CN112109596A - Power supply system for electric locomotive - Google Patents

Power supply system for electric locomotive Download PDF

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Publication number
CN112109596A
CN112109596A CN202011040333.9A CN202011040333A CN112109596A CN 112109596 A CN112109596 A CN 112109596A CN 202011040333 A CN202011040333 A CN 202011040333A CN 112109596 A CN112109596 A CN 112109596A
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power supply
switch
transformer
phase
supply arm
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CN112109596B (en
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李建龙
牛可
张琼洁
海方
***
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Hubei Sainier Machinery Manufacturing Co ltd
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Zhengzhou Railway Vocational and Technical College
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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00—Power supply lines for contact with collector on vehicle
    • B60M1/12—Trolley lines; Accessories therefor
    • B60M1/13—Trolley wires
    • 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

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

Abstract

The invention relates to an electric power supply system for an electric locomotive, which comprises a contact network, wherein the contact network comprises a neutral zone, a first power supply arm and a second power supply arm which are respectively arranged at two ends of the neutral zone, and comprises a TCMS locomotive controller, a power supply unit and a detection unit, the power supply unit comprises a traction transformer, a step-down transformer, a step-up transformer, a three-phase rectifier and a single-phase inverter, the detection unit comprises a first switch, a first impedance connected in series with the first switch, a second impedance connected in series with the second switch, and a position sensor arranged on a steel rail; according to the power supply system provided by the invention, the neutral section and the power supply arm generate the same-phase and same-amplitude voltage by changing the output voltage of the neutral section converter, so that when an electric locomotive passes through the electric phase separation area, a power-off full load drives through by inertia, the power supply dead zone of the locomotive is eliminated, and the safety and the reliability are improved.

