A railway engine AC traction one-phase power supply device based on YN,vd wiring transformer

Abstract

The utility model relates to an A.C. co-phase traction supply device of railway locomotive based on YN, vd wiring transformer; wherein, the traction transformer is a three-phase to two-phase balancing transformer (T), the wiring method of which is YN, vd. A rectifying inverter (Z) is connected between two outputs (b', c') of the line voltage of the transformer (T) and two outputs (a, x) of the phase voltage of the transformer (T), and the outputs (b', c') of the line voltage and the outputs (a, x) of the phase voltage are the supply ends (V1, V2) of the traction locomotive. Meanwhile, a control device of the rectifying inverter (Z) is connected with the two supply ends (V1, V2) of the traction locomotive. The utility model has the advantages of achieving the co-phase power supply in the whole line of the railway without dividing phases, being stable voltage in each section of the traction transforming station, ensuring that the locomotives can move at high speed when the locomotives are overloading, getting the power in three-phase from the public power network of the power supply system of the traction load of the railway, and eliminating the effect of the traction load of the railway to the power quality of the public power network can be eliminate, which can also be made by the prior traction transformer with low cost and convenient implementation.

Description

technical field [0001] The invention relates to an AC traction in-phase power supply device for a railway locomotive. Background technique [0002] The single-phase system has the advantages of simple structure, low construction cost, convenient operation and maintenance, etc., which determines that single-phase power frequency AC power is generally used to power railway locomotives in electrified railways. The power system hopes that all loads will use the three-phase symmetrical fundamental current from the power grid to make full use of the capacity of equipment and lines and reduce the harm of reactive current and harmonic current to the system. In order to meet this requirement, the electrified railway adopts the scheme of phase sequence rotation and phase-by-phase power supply, that is, every 20-25km along the railway line is regarded as a power supply section, and each section is powered by different phases in the power grid in turn. A phase separation section of abo...

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Problems solved by technology

Although there is an automatic over-phase separation device, due to its high voltage and frequent switching actions, there are serious problems in its accuracy and reliability, and it cannot completely solve the adverse effects of electric separation on locomotive operation.

[0007] (2) High-speed and heavy-duty transportation all require large-capacity power supply. In order to meet the national standard for the power system to restrict the power quality of electrified railways, the reactive power compensation technology used in the original single-phase power supply mode has been changed. unable to adapt

If the adjustable symmetrical compensation technology is adopted in the traction substation, even if the AC-DC-AC power supply (regardless of its reactive power and harmonics) is used on the locomotive, the negative sequence is more prominent because of the larger capacity, technically and economically. Difficult to achieve the ideal state

[0008] (3) The high-speed railway to be built in my country may be a mixed operation mode of high and medium speeds. If there is a mixed use of locomotives with AC-DC-AC power supply and locomotives with AC-DC power supply, except for negative sequence, reactive power and harmonics will still remain Existence, power quality cannot be improved, restricting the development of both railways and electric power

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