CN111146823B - High-voltage direct-current urban rail transit traction power supply system - Google Patents

High-voltage direct-current urban rail transit traction power supply system Download PDF

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CN111146823B
CN111146823B CN201911309772.2A CN201911309772A CN111146823B CN 111146823 B CN111146823 B CN 111146823B CN 201911309772 A CN201911309772 A CN 201911309772A CN 111146823 B CN111146823 B CN 111146823B
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current
traction
direct
voltage direct
substation
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CN111146823A (en
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郑琼林
杨晓峰
王淼
顾靖达
游小杰
刘建强
李虹
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Beijing Yifei Shengjing Technology Co ltd
Beijing Jiaotong University
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Beijing Yifei Shengjing Technology Co ltd
Beijing Jiaotong University
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    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J5/00Circuit arrangements for transfer of electric power between ac networks and dc networks
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60MPOWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M3/00Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00Circuit arrangements for dc mains or dc distribution networks
    • H02J1/14Balancing the load in a network
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00Circuit arrangements for ac mains or ac distribution networks
    • H02J3/24Arrangements for preventing or reducing oscillations of power in networks
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00Circuit arrangements for ac mains or ac distribution networks
    • H02J3/26Arrangements for eliminating or reducing asymmetry in polyphase networks
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02EREDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E40/00Technologies for an efficient electrical power generation, transmission or distribution
    • Y02E40/50Arrangements for eliminating or reducing asymmetry in polyphase networks

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The high-voltage direct-current urban rail transit traction power supply system converts the input voltage of a main substation into direct current of +/-10 kV or other voltage levels and distributes the direct current to each traction substation, the positive voltage output by the direct traction substation is connected to a traction network, and the zero voltage output by the direct traction substation is connected to a traveling rail. If the negative voltage output by the direct-current traction station is connected to the return line, and the three-terminal voltage output by the direct-current AT in the direct-current autotransformer is respectively connected to the traction network, the walking rail and the return line, the direct-current AT power supply system is formed. The multifunctional direct current transformer in the direct traction station can realize the bidirectional flow of energy, so that all direct current capacitors on a high-voltage direct current bus and a traction network of station yards such as a main substation, the direct traction station, a direct coupling station and the like can be used as energy buffers during train braking, and the problem of train braking energy utilization on a source is solved. In addition, the system can effectively reduce the track potential and the stray current.

Description

High-voltage direct-current urban rail transit traction power supply system
Technical Field
The invention relates to the technical field of electrified rail transit and power electronic direct current conversion, in particular to a traction power supply system for high-voltage direct current urban rail transit.
Background
With the development of power electronic technology, rail transit is mature and rapidly developed. The urban rail transit has the advantages of energy conservation, land conservation, large transportation volume, all weather, low pollution, high safety and the like, and is widely applied to various modern cities in the world. By the end of 2018, 185 urban rail transit operation lines are opened in total of 35 cities in China, and the total length of the operation lines is 5761.4 km. And it is expected that by the end of 2020, the total length of the operating line will break through 6000 km. For urban rail transit, a direct current traction power supply system is mostly adopted, and national relevant standards, such as GB/T10411-.
However, with the rapid development and continuous scale expansion of urban rail transit, the existing urban rail transit traction power supply system has a lot of problems, and the outstanding problems are listed as follows:
(1) the utilization rate of train braking energy is low;
the voltage of the existing urban rail transit traction power supply system is mainly alternating current 35kV or alternating current 10kV, and a traction substation converts high-voltage alternating current of 35kV or 10kV into low-voltage direct current of DC750V or DC1500V required by a train through a phase-shifting transformer and a multi-pulse rectifier device. However, the conventional multi-pulse rectifying device mostly adopts a high-power diode, and energy can only flow from the alternating current side to the direct current side, namely the energy of the traction substation flows in a single direction. Since a large amount of energy is generated due to frequent braking of the train, the rest energy is mainly consumed by the brake resistor in a heating manner except that part of the energy is absorbed and utilized by the adjacent train. But the resistance braking can not only reduce the utilization rate of the braking energy of the train and increase the energy consumption of the system, but also increase the heat dissipation cost of the tunnel and the station. In order to make better use of train braking energy, the existing methods mainly include two methods: firstly, a diode rectifying device in a traction substation is replaced and modified into a PWM rectifying device controlled by a switching tube and the like, and braking energy is fed back to an alternating current side; and secondly, a direct current energy storage device such as a super capacitor is arranged on the ground on the vehicle or beside the rail to absorb and buffer the braking energy.
(2) The problems of track potential and stray current are serious;
the conventional urban rail transit traction power supply system generally adopts a walking rail to flow back to a negative electrode of a traction substation. Due to the resistance of the running rails, a certain potential difference exists between the rails and the ground, and the potential difference is called a rail potential. Instead of complete insulation between the track and the track bed, the presence of the track potential causes a part of the current to leak from the track to earth, which is called stray current. The stray current causes serious electrochemical corrosion to metal pipelines, tracks, structural steel bars and the like, and also can cause the action of a leakage frame protection device of a traction substation, thereby causing power failure accidents in a large range and seriously affecting the normal operation of the system. Meanwhile, the rail potential threatens the personal safety of passengers and the safe operation of a system, limits the power supply distance of a traction substation, and further improves the construction cost of a line.
(3) The method is difficult to adapt to a future direct-current power distribution network;
the conventional urban rail transit traction power supply system usually obtains electric energy from a 35kV or 10kV alternating current power grid, then rectifies the electric energy into 750V or 1500V direct current voltage after voltage reduction and conversion. With the development of power electronic technology, light direct current transmission and distribution become the development trend of future power grids. Compared with an alternating-current power distribution network, the direct-current power distribution network has the advantages of large power supply capacity, long power supply radius, high operation efficiency, improvement on the problem of electric energy quality, no need of reactive compensation and the like. But the voltage class of the large-capacity light direct current transmission and distribution network is at least 3kV or higher. Obviously, the existing urban rail transit traction power supply system cannot be matched with a light direct-current power distribution network, namely, the system cannot directly obtain energy from the direct-current power distribution network.
