高速磁浮列车双边串联供电牵引力特性及速度提升能力研究

传统的高速磁浮列车采用双边并联供电模式，上下行线路各需要三台变流器，这种供电方式虽然可以减小馈线电缆上的损耗，增加供电系统的可靠性，但产生的输出电流受变流器容量本身的限制，从而导致牵引力和速度能力受限。为了解决上述问题，提出了一种高速磁浮双边串联供电的牵引力及速度提升方法，在不改变传统变流器输出能力和绝缘的情况下，将电机首尾分别接在双边变流器上，改变输出电压的相角，实现磁浮列车牵引力和速度能力的提升。最后，在Simulink中建立牵引供电系统模型，验证发现双边串联供电在最高速度时的电压小于双边并联供电的电压，其更有利于速度的提升。     

Taking into account electrical connection between traction substations in calculation of electrified-railroad capacity

One of the main parameters determining railway efficiency is capacity. The main volumes of transportation of goods and passengers on the railways of Russia and most other countries are carried out along electrified sections. The traction power–supply system (TPSS) of electrified railways that provides the energy for transportation is at the same time an element limiting train handling through the sections. Thus, there is an urgent task to evaluate the railroad capacity in terms of energy supply, followed by the development of measures improving bottlenecks in the power–supply system. The paper presents the results of a study on improving a capacity calculation model of the electrified railways. An analysis of the “accuracy of calculation–railroad capacity” dependence and the electrical connection between traction substations is carried out. A traction power–supply system model of greater accuracy is developed through a procedure of model-result verification. Diagrams explaining the presence of electrical connection are presented. Electrical connection of both dc and ac adjacent traction substations is provided by means of activated sectional switchers of the overhead system and section switchboxes of the corresponding intersubstation zone. The developed traction power–supply model makes it possible to improve the accuracy of calculating the capacity of electrified railways.     

牵引供电方案设计中谐波谐振问题研究

为了评估牵引供电系统的谐波谐振特性,从牵引供电系统设计角度出发,建立牵引供电系统谐波特性仿真模型和牵引负荷谐波发射模型。研究牵引供电方案中外部电源系统短路容量大小和馈线电缆长度变化对牵引供电系统谐振特性的影响规律。在供电方案综合评判中引入谐波谐振特性分析,研究牵引供电方案与牵引负荷谐波特性匹配问题及其对供电质量的影响。研究结果表明,牵引供电设计参数的变化对谐波谐振特性影响显著,通过优化牵引供电方案可以减少甚至避免发生谐波谐振。     

地铁牵引供电系统对公网谐波影响仿真研究

地铁机车采用直流牵引,具有波动性强、系统谐波含量丰富等特点．极大地威胁到电力系统的安全稳定运行。为了分析西安地铁对公共电网的影响,应用MATLAB／Simulink软件对即将投运的西安地铁2号线24脉波整流设备和牵引供电系统建模,并对其接入西安市公共电网后产生的谐波进行计算。结果表明：地铁负荷的变化对公网谐波含量的百分比影响较小;地铁供电系统23、25、11、13次谐波所在的比例最大,对公共电网电能质量的影响也最为严重。建议对以上4种谐波采取相应的治理和防护措施;随着地铁牵引负荷的增大。建议预留谐波抑制设备的安装位置。     

Distributed generation of electric energy in traction power-supply systems of railways based on wind-power plants

The assessment of the possibility to use the potential of wind energy for power supply of the traction railway network in the context of the area of Karatau in the southern region of the Republic of Kazakhstan, the main wind-energy characteristics of the region are determined. An comparison of the program is presented with the results of statistical processing of the data sets on the long-term monitoring of the wind indicators of the investigated region with wind-speed determination during a month, mathematical expectations, law of the probability density of wind-speed distribution for a month, diagrams of wind distribution according to days within a month, instantaneous values (gusts) of wind speed for 24 h, and average wind speed by time of day for a month. A diagram of a traction power-supply system with distributed energy generation is given based on wind-power plants, their equivalent circuit and design including the wind generators, rectifying and inverting converter units, as well as the electric-energy accumulator with the direct current converter. Theoretical dependences are obtained to determined additional electric-energy losses in the traction network during redistribution of energy in the traction power-supply system from the main traction substations to energy-storage units at the “wind” traction substations during periods of an unfavorable wind situation in the region. The operation regimes of the electric-power facilities incorporated into the traction powersupply system and “wind” traction substations are described taking into account the pure traction mode from the wind electricity generator, power supply of trains from energy-storage units under conditions of the insufficient wind force, and energy-recovery regimes during braking of the trains, as well as with qualitative determination of their operating parameters. The main electrical characteristics of the equipment of the “wind” traction substations are determined.     