Description

Power supply system for electric locomotive
Technical Field
The invention belongs to the technical field of rail transit, and particularly relates to an electric power supply system for an electric locomotive.
Background
The electric locomotive is a locomotive with wheels driven by a traction motor to move, and the required electric energy is supplied by a contact network of an electrified railway power supply system, so the electric locomotive is a locomotive without self-contained energy. The electric locomotive has the advantages of large power, strong overload capacity, large traction force, high speed, short servicing time, less maintenance amount, low operation cost, convenience for realizing multi-locomotive traction, capability of adopting regenerative braking, energy saving and the like, is more and more widely applied to the railway transportation industry, and can improve the running speed and the bearing weight of a train by using the electric locomotive to draw the train, thereby greatly improving the transportation capacity and the passing capacity of the railway.
At present, a three-phase power supply system is adopted in an electric power system in China, a traction power grid of the electric railway currently adopts sectional single-phase power supply, a three-phase-single-phase converter is adopted to replace a traditional traction transformer, power is taken from the three-phase power grid, and three-phase alternating current is converted into single-phase alternating current with power frequency of 50Hz and an effective value of 27.5kV through the converter, so that in order to ensure the balance of the three-phase power supply system of the power grid, U, V, W three phases are connected in a phase-changing manner in the wire inlet process of a traction substation. The electric phase separation means that the phases are separated by an insulator or air in order to prevent a short circuit from occurring when the two phases are switched. The phase-to-phase conversion is carried out on the contact network of the electrified railway in China at intervals of 20-25km, an electric phase separation is arranged, adjacent phase separation is powered by different two phases, and the interval between the two phases is about 30m of a dead zone (insulation or air), which is also called as a dead zone or a phase separation zone. In the traditional passing split-phase scheme, the problems of large capacity and high cost of a converter, a power supply dead zone of an electric locomotive and no negative sequence and reactive current compensation capability exist.
Disclosure of Invention
The invention aims to solve the problems in the prior art, and provides an electric power supply system for an electric locomotive, which changes the output voltage of a neutral section converter to enable a neutral section and a power supply arm to generate voltages with the same phase and amplitude, so that the electric locomotive is disconnected and full load runs through by inertia when passing through an electric phase separation zone, thereby eliminating the power supply dead zone of the locomotive and improving the safety and the reliability.
The purpose of the invention is realized as follows:
a power supply system for an electric locomotive comprises a contact network, wherein the contact network comprises a neutral zone, a first power supply arm and a second power supply arm which are respectively arranged at two ends of the neutral zone, and comprises a TCMS locomotive controller, a power supply unit and a detection unit, the power supply unit comprises a traction transformer, a step-down transformer, a step-up transformer, a three-phase rectifier and a single-phase inverter, a primary side output terminal of the step-down transformer is respectively connected to the first power supply arm, the second power supply arm and a steel rail, a secondary side of the step-down transformer is connected to the three-phase rectifier, a primary side of the step-up transformer is connected with an alternating current output end of the single-phase inverter, and a secondary side of the;
the detection unit comprises a first switch, a first impedance connected with the first switch in series, a second switch, a second impedance connected with the second switch in series and a position sensor arranged on a steel rail, one end of the first switch is connected to a first power supply arm, the other end of the first switch is connected to a second power supply arm through the second switch, a connecting wire between the first switch and the second switch is connected to a neutral zone through a branching line, the neutral zone, the first power supply arm and the second power supply arm, which correspond to the overhead contact system, on the steel rail are all provided with the position sensor, the neutral zone, the first power supply arm and the second power supply arm of the overhead contact system are respectively provided with a voltage transformer, the overhead contact system is connected to a TCMS locomotive controller through a current collector, and the current collector is provided with a current transformer.
Preferably, the position sensor, the voltage transformer and the current transformer are all connected to the TCMS locomotive controller.
Preferably, the first switch and the second switch are both formed by connecting two thyristor valves in series, the thyristor valves are formed by connecting thyristor elements in series in a single direction, and the first impedance and the second impedance are both static voltage-sharing resistors.