Disclosure of Invention
Aiming at the defects in the prior art, the invention provides a high-voltage direct-current urban rail transit traction power supply system. Compared with the existing urban rail transit traction power supply system, the high-voltage direct-current urban rail transit traction power supply system converts the voltage entering the main substation into 35kV or 10kV alternating current to be distributed to each traction substation, rectifies the voltage entering the main substation into +/-10 kV direct current (or other voltage levels according to requirements) to be distributed to each traction substation, or directly distributes the high-voltage direct current introduced into the main substation to each traction substation without conversion (aiming at the situation of the existing direct-current power distribution network in the future). A traction substation in a traction power supply system of the high-voltage direct-current urban rail transit comprises a multifunctional direct-current transformer, other switches, a protection device and the like, wherein the multifunctional direct-current transformer can realize bidirectional energy flow, so that a high-voltage direct-current bus of a station yard of a main substation, the traction substation and the like and all direct-current capacitors on a traction network can be used as an energy buffer during train braking, and the problem of train braking energy utilization is solved at the source. The main function of the novel traction substation is to convert the high-voltage direct current voltage into direct current voltage required by train traction, so the traction substation can be called as a direct current traction substation (DTS), which is referred to as a Direct Traction Substation (DTS) for short. The switching frequency of the multifunctional direct current transformer in the direct traction station is far higher than the power frequency, and the occupied area is much smaller by virtue of the high power density characteristic, so that the Direct Traction Station (DTS) can be directly installed in a station along the line. In order to reduce the track potential and thus reduce the stray current, a direct-current substation (DTS) may be installed in each station, or a direct-current autotransformer substation (DAS), which is simply referred to as a direct-coupling substation (DAS), may be installed in a station between two DTS. Meanwhile, if the distance between adjacent stations is long and a Direct Traction Station (DTS) has been installed in each station, a plurality of direct couplings (DAS) may be installed between the adjacent stations in order to further reduce the track potential and the stray current.
In order to achieve the above purposes, the technical scheme adopted by the invention is as follows:
high voltage direct current urban rail transit pulls power supply system, is applied to in the urban rail transit, includes: a plurality of main substations 7, high voltage direct current positive bus 8, high voltage direct current negative bus 9 and a plurality of direct current traction substation 10, direct current traction substation 10 includes: a multifunctional DC transformer;
the main substation 7 installed near the line provides power for the whole urban rail transit line, the high-voltage direct-current positive bus 8 and the high-voltage direct-current negative bus 9 are arranged along the urban rail transit line, and at most one direct-current traction substation 10 is installed in each station;
an output positive end 71 of the main substation 7 is connected to the high-voltage direct current positive bus 8, and an output negative end 72 is connected to the high-voltage direct current negative bus 9;
an input positive end 101 of the direct current traction substation 10 is connected to the high-voltage direct current positive bus 8, an input negative end 102 is connected to the high-voltage direct current negative bus 9, an output positive end 103 is connected to the traction network 4, and an output zero-pole end 104 is connected to the traveling rail 5.
On the basis of the scheme, the main substation 7 is used for reducing and rectifying the input alternating-current voltage into high-voltage direct current (such as +/-10 kV), and distributing the high-voltage direct current to various direct-current traction substations 10 along the way through a high-voltage direct-current positive bus 8 and a high-voltage direct-current negative bus 9; or the main substation 7 is used for distributing the voltage of the input direct current high voltage distribution network to various direct current traction substations 10 along the way directly through the high voltage direct current positive bus 8 and the high voltage direct current negative bus 9.
On the basis of the scheme, the direct current traction substation 10 reduces the input direct current voltage to the direct current traction voltage required by the traction network 4 through the multifunctional direct current transformer, the multifunctional direct current transformer realizes energy bidirectional flow, a large amount of energy generated by train braking can be transmitted to the high-voltage side from the low-voltage side, and at the moment, all direct current capacitors on the high-voltage direct current positive bus 8, the high-voltage direct current negative bus 9 and the traction network 4 can be used as energy buffers during train braking, so that the braking energy is prevented from being wasted in a resistance heat dissipation mode, and the braking energy utilization rate of the train is effectively improved.
On the basis of the scheme, the switching frequency of the multifunctional direct current transformer is far higher than the power frequency, the multifunctional direct current transformer can be directly installed in a station due to the high power density characteristic, and the shortest distance between two direct current traction substations 10 is the distance between the stations, so that the track potential and the stray current in an urban rail transit traction power supply system are reduced.
On the basis of the scheme, the energy flow path of the high-voltage direct-current urban rail transit traction power supply system during train traction is as follows: the main substation 7 transmits energy to the direct current traction substation 10 through a high-voltage direct current positive bus 8 and a high-voltage direct current negative bus 9, and the direct current traction substation 10 transmits energy to the train 6 through the traction network 4 and the travelling rail 5; the energy flow path during train braking is opposite to that during traction.
High voltage direct current urban rail transit pulls power supply system, is applied to in the urban rail transit, includes: a plurality of main substations 7, high voltage direct current positive bus 8, high voltage direct current negative bus 9, a plurality of direct current traction substation 10, return wire 11 and a plurality of direct current autotransformer substations 12, direct current traction substation 10 includes: a multifunctional DC transformer;
the main substation 7 installed near the line provides power for the whole urban rail transit line, the high-voltage direct current positive bus 8 and the high-voltage direct current negative bus 9 are arranged along the urban rail transit line, at most one direct current traction substation 10 is installed in each station, and a plurality of direct current autotransformer substations 12 are installed on the station or the line between two adjacent direct current traction substations 10;
an output positive end 71 of the main substation 7 is connected to the high-voltage direct current positive bus 8, and an output negative end 72 is connected to the high-voltage direct current negative bus 9;
an input positive end 101 of the direct current traction substation 10 is connected to a high-voltage direct current positive bus 8, an input negative end 102 is connected to a high-voltage direct current negative bus 9, an output positive end 103 is connected to the traction network 4, an output zero-pole end 104 is connected to a traveling rail 5, and an output negative end 105 is connected to a return line 11;
the positive end 121 of the direct-current autotransformer 12 is connected to the traction network 4, the zero end 122 is connected to the running rail 5, and the negative end 123 is connected to the return line 11.
On the basis of the scheme, the number of the direct-current autotransformers 12 is determined according to the indexes of track potential and stray current suppression.
