high potential terminal 51
  • the positive voltage feeder 4 is fed back to the train 6, and the portion of the current output from the low potential terminal 52 is transmitted to the negative voltage return line 4;
  • the intermediate potential terminal 53 of the DC converter 5 closest to the DC traction substation 1 is connected to the negative terminal 12 of the DC traction substation 1 and then connected to the traveling rail 3, and the DC traction substation 1 is moved.
  • the current on rail 3 is the smallest;
  • the positive terminal (positive level output) 11 of the DC traction substation 1 is connected to the positive voltage feeder 2,
  • the negative terminal (negative level output) 12 of the DC traction substation 1 is connected to the negative voltage return line 4,
  • the midpoint end 13 (zero level output) of the DC traction substation 1 is connected to the travel rail 3,
  • the AC terminal 14 of the DC traction substation 1 is connected to the AC input power source,
  • the high potential terminal 51 of the DC converter 5a closest to the DC traction substation 1 is connected to the positive terminal 11 of the DC traction substation 1 and then to the positive voltage feeder 2, and the intermediate potential terminal 53 is connected to the DC traction. After the midpoint end 13 of the substation, connect to the walk Track 3,
  • the high potential terminals 51 of the remaining DC converters 5b, 5c, 5d are respectively connected to the positive voltage feeder 2, and the intermediate potential terminals 53 are respectively connected to the running rail 3,
  • the DC traction substation 1 When the train 6 is running on the running rail 3 (a train 6 runs on the running rail 3 between the DC converter 5b and the DC converter 5c), the DC traction substation 1
  • the output traction current I C is transmitted to the train 6 via the positive voltage feeder 2, and is returned from the train 6 to the traction return of the DC traction substation 1, first transmitted to the traveling rail 3 through the train 6, and then passed through the medium potential terminal 53.
  • the DC converters 5b, 5c transmitted to the two ends of the nearest train 6 are transmitted to the negative voltage return line 4 through the low potential terminal 52 of the DC converters 5b, 5c, and then passed through the negative terminal 12 of the DC traction substation 1. Return to DC traction substation 1.
  • the positive terminal (positive level output) 11 of the DC traction substation 1 is connected to the positive voltage feeder 2,
  • the negative terminal (negative level output) 12 of the DC traction substation 1 is connected to the negative voltage return line 4,
  • the midpoint end 13 (zero level output) of the DC traction substation 1 is connected to the travel rail 3,
  • the AC terminal 14 of the DC traction substation 1 is connected to the AC input power source,
  • the high potential terminals 51 of the DC converters 5a, 5b, 5c, 5d are respectively connected to the positive voltage feeder 2,
  • the low potential terminals 52 of the DC converters 5a, 5b, 5c, 5d are respectively connected to the negative voltage return line 4,
  • the positive terminals (positive level outputs) 11 of the DC traction substations 1a and 1b are respectively connected to the positive voltage feeder 2,
  • the negative terminals (negative level outputs) 12 of the DC traction substations 1a and 1b are respectively connected to the negative voltage return line 4,
  • the midpoint terminals 13 (zero level outputs) of the DC traction substations 1a and 1b are respectively connected to the traveling rail 3,
  • the AC terminal 14 of the DC traction substation is respectively connected to the AC input power source.
  • the high potential terminals 51 of the DC converters 5a, 5b, 5c, 5d are respectively connected to the positive voltage feeder 2,
  • the low potential terminals 52 of the DC converters 5a, 5b, 5c, 5d are respectively connected to the negative voltage return line 4,
  • the intermediate potential terminals 53 of the DC converters 5a, 5b, 5c, 5d are respectively connected to the running rails 3.
  • the DC traction is changed.
  • the traction currents I C1 and I C2 outputted by the 1a and 1b are transmitted to the train 6 via the positive voltage feeder 2, and are returned from the train 6 to the traction return of the DC traction substation 1a and 1b, and are first transmitted to the traveling rail through the train 6. 3.
  • a part of the current is directly returned to the midpoint end 13 of the DC traction substation 1a through the running rail 3, and the other part is transmitted to the DC converter 5a of the nearest train 6 through the intermediate potential terminal 53 and then through the DC converter 5a.
  • the low potential terminal 52 is transferred to the negative voltage return line 4, and then a portion of I C1 , I C2 is returned to the DC traction substations 1a and 1b through the negative terminals 12 of the DC traction substations 1a and 1b, respectively.
  • the positive terminals (positive level outputs) 11 of the DC traction substations 1a and 1b are respectively connected to the positive voltage feeder 2,
  • the negative terminals (negative level outputs) 12 of the DC traction substations 1a and 1b are respectively connected to the negative voltage return line 4,
  • the AC terminals 14 of the DC traction substations 1a and 1b are respectively connected to the AC input power source.
  • the high potential terminal 51 of the DC converter 5a closest to the DC traction substation 1a is connected to the positive terminal 11 of the DC traction substation 1a, and then connected to the positive voltage feeder 2 and the intermediate potential terminal 53. And after connecting to the midpoint end 13 of the DC traction substation 1a, and then connected to the traveling rail 3,
  • the high potential terminals 51 of the remaining DC converters 5b, 5c, 5d are respectively connected to the The positive voltage feeder 2 and the medium potential terminal 53 are respectively connected to the running rail 3,
  • the low potential terminals 52 of all of the DC converters 5a, 5b, 5c, 5d are connected to the negative voltage return line 4, respectively.
  • the positive terminals (positive level outputs) 11 of the DC traction substations 1a and 1b are respectively connected to the positive voltage feeder 2,
  • the negative terminals (negative level outputs) 12 of the DC traction substations 1a and 1b are respectively connected to the negative voltage return line 4,
  • the midpoint terminals 13 (zero level outputs) of the DC traction substations 1a and 1b are respectively connected to the traveling rail 3,
  • the AC terminals 14 of the DC traction substations 1a and 1b are respectively connected to the AC input power source.
  • the high potential terminals 51 of the DC converters 5a and 5d closest to the DC traction substations 1a and 1b are respectively connected to the positive terminals 11 of the DC traction substations 1a and 1b, and then connected to the positive voltage feeders 2, respectively.
  • the medium potential terminal 53 is connected to the midpoint end 13 of the DC traction substation 1a and 1b, respectively, and then connected to the running rail 3,
  • the high potential terminals 51 of the remaining DC converters 5b, 5c are respectively connected to the positive voltage feeder 2, and the middle potential terminal 53 is connected to the running rail 3, respectively.
  • the low potential terminals 52 of all of the DC converters 5a, 5b, 5c, 5d are connected to the negative voltage return line 4, respectively.
  • the DC traction substation 1 is a three-level output, when the train 6 is running on the running rail 3,
  • the DC converter 5 transmits the train 6 to the running line when at least one of the running rail sections of the DC converter 5 and the connecting point of the traveling rail 3 are at least one side of the running rail section.
  • the current on the rail 3 is converted into a high potential terminal 51 output and a low potential terminal 52 output through the intermediate potential terminal 53.
  • the portion of the current output from the high potential terminal 51 is fed back through the positive voltage feeder 2.
  • Train 6, the part of the output of the low potential terminal 52 is transmitted to the negative voltage After the return line 4, the negative terminal 12 of the DC traction substation 1 is directly returned to the DC traction substation 1;
  • connection point of the potential terminal 53 of the DC converter 5 and the running rail 3 of the DC converter 5 are both sides There is no current on the nearest adjacent track section, and the three terminals of the DC converter 5 also have no current;
  • Fig. 7(a) shows a first implementation form of the DC converter 5 of the present invention.