Improvement of basic requirements for the system and devices of traction dc power supply

Abstract—“The Technical Maintenance Regulations of Russian Federation Railways” and “The Arrangement Regulations of the Russian Federation Railways Traction Power Supply System (TsE-462)” set out clear requirements to ensure minimum voltage in the aerial contact wire for freight and high-speed passenger train movement. These requirements are confirmed by the Norms of the European Electrotechnical Standard EN 50163 (1995). However, the voltage norms at traction substations (TsE-462) are in contradiction to the maximum continuous voltage in the aerial contact wire demanded by Railway Research Institute (VNIIZhT) and accepted by EN 50163 Standard. This paper proposes using continuous voltage at traction substations in the normal operating mode in the range of from 3600 (the minimum value) to 3700 V. The maximum voltage (3700 V) was obtained as a result of electrical calculation of the traction power supply system at the track sections with hard mountainous track profile while running trains with an increased weight of 6300–9000 t or two combined trains with a combined weight of 12000 t with powerful electric locomotives of 2ES6, 2ES10, and 3ES10 series. This voltage value was confirmed by long-term operation on a Tyumen–Yekaterinburg–Perm–Balezino track section of 923-km length with voltage stabilization at the level of 3650 V at the traction substations. The voltage levels at the traction substation buses are provided by a contactless automatic control system (CACS) with ±0.6% inaccuracy. The maximum voltage in the traction substation buses is acceptable and equal to maximum aerial contact wire voltage (4000 V) under the recuperation mode.     

Performance indices of stationary energy storage in the traction substations of the Moscow Metro

It is shown that full-scale application of regenerative breaking in electric trains with asynchronous motors is has a large effect on electric-power efficiency in the traction power-supply system of the Moscow Metro. Particular lines of the Moscow Metro were considered (Filevskaya, Arbatsko-Pokrovskaya, Butovskaya, Kol’tsevaya), where trains are equipped with asynchronous motors of 81–740/741 Rusich series. The lines are able to save up to 10–12% of the traction energy in the regenerated energy. It is suggested to use a system of stationary energy storage to improve the efficiency of regenerative braking. A stationary uncontrolled storage system based on storage modules produced by the Russian company Elton was selected from among the multiple existing types of storage systems. A scheme of stationary energy-storage system for use in the traction power-supply system of the Moscow Metro is described. Electrotechnical characteristics of the storage system and its performance features and functionality are presented. The power indices of the stationary energy-storage system were measured experimentally for normal operation at a traction substation of the Filevskaya line of the Moscow Metro over several months. Maximum levels of the regenerated energy and the cycle and efficiency ratio were determined. Long-term monitoring of the normal operation confirmed high reliability of stationary energy storage. Every system, including the switching elements; diagnostic and control systems of storage modules; and control and signaling systems, including those at the dispatching office; operated in a failsafe fashion. The stationary energy-storage system exhibited more positive effects, such as stabilization of voltage at the traction substation bus and possible lower rated power capacity of a traction substation as an effect of a smooth power consumption. It is also possible to bring a train containing passengers from a tunnel to the nearest station in case of external power-supply failure. The correlation between the theoretical calculations and the experimental measurements is displayed.     