Based on the above scheme, the positive output terminal 103 and the negative output terminal 105 of the dc traction substation 10 are symmetric about the zero output terminal 104, and have equal voltages and opposite voltages, so as to form an auto-transformer (AT) with symmetric positive and negative voltages, AT which time the dc traction substation 10 also has the function of the dc autotransformer substation 12.
On the basis of the scheme, the energy flow path of the high-voltage direct-current urban rail transit traction power supply system during train traction is as follows: the main substation 7 transmits energy to the direct-current traction substation 10 through a high-voltage direct-current positive bus 8 and a high-voltage direct-current negative bus 9, and the direct-current traction substation 10 transmits energy to the train 6 through a traction network 4, a return line 11, a direct-current autotransformer substation 12 and a running rail 5; the energy flow path during train braking is opposite to that during traction.
The high-voltage direct-current urban rail transit traction power supply system suitable for urban rail transit can be expanded into a high-voltage direct-current railway traction AT power supply system suitable for a main railway or an inter-city railway, and comprises the following components:
a plurality of main substations 7, a high-voltage direct current positive bus 8, a high-voltage direct current negative bus 9 and a plurality of direct current autotransformer substations 12;
an output positive electrode end 71 of the main power substation 7 is connected to a high-voltage direct current positive bus 8, an output negative electrode end 72 is connected to a high-voltage direct current negative bus 9, and an output zero electrode end 73 is connected to the travelling rail 5; the main substation 7 is used for reducing and rectifying the input alternating current (such as 110kV or 220kV) into high-voltage direct current (such as +/-10 kV);
a plurality of direct current autotransformer stations 12 are arranged between the two main substations 7, and a positive end 121, a zero end 122 and a negative end 123 of each direct current autotransformer station 12 are respectively connected to a high-voltage direct current positive bus 8, a traveling rail 5 and a high-voltage direct current negative bus 9;
after the high-voltage direct-current positive bus 8 enters a train, the direct-current voltage on the high-voltage direct-current positive bus is converted into alternating-current three-phase VVVF voltage and auxiliary power supply voltage required by train traction through a vehicle-mounted power electronic traction transformer.
On the basis of the scheme, the main substation 7 serves as a traction substation in a high-voltage direct-current railway traction AT power supply system, the high-voltage direct-current positive bus 8 serves as a traction network in the high-voltage direct-current railway traction AT power supply system, and the high-voltage direct-current negative bus 9 serves as a return line in the high-voltage direct-current railway traction AT power supply system.
On the basis of the above scheme, the output positive terminal 71 and the output negative terminal 72 of the main substation 7 are symmetrical about the output zero terminal 73, and the voltages are equal and opposite in direction, so as to form a dc autotransformer with symmetrical positive and negative voltages, and at this time, the main substation 7 also has the function of the dc autotransformer 12.
On the basis of the scheme, the energy flow path of the high-voltage direct-current railway traction AT power supply system during train traction is as follows: the main substation 7 transmits energy to the train 6 through a high-voltage direct current positive bus 8, a high-voltage direct current negative bus 9, a direct current autotransformer station 12 and a traveling rail 5; the energy flow path during train braking is opposite to that during traction.
Compared with the existing single-phase alternating-current system traction power supply system, the high-voltage direct-current railway traction AT power supply system has many advantages: firstly, the problem of unbalanced load of the power grid is thoroughly solved; secondly, the problem of excessive phase separation of the train is thoroughly solved; thirdly, the problems of reactive power and harmonic waves are solved, and the problem of vehicle network oscillation newly appeared after alternating current traction can be solved; fourthly, the cost, the volume and the weight of the vehicle-mounted power electronic traction transformer are reduced.
The invention relates to a traction power supply system for high-voltage direct-current urban rail transit. Compared with the existing urban rail transit traction power supply system, the high-voltage direct-current urban rail transit traction power supply system is directly subjected to voltage reduction and rectification by a main substation to form high-voltage direct current (such as +/-10 kV), then a high-voltage direct-current positive and negative bus is adopted to replace a high-voltage alternating-current bus of 35kV or 10kV, and the traction substation is composed of a multifunctional direct-current transformer, other switches and a protection device. The new traction substation converts an input dc voltage into an output dc traction voltage, and is referred to as a dc traction substation (abbreviated as "Direct Traction Substation (DTS)"). The multifunctional direct current transformer can realize the bidirectional flow of energy, so that high-voltage direct current buses of a main substation, a traction substation and the like and all capacitors on a traction network can be used as energy buffers during the braking of running trains, and the problem of the utilization of the braking energy of the trains is solved fundamentally. The switching frequency of the multifunctional direct current transformer is far higher than the power frequency, the multifunctional direct current transformer can be directly installed in a station by virtue of the high power density characteristic, and the distance between the direct traction stations can be shortened to the distance between the stations, so that the track potential and the stray current in the system are effectively reduced. Meanwhile, a direct current autotransformer (referred to as a direct current coupling station (DAS)) is installed in a matching mode, so that the track potential and the stray current in the system can be further reduced. In addition, when a direct current distribution network appears in a future power grid, the high-voltage direct current urban rail transit power supply system can directly get power from the direct current distribution network.
Compared with the prior art, the invention provides a novel urban rail transit traction power supply system, namely a high-voltage direct-current urban rail transit traction power supply system. The high-voltage direct-current urban rail transit traction power supply system adopts high-voltage direct current to replace the existing alternating current 35kV or 10kV to supply power to each traction substation; at the moment, the traction substation is a direct current traction substation (DTS), which adopts a multifunctional direct current transformer with high switching frequency and high power density to convert input high-voltage direct current (such as +/-10 kV) into direct current traction network voltage required by train operation. The high-voltage direct-current urban rail transit traction power supply system has the following advantages:
1. under the same train capacity, the voltage drop on a +/-10 kV direct current line is far lower than that on an alternating current 35kV line, so that the number and the arrangement place of main substations for supplying power in one rail transit line can be optimized;
2. the direct traction occupies small area and can be directly installed in a station;
3. the multifunctional direct current transformer can realize the bidirectional flow of energy, all capacitors of the high-voltage direct current bus, a traction network converted by the high-voltage direct current bus and the like become an energy absorption buffer during electric braking of the train, and a braking energy absorption device and the like do not need to be additionally designed and installed;
4. the distance between the Direct Traction Stations (DTS) or the distance between the direct coupling stations (DAS) is easy to shorten, and the problems of track potential and stray current can be effectively solved;
5. when a direct-current power distribution network appears in a future power grid, the voltage of the direct-current power distribution network can be directly used, and the construction cost of a main substation is reduced.