  • the anode of the switch S 11 is connected to the anode of the capacitor C 51 , the connection point is the high potential terminal 51 of the DC converter 5; the cathode of the switch S 12 is connected to the cathode of the capacitor C 52 , and the connection point is used as the low potential of the DC converter 5 terminal 52; negative capacitance C and the capacitance C 51 is connected to the positive electrode 52, a connection point potential terminal of the DC-DC converter 535; a switch S connected to the anode 11 and the cathode of the switch S 12 is connected via an inductor L r points It is connected to the medium potential terminal 53.
  • the DC converter 5 After the capacitors C 51 and C 52 are replaced or partially replaced by energy storage units such as super capacitors or batteries, the DC converter 5 not only functions as a negative voltage conversion but also functions as a train regenerative braking energy storage.
  • Fig. 7(b) shows a second implementation form of the DC converter 5 of the present invention.
  • the anode of the switch S 11 is connected to the anode of the capacitor C 51 , the connection point is the high potential terminal 51 of the DC converter 5; the cathode of the switch S 22 is connected to the cathode of the capacitor C 52 , and the connection point is used as the low potential of the DC converter 5 terminal 52; negative capacitance C and the capacitance C 51 is connected to the positive electrode 52, a connection point potential terminal of the DC-DC converter 5, 53; and a cathode connected to the anode of the switch S 12 is a switch S 21, are connected to the potential connection points Terminal 53; the cathode of switch S 11 is connected to the anode of switch S 12 , the connection point is a; the cathode of switch S 21 is connected to the anode of switch S 22 , the connection point is b; the inductance L r and the capacitance C r are connected in series to form a resonance branch The two terminals of the resonant branch are connected to the connection point a and the
  • the DC converter 5 After the capacitors C 51 and C 52 are replaced or partially replaced by energy storage units such as super capacitors or batteries, the DC converter 5 not only functions as a negative voltage conversion but also functions as a train regenerative braking energy storage.
  • the switch in the DC converter can be implemented as shown in FIG. 8(a), and FIG. 8(a) is an equivalent diagram of the IGBT of the semiconductor power switch. It can also be implemented as shown in Fig. 8(b), and Fig. 8(b) is an IGCT equivalent diagram of the semiconductor power switch.

Abstract

一种轨道交通负电压回流直流供电系统，在传统直流供电系统基础上，增加了负电压回流线（4）和实现负电压回流的直流变换器（5），采用负电压回流线替代传统直流供电系统中的走行轨回流线，可降低或消除传统直流供电系统中存在的杂散迷流、走行轨对地电位过高带来的负面影响，能减小供电线路损耗，增大直流牵引变电所供电距离；同时，直流变换器可兼做列车再生制动能量的储能装置，用以提高直流供电系统再生制动能量利用效率并维持轨道交通直流供电系统的电压稳定。

Description

轨道交通负电压回流直流供电系统 技术领域
本发明涉及电气化轨道交通和电力电子直流变换技术领域，具体说是轨道交通负电压回流直流供电系统。
背景技术
世界各国的电气化轨道交通供电系统分为直流供电和交流供电两种方式。采用电气化线路的干线轨道交通(也称大铁路)，既有直流供电方式也有交流供电方式。采用电气化线路的城市轨道交通(包括地铁和轻轨等)，采用直流供电方式。干线轨道交通的直流供电系统，供电电压一般为3000V电压制式，城市轨道交通的直流供电系统，供电电压一般为1500V或750V电压制式。我国的城市轨道交通的直流供电系统两种电压制式都存在。北京和天津等早期修建地铁的城市，许多城轨交通线路的供电制式是直流750V；而上海和广州等后期修建地铁的城市，城轨交通线路的供电制式是直流1500V。直流供电电压为1500V或3000V的轨道交通线路，往往用高架接触网作为给列车供电的馈电线路；而直流供电电压为750V的轨道交通线路，往往用受电接触轨(由于列车的走行轨一般需要两条，所以受电接触轨也称“第三轨”)作为给列车供电的馈电线路。
