城市轨道交通交流供电方案探讨
发布时间：2019-01-14 11:30
【摘要】：目前,国内干线铁路一般使用工频单相交流制供电,城市轨道交通采用较低电压的直流供电,但采用直流制产生的地中杂散电流会对地下金属管道等造成严重的腐蚀,而且现在采用的防护措施成本大,效果不突出,可能造成严重后果。对于杂散电流从原理上讲消除泄漏电流即可,但是在实际中几乎不可能。而工频单相交流供电制式不会产生类似直流供电制式下迷流的电化学反应,接触网电压等级高,供电能力强,牵引变电所间距长数目少,故研究城市轨道交通采用工频单相交流制供电是必要的。这种供电方式采用35kV电缆并配以适当接触网电压等级,本文针对这种供电方式提出负序、无功的补偿方案。本文提出两种工频单相交流供电系统,分别为集中式和分散式。集中式是指牵引供电和动力照明供电相互独立,分别为两个独立的系统;分散式是指牵引和动力照明共用35kV三相电缆,互相影响,不独立。集中式和分散式不仅是从供电方式区分,也指两种供电方式对应的补偿方式,文中做了具体说明。即针对不同的供电方式提出相应的补偿方案,两种补偿方案均采用单相组合式同相供电装置。对于集中式,在主变电所中采用同相供电补偿装置对机车造成的负序进行集中补偿,由于采用的机车是交直交机车,功率因数为0.98～1,已达到国标要求,不用再对机车部分进行无功补偿。对于动力照明造成的无功,在主所三相电力变压器低压侧安装SVC无功补偿装置,对无功进行集中补偿。对于分散式,在每个牵引变电所安装同相补偿装置,对机车造成的负序进行补偿,同时要考虑动力照明中单相电力负载引起的负序;对于动力照明造成的无功同样由同相补偿装置进行补偿,由于无功的补偿是在35k.V/400V低压侧,而电能计量点在110kV(或220kV)高压侧,故要考虑电缆无功倒送的情况。进而对两种补偿方案进行理论和经济方面的比较。首先比较了集中式工频单相交流供电方案和既有的直流供电制式的投资,然后对比了集中式交流供电补偿方案和分散式交流供电补偿方案,基于实际线路对比其补偿容量和增减设备的投资。最后结合理论、经济性得出采用集中式工频单相交流供电方案及对应的补偿方案更好的结论。
[Abstract]:At present, domestic trunk railways generally use single-phase AC power supply with power frequency, and urban rail transit uses low-voltage DC power supply. However, the stray currents generated by DC system will cause serious corrosion to underground metal pipelines and so on. And the current protective measures are costly, the effect is not outstanding, may cause serious consequences. In principle, the stray current can be eliminated, but in practice it is almost impossible. But the single-phase AC power supply system of power frequency will not produce the electrochemical reaction similar to the DC power supply system, the catenary voltage grade is high, the power supply ability is strong, and the distance between traction substations is small. Therefore, it is necessary to study the power supply of single-phase AC power supply for urban rail transit. This power supply mode adopts 35kV cable and is matched with appropriate voltage grade of contact network. This paper presents a negative sequence reactive power compensation scheme for this power supply mode. In this paper, two power frequency single-phase AC power supply systems are presented, one is centralized and the other is decentralized. Centralized power supply means that traction power supply and power lighting power supply are independent of each other, and decentralized power supply means that traction and power lighting share 35kV three-phase cables, which affect each other and are not independent. The centralized and decentralized modes are not only distinguished from the power supply modes, but also refer to the compensation modes corresponding to the two power supply modes, which are explained in detail in this paper. For different power supply modes, the corresponding compensation scheme is put forward. Both of the two compensation schemes adopt single-phase combined in-phase power supply device. For the centralized type, the negative sequence caused by the locomotive is centralized compensated by the same phase power supply compensator in the main substation. Because the locomotive used is a direct AC locomotive with a power factor of 0.98 / 1, it has met the requirements of the national standard. There is no need to compensate the locomotive for reactive power. For reactive power caused by power lighting, SVC reactive power compensator is installed on the low-voltage side of three-phase power transformer in the main station to compensate reactive power centrally. For the distributed type, the in-phase compensation device is installed in each traction substation to compensate the negative sequence caused by the locomotive, and the negative sequence caused by the single-phase electric load in the power lighting should be considered at the same time. The reactive power caused by power lighting is also compensated by the in-phase compensator. Since the reactive power compensation is on the low-voltage side of 35k.V/400V and the power measurement point is on the high-voltage side of 110kV (or 220kV), it is necessary to consider the case of cable reactive power reflux. Then the two compensation schemes are compared in theory and economy. Firstly, the investment of centralized power frequency single-phase AC power supply scheme and existing DC power supply system is compared, and then the centralized AC power supply compensation scheme and the decentralized AC power supply compensation scheme are compared. The compensation capacity and the investment of the equipment are compared based on the actual circuit. Finally, combined with the theory and economy, it is concluded that the centralized single-phase AC power supply scheme and the corresponding compensation scheme are better.