In addition, the high-voltage direct-current urban rail transit traction power supply system can be expanded to a main rail railway or an inter-city railway from urban rail transit, namely, the high-voltage direct-current railway traction AT power supply system is called. In the high-voltage direct-current railway traction AT power supply system, a railway traction substation reduces and rectifies input alternating current (such as 110kV or 220kV) into high-voltage direct current (such as +/-10 kV) to supply power to a train, a plurality of direct-coupling substations (DAS) are arranged among the railway traction substations, and AT the moment, direct-current voltage entering the train is converted into alternating-current three-phase VVVF voltage and auxiliary power supply voltage required by train traction through a vehicle-mounted power electronic traction transformer. Compared with the existing single-phase alternating-current system traction power supply system, the high-voltage direct-current railway traction AT power supply system has the following advantages:
1. the problem of unbalanced load of the power grid is thoroughly solved;
2. the problem of excessive phase separation of the train is thoroughly solved;
3. the problems of reactive power and harmonic waves are solved, and the problem of vehicle network oscillation newly appeared after alternating current traction can be solved;
4. the cost, the volume and the weight of the vehicle-mounted power electronic traction transformer are reduced.
Drawings
The invention has the following drawings:
FIG. 1(a) is a schematic drawing of traction power supply of existing urban rail transit,
FIG. 1(b) is a schematic diagram of the prior urban rail transit traction power supply when a train operates,
figure 2a schematic view of a solution according to the invention,
figure 3-schematic representation of the inventive solution when the train is in operation,
FIG. 4(a) is a schematic diagram of a second embodiment of the present invention,
figure 4(b) is a schematic diagram of the second embodiment of the invention when the train is running,
FIG. 5(a) is a schematic diagram of the third embodiment of the present invention,
fig. 5(b) is a schematic diagram of the third embodiment of the invention when the train operates.
Detailed Description
To describe the present invention more specifically, the technical solutions of the present invention will be described in more detail below with reference to the accompanying drawings and the embodiments. It should be emphasized that the following description is merely exemplary in nature and is not intended to limit the scope of the invention or its application.
The existing urban rail transit traction power supply system scheme shown in fig. 1(a) and (b) comprises: the system comprises a high-voltage alternating current bus 1, a phase-shifting transformer 2, a multi-pulse rectifier device 3, a traction network (or a third rail) 4 and a traveling rail 5 which are responsible for distributing electric energy to a train 6. The phase-shifting transformer 2 and the multi-pulse wave rectifying device 3 are typical schemes of traction substations in the conventional urban rail transit traction power supply system. At this time, the train runs between the phase-shifting transformer 2m (or the multi-pulse wave rectifier device 3m) and the phase-shifting transformer 2n (or the multi-pulse wave rectifier device 3n), the phase-shifting transformer 2a, the multi-pulse wave rectifier device 3a, the phase-shifting transformer 2z and the multi-pulse wave rectifier device 3z respectively form traction substations on two sides of the line, and at this time, the remaining phase-shifting transformer 2 and the multi-pulse wave rectifier device 3 are omitted in fig. 1(a) and (b).
The high-voltage sides of the phase-shifting transformers 2a, 2m, 2n and 2z are all connected to a high-voltage alternating-current bus 1, and the low-voltage sides of the phase-shifting transformers 2a, 2m, 2n and 2z are respectively connected to the alternating-current ends 31 of the corresponding multi-pulse- wave rectifying devices 3a, 3m, 3n and 3 z; the positive terminals 32 of the multi-pulse wave rectifying devices 3a, 3m, 3n and 3z are all connected to the traction net 4, and the negative terminals 33 of the multi-pulse wave rectifying devices 3a, 3m, 3n and 3z are all connected to the running rails 5. Among them, the typical multi-pulse rectifier 3 is a 24-pulse rectifier.
When a train 6 runs, the scheme of the conventional urban rail transit traction power supply system is shown in fig. 1(b), at this time, the phase-shifting transformer 2m and the phase-shifting transformer 2n obtain energy from a high-voltage alternating-current bus, and then the energy is provided for the train 6 through the multi-pulse wave rectifying device 3m and the multi-pulse wave rectifying device 3n respectively:
at the moment, a part of traction current enters the traction network 4 from the positive end 32 of the multi-pulse wave rectifying device 3m, and after reaching the train 6, the current flows into the running rail 5 between the train 6 and the multi-pulse wave rectifying device 3m, and finally returns to the multi-pulse wave rectifying device 3m from the negative end 33; another part of traction current enters the traction network 4 from the positive end 32 of the multi-pulse wave rectifying device 3n, and after reaching the train 6, the current flows into the running rail 5 between the train 6 and the multi-pulse wave rectifying device 3n, and finally returns to the multi-pulse wave rectifying device 3n from the negative end 33; the two parts of current together form a complete direct current supply loop.
For the conventional urban rail transit traction power supply system shown in fig. 1(a) and (b), the first scheme adopted by the invention is as follows:
the invention relates to a high-voltage direct-current urban rail transit traction power supply system, which mainly comprises:
two main substations 7, a high-voltage direct current positive bus 8, a high-voltage direct current negative bus 9 and a plurality of Direct Traction Stations (DTS)10, wherein the direct traction stations 10 comprise: a multifunctional DC transformer;
the main substations 7 are arranged on two sides of the whole urban rail transit line, the high-voltage direct current positive bus 8 and the high-voltage direct current negative bus 9 are arranged along the urban rail transit line, and at most one Direct Traction Station (DTS)10 is arranged in each station.
After the high-voltage direct-current urban rail transit traction power supply system is adopted, the connection mode is as follows:
an output positive terminal 71 of the main substation 7 is connected to the high-voltage direct-current positive bus 8, and an output negative terminal 72 of the main substation 7 is connected to the high-voltage direct-current negative bus 9;
an input positive terminal 101 of a Direct Traction Station (DTS)10 is connected to a high-voltage direct current positive bus 8, an input negative terminal 102 is connected to a high-voltage direct current negative bus 9, an output positive terminal 103 is connected to the traction network 4, and an output zero terminal 104 is connected to a traveling rail 5.