随着经济发展和社会进步，世界各国大中城市的交通拥堵问题日益严重，修建地铁或轻轨等城市轨道交通，已经成为各国普遍采用的有效解决途径之一。目前，我国已有三十多个城市开始兴建城市轨道交通。截止到2014年底，全国有21个城市运营有88条城市轨道交通，运营总里程2787.25公里。
无论干线轨道交通，还是城市轨道交通，只要是采用直流供电系统，到目前为止，除了新加坡的城市轨道交通采用第四轨作为回流线 外，其他国家和地区基本上都是以列车的走行轨作为回流线(走行轨回流线)。这种采用走行轨回流线的直流供电系统普遍存在如下问题：
(1)从列车返回直流牵引变电所的牵引回流，会通过走行轨对地绝缘不良的区域进入道床形成杂散迷流。杂散迷流会对走行轨、整体道床结构钢筋、隧道结构钢筋、桥梁钢筋以及城轨沿线的金属设备产生电化学腐蚀，进而影响城轨沿线各建筑结构和金属设备的使用寿命；
(2)由于走行轨的钢材料电阻率比较大，因此当流过大电流时存在走行轨对地电位过高的问题，容易导致走行轨电位限制装置频繁动作。
此外，轨道交通直流供电系统中，再生制动能量利用并不充分，大量的再生制动能量被制动电阻以发热的形式消耗，不仅产生极大的浪费，在地下线路运行时还带来了隧道温升问题。因此，采用能量回馈装置或超级电容储能装置把再生制动能量回收起来再利用是目前解决这一问题的主要办法。但是能量回馈装置(能量回馈电网)涉及到许多工程实际问题，而超级电容储能装置占地空间太大。
发明内容
针对现有技术中存在的缺陷，本发明的目的在于提供轨道交通负电压回流直流供电系统，在传统直流供电系统基础上，增加了负电压回流线和实现负电压回流的直流变换器，采用负电压回流线替代传统直流供电系统中的走行轨回流线，可大幅降低或消除传统直流供电系统中存在的杂散迷流、走行轨对地电位过高带来的负面影响，能大大减小供电线路损耗，增大直流牵引变电所供电距离；同时，直流变换器可兼做列车再生制动能量的储能装置，用以提高直流供电系统再生制动能量利用效率并维持轨道交通直流供电系统的电压稳定。
为达到以上目的，本发明采取的技术方案是：
轨道交通负电压回流直流供电系统，其特征在于，主要包括：
两电平输出或三电平输出的直流牵引变电所1，正电压馈电线2，走行轨3，负电压回流线4、直流变换器5，
所述负电压回流线4沿着走行轨设置，
所述直流变换器沿着走行轨设置若干个，
直流牵引变电所为两电平输出时，连接方式为：直流牵引变电所1的正极端11连接到正电压馈电线2，直流牵引变电所1的负极端12连接到走行轨3，直流变换器5的高电位接线端子51连接到正电压馈电线2，直流变换器5的中电位接线端子53连接到走行轨3，直流变换器5的低电位接线端子52连接到负电压回流线4；
直流牵引变电所为三电平输出时，连接方式为：直流牵引变电所1的正极端11连接到正电压馈电线2，直流牵引变电所1的中点端13连接到走行轨3，直流牵引变电所1的负极端12连接到负电压回流线4，直流变换器5的高电位接线端子51连接到正电压馈电线2，直流变换器5的中电位接线端子53连接到走行轨3，直流变换器5的低电位接线端子52连接到负电压回流线4。
在上述技术方案的基础上，直流变换器5的电流从中电位接线端子53流入时，就从高电位接线端子51和低电位接线端子52同时流出；反之，直流变换器5的电流从中电位接线端子53流出时，就从高电位接线端子51和低电位接线端子52同时流入；高电位接线端子51到中电位接线端子53之间的电压值与中电位接线端子53到低电位接线端子52之间的电压值可以相等，也可以不相等，但相等为优先选择；当高电位接线端子51到中电位接线端子53之间的电压值与中电位接线端子53到低电位接线端子52之间的电压值相等时，高电位接线端子51和低电位接线端子52同时流入或同时流出的电流值也相等。
在上述技术方案的基础上，直流变换器5的数量和相邻两个直流变换器5之间走行轨区段的距离，由直流牵引变电所1输出电平数、供电线路的长度、列车负荷以及列车运行追踪间隔等因素决定；相邻两个直流变换器5之间或直流变换器5与直流牵引变电所1之间的走 行轨区段上只允许一列车运行作为走行轨区段距离的优选。
在上述技术方案的基础上，若直流牵引变电所1为两电平输出时，当走行轨上有列车6运行时，
非最邻近直流牵引变电所1的直流变换器5，且该直流变换器5中电位接线端子53和走行轨3的连接点两边最邻近的走行轨区段上至少有一边走行轨区段上有列车6运行时，该直流变换器5把列车6传输到走行轨3上的电流通过中电位接线端子53输入变换为高电位接线端子51输出和低电位接线端子52输出两部分，其中：高电位接线端子51输出的那部分电流回馈给列车6，低电位接线端子52输出的那部分电流传输到负电压回流线4；
最邻近直流牵引变电所1的直流变换器5把其低电位接线端子52流入的负电压回流线4的电流和其高电位接线端子51流入的正电压馈电线2的部分电流变换为中电位接线端子53的输出电流，然后该电流直接返回到给列车6供电的直流牵引变电所1；
非最邻近直流牵引变电所1的直流变换器5，且该直流变换器5中电位接线端子53和走行轨3的连接点两边最邻近的走行轨区段上都没有列车6运行时，则该连接点两边最邻近的走行轨区段上没有电流，该直流变换器5的三个接线端子也没有电流。
在上述技术方案的基础上，最邻近直流牵引变电所1的直流变换器5的中电位接线端子53连接到该直流牵引变电所1的负极端12后再连接到走行轨3时，当走行轨上有列车运行时，该直流牵引变电所1与走行轨3连接点两边最邻近的走行轨区段上的电流最小。
在上述技术方案的基础上，若直流牵引变电所1为三电平输出时，当走行轨上有列车6运行时，
直流变换器5中电位接线端子53和走行轨3的连接点两边最邻近的走行轨区段上至少有一边走行轨区段上有列车6运行时，该直流变换器5把列车6传输到走行轨3上的电流通过中电位接线端子53输入变换为高电位接线端子51输出和低电位接线端子52输出两部分，其中：高电位接线端子51输出的那部分电流回馈给列车6，低 电位接线端子52输出的那部分电流传输到负电压回流线4后通过直流牵引变电所1的负极端12直接返回到直流牵引变电所1；
直流变换器5中电位接线端子53和走行轨3的连接点两边最邻近的走行轨区段上都没有列车6运行时，该直流变换器5中电位接线端子53和走行轨3的连接点两边最邻近的走行轨区段上没有电流，该直流变换器5的三个接线端子也没有电流。
在上述技术方案的基础上，最邻近直流牵引变电所1的直流变换器5的中电位接线端子53和该直流牵引变电所1的中点端13分别连接到走行轨3上时，且该两个连接点之间的走行轨区段上有列车6运行时，该直流牵引变电所1的正极端11流过的电流和负极端12流过电流不相等。
在上述技术方案的基础上，所述直流变换器5包含有两组电容C51和C52，
其中：电容C51连接在直流变换器5的高电位接线端子51和直流变换器5中电位接线端子53之间，电容C52连接在直流变换器5的中电位接线端子53和直流变换器5低电位接线端子52之间。
在上述技术方案的基础上，将直流变换器的电容C51和C52用超级电容或者电池等储能单元全部替代或者部分替代后，直流变换器5不仅起到了负电压变换的功能，还起到了列车再生制动能量存储的功能。
本发明所述的轨道交通负电压回流直流供电系统，在传统直流供电系统基础上，增加了负电压回流线和实现负电压回流的直流变换器，采用负电压回流线替代传统直流供电系统中的走行轨回流线，可大幅降低或消除传统直流供电系统中存在的杂散迷流、走行轨对地电位过高带来的负面影响，能大大减小供电线路损耗，增大直流牵引变电所供电距离；同时，直流变换器可兼做列车再生制动能量的储能装置，用以提高直流供电系统再生制动能量利用效率并维持轨道交通直 流供电系统的电压稳定。