Preferably, the number of the branch lines is two, the input ends of the two branch lines are both connected to a connecting line between the first switch and the second switch, and the output ends of the two branch lines are respectively connected to two ends of the neutral zone.
Preferably, the output end of the current collector is connected with a traction inverter and an auxiliary inverter, the output end of the auxiliary inverter is connected with a load, and the output end of the traction inverter is connected with a traction motor.
Preferably, the output end of the current collector is further connected with a storage battery through a charger, and the storage battery supplies power to the traction motor through a traction inverter.
Preferably, the charger is a DC/DC converter.
Preferably, the three-phase rectifier and the single-phase inverter form a back-to-back converter, the input-side voltage vector of the converter is used as a D axis, the input-side voltage lag 90 degrees is used as a Q axis, and the input-side current is decomposed into active current IdAnd a reactive current IqThen there is an input side voltage usIs us=UmX sin θ, wherein UmInput side current i is input voltage peak value and theta is input voltage phasesIs us=ImX sin (θ +), wherein ImFor the peak value of the input current, for the phase difference between the input current and the input voltage, then there is Id=Im×cos，Iq=ImX sin, infinite approach to 0, reactive current IqInfinity is close to 0, where the power factor is highest and infinity is close to 1.
Preferably, the active current IdAnd a reactive current IqForming a closed-loop controller, the converter using a phase compensator to control the phase, and having a voltage u of the modulation wave on the actual input sideabAnd the AC side voltage u of the bridge arm added with the phase compensatorabSatisfies the following conditions:
uab=us-Im[Rssin(θ+)+ωLscos(θ+)]；
uab*=（Um-ImRs-IcωLs）sinθ+（-ImωLs+IcRs）cosθ；
uab*-uab=φ；
Rsand ω LsIs a reactance parameter of a closed-loop controller, - ω LsAnd RsAre each RsAnd ω LsAmount of compensation of (I)cPhi is the phase angle difference of the synthesized vector of the modulated wave before and after compensation.
Preferably, when Id/IqIf the power factor cos is 0.707-0.998 when the power factor is 20, the compensation coefficient IcThe regulation relation with the power factor cos is as follows:
1) in IqIn the case of > 0, Id/IqNot less than 20, cos is more than 0.998 and less than 1, phi is about 0, IcThe change is not changed; 1 is less than or equal to Id/IqWhen less than 20, cos is more than or equal to 0.707 and less than 0.998, and the compensation coefficient Ic*=Ic-5；0≤Id/IqWhen less than 1, cos is more than or equal to 0 and less than 0.707, and compensation coefficient Ic*=Ic-20；Id/IqWhen less than 0, cos is more than 0, compensation coefficient Ic*=Ic-50；
2) In IqIn the case of < 0, Id/IqNot more than-20, cos is more than 0.998 and less than 1, phi is about 0, IcThe change is not changed; -20 < Id/IqWhen the coefficient is less than or equal to-1, cos is less than 0.998 and is less than or equal to 0.707, and the compensation coefficient Ic*=Ic+5；-1＜Id/IqWhen the coefficient is less than or equal to 0, cos is less than or equal to 0.707 and the compensation coefficient Ic*=Ic+20；Id/IqWhen the coefficient is more than 0, cos is more than 0, and the compensation coefficient Ic*=Ic+50。
Compared with the prior art, the invention has the beneficial effects that:
1. when a train drives into a neutral section from a left power supply arm, the back-to-back converter and the series transformer winding jointly realize electric energy form conversion to generate voltage which is the same in phase and amplitude as the left power supply arm, the train can enter without power failure, and then the back-to-back converter is used for amplitude modulation and phase shift to gradually enable the voltage of the neutral section to be the same in phase and amplitude as the voltage of the right power supply arm, so that the neutral section and the right power supply arm are in phase and amplitude, and the neutral section of the train without power failure and over-voltage phase separation are realized.
2. The power supply system for the electric locomotive provided by the invention can realize that the electric locomotive does not slow down and passes through the electric phase separation region with the same phase or smaller phase difference of the bilateral power supplies, can effectively ensure the switching outage time, and prevents tidal current circulation from occurring between the bilateral power supplies in the region.
3. The invention provides an electric power supply system for an electric locomotive, which utilizes a sectional nonlinear phase compensator to control the phase, compensates the reactive power generated by the traditional indirect current control due to the change of the circuit parameters at the alternating current side by different amplitudes, dynamically adjusts the phase angle of a modulation wave, reduces the reactive current, further quickly improves the efficiency and the stability of the whole rectifying system, and simultaneously does not cause system oscillation because of overlarge change of the reactive current.
Drawings
FIG. 1 is a schematic diagram of an electric power supply system for an electric locomotive according to the present invention.
FIG. 2 is a schematic diagram of a power supply unit of the power supply system for an electric locomotive according to the present invention.
FIG. 3 is a schematic diagram of a power supply system detection unit for an electric locomotive according to the present invention.