In the high-voltage direct-current urban rail transit traction power supply system, a main substation 7 reduces and rectifies input alternating-current voltage into high-voltage direct current (such as +/-10 kV), and distributes the high-voltage direct current to each Direct Traction Station (DTS)10 along the way through a high-voltage direct current positive bus 8 and a high-voltage direct current negative bus 9; or the main substation 7 distributes the voltage of the input direct current high voltage distribution network to various direct current driven stations (DTS)10 along the way directly through a high voltage direct current positive bus 8 and a high voltage direct current negative bus 9.
In the high-voltage direct-current urban rail transit traction power supply system, energy of a multifunctional direct-current transformer in a Direct Traction Station (DTS)10 flows in two directions, a large amount of energy generated by train braking can be transmitted from a low-voltage side to a high-voltage side, and at the moment, all direct-current capacitors on a high-voltage direct-current bus and a traction network can be used as energy buffers for train braking, so that the waste of braking energy in a resistor heat dissipation mode is avoided, and the utilization rate of the braking energy of a train is effectively improved.
In the high-voltage direct-current urban rail transit traction power supply system, the switching frequency of a multifunctional direct-current transformer in a Direct Traction Station (DTS)10 is far higher than the power frequency, the multifunctional direct-current transformer can be directly installed in stations by virtue of the high-power density characteristic, and the shortest distance between the Direct Traction Stations (DTS)10 is the distance between the stations, so that the rail potential and the stray current in the urban rail transit traction power supply system are reduced.
For convenience of explaining the working principle of the first scheme, as shown in fig. 2 and 3, only the straight pulling stations (DTS)10a and 10z at the first and last station positions of the route, the straight pulling stations (DTS)10m and 10n at the station positions on both sides of the running section of the train 6 are reserved, and the remaining straight pulling stations (DTS)10 are omitted.
Referring to fig. 2, a scheme of the present invention is specifically connected as follows:
the positive output terminals 71 of the main substations 7a, 7b are both connected to a high-voltage direct-current positive bus 8,
the output negative ends 72 of the main substations 7a and 7b are connected to the high-voltage direct-current negative bus 9;
the input positive terminals 101 of the Direct Traction Stations (DTS)10a, 10m, 10n and 10z are all connected to the high voltage direct current positive bus 8,
the input negative terminals 102 of the Direct Traction Stations (DTS)10a, 10m, 10n and 10z are all connected to the high voltage direct current negative bus 9,
the positive output terminals 103 of the straight traction stations (DTS)10a, 10m, 10n and 10z are all connected to the traction net 4,
the output zero terminals 104 of the straight traction stations (DTS)10a, 10m, 10n and 10z are all connected to the running rails 5.
The first working process of the scheme of the invention is as follows:
when the train 6 runs, the scheme of the high-voltage direct current urban rail transit traction power supply system is as shown in fig. 3, wherein input current of a Direct Traction Station (DTS)10m enters a high-voltage direct current positive bus 8 from an output positive end 71 of a main power substation 7a and an output positive end 71 of a main power substation 7b, enters the Direct Traction Station (DTS)10m through an input positive end 101, then enters a high-voltage direct current negative bus 9 from an input negative end 102, and finally returns to the main power substation 7a and the main power substation 7b through an output negative end 72;
meanwhile, the input current of the Direct Traction Station (DTS)10n enters the high-voltage direct current positive bus 8 from the output positive terminal 71 of the main power substation 7a and the main power substation 7b, enters the Direct Traction Station (DTS)10n through the input positive terminal 101, then enters the high-voltage direct current negative bus 9 from the input negative terminal 102, and finally returns to the main power substation 7a and the main power substation 7b through the output negative terminal 72; therefore, the Direct Traction Station (DTS)10m and the Direct Traction Station (DTS)10n both take energy from the main substation 7 and the high-voltage direct current bus and provide energy for the train 6:
at the moment, a part of traction current enters the traction network 4 from the output positive pole end 103 of the straight traction station (DTS)10m, and after reaching the train 6, the current flows into the running rail 5 between the train 6 and the straight traction station (DTS)10m, and finally returns to the straight traction station (DTS)10m from the output zero pole end 104;
another part of traction current enters the traction network 4 from the output positive terminal 103 of the Direct Traction Station (DTS)10n, and after reaching the train 6, the current flows into the running rail 5 between the train 6 and the Direct Traction Station (DTS)10n, and finally returns to the Direct Traction Station (DTS)10n from the output zero terminal 104; the two parts of current together form a complete direct current supply loop.
In order to further reduce the track potential and the stray current in the system, the invention adopts the following scheme II:
the invention relates to a high-voltage direct-current urban rail transit traction power supply system, which mainly comprises:
two main substations 7, a high-voltage direct current positive bus 8, a high-voltage direct current negative bus 9, a plurality of Direct Traction Stations (DTS)10, a return line 11 and a plurality of direct coupling stations (DAS)12, wherein the Direct Traction Stations (DTS)10 comprise: a multifunctional DC transformer;
the main substation 7 is installed on two sides of the whole urban rail transit line, the high-voltage direct current positive bus 8, the high-voltage direct current negative bus 9 and the return line 11 are arranged along the urban rail transit line, at most one Direct Traction Station (DTS)10 is installed in each station, and a plurality of direct couplings (DAS)12 are installed on the station or line between two adjacent Direct Traction Stations (DTS).
After the high-voltage direct-current urban rail transit traction power supply system is adopted, the connection mode is as follows:
an output positive terminal 71 of the main substation 7 is connected to the high-voltage direct-current positive bus 8, and an output negative terminal 72 of the main substation 7 is connected to the high-voltage direct-current negative bus 9;
an input positive terminal 101 of a Direct Traction Station (DTS)10 is connected to a high-voltage direct current positive bus 8, an input negative terminal 102 is connected to a high-voltage direct current negative bus 9, an output positive terminal 103 is connected to a traction network 4, an output zero terminal 104 is connected to a traveling rail 5, and an output negative terminal 105 is connected to a return line 11;
the positive terminal 121 of the direct coupling station (DAS)12 is connected to the traction grid 4, the zero terminal 122 is connected to the running rail 5, and the negative terminal 123 is connected to the return line 11.