与已有技术相比，本发明有效克服了现有轨道交通直流供电系统中采用走行轨作为回流线所带来的杂散迷流问题，有利于提高轨道交通的建筑结构和金属设备的使用寿命，并有效降低走行轨对地电位过高的隐患；通过增加直流变换器及其负电压回流线，在无需增加现有机车绝缘等级的前提下，可有效增大供电线路的供电距离，降低直流供电系统线路的电流定额；另外，直流变换器中的电容用超级电容或电池等储能单元替换后，不仅起到了负电压变换的功能，还能兼作再生制动能量的储能装置，提高直流供电系统再生制动能量利用效率，而不必额外增加其他储能装置。
附图说明
本发明有如下附图：
图1(a)传统直流牵引供电方案一示意图，
图1(b)传统直流牵引供电方案一在一列列车运行时示意图，
图1(c)传统直流牵引供电方案一在两列列车运行时示意图，
图2(a)传统直流牵引供电方案二示意图，
图2(b)传统直流牵引供电方案二在一列列车运行时示意图，
图2(c)传统直流牵引供电方案二在两列列车运行时示意图，
图3(a)本发明方案一实施例一示意图，
图3(b)本发明方案一实施例一在一列列车运行时示意图1，
图3(c)本发明方案一实施例一在一列列车运行时示意图2，
图3(d)本发明方案一实施例二示意图，
图4(a)本发明方案二实施例一示意图，
图4(b)本发明方案二实施例一在一列列车运行时示意图1，
图4(c)本发明方案二实施例一在一列列车运行时示意图2，
图4(d)本发明方案二实施例二示意图，
图4(e)本发明方案二实施例三示意图，
图5(a)本发明方案三实施例一示意图，
图5(b)本发明方案三实施例一在一列列车运行时示意图1，
图5(c)本发明方案三实施例一在一列列车运行时示意图2，
图5(d)本发明方案三实施例二示意图，
图6(a)本发明方案四实施例一示意图，
图6(b)本发明方案四实施例一在一列列车运行时示意图1，
图6(c)本发明方案四实施例一在一列列车运行时示意图2，
图6(d)本发明方案四实施例二示意图，
图6(e)本发明方案四实施例三示意图，
图7(a)本发明负电压直流变换器实施例一示意图，
图7(b)本发明负电压直流变换器实施例二示意图，
图8(a)负电压直流变换器中的开关实施例一示意图，
图8(b)负电压直流变换器中的开关实施例二示意图。
具体实施方式
为了更为具体地描述本发明，下面结合附图及具体实施方式对本发明的技术方案进行更详细的说明。应该强调的是，下述说明仅仅是示例性的，而不是为了限制本发明的范围及其应用。
如图1(a、b、c)所示传统直流牵引供电方案一，轨道交通直流供电系统采用直流牵引变电所两电平输出单边供电，包括：直流牵引变电所1、负责给列车6输送电能的正电压馈电线2和走行轨3，其中走行轨3兼做直流牵引变电所的回流线。
所述直流牵引变电所1是两电平输出，正极端11与正电压馈电线2连接；负极端12与走行轨3连接，交流端14连接交流输入电源。直流牵引变电所1采用多脉波整流装置，典型的多脉波整流装置为24脉波整流装置，或者12脉波整流装置，或者18脉波整流装置。
图1(a，b，c)中，一段供电线路上(包括正电压馈电线2和走行轨3等)只有一个直流牵引变电所接入供电，因此称为单边供电。
如图1(b)所示，传统直流牵引供电方案一在一列列车运行时，牵引电流Ic从直流牵引变电所1的正极端11进入正电压馈电线2，到达列车6后，牵引回流流入列车6和直流牵引变电所1之间的走行轨3，最终从直流牵引变电所1的负极端12返回直流牵引变电所1，形成一个完整的直流供电回路。
如图1(c)所示，传统直流牵引供电方案一在两列列车运行时，牵引电流IC从直流牵引变电所1的正极端11进入正电压馈电线2，一部分电流IC1到达列车6a，牵引回流流入列车6a和直流牵引变电所1之间的走行轨3；另一部分电流IC2到达列车6b，牵引回流流入列车6b和直流牵引变电所1之间的走行轨3；电流IC1和IC2最终均从直流牵引变电所1的负极端12返回直流牵引变电所1，形成一个完整的直流供电回路。
如图2(a、b、c)所示传统直流牵引供电方案二，轨道交通直流供电系统采用直流牵引变电所两电平输出双边供电，包括：直流牵引变电所1a和1b、负责给列车输送电能的正电压馈电线2和走行轨3，其中走行轨3兼做直流牵引变电所的回流线。
所述直流牵引变电所1a和1b是两电平输出，直流牵引变电所1a和1b的正极端11分别与正电压馈电线2连接；直流牵引变电所1a和1b的负极端12分别与走行轨3连接，直流牵引变电所1a和1b的交流端14分别连接交流输入电源。直流牵引变电所采用多脉波整流装置，典型的多脉波整流装置为24脉波整流装置，或者12脉波整流装置，或者18脉波整流装置。
图2(a，b，c)中，一段供电线路上(包括正电压馈电线2和走行轨3等)两端各有一个直流牵引变电所接入供电，因此称为双边供电。
如图2(b)所示，传统直流牵引供电方案二在一列列车运行时，牵引电流IC1从直流牵引变电所1a的正极端11进入正电压馈电线2，到达列车6后，牵引回流流入列车6和直流牵引变电所1a之间的走 行轨3，最终从直流牵引变电所1a的负极端12返回直流牵引变电所1a；与此同时，牵引电流IC2从直流牵引变电所1b的正极端11进入正电压馈电线2，到达列车6后，牵引回流流入列车6和直流牵引变电所1b之间的走行轨3，最终从直流牵引变电所1b的负极端12返回直流牵引变电所1b；两部分电流共同形成一个完整的直流供电回路。
从图2(b)中可见，双边供电时，列车6的电流同时取自两个直流牵引变电所1a和1b，因此双边供电时正电压馈电线和走行轨回流线的电流都比单边供电时正电压馈电线和走行轨回流线的电流小。
如图2(c)所示，传统直流牵引供电方案二在两列列车运行时，
对于列车6a：牵引电流IC1a从直流牵引变电所1a的正极端11进入正电压馈电线2，到达列车6a后，牵引回流流入列车6a和直流牵引变电所1a之间的走行轨3，最终从直流牵引变电所1a的负极端12返回直流牵引变电所1a；与此同时，牵引电流IC2a从直流牵引变电所1b的正极端11进入正电压馈电线2，到达列车6a后，牵引回流流入列车6a和直流牵引变电所1b之间的走行轨3，最终从直流牵引变电所1b的负极端12返回直流牵引变电所1b；
对于列车6b：牵引电流IC1b从直流牵引变电所1a的正极端11进入正电压馈电线2，到达列车6b后，牵引回流流入列车6b和直流牵引变电所1a之间的走行轨3，最终从直流牵引变电所1a的负极端12返回直流牵引变电所1a；与此同时，牵引电流IC2b从直流牵引变电所1b的正极端11进入正电压馈电线2，到达列车6b后，牵引回流流入列车6b和直流牵引变电所1b之间的走行轨3，最终从直流牵引变电所1b的负极端12返回直流牵引变电所1b；
如此形成一个完整的直流供电回路。
针对图1(a，b，c)和图2(a，b，c)所述传统直流牵引供电方案，本发明采用如下改进方案：
本发明所述的轨道交通负电压回流直流供电系统，主要包括：
两电平或三电平输出的直流牵引变电所1，正电压馈电线2，走行轨3，负电压回流线4、直流变换器5，
所述负电压回流线4沿着走行轨设置，
所述直流变换器5沿着走行轨设置若干个，
所述直流变换器5包括：高电位接线端子51，低电位接线端子52，中电位接线端子53，
直流牵引变电所为两电平输出时，连接方式为：直流牵引变电所1的正极端11连接到正电压馈电线2、直流牵引变电所1的负极端12连接到走行轨3，直流变换器5的高电位接线端子51连接到正电压馈电线2、直流变换器5的中电位接线端子53连接到走行轨3、直流变换器5的低电位接线端子52连接到负电压回流线4；
直流牵引变电所为三电平输出时，连接方式为：直流牵引变电所1的正极端11连接到正电压馈电线2、直流牵引变电所1的中点端13连接到走行轨3、直流牵引变电所1的负极端12连接到负电压回流线4，直流变换器5的高电位接线端子51到连接正电压馈电线2、直流变换器5的中电位接线端子53连接到走行轨3、直流变换器5的低电位接线端子52连接到负电压回流线4；
直流牵引变电所1和若干个直流变换器5与走行轨3的连接点把走行轨分3标记不同的区段，位于相邻两个连接点之间的走行轨称为“走行轨区段”。