Simulations of processes in the power circuit of VL10 (VL-10W) locomotives with traction motors connected in series

Results of simulations of the processes of changing currents and voltages in power circuits of VL10 (VL-10W) locomotives with traction motors, which are connected in series, in cold insulation have been considered. Taking the thermal state of the insulation structures of traction motors of locomotives into account is a new approach in simulations of electrical processes in power circuits. Such a differentiated approach to simulating the electrical processes in power circuits of locomotives became possible when the capacitive components of anchor and pole windings of traction motors in locomotives were studied and taken into account in the equivalent circuits, as well as their temperature dependences. In this work, the results of simulations of the processes of changing currents and voltages in power circuits of VL10 (VL-10W) locomotives during a start from rest in the case of series connection of traction motors with insulation temperature of their anchor and pole windings equal to 20°C. The results of simulations are shown as graphic time dependences of currents and voltages in the main elements of a locomotive power circuit.     

不同位置再生制动能量吸收装置下直流牵引网潮流计算对比分析

城市轨道交通列车运行时广泛采用再生制动方式,再生制动能量回馈至接触网后被附近运行列车吸收,剩余再生制动能量通过再生制动能量吸收装置吸收以限制接触网压过高。目前,再生制动能量吸收装置安装位置主要有列车安装和变电所安装,不同安装位置下,列车再生制动能量引起对直流牵引供电系统的影响不同。分别建立两种再生制动类型下直流牵引供电系统潮流计算模型,仿真分析了多列车多变电所并列运行下,不同位置再生制动能量吸收装置对牵引供电系统电压、电流及再生制动功率分配的影响。     

Increasing the power efficiency of a 25-kV alternating current traction power supply system

One promising method of increasing the power efficiency of an electrified railway is reducing the power capacity of the transfer process and the consumption of the electric power to the train traction. A 25-kV ac traction power supply a system features the drastically variable one-phase train load, which leads to a change in voltage on substations buses and train current collectors, as well as an increase in loss powers. The rules of the composition of the traction power supply for the fulfillment of the train schedule normalize the voltage on the substation buses and train current collector of no more than 29 kV and no less than 21 kV. Analysis of operation of the traction power supply system is carried out, and steps are taken to increase the engineering and economic performance of 25-kV ac railways. A new notion of normal power supply circuits of traction loads synthesized on the basis of simulation is presented. Analyzing the structure of the imbalance of electric power and voltage in traction network allows one to define steps toward increasing power efficiency. The accuracy of the initial data is determined by comparing the expected and real train schedules, as well as electric load curves. The simulation accuracy is determined on the basis of predictable power and voltage losses with monitoring results.     

Improving the energy performance of alternating-current electric vehicles

Russian Railways has taken an active position on the implementation of programs aimed at energy saving. The strategic priority of these programs is the development and introduction of new types of energy-efficient rolling stock, as well as modernization of existing and procurement of new locomotives with improved energy characteristics. After a long period of stagnation in the transport-engineering industry, railway- equipment manufacturers have started to use advanced resource-saving technologies. However, ac electric locomotives with rectifier–inverter converters and electrical locomotives with diode rectifiers equipped with a step-voltage regulator for the traction transformer are still used by Russian Railways. Despite the fact that starting and speed control of ac electric locomotives are carried out without losses in starting resistances, the increased consumption of reactive power and distortion of the form of current consumed from catenary system are a common problem for electric locomotives of this generation. The main methods and circuit design of reactive power regulators and selectors of current high harmonics and voltage in ac electric rolling stock, as well as the principle of operation and structure of the active and hybrid filters and power correctors, are considered in this article. Examples of various technical solutions providing active filtration of higher harmonics are given.     

牵引变电所动态无功补偿方案设计研究

在无功"反送正计"计量方式下,对于运量小、列车对数少的单线电气化铁路应采用动态无功补偿装置。最大无功补偿容量的计算和FC滤波支路的优化设计是动态无功补偿方案设计的重点,牵引供电设计人员需计算三种馈线最大电流,由于短时最大工作电流能够体现供电臂内的列车运行状态、甚至列车数量的变化,故采用其作为最大无功补偿容量的计算条件。在此总结了牵引变电所FC滤波支路优化设计的设计原则,并给出了滤波支路设备容量的最佳分布算法,实践证明,在不改变总无功补偿容量的前提下,该算法能够使补偿滤波装置总容量最小,并满足一定滤波率技术指标。     