In the high-voltage direct-current urban rail transit traction power supply system, a main substation 7 steps down input alternating-current voltage and then rectifies the voltage into high-voltage direct current (such as +/-10 kV), and the high-voltage direct current is distributed to various Direct Traction Stations (DTS)10 along the way through a high-voltage direct-current positive bus 8 and a high-voltage direct-current negative bus 9; or the main substation 7 distributes the voltage of the input direct current high voltage distribution network to various direct current driven stations (DTS)10 along the way directly through a high voltage direct current positive bus 8 and a high voltage direct current negative bus 9.
In the high-voltage direct-current urban rail transit traction power supply system, energy of a multifunctional direct-current transformer in a Direct Traction Station (DTS)10 flows in two directions, a large amount of energy generated by train braking can be transmitted from a low-voltage side to a high-voltage side, and at the moment, all direct-current capacitors on a high-voltage direct-current bus and a traction network can be used as energy buffers for train braking, so that the waste of braking energy in a resistor heat dissipation mode is avoided, and the utilization rate of the braking energy of a train is effectively improved.
In the high-voltage direct-current urban rail transit traction power supply system, the switching frequency of a multifunctional direct-current transformer in a Direct Traction Station (DTS)10 is far higher than the power frequency, the multifunctional direct-current transformer can be directly installed in stations by virtue of the high-power density characteristic, and the shortest distance between the Direct Traction Stations (DTS)10 is the distance between the stations, so that the rail potential and the stray current in the urban rail transit traction power supply system are reduced.
If the Direct Traction Stations (DTS)10 are installed in each station, the track potential and stray current in the system can be further reduced by arranging a plurality of direct coupling stations (DAS)12 on the line between the adjacent Direct Traction Stations (DTS) 10.
In the high-voltage direct-current urban rail transit traction power supply system, an output positive terminal 103 and an output negative terminal 105 of a Direct Traction Station (DTS)10 are symmetrical by taking an output zero terminal 104 as a symmetry to form a direct-current autotransformer with symmetrical positive and negative voltages, and at the moment, the Direct Traction Station (DTS)10 has the function of a direct coupling station (DAS) 12.
For convenience of explaining the working principle of the second scheme, as shown in fig. 4(a) and (b), only the straight pulling stations (DTS)10a and 10z at the first and last station positions of the line, the straight pulling stations (DTS)10m and 10n at the station positions at both sides of the train 6 running section are reserved, and the remaining straight pulling stations (DTS)10 are omitted;
two direct-coupled stations (DAS)12, i.e., a direct-coupled station (DAS)12a and a direct-coupled station (DAS)12b, are disposed between the direct-pulling station (DTS)10m and the direct-pulling station (DTS)10n, and the remaining direct-coupled stations 12 are omitted.
Fig. 4(a) shows a second embodiment of the present invention, and the specific connection method is as follows:
the positive output terminals 71 of the main substations 7a, 7b are both connected to a high-voltage direct-current positive bus 8,
the output negative ends 72 of the main substations 7a and 7b are connected to the high-voltage direct-current negative bus 9;
the input positive terminals 101 of the Direct Traction Stations (DTS)10a, 10m, 10n and 10z are all connected to the high voltage direct current positive bus 8,
the input negative terminals 102 of the Direct Traction Stations (DTS)10a, 10m, 10n and 10z are all connected to the high voltage direct current negative bus 9,
the positive output terminals 103 of the straight traction stations (DTS)10a, 10m, 10n and 10z are all connected to the traction net 4,
the output zero terminals 104 of the straight traction stations (DTS)10a, 10m, 10n and 10z are all connected to the running rails 5,
the output negative terminals 105 of the Direct Traction Stations (DTS)10a, 10m, 10n, and 10z are all connected to the return line 11;
the positive terminals 121 of the direct couplers (DAS)12a, 12b are both connected to the traction network 4,
the zero pole terminals 122 of the direct couplers (DAS)12a, 12b are connected to the running rails 5,
the negative terminals 123 of the direct couplings (DAS)12a and 12b are both connected to the return line 11.
The second working process of the scheme of the invention is as follows:
when the train 6 runs, the scheme of the high-voltage direct current urban rail transit traction power supply system is as shown in fig. 4(b), wherein input current of a Direct Traction Station (DTS)10m enters a high-voltage direct current positive bus 8 from an output positive end 71 of a main power substation 7a and an output positive end 71 of a main power substation 7b, enters the Direct Traction Station (DTS)10m through an input positive end 101, then enters a high-voltage direct current negative bus 9 from an input negative end 102, and finally returns to the main power substation 7a and the main power substation 7b through an output negative end 72;
meanwhile, the input current of the Direct Traction Station (DTS)10n enters the high-voltage direct current positive bus 8 from the output positive terminal 71 of the main power substation 7a and the main power substation 7b, enters the Direct Traction Station (DTS)10n through the input positive terminal 101, then enters the high-voltage direct current negative bus 9 from the input negative terminal 102, and finally returns to the main power substation 7a and the main power substation 7b through the output negative terminal 72; therefore, the Direct Traction Station (DTS)10m and the Direct Traction Station (DTS)10n both take energy from the main substation 7 and the high-voltage direct current bus and provide energy for the train 6:
at the moment, a part of traction current is transmitted to the traction network 4 through an output positive terminal 103 of a straight traction station (DTS)10m and is transmitted to the train 6 through the traction network 4;
the other part of traction current is transmitted to the traction network 4 through an output positive terminal 103 of a Direct Traction Station (DTS)10n and is transmitted to the train 6 through the traction network 4;
the current returned from the train 6 to the Direct Traction Station (DTS)10m and the Direct Traction Station (DTS)10n is first transmitted to the running rail 5 via the train 6, transferred to the return line 11 via the direct coupling station (DAS)12a and the direct coupling station (DAS)12b, respectively, and finally returned to the return line 11 via the output negative electrode terminal 105 of the Direct Traction Station (DTS)10m and the Direct Traction Station (DTS)10n, respectively.