直流变换器的高电位接线端子到中电位接线端子之间的电压值与中电位接线端子到低电位接线端子之间的电压值可以相等，也可以不相等，但相等为优先选择。
所述直流变换器用于实现负电压回流。根据直流变换器是否最邻近直流牵引变电所和列车运行位置等不同情况，具体分析如下：
情况1：直流牵引变电所1为两电平输出，当走行轨3上有列车6运行时，
1.1，非最邻近直流牵引变电所1的直流变换器5，且该直流变换 器5中电位接线端子53和走行轨3的连接点两边最邻近的走行轨区段上至少有一边走行轨区段上有列车6运行时，该直流变换器5把列车6传输到走行轨3上的电流通过中电位接线端子53输入变换为高电位接线端子51输出和低电位接线端子52输出两部分，其中：高电位接线端子51输出的那部分电流回馈给列车6，低电位接线端子52输出的那部分电流传输到负电压回流线4；
1.2，最邻近直流牵引变电所1的直流变换器5，把其低电位接线端子52流入的负电压回流线4的电流和其高电位接线端子51流入的正电压馈电线2的部分电流变换为中电位接线端子53的输出电流，然后该电流直接返回到给列车6供电的直流牵引变电所1；
1.3，非最邻近直流牵引变电所1的直流变换器5，且该直流变换器5中电位接线端子53和走行轨3的连接点两边最邻近的走行轨区段上都没有列车6运行时，则该连接点两边最邻近的走行轨区段上没有电流，该直流变换器5的三个接线端子也没有电流；
情况2：直流牵引变电所1为三电平输出，当走行轨上有列车6运行时，
2.1，直流变换器5中电位接线端子53和走行轨3的连接点两边最邻近的走行轨区段上至少有一边走行轨区段上有列车6运行时，该直流变换器5把列车6传输到走行轨3上的电流通过中电位接线端子53输入变换为高电位接线端子51输出和低电位接线端子52输出两部分，其中：高电位接线端子51输出的那部分电流回馈给列车6，低电位接线端子52输出的那部分电流传输到负电压回流线4后通过直流牵引变电所1的负极端12直接返回到直流牵引变电所1；
2.2，直流变换器5中电位接线端子53和走行轨3的连接点两边最邻近的走行轨区段上都没有列车6运行时，该直流变换器5中电位接线端子53和走行轨3的连接点两边最邻近的走行轨区段上没有电流，该直流变换器5的三个接线端子也没有电流。
显然，当相邻的两个直流变换器5之间的走行轨区段上没有列车6运行时，该走行区段上就没有电流流过，即该区段的走行轨3上没 有牵引回流。
所述两电平输出的直流牵引变电所1可为传统的轨道交通直流供电系统原有的直流牵引变电所，所述正电压馈电线2可由第三轨或高架接触网构成。
在上述技术方案的基础上，所述直流牵引变电所可采用单边供电或双边供电方式，根据直流牵引变电所输出电平的不同，可细分为以下方案：
本发明方案一，如图3(a、b、c、d)所示的直流牵引变电所两电平输出单边供电方案，
本发明方案二，如图4(a、b、c、d、e)所示的直流牵引变电所两电平输出双边供电方案，
本发明方案三，如图5(a、b、c、d)所示的直流牵引变电所三电平输出单边供电方案，
本发明方案四，如图6(a、b、c、d、e)所示的直流牵引变电所三电平输出双边供电方案。
方案一和方案二中，直流牵引变电所1输出电压值(即正极端11和负极端12之间的电压值)是列车6的电压值。
方案三和方案四中，直流牵引变电所1输出电压值(即正极端11和负极端12之间的电压值)大于列车6的电压值，通常为列车6的电压值的两倍；直流牵引变电所1的正极端11和中点端13之间的电压值是列车6的电压值。
本发明方案一至方案四中，为便于系统设计和应用，一般把直流变换器5的参数设计成：高电位接线端子51到中电位接线端子53之间的电压，等于中电位接线端子53到低电位接线端子52之间的电压。这样直流变换器工作时，高电位接线端子和低电位接线端子的电流大小相等，方向为同时流入或同时流出。
本发明方案一至方案四中，直流变换器的数量和相邻两个直流变 换器之间走行轨区段的距离，由直流牵引变电所输出类型(两电平还是三电平)和供电线路(包括正电压馈电线、走行轨和负电压回流线等)的长度、列车负荷和运行追踪间隔距离等因素决定；相邻两个直流变换器5之间或直流变换器5与直流牵引变电所1之间的走行轨区段上只允许一列车运行作为走行轨区段距离的优选。
为便于说明，附图所示的本发明方案一至方案四中假定设置了四个直流变换器5，图中分别标示为直流变换器5a、5b、5c和5d。当相邻的两个直流变换器之间的走行轨区段上没有列车6运行时，这区段的走行轨3理论上没有电流流过。本发明不仅大大减小了供电线路的损耗，而且最大程度地消除了走行轨3上的杂散迷流(迷流电流)。另外本发明所述直流变换器中的电容用超级电容或电池等储能单元替换后，还可兼用作列车再生制动能量的储能装置。
在上述技术方案的基础上，直流牵引变电所采用多脉波整流装置，典型的多脉波整流装置为24脉波整流装置，或者12脉波整流装置或者18脉波整流器。
本发明方案一实施例一示意图3(a)中，具体接线方式如下：
直流牵引变电所1的正极端11连接到正电压馈电线2，
直流牵引变电所1的负极端12连接到走行轨3，
直流牵引变电所1的交流端14连接交流输入电源，
最邻近直流牵引变电所1的直流变换器5a的高电位接线端子51连接到直流牵引变电所1的正极端11后再连接到所述的正电压馈电线2、中电位接线端子53连接到直流牵引变电所1的负极端12后再连接到所述的走行轨3，
其余直流变换器5b、5c、5d的高电位接线端子51分别连接到所述的正电压馈电线2、中电位接线端子53分别连接到所述的走行轨3，
所有直流变换器5a、5b、5c、5d的低电位接线端子52分别连接 到所述的负电压回流线4。
本发明方案一实施例一工作过程如下：
如图3(b)所示，当走行轨3上有列车6运行时(一列列车6运行于直流变换器5b和直流变换器5c之间的走行轨3上)，从直流牵引变电所1输出的电流IC，
一部分经正电压馈电线2传输到列车6，从列车6返回到直流牵引变电所1的电流，先通过列车6传输到走行轨3，再通过中电位接线端子53传输到最邻近列车6两端的直流变换器5b、5c，再通过直流变换器5b、5c的低电位接线端子52传输到负电压回流线4，再通过最邻近直流牵引变电所1的直流变换器5a的低电位接线端子52、中电位接线端子53返回到直流牵引变电所1，
另一部分流入最邻近直流牵引变电所1的直流变换器5a的高电位接线端子51，再通过所述直流变换器5a的中电位接线端子53返回到直流牵引变电所1。
本方案中，从列车6返回到直流牵引变电所1的电流，只流经走行轨3上有列车运行的走行轨区段，和没有列车运行的其他走行轨区段之间的负电压回流线4。
如图3(c)所示，当走行轨3上有列车6运行时(一列列车6运行于直流变换器5d右侧的走行轨3上)，从直流牵引变电所1输出的电流IC，
一部分经正电压馈电线2传输到列车6，从列车6返回到直流牵引变电所1的电流，先通过列车6传输到走行轨3，再通过中电位接线端子53传输到最邻近列车6两端之一的直流变换器5d，再通过直流变换器5d的低电位接线端子52传输到负电压回流线4，再通过最邻近直流牵引变电所1的直流变换器5a的低电位接线端子52、中电位接线端子53返回到直流牵引变电所1，同时直流变换器5d的高电位接线端子51输出的那部分电流直接回馈给列车6；
另一部分流入最邻近直流牵引变电所1的直流变换器5a的高电位接线端子51，再通过所述直流变换器5a的中电位接线端子53返回到直流牵引变电所1。
本发明方案一实施例二示意图3(d)中，具体接线方式如下：
直流牵引变电所1的正极端11连接到正电压馈电线2，
直流牵引变电所1的负极端12连接到走行轨3，
直流牵引变电所1的交流端14连接交流输入电源，
直流变换器5a、5b、5c、5d的高电位接线端子51分别连接到所述的正电压馈电线2，
直流变换器5a、5b、5c、5d的低电位接线端子52分别连接到所述的负电压回流线4，
直流变换器5a、5b、5c、5d的中电位接线端子53分别连接到所述的走行轨3。