In the figure: 100. a first power supply arm; 200. a neutral zone; 300. a second power supply arm; 400. a traction transformer; 1. a step-down transformer; 2. a three-phase rectifier; 3. a single-phase inverter; 4. a step-up transformer; 5. a current collector; 6. an auxiliary inverter; 7. a load; 8. a traction inverter; 9. a traction motor; 10. a storage battery; 11. a charger; 12. a voltage transformer; 13. a TCMS locomotive controller; 14. a position sensor; 15. a current transformer; 16. a first switch; 17. a second switch; 18. impedance one; 19. impedance II; 20. and (6) branching.
Detailed Description
The technical solutions in the embodiments of the present invention are clearly and completely described below with reference to the accompanying drawings, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, rather than all embodiments, and all other embodiments obtained by those skilled in the art without any creative work based on the embodiments of the present invention belong to the protection scope of the present invention.
Example 1
With reference to fig. 1 and fig. 2, an electric power supply system for an electric locomotive includes a contact network and a steel rail, where the contact network includes a neutral zone 200, and a first power supply arm 100 and a second power supply arm 300 respectively disposed at two ends of the neutral zone 200, and includes a TCMS locomotive controller 13, a power supply unit, and a detection unit.
The power supply unit comprises a traction transformer 400, a step-down transformer 1, a step-up transformer 4, a three-phase rectifier 2 and a single-phase inverter 3, wherein a primary side output terminal of the step-down transformer 1 is respectively connected to a first power supply arm 100, a second power supply arm 300 and a steel rail, a secondary side of the step-down transformer 1 is connected to the three-phase rectifier 2, a primary side of the step-up transformer 4 is connected with an alternating current output end of the single-phase inverter 3, a secondary side of the step-up transformer 4 is connected to a neutral zone 200 after being connected with a secondary winding of the step-down transformer 1 in series, the traction transformer 400 obtains electricity from a three-phase power grid 110kV and is connected to a converter, and output voltage of the converter is connected to the.
The transformation ratio of the step-down transformer is 27.5kV/1kV, the transformation ratio of the step-up transformer is 1kV/9kV, the working voltage of the converter is 1kV, a multiple structure is adopted, the total harmonic distortion rate of the current on the side of the contact network is reduced, every two parts share one direct current branch, the voltage of the direct current branch is 1800V, carrier phase shifting is adopted, the equivalent switching frequency is improved, the harmonic content of the current is reduced, and the LC filter is used for reducing the output voltage and the current harmonic component on the inversion side.
When a train is detected to reach the position of the point A, the output voltage of the power supply unit is the voltage of the first power supply arm, when the train reaches the position of the point B, the power supply unit starts to output current, the train current is gradually transferred and provided by the power supply unit, the voltage phase is kept unchanged, before the train reaches the position of the point C, the output current of the power supply unit is equal to the train current, the train current is completely provided by the power supply unit, the voltage phase is kept unchanged, when the train is detected to reach the position of the point D, the power supply unit gradually shifts the phase and amplitude by taking two sides of the power supply arm as a control target, before the train reaches the position of the point E, the power supply unit finishes shifting the phase, the neutral section voltage is the voltage of the second power supply arm, meanwhile, the output current of the power supply unit starts to gradually decrease, before the train reaches, the power supply unit returns to the standby state.
Referring to fig. 3, the detection unit includes a first switch 16, a first impedance 18 connected in series with the first switch 16, a second switch 17, a second impedance 19 connected in series with the second switch 17, and a position sensor 14 disposed on the steel rail, where the first switch 16 and the second switch 17 are both formed by connecting two thyristor valves in series, the thyristor valves are formed by connecting thyristor elements in series in sequence in a unidirectional manner, the first impedance 18 and the second impedance 19 are both static voltage-sharing resistors, one end of the first switch 16 is connected to the first power supply arm 100, the other end of the first switch 16 is connected to the second power supply arm 300 through the second switch 17, a connection line between the first switch 16 and the second switch 17 is connected to the neutral area 200 through a distribution line 20, the neutral area 200, the first power supply arm 100, and the second power supply arm 300 of the catenary are provided with the position sensor 14, and the neutral area 200, the first power supply arm 100, and the second power supply arm 300 of the catenary are provided with voltage transformers 12, the overhead line system is connected to a TCMS locomotive controller 13 through a current collector 5, a current transformer 15 for detecting current flowing through the current collector 5 is arranged on the current collector 5, and the position sensor 14, the voltage transformer 12 and the current transformer 15 are all connected to the TCMS locomotive controller 13.