For being applied to a main railway or an intercity railway, the invention adopts the third scheme as follows:
the high-voltage direct-current urban rail transit traction power supply system provided by the invention is expanded to a main railway or an inter-city railway, namely called high-voltage direct-current railway traction AT power supply system, and mainly comprises:
a plurality of main substations 7, a high-voltage direct-current positive bus 8, a high-voltage direct-current negative bus 9 and a plurality of direct-coupling substations (DAS) 12;
wherein, the main substation 7 steps down and rectifies the input 110kV or 220kV alternating current into high-voltage direct current (such as +/-10 kV);
an output positive terminal 71 of the main substation 7 is connected to a high-voltage direct-current positive bus 8, namely, the high-voltage direct-current positive bus serves as a traction network to supply power to a running train, an output negative terminal 72 is connected to a high-voltage direct-current negative bus 9, and an output zero terminal 73 is connected to a running rail 5;
a plurality of direct-coupled substations (DAS)12 are arranged between the two main substations 7, and a positive end 121, a zero end 122 and a negative end 123 of each DAS 12 are respectively connected to a high-voltage direct-current positive bus 8, a running rail 5 and a high-voltage direct-current negative bus 9;
after the high-voltage direct-current positive bus 8 enters a train, the direct-current voltage on the high-voltage direct-current positive bus is converted into alternating-current three-phase VVVF voltage and auxiliary power supply voltage required by train traction through a vehicle-mounted power electronic traction transformer.
A high-voltage direct-current railway traction AT power supply system is characterized in that a main substation 7 is a traction substation in the high-voltage direct-current railway traction AT power supply system, a high-voltage direct-current positive bus 8 is a traction network in the high-voltage direct-current railway traction AT power supply system, and a high-voltage direct-current negative bus 9 is a return line in the high-voltage direct-current railway traction AT power supply system.
In the high-voltage direct-current railway traction AT power supply system, an output positive terminal 71 and an output negative terminal 72 of a main substation 7 are symmetrical by taking an output zero terminal 73 as a symmetry, voltages are equal and opposite in direction, and a direct-current autotransformer with symmetrical positive and negative voltages is formed, wherein the main substation 7 has the function of a direct-current autotransformer 12.
High-voltage direct current railway pulls AT power supply system, compares current single-phase AC system and pulls power supply system and has many advantages: firstly, the problem of unbalanced load of the power grid is thoroughly solved; secondly, the problem of excessive phase separation of the train is thoroughly solved; thirdly, the problems of reactive power and harmonic waves are solved, and the problem of vehicle network oscillation newly appeared after alternating current traction can be solved; fourthly, the cost, the volume and the weight of the vehicle-mounted power electronic traction transformer are reduced.
For convenience of explaining the working principle of the third scheme, as shown in fig. 5(a) and (b), only the main substations 7a and 7z at the head and tail positions of the line, and the main substations 7m and 7n on both sides of the train 6 running section are reserved, and the rest of the main substations 7 are omitted;
two direct couplings (DAS)12, i.e., a direct coupling (DAS)12a and a direct coupling (DAS)12b, are provided between the main substation 7m and the main substation 7n, and the remaining direct couplings 12 are omitted.
Fig. 5(a) shows a third embodiment of the present invention, and the specific connection method is as follows:
the output positive terminals 71 of the main substations 7a, 7m, 7n and 7z are all connected to a high-voltage direct-current positive bus bar 8,
the output negative terminals 72 of the main substations 7a, 7m, 7n and 7z are all connected to the high-voltage direct-current negative bus 9,
the output zero pole terminals 73 of the main substations 7a, 7m, 7n and 7z are all connected to the running rails 5;
the positive terminals 121 of the direct couplings (DAS)12a, 12b are both connected to the high voltage dc positive bus 8,
the zero pole terminals 122 of the direct couplers (DAS)12a, 12b are connected to the running rails 5,
the negative terminals 123 of the direct couplings (DAS)12a, 12b are both connected to the high voltage dc negative bus 9.
The third working process of the scheme of the invention is as follows:
when the train 6 runs, the scheme of the high-voltage direct-current railway traction AT power supply system is as shown in fig. 5(b), and AT the moment, a part of traction current is transmitted to the high-voltage direct-current positive bus 8 through the output positive terminal 71 of the main substation 7m and is transmitted to the train 6 through the high-voltage direct-current positive bus 8;
the other part of traction current is transmitted to a high-voltage direct current positive bus 8 through an output positive terminal 71 of the main substation 7n and is transmitted to the train 6 through the high-voltage direct current positive bus 8;
the current returned from the train 6 to the main substation 7m and the main substation 7n is transmitted to the running rail 5 through the train 6, transferred to the high-voltage direct-current negative bus 9 through the direct-coupling substation (DAS)12a and the direct-coupling substation (DAS)12b, and finally returned to the main substation 7m and the main substation 7n through the output negative terminals 72 of the main substation 7m and the main substation 7 n.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Those not described in detail in this specification are within the skill of the art.