显然，本发明方案一实施例二示意图3(d)中，当走行轨3上任何位置有列车6运行时，直流牵引变电所1的负极端12和最邻近的直流变换器5a的中电位接线端子53之间的走行轨区段上，流过返回该直流牵引变电所负极端12的全部牵引回流。
本发明方案二实施例一示意图4(a)中，具体接线方式如下：
直流牵引变电所1a、1b的正极端11分别连接到正电压馈电线2，
直流牵引变电所1a、1b的负极端12分别连接到走行轨3，
直流牵引变电所1a、1b的交流端14分别连接交流输入电源，
最邻近直流牵引变电所1a和1b的直流变换器5a、5d的高电位接线端子51分别连接到直流牵引变电所1a和1b的正极端11后再分别连接到所述的正电压馈电线2、中电位接线端子53分别连接到直流牵引变电所1a和1b的负极端12后再分别连接到所述的走行轨3，
其余直流变换器5b、5c的高电位接线端子51分别连接到所述的正电压馈电线2、中电位接线端子53分别连接到所述的走行轨3，
所有直流变换器5a、5b、5c、5d的低电位接线端子52分别连接到所述的负电压回流线4。
本发明方案二实施例一工作过程如下：
如图4(b)所示，当走行轨3上有列车6运行时(一列列车6运行于直流变换器5c和直流变换器5d之间的走行轨3上)，从直流牵引变电所1a和1b输出的电流IC1、IC2，
一部分经正电压馈电线2传输到列车6，从列车6返回到直流牵引变电所1a和1b的电流，先通过列车6传输到走行轨3，然后分成两路，一路(IC2的一部分)通过最邻近列车6两端之一的直流变换器5d附近的直流牵引变电所1b的负极端直接返回到直流牵引变电所1b，另一路通过中电位接线端子53传输到最邻近列车6两端之一的直流变换器5c，再通过直流变换器5c的低电位接线端子52传输到负电压回流线4，再通过最邻近直流牵引变电所1a的直流变换器5a的低电位接线端子52、中电位接线端子53返回到直流牵引变电所1a，同时，也通过最邻近直流牵引变电所1b的直流变换器5d的低电位接线端子52、中电位接线端子53返回到直流牵引变电所1b，
另一部分流入最邻近直流牵引变电所1a的直流变换器5a的高电位接线端子51，再通过所述直流变换器5a的中电位接线端子53返回到直流牵引变电所1a，
还有另一部分流入最邻近直流牵引变电所1b的直流变换器5d的高电位接线端子51，再通过所述直流变换器5d的中电位接线端子53返回到直流牵引变电所1b。
如图4(c)所示，当走行轨3上有列车6运行时(一列列车6运行于直流变换器5b和直流变换器5c之间的走行轨3上)，从直流牵引变电所1a和1b输出的电流IC1、IC2，
一部分经正电压馈电线2传输到列车6，从列车6返回到直流牵引变电所1a和1b的电流，先通过列车6传输到走行轨3，再通过中 电位接线端子53传输到最邻近列车6两端的直流变换器5b、5c，再通过直流变换器5b、5c的低电位接线端子52传输到负电压回流线4，再通过最邻近直流牵引变电所1a的直流变换器5a的低电位接线端子52、中电位接线端子53返回到直流牵引变电所1a，同时，也通过最邻近直流牵引变电所1b的直流变换器5d的低电位接线端子52、中电位接线端子53返回到直流牵引变电所1b，
另一部分流入最邻近直流牵引变电所1a的直流变换器5a的高电位接线端子51，再通过所述直流变换器5a的中电位接线端子53返回到直流牵引变电所1a，
还有另一部分流入最邻近直流牵引变电所1b的直流变换器5d的高电位接线端子51，再通过所述直流变换器5d的中电位接线端子53返回到直流牵引变电所1b。
本发明方案二实施例二示意图4(d)中，具体接线方式如下：
直流牵引变电所1a、1b的正极端11分别连接到正电压馈电线2，
直流牵引变电所1a、1b的负极端12分别连接到走行轨3，
直流牵引变电所1a、1b的交流端14分别连接交流输入电源，
最邻近直流牵引变电所1a的直流变换器5a的高电位接线端子51连接到直流牵引变电所1a的正极端11后再连接到所述的正电压馈电线2、中电位接线端子53连接到直流牵引变电所1a的负极端12后再连接到所述的走行轨3，
其余直流变换器5b、5c、5d的高电位接线端子51分别连接到所述的正电压馈电线2、中电位接线端子53分别连接到所述的走行轨3，
所有直流变换器5a、5b、5c、5d的低电位接线端子52分别连接到所述的负电压回流线4。
本发明方案二实施例三示意图4(e)中，具体接线方式如下：
直流牵引变电所1a、1b的正极端11分别连接到正电压馈电线2，
直流牵引变电所1a、1b的负极端12分别连接到走行轨3，
直流牵引变电所1a、1b的交流端14分别连接交流输入电源，
所有直流变换器5a、5b、5c、5d的高电位接线端子51分别连接到所述的正电压馈电线2，
所有直流变换器5a、5b、5c、5d的中电位接线端子53分别连接到所述的走行轨3，
所有直流变换器5a、5b、5c、5d的低电位接线端子52分别连接到所述的负电压回流线4。
显然，在图4(d)和图4(e)中，当走行轨3上任何位置有列车6运行时，直流牵引变电所1b的负极端12和最邻近的直流变换器5d的中电位接线端子53之间的走行轨区段上，流过返回该直流牵引变电所负极端12的全部牵引回流。
而本发明方案二实施例一示意图4(b)和图4(c)中，最邻近直流牵引变电所1b的直流变换器5d的中电位接线端子53流出的电流不经过走行轨3，而是经由直流变换器5d的中电位接线端子53和该直流牵引变电所1b的负极端12的连接点直接返回到该直流牵引变电所1。图4(b)有列车6运行在最邻近该连接点的走行轨区段上，故该走行轨区段上流有两个相反方向的电流，且两方向的电流绝对值之和等于该列车6的全部牵引回流；图4(c)没有列车6运行在该连接点最邻近的走行轨区段上，故该走行轨区段上没有电流。
本发明方案一和发明方案二表明：若直流牵引变电所1为两电平输出时，当走行轨上有列车6运行时，
非最邻近直流牵引变电所1的直流变换器5，且该直流变换器5中电位接线端子53和走行轨3的连接点两边最邻近的走行轨区段上至少有一边走行轨区段上有列车6运行时，列车6所在的走行轨区段上有电流，且该直流变换器5把列车6传输到走行轨3上的电流通过中电位接线端子53输入变换为高电位接线端子51输出和低电位接线端子52输出两部分，其中：高电位接线端子51输出的那部分电流通 过正电压馈电线4回馈给列车6，低电位接线端子52输出的那部分电流传输到负电压回流线4；
最邻近直流牵引变电所1的直流变换器5把其低电位接线端子52流入的负电压回流线4的电流和其高电位接线端子51流入的正电压馈电线4的部分电流变换为中电位接线端子53的输出电流，然后该电流直接返回到给列车6供电的直流牵引变电所1；
非最邻近直流牵引变电所1的直流变换器5，且该直流变换器5中电位接线端子53和走行轨3的连接点两边最邻近的走行轨区段上都没有列车6运行时，则该连接点两边最邻近的走行轨区段上也没有电流，该直流变换器5的三个接线端子也没有电流；
最邻近直流牵引变电所1的直流变换器5的中电位接线端子53连接到该直流牵引变电所1的负极端12后再连接到走行轨3时，该直流牵引变电所1附近走行轨3上的电流最小；
最邻近直流牵引变电所1的直流变换器5的中电位接线端子53和该直流牵引变电所1的负极端12分别连接到走行轨3时，直流牵引变电所1的负极端12和最邻近它的直流变换器5的中电位接线端子53之间的走行轨区段上流过返回该直流牵引变电所1的全部牵引回流。
本发明方案三实施例一示意图5(a)中，具体接线方式如下：
直流牵引变电所1的正极端(正电平输出)11连接到正电压馈电线2，
直流牵引变电所1的负极端(负电平输出)12连接到负电压回流线4，
直流牵引变电所1的中点端13(零电平输出)连接到走行轨3，
直流牵引变电所1的交流端14连接交流输入电源，
最邻近直流牵引变电所1的直流变换器5a的高电位接线端子51连接到直流牵引变电所1的正极端11后再连接到正电压馈电线2，中电位接线端子53连接到直流牵引变电所的中点端13后再连接到走 行轨3，