The number of the branch lines 20 is two, the input ends of the two branch lines 20 are connected to a connection line between the first switch 16 and the second switch 17, and the output ends of the two branch lines 20 are respectively connected to the two ends of the neutral zone 200, so that the position of the train in the neutral zone can be detected conveniently.
When the train runs from one side of a power supply arm to two sides of the power supply arm, the TCMS locomotive controller detects that the train is about to enter a neutral zone through voltage, current and position information, the intelligent phase splitter closes the first switch at the time t1, when the train is in the neutral zone, the intelligent phase splitter opens the first switch at the time t2, when the train runs in the neutral zone for a period of time, the intelligent phase splitter closes the second switch at the time t3, when all pantographs of the train leave the transition zone between the neutral zone and the second power supply arm, the intelligent phase splitter opens the second switch at the time t4, and the time t3-t2 is the power loss time of the train.
Example 2
With reference to fig. 1, the output end of the current collector 5 is connected to a traction inverter 8 and an auxiliary inverter 6, the output end of the auxiliary inverter 6 is connected to a load 7, the output end of the traction inverter 8 is connected to a traction motor 9, the output end of the current collector 5 is further connected to a storage battery 10 through a charger 11, the storage battery 10 supplies power to the traction motor 9 through the traction inverter 8, and the charger 11 is a DC/DC converter.
The uninterrupted power supply of important loads is realized through the storage battery, so that the loads can work continuously without power failure when the locomotive passes through a dead zone, the use failure rate of the important loads is reduced, the comfort level of drivers and passengers is improved, and the driving safety is ensured.
Example 3
The three-phase rectifier and the single-phase inverter form a back-to-back converter, the voltage vector of the input side of the converter is used as a D axis, the voltage lag of the input side is 90 degrees and used as a Q axis, and the current of the input side is decomposed into active current IdAnd a reactive current IqThen there is an input side voltage usIs us=UmX sin θ, wherein UmInput side current i is input voltage peak value and theta is input voltage phasesIs us=ImX sin (θ +), wherein ImFor the peak value of the input current, for the phase difference between the input current and the input voltage, then there is Id=Im×cos，Iq=ImX sin, infinite approach to 0, reactive current IqInfinity is close to 0, where the power factor is highest and infinity is close to 1.
Active current IdAnd a reactive current IqForming a closed-loop controller, the converter using a phase compensator to control the phase, and having a voltage u of the modulation wave on the actual input sideabAnd the AC side voltage u of the bridge arm added with the phase compensatorabSatisfies the following conditions:
uab=us-Im[Rssin(θ+)+ωLscos(θ+)]；
uab*=（Um-ImRs-IcωLs）sinθ+（-ImωLs+IcRs）cosθ；
uab*-uab=φ；
Rsand ω LsIs a reactance parameter of a closed-loop controller, - ω LsAnd RsAre each RsAnd ω LsAmount of compensation of (I)cPhi is the phase angle difference of the synthesized vector of the modulated wave before and after compensation.
After the compensation voltage is added, the compensated voltage lags and deviates a certain angle relative to the voltage before compensation, so that the situation that the input current is ahead is reduced, and the phase difference is controlled in a range close to 0 finally through continuous adjustment.
When I isd/IqIf the power factor cos is 0.707-0.998 when the power factor is 20, the compensation coefficient IcThe regulation relation with the power factor cos is as follows:
1) in IqIn the case of > 0, Id/IqNot less than 20, cos is more than 0.998 and less than 1, phi is about 0, IcThe change is not changed; 1 is less than or equal to Id/IqWhen less than 20, cos is more than or equal to 0.707 and less than 0.998, and the compensation coefficient Ic*=Ic-5；0≤Id/IqWhen less than 1, cos is more than or equal to 0 and less than 0.707, and compensation coefficient Ic*=Ic-20；Id/IqWhen less than 0, cos is more than 0, compensation coefficient Ic*=Ic-50；
2) In IqIn the case of < 0, Id/IqNot more than-20, cos is more than 0.998 and less than 1, phi is about 0, IcThe change is not changed; -20 < Id/IqWhen the coefficient is less than or equal to-1, cos is less than 0.998 and is less than or equal to 0.707, and the compensation coefficient Ic*=Ic+5；-1＜Id/IqWhen the coefficient is less than or equal to 0, cos is less than or equal to 0.707 and the compensation coefficient Ic*=Ic+20；Id/IqWhen the coefficient is more than 0, cos is more than 0, and the compensation coefficient Ic*=Ic+50。
The change amplitude of the compensation coefficient is properly selected according to the power factor, so that the system can be effectively and quickly stabilized, the modulation wave is not severely jittered due to too severe compensation change in the compensation process, and the phase of the input current can be quickly and accurately adjusted.
The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalents and substitutions made within the scope of the present invention should be included.

Claims (7)

1. The utility model provides a power supply system for electric locomotive, includes the contact net, the contact net includes neutral zone (200) and locates power supply arm (100) and power supply arm two (300) at neutral zone (200) both ends respectively, its characterized in that: the power supply unit comprises a traction transformer (400), a step-down transformer (1), a step-up transformer (4), a three-phase rectifier (2) and a single-phase inverter (3), wherein a primary side output terminal of the step-down transformer (1) is respectively connected to a power supply arm I (100), a power supply arm II (300) and a steel rail, a secondary side of the step-down transformer (1) is connected to the three-phase rectifier (2), a primary side of the step-up transformer (4) is connected with an alternating current output end of the single-phase inverter (3), and a secondary side of the step-up transformer (4) is connected with a secondary winding of the step-down transformer (1) in series and then is connected to a neutral zone (200);
the detection unit comprises a first switch (16), a first impedance (18) connected with the first switch (16) in series, a second switch (17), a second impedance (19) connected with the second switch (17) in series, and a position sensor (14) arranged on a steel rail, one end of the first switch (16) is connected to a first power supply arm (100), the other end of the first switch (16) is connected to a second power supply arm (300) through the second switch (17), a connecting line between the first switch (16) and the second switch (17) is connected to a neutral region (200) through a distributing line (20), the neutral region (200), the first power supply arm (100) and the second power supply arm (300) of the contact network are respectively provided with the position sensor (14), the neutral region (200), the first power supply arm (100) and the second power supply arm (300) of the contact network are respectively provided with a voltage transformer (12), and the contact network is connected to a TCMS locomotive controller (13) through a current collector (5), and a current transformer (15) for detecting current flowing through the current collector (5) is arranged on the current collector (5).
2. The power supply system for electric locomotives according to claim 1, characterized in that: the position sensor (14), the voltage transformer (12) and the current transformer (15) are all connected to the TCMS locomotive controller (13).
3. The power supply system for electric locomotives according to claim 1, characterized in that: the first switch (16) and the second switch (17) are both formed by connecting two thyristor valves in series, the thyristor valves are formed by connecting thyristor elements in series in a single direction, and the first impedance (18) and the second impedance (19) are both static voltage-sharing resistors.
4. The power supply system for electric locomotives according to claim 1, characterized in that: two branch lines (20) are arranged, the input ends of the two branch lines (20) are connected to a connecting line between a first switch (16) and a second switch (17), and the output ends of the two branch lines (20) are respectively connected to two ends of the neutral zone (200).
5. The power supply system for electric locomotives according to claim 1, characterized in that: the output end of the current collector (5) is connected with a traction inverter (8) and an auxiliary inverter (6), the output end of the auxiliary inverter (6) is connected with a load (7), and the output end of the traction inverter (8) is connected with a traction motor (9).
6. An electric power supply system for an electric locomotive according to claim 5, wherein: the output end of the current collector (5) is further connected with a storage battery (10) through a charger (11), and the storage battery (10) supplies power to the traction motor (9) through the traction inverter (8).
7. An electric power supply system for an electric locomotive according to claim 6, wherein: the charger (11) is a DC/DC converter.
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CN113103928A (en) * 2021-05-26 2021-07-13 中车株洲电力机车研究所有限公司 Automatic passing neutral section system, wireless electric energy transmitting and receiving device

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CN109305065A (en) * 2017-08-15 2019-02-05 北京易菲盛景科技有限责任公司 A kind of attached wires of AC electrified railway does not have a power failure intellectual phase separate switching device
CN108189711A (en) * 2017-12-30 2018-06-22 中铁第四勘察设计院集团有限公司 A kind of electric railway ground automatic neutral-section passing system
CN109383530A (en) * 2018-12-05 2019-02-26 中车长春轨道客车股份有限公司 A kind of motor-car trailer system that emergency is walked certainly

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112895986A (en) * 2021-03-15 2021-06-04 西南交通大学 Traction power supply system connected with new energy power generation unit
CN113103928A (en) * 2021-05-26 2021-07-13 中车株洲电力机车研究所有限公司 Automatic passing neutral section system, wireless electric energy transmitting and receiving device
CN113103928B (en) * 2021-05-26 2022-12-09 中车株洲电力机车研究所有限公司 Automatic passing neutral section system, wireless electric energy transmitting and receiving device

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