牵引变电所动态无功补偿方案设计研究

在无功“反送正计”计量方式下,对于运量小、列车对数少的单线电气化铁路应采用动态无功补偿装置。最大无功补偿容量的计算和FC滤波支路的优化设计是动态无功补偿方案设计的重点,牵引供电设计人员需计算三种馈线最大电流,由于短时最大工作电流能够体现供电臂内的列车运行状态、甚至列车数量的变化,故采用其作为最大无功补偿容量的计算条件。在此总结了牵引变电所FC滤波支路优化设计的设计原则,并给出了滤波支路设备容量的最佳分布算法,实践证明,在不改变总无功补偿容量的前提下,该算法能够使补偿滤波装置总容量最小,并满足一定滤波率技术指标。     

电铁牵引站V/V牵引变压器注入系统的谐波和负序分析

为了分析牵引供电系统产生的谐波和负序电流所造成的影响,建立了基于PSCAD/EMTDC的典型牵引供电系统和公用电网的模型。在V/V接线形式的牵引变压器下,分析两供电臂机车不同台数运行方式下产生的谐波和负序的影响。     

同相牵引供电系统的补偿原理及再生制动特性

由平衡变压器和综合潮流控制器(integrated power flow controller,IPFC)组合构成的同相牵引供电系统可解决负序电流、谐波电流、无功电流的补偿及电分相方面存在的问题,分析了该供电系统的补偿原理,比较了牵引和再生制动状态同相牵引供电系统对电力系统供电质量的影响,指出制动状态下IPFC可在不改变控制策略的情况下将能量平衡地回馈到三相电网,节约电能。仿真结果验证了同相牵引供电方案的正确性。     

新型电气化铁路电能质量管理系统

为改善高速牵引系统电能质量及运行效率,提出一种新型电气化铁路电能质量管理系统。依托于常规背靠背电气化铁路电能质量治理装置,将回馈工况与牵引工况统一归入电能质量补偿范畴,解决了一次侧功率因数低、电流不平衡度高等基波电能质量问题。将机车回馈能量送至电网或其他机车利用,避免了使用能耗电阻引起的不必要损耗或增大投资安装储能装置。基于实测数据,在Matlab/Simulink中搭建了仿真模型。仿真结果表明,系统运行后三相电流不平衡度明显减小,功率因数有大幅提高,明显改善了一次侧的电能质量。同时,机车回馈工况下的能量可为其他牵引工况机车所利用,提高了系统运行效率。     

考虑滤波器的牵引供电系统谐波模型及应用

高速铁路系统中的交-直机车和交直交机车混跑产生的高次谐波可能会引起牵引网谐振和谐波电流放大,影响高速铁路高速、重载的发展。针对目前高速铁路中的高次谐波谐振和谐波电流放大现象,对谐波电流的放大倍数进行理论推导。首次从数学公式方面推导了考虑滤波器在内的牵引供电系统的谐波模型。基于此模型以牵引网的谐波总畸变率为优化标准,10%畸变率为优化目标,对牵引供电系统中新型阻波高通滤波器接入在首端和末端的参数选择进行优化,提出一种有效选取滤波器参数的方法。研究结果表明滤波器电阻值选取较小时,对滤波器容量的要求越大。     

直流牵引供电系统的微机保护测控探讨

随着我国经济的高速发展，地铁成为解决大中城市交通拥挤问题的最佳方案，然而国内对地铁直流牵引系统的微机保护研究尚属空白，作者探讨了用于直流牵引供电系统的微机保护测控装置及原理，针对地铁直流牵引系统的运行特点，以西门子公司产品DPU96为例，介绍了地铁直流保护的硬件配置，保护原理，测控以及通信接口，详细分析了最大电流Imax、电流步进变化值ΔI，电流变化率di/dt，定时限过流DMT等等直流保护的基本原理，介绍了Profibus通信技术在直流数字保护测控装置和变电站自动化中的应用，该直流微机保护装置即将在广州地铁二号线投入运行。     

Simulating the operation of auxiliary machines of a 2(3)ES5K locomotive

Auxiliary machines of electric trains provide the operation of traction motors and electrical and pneumatic equipment. The main condition of safe operation of the asynchronous electric drive of auxiliary machines is the maintenance of