其余直流变换器5b、5c、5d的高电位接线端子51分别连接到所述的正电压馈电线2，中电位接线端子53分别连接到所述的走行轨3，
所有直流变换器5a、5b、5c、5d的低电位接线端子52分别连接到所述的负电压回流线4。
本发明方案三实施例一工作过程如下：
如图5(b)所示，当走行轨3上有列车6运行时(一列列车6运行于直流变换器5b和直流变换器5c之间的走行轨3上)，从直流牵引变电所1输出的牵引电流IC，经正电压馈电线2传输到列车6，从列车6返回到直流牵引变电所1的牵引回流，先通过列车6传输到走行轨3，再通过中电位接线端子53传输到最邻近列车6两端的直流变换器5b、5c，再通过直流变换器5b、5c的低电位接线端子52传输到负电压回流线4，再通过直流牵引变电所1的负极端子12返回到直流牵引变电所1。
如图5(c)所示，当走行轨3上有列车6运行时(一列列车6运行于直流变换器5d右侧的走行轨3上)，从直流牵引变电所1输出的牵引电流IC，经正电压馈电线2传输到列车6，从列车6返回到直流牵引变电所1的牵引回流，先通过列车6传输到走行轨3，再通过中电位接线端子53传输到最邻近列车6直流变换器5d，再通过直流变换器5d的低电位接线端子52传输到负电压回流线4，再通过直流牵引变电所1的负极端子12返回到直流牵引变电所1。
本发明方案三实施例二示意图5(d)中，具体接线方式如下：
直流牵引变电所1的正极端(正电平输出)11连接到正电压馈电线2，
直流牵引变电所1的负极端(负电平输出)12连接到负电压回流线4，
直流牵引变电所1的中点端13(零电平输出)连接到走行轨3，
直流牵引变电所1的交流端14连接交流输入电源，
直流变换器5a、5b、5c、5d的高电位接线端子51分别连接到所述的正电压馈电线2，
直流变换器5a、5b、5c、5d的低电位接线端子52分别连接到所述的负电压回流线4，
直流变换器5a、5b、5c、5d的中电位接线端子53分别连接到所述的走行轨3。
本发明方案四实施例一示意图6(a)中，具体接线方式如下：
直流牵引变电所1a和1b的正极端(正电平输出)11分别连接到正电压馈电线2，
直流牵引变电所1a和1b的负极端(负电平输出)12分别连接到负电压回流线4，
直流牵引变电所1a和1b的中点端13(零电平输出)分别连接到走行轨3，
直流牵引变电所的交流端14分别连接交流输入电源，
直流变换器5a、5b、5c、5d的高电位接线端子51分别连接到所述的正电压馈电线2，
直流变换器5a、5b、5c、5d的低电位接线端子52分别连接到所述的负电压回流线4，
直流变换器5a、5b、5c、5d的中电位接线端子53分别连接到所述的走行轨3。
本发明方案四实施例一工作过程如下：
如图6(b)所示，当走行轨3上有列车6运行时(一列列车6运行于直流变换器5c和直流变换器5d之间的走行轨3上)，从直流牵引变电所1a和1b输出的牵引电流IC1、IC2，经正电压馈电线2传输到列车6，从列车6返回到直流牵引变电所1a和1b的牵引回流， 先通过列车6传输到走行轨3，再通过中电位接线端子53传输到最邻近列车6两端的直流变换器5c、5d，再通过直流变换器5c、5d的低电位接线端子52传输到负电压回流线4，然后IC1、IC2分别通过直流牵引变电所1a和1b的负极端12返回到直流牵引变电所1a和1b。
如图6(C)所示，当走行轨3上有列车6运行时(一列列车6运行于直流变换器5a和直流牵引变电所1a之间的走行轨3上)，从直流牵引变电所1a和1b输出的牵引电流IC1、IC2，经正电压馈电线2传输到列车6，从列车6返回到直流牵引变电所1a和1b的牵引回流，先通过列车6传输到走行轨3，一部分电流直接通过走行轨3返回直流牵引变电所1a的中点端13，另一部分通过中电位接线端子53传输到最邻近列车6的直流变换器5a，再通过该直流变换器5a的低电位接线端子52传输到负电压回流线4，然后IC1的一部分、IC2分别通过直流牵引变电所1a和1b的负极端12返回到直流牵引变电所1a和1b。
本发明方案四实施例二示意图6(d)中，具体接线方式如下：
直流牵引变电所1a和1b的正极端(正电平输出)11分别连接到正电压馈电线2，
直流牵引变电所1a和1b的负极端(负电平输出)12分别连接到负电压回流线4，
直流牵引变电所1a和1b的中点端13(零电平输出)分别连接到走行轨3，
直流牵引变电所1a和1b的交流端14分别连接交流输入电源，
最邻近直流牵引变电所1a的直流变换器5a的高电位接线端子51连接到直流牵引变电所1a的正极端11后再连接到所述的正电压馈电线2、中电位接线端子53连接到直流牵引变电所1a的中点端13后再连接到所述的走行轨3，
其余直流变换器5b、5c、5d的高电位接线端子51分别连接到所 述的正电压馈电线2、中电位接线端子53分别连接到所述的走行轨3，
所有直流变换器5a、5b、5c、5d的低电位接线端子52分别连接到所述的负电压回流线4。
本发明方案四实施例三示意图6(e)中，具体接线方式如下：
直流牵引变电所1a和1b的正极端(正电平输出)11分别连接到正电压馈电线2，
直流牵引变电所1a和1b的负极端(负电平输出)12分别连接到负电压回流线4，
直流牵引变电所1a和1b的中点端13(零电平输出)分别连接到走行轨3，
直流牵引变电所1a和1b的交流端14分别连接交流输入电源，
最邻近直流牵引变电所1a和1b的直流变换器5a和5d的高电位接线端子51分别连接到直流牵引变电所1a和1b的正极端11后再连接到所述的正电压馈电线2、中电位接线端子53分别连接到直流牵引变电所1a和1b的中点端13后再连接到所述的走行轨3，
其余直流变换器5b、5c的高电位接线端子51分别连接到所述的正电压馈电线2、中电位接线端子53分别连接到所述的走行轨3，
所有直流变换器5a、5b、5c、5d的低电位接线端子52分别连接到所述的负电压回流线4。
本发明方案三和发明方案四表明：若直流牵引变电所1为三电平输出时，当走行轨3上有列车6运行时，
直流变换器5中电位接线端子53和走行轨3的连接点两边最邻近的走行轨区段上至少有一边走行轨区段上有列车6运行时，该直流变换器5把列车6传输到走行轨3上的电流通过中电位接线端子53输入变换为高电位接线端子51输出和低电位接线端子52输出两部分，其中：高电位接线端子51输出的那部分电流通过正电压馈电线2回馈给列车6，低电位接线端子52输出的那部分电流传输到负电压 回流线4后通过直流牵引变电所1的负极端12直接返回到直流牵引变电所1；
直流变换器5中电位接线端子53和走行轨3的连接点两边最邻近的走行轨区段上都没有列车6运行时，该直流变换器5中电位接线端子53和走行轨3的连接点两边最邻近的走行轨区段上没有电流，该直流变换器5的三个接线端子也没有电流；
最邻近直流牵引变电所1的直流变换器5的中电位接线端子53和该直流牵引变电所1的中点端13分别连接到走行轨3上时，该两个连接点之间的走行轨区段上有列车6运行时，该直流牵引变电所1的正极端11流过的电流和负极端12流过电流不相等。
图7(a)为本发明的直流变换器5的第一种实现形式。
开关S11的阳极和电容C51的正极相连，连接点作为直流变换器5的高电位接线端子51；开关S12的阴极和电容C52的负极相连，连接点作为直流变换器5的低电位接线端子52；电容C51的负极和电容C52的正极相连，连接点作为直流变换器5的中电位接线端子53；开关S11的阴极和开关S12的阳极相连，连接点通过电感Lr和中电位接线端子53连接。
将上述电容C51和C52用超级电容或者电池等储能单元全部替代或者部分替代后，直流变换器5不仅起到了负电压变换的功能，还起到了列车再生制动能量存储的功能。
图7(b)为本发明的直流变换器5的第二种实现形式。