Claims (5)

1. The utility model provides a high voltage direct current urban rail transit pulls power supply system, is applied to in the urban rail transit, its characterized in that includes: a plurality of main substation (7), high voltage direct current positive bus (8), high voltage direct current negative bus (9) and a plurality of direct current draw substation (10), direct current draws substation (10) and includes: a multifunctional DC transformer;
the main substation (7) provides power for the whole urban rail transit line, the high-voltage direct-current positive bus (8) and the high-voltage direct-current negative bus (9) are arranged along the urban rail transit line, and at most one direct-current traction substation (10) is installed in each station;
an output positive terminal (71) of the main substation (7) is connected to the high-voltage direct-current positive bus (8), and an output negative terminal (72) is connected to the high-voltage direct-current negative bus (9);
an input positive terminal (101) of the direct current traction substation (10) is connected to a high-voltage direct current positive bus (8), an input negative terminal (102) is connected to a high-voltage direct current negative bus (9), an output positive terminal (103) is connected to a traction network (4), and an output zero-pole terminal (104) is connected to a traveling rail (5);
the main substation (7) is used for reducing and rectifying input alternating-current voltage into high-voltage direct current, and distributing the high-voltage direct current to each direct-current traction substation (10) along the way through a high-voltage direct current positive bus (8) and a high-voltage direct current negative bus (9); or the main substation (7) is used for directly distributing the voltage of the input direct-current high-voltage distribution network to each direct-current traction substation (10) along the way through the high-voltage direct-current positive bus (8) and the high-voltage direct-current negative bus (9);
the direct current traction substation (10) reduces the input direct current voltage to the direct current traction voltage required by the traction network (4) through the multifunctional direct current transformer, the multifunctional direct current transformer realizes the bidirectional flow of energy, can transmit a large amount of energy generated by train braking from the low-voltage side to the high-voltage side, and all direct current capacitors on the high-voltage direct current positive bus (8), the high-voltage direct current negative bus (9) and the traction network (4) can be energy buffers when the train brakes, so that the brake energy is prevented from being wasted in the form of resistance heat dissipation, and the utilization rate of the train brake energy is effectively improved;
the switching frequency of the multifunctional direct current transformer is far higher than the power frequency, the multifunctional direct current transformer can be directly installed in a station due to the high power density characteristic, and the shortest distance between two direct current traction substations (10) is the distance between stations, so that the track potential and stray current in an urban rail transit traction power supply system are reduced;
the energy flow path of the high-voltage direct-current urban rail transit traction power supply system during train traction is as follows: the main substation (7) transmits energy to the direct current traction substation (10) through a high-voltage direct current positive bus (8) and a high-voltage direct current negative bus (9), and the direct current traction substation (10) transmits energy to the train (6) through the traction network (4) and the running rail (5); the energy flow path during train braking is opposite to that during traction.
2. The utility model provides a high voltage direct current urban rail transit pulls power supply system, is applied to in the urban rail transit, its characterized in that includes: a plurality of main substation (7), high voltage direct current positive bus (8), high voltage direct current negative bus (9), a plurality of direct current draw substation (10), return line (11) and a plurality of direct current autotransformer institute (12), direct current draw substation (10) include: a multifunctional DC transformer;
the main substation (7) provides electric power for the whole urban rail transit line, the high-voltage direct-current positive bus (8) and the high-voltage direct-current negative bus (9) are arranged along the urban rail transit line, at most one direct-current traction substation (10) is installed in each station, and a plurality of direct-current autotransformer substations (12) are installed on the station or line between two adjacent direct-current traction substations (10);
an output positive terminal (71) of the main substation (7) is connected to the high-voltage direct-current positive bus (8), and an output negative terminal (72) is connected to the high-voltage direct-current negative bus (9);
an input positive end (101) of the direct current traction substation (10) is connected to a high-voltage direct current positive bus (8), an input negative end (102) is connected to a high-voltage direct current negative bus (9), an output positive end (103) is connected to a traction network (4), an output zero-pole end (104) is connected to a traveling rail (5), and an output negative end (105) is connected to a return line (11);
the positive end (121) of the direct-current autotransformer station (12) is connected to the traction network (4), the zero-pole end (122) is connected to the walking rail (5), and the negative end (123) is connected to the return line (11);
the energy flow path of the high-voltage direct-current urban rail transit traction power supply system during train traction is as follows: the main substation (7) transmits energy to the direct current traction substation (10) through a high-voltage direct current positive bus (8) and a high-voltage direct current negative bus (9), and the direct current traction substation (10) transmits energy to the train (6) through a traction network (4), a return line (11), a direct current autotransformer substation (12) and a traveling rail (5); the energy flow path during train braking is opposite to that during traction.
3. The high-voltage direct-current urban rail transit traction power supply system according to claim 2, characterized in that the number of the direct-current autotransformers (12) is designed and determined according to the indexes of track potential and stray current suppression.
4. The high-voltage direct-current urban rail transit traction power supply system according to claim 2, wherein the output positive terminal (103) and the output negative terminal (105) of the direct-current traction substation (10) are symmetrical about the output zero-pole terminal (104), and the voltages are equal and opposite in direction, so as to form a direct-current autotransformer with symmetrical positive and negative voltages, and at the moment, the direct-current traction substation (10) has the function of a direct-current autotransformer substation (12).
5. A high voltage direct current railway traction AT power supply system suitable for a main railway or an inter-city railway, comprising: the system comprises a plurality of main substations (7), a high-voltage direct current positive bus (8), a high-voltage direct current negative bus (9) and a plurality of direct current autotransformer substations (12);
the output positive end (71) of the main power substation (7) is connected to a high-voltage direct current positive bus (8), the output negative end (72) is connected to a high-voltage direct current negative bus (9), and the output zero-pole end (73) is connected to a traveling rail (5); the main substation (7) is used for reducing and rectifying the input alternating current into high-voltage direct current;
a plurality of direct current autotransformer stations (12) are arranged between the two main substations (7), and the positive end (121), the zero end (122) and the negative end (123) of the direct current autotransformer stations (12) are respectively connected to the high-voltage direct current positive bus (8), the traveling rail (5) and the high-voltage direct current negative bus (9);
after the high-voltage direct-current positive bus (8) enters a train, the direct-current voltage on the high-voltage direct-current positive bus converts the high-voltage direct current into alternating-current three-phase VVVF voltage and auxiliary power supply voltage required by train traction through a vehicle-mounted power electronic traction transformer;
the main substation (7) is used as a traction substation in a high-voltage direct-current railway traction AT power supply system, the high-voltage direct-current positive bus (8) is used as a traction network in the high-voltage direct-current railway traction AT power supply system, and the high-voltage direct-current negative bus (9) is used as a return line in the high-voltage direct-current railway traction AT power supply system;
the output positive terminal (71) and the output negative terminal (72) of the main substation (7) are symmetrical by taking the output zero pole terminal (73) as a symmetry, the voltages are equal and are opposite in direction, so that a direct-current autotransformer with symmetrical positive and negative voltages is formed, and the main substation (7) has the function of a direct-current autotransformer substation (12);
the energy flow path of the high-voltage direct-current railway traction AT power supply system during train traction is as follows: the main substation (7) transmits energy to the train (6) through the high-voltage direct-current positive bus (8), the high-voltage direct-current negative bus (9), the direct-current autotransformer station (12) and the running rail (5); the energy flow path during train braking is opposite to that during traction.
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