【学位授予单位】：西南交通大学
【学位级别】：硕士
【学位授予年份】：2017
【分类号】：U223
本文编号：2408647
[Abstract]:At present, domestic trunk railways generally use single-phase AC power supply with power frequency, and urban rail transit uses low-voltage DC power supply. However, the stray currents generated by DC system will cause serious corrosion to underground metal pipelines and so on. And the current protective measures are costly, the effect is not outstanding, may cause serious consequences. In principle, the stray current can be eliminated, but in practice it is almost impossible. But the single-phase AC power supply system of power frequency will not produce the electrochemical reaction similar to the DC power supply system, the catenary voltage grade is high, the power supply ability is strong, and the distance between traction substations is small. Therefore, it is necessary to study the power supply of single-phase AC power supply for urban rail transit. This power supply mode adopts 35kV cable and is matched with appropriate voltage grade of contact network. This paper presents a negative sequence reactive power compensation scheme for this power supply mode. In this paper, two power frequency single-phase AC power supply systems are presented, one is centralized and the other is decentralized. Centralized power supply means that traction power supply and power lighting power supply are independent of each other, and decentralized power supply means that traction and power lighting share 35kV three-phase cables, which affect each other and are not independent. The centralized and decentralized modes are not only distinguished from the power supply modes, but also refer to the compensation modes corresponding to the two power supply modes, which are explained in detail in this paper. For different power supply modes, the corresponding compensation scheme is put forward. Both of the two compensation schemes adopt single-phase combined in-phase power supply device. For the centralized type, the negative sequence caused by the locomotive is centralized compensated by the same phase power supply compensator in the main substation. Because the locomotive used is a direct AC locomotive with a power factor of 0.98 / 1, it has met the requirements of the national standard. There is no need to compensate the locomotive for reactive power. For reactive power caused by power lighting, SVC reactive power compensator is installed on the low-voltage side of three-phase power transformer in the main station to compensate reactive power centrally. For the distributed type, the in-phase compensation device is installed in each traction substation to compensate the negative sequence caused by the locomotive, and the negative sequence caused by the single-phase electric load in the power lighting should be considered at the same time. The reactive power caused by power lighting is also compensated by the in-phase compensator. Since the reactive power compensation is on the low-voltage side of 35k.V/400V and the power measurement point is on the high-voltage side of 110kV (or 220kV), it is necessary to consider the case of cable reactive power reflux. Then the two compensation schemes are compared in theory and economy. Firstly, the investment of centralized power frequency single-phase AC power supply scheme and existing DC power supply system is compared, and then the centralized AC power supply compensation scheme and the decentralized AC power supply compensation scheme are compared. The compensation capacity and the investment of the equipment are compared based on the actual circuit. Finally, combined with the theory and economy, it is concluded that the centralized single-phase AC power supply scheme and the corresponding compensation scheme are better.
【学位授予单位】：西南交通大学
【学位级别】：硕士
【学位授予年份】：2017
【分类号】：U223
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