开关S11的阳极和电容C51的正极相连，连接点作为直流变换器5的高电位接线端子51；开关S22的阴极和电容C52的负极相连，连接点作为直流变换器5的低电位接线端子52；电容C51的负极和电容C52的正极相连，连接点作为直流变换器5的中电位接线端子53；开关S12的阴极和开关S21的阳极相连，连接点为中电位接线端子53；开关S11的阴极和开关S12的阳极相连，连接点为a；开关S21的阴极 和开关S22的阳极相连，连接点为b；电感Lr和电容Cr串联构成谐振支路，该谐振支路的两个端子分别连接到连接点a和连接点b上。
将上述电容C51和C52用超级电容或者电池等储能单元全部替代或者部分替代后，直流变换器5不仅起到了负电压变换的功能，还起到了列车再生制动能量存储的功能。
在上述技术方案的基础上，所述直流变换器中的开关，可按图8(a)实施，图8(a)为半导体功率开关的IGBT等效示意图。也可按图8(b)实施，图8(b)为半导体功率开关的IGCT等效示意图。
以上所述，仅为本发明较佳的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到的变化或替换，都应涵盖在本发明的保护范围之内。因此，本发明的保护范围应该以权利要求的保护范围为准。
本说明书中未作详细描述的内容属于本领域专业技术人员公知的现有技术。

Claims (9)

  1. 轨道交通负电压回流直流供电系统，其特征在于，主要包括：
    两电平输出或三电平输出的直流牵引变电所(1)，正电压馈电线(2)，走行轨(3)，负电压回流线(4)、直流变换器(5)，
    所述负电压回流线(4)沿着走行轨设置，
    所述直流变换器沿着走行轨设置若干个，
    直流牵引变电所为两电平输出时，连接方式为：直流牵引变电所(1)的正极端(11)连接到正电压馈电线(2)，直流牵引变电所(1)的负极端(12)连接到走行轨(3)，直流变换器(5)的高电位接线端子(51)连接到正电压馈电线(2)，直流变换器(5)的中电位接线端子(53)连接到走行轨(3)，直流变换器(5)的低电位接线端子(52)连接到负电压回流线(4)；
    直流牵引变电所为三电平输出时，连接方式为：直流牵引变电所(1)的正极端(11)连接到正电压馈电线(2)，直流牵引变电所(1)的中点端(13)连接到走行轨(3)，直流牵引变电所(1)的负极端(12)连接到负电压回流线(4)，直流变换器(5)的高电位接线端子(51)连接到正电压馈电线(2)，直流变换器(5)的中电位接线端子(53)连接到走行轨(3)，直流变换器(5)的低电位接线端子(52)连接到负电压回流线(4)。
  2. 如权利要求1所述的轨道交通负电压回流直流供电系统，其特征在于：直流变换器(5)的电流从中电位接线端子(53)流入时，就从高电位接线端子(51)和低电位接线端子(52)同时流出；反之，直流变换器(5)的电流从中电位接线端子(53)流出时，就从高电位接线端子(51)和低电位接线端子(52)同时流入；高电位接线端子(51)到中电位接线端子(53)之间的电压值与中电位接线端子(53)到低电位接线端子(52)之间的电压值可以相等，也可以不相等，但相等为优先选择；当高电位接线端子(51)到中电位接线端子(53)之间的电压值与中电位接线端子(53)到低电位接线端子(52)之间 的电压值相等时，高电位接线端子(51)和低电位接线端子(52)同时流入或同时流出的电流值也相等。
  3. 如权利要求1和权利要求2所述的轨道交通负电压回流直流供电系统，其特征在于：直流变换器(5)的数量和相邻两个直流变换器(5)之间走行轨区段的距离，由直流牵引变电所(1)输出电平数、供电线路的长度、列车负荷以及列车运行追踪间隔等因素决定；相邻两个直流变换器(5)之间或直流变换器(5)与直流牵引变电所(1)之间的走行轨区段上只允许一列车运行作为走行轨区段距离的优选。
  4. 如权利要求1至权利要求3所述的轨道交通负电压回流直流供电系统，其特征在于：若直流牵引变电所(1)为两电平输出时，当走行轨上有列车(6)运行时，
    非最邻近直流牵引变电所(1)的直流变换器(5)，且该直流变换器(5)中电位接线端子(53)和走行轨(3)的连接点两边最邻近的走行轨区段上至少有一边走行轨区段上有列车(6)运行时，该直流变换器(5)把列车(6)传输到走行轨(3)上的电流通过中电位接线端子(53)输入变换为高电位接线端子(51)输出和低电位接线端子(52)输出两部分，其中：高电位接线端子(51)输出的那部分电流回馈给列车(6)，低电位接线端子(52)输出的那部分电流传输到负电压回流线(4)；
    最邻近直流牵引变电所(1)的直流变换器(5)把其低电位接线端子(52)流入的负电压回流线(4)的电流和其高电位接线端子(51)流入的正电压馈电线(2)的部分电流变换为中电位接线端子(53)的输出电流，然后该电流直接返回到给列车(6)供电的直流牵引变电所(1)；
    非最邻近直流牵引变电所(1)的直流变换器(5)，且该直流变换器(5)中电位接线端子(53)和走行轨(3)的连接点两边最邻近的走行轨区段上都没有列车(6)运行时，则该连接点两边最邻近的走行轨区段上没有电流，该直流变换器(5)的三个接线端子也没有 电流。
  5. 如权利要求1和权利要求4所述的轨道交通负电压回流直流供电系统，其特征在于：最邻近直流牵引变电所(1)的直流变换器(5)的中电位接线端子(53)连接到该直流牵引变电所(1)的负极端(12)后再连接到走行轨(3)时，当走行轨上有列车运行时，该直流牵引变电所(1)与走行轨(3)连接点两边最邻近的走行轨区段上的电流最小。
  6. 如权利要求1至权利要求3所述的轨道交通负电压回流直流供电系统，其特征在于：若直流牵引变电所(1)为三电平输出时，当走行轨上有列车(6)运行时，
    直流变换器(5)中电位接线端子(53)和走行轨(3)的连接点两边最邻近的走行轨区段上至少有一边走行轨区段上有列车(6)运行时，该直流变换器(5)把列车(6)传输到走行轨(3)上的电流通过中电位接线端子(53)输入变换为高电位接线端子(51)输出和低电位接线端子(52)输出两部分，其中：高电位接线端子(51)输出的那部分电流回馈给列车(6)，低电位接线端子(52)输出的那部分电流传输到负电压回流线(4)后通过直流牵引变电所(1)的负极端(12)直接返回到直流牵引变电所(1)；
    直流变换器(5)中电位接线端子(53)和走行轨(3)的连接点两边最邻近的走行轨区段上都没有列车(6)运行时，该直流变换器(5)中电位接线端子(53)和走行轨(3)的连接点两边最邻近的走行轨区段上没有电流，该直流变换器(5)的三个接线端子也没有电流。
  7. 如权利要求1和权利要求6所述的轨道交通负电压回流直流供电系统，其特征在于：最邻近直流牵引变电所(1)的直流变换器(5)的中电位接线端子(53)和该直流牵引变电所(1)的中点端(13)分别连接到走行轨(3)上时，且该两个连接点之间的走行轨区段上有列车(6)运行时，该直流牵引变电所(1)的正极端(11)流过的电流和负极端(12)流过电流不相等。
  8. 如权利要求1至7所述的轨道交通负电压回流直流供电系统，其特征在于：所述直流变换器(5)包含有两组电容C51和C52，
    其中：电容C51连接在直流变换器(5)的高电位接线端子(51)和直流变换器(5)中电位接线端子(53)之间，电容C52连接在直流变换器(5)的中电位接线端子(53)和直流变换器(5)低电位接线端子(52)之间。
  9. 如权利要求8所述的轨道交通负电压回流直流供电系统，其特征在于：将直流变换器的电容C51和C52用超级电容或者电池等储能单元全部替代或者部分替代后，直流变换器(5)不仅起到了负电压变换的功能，还起到了列车再生制动能量存储的功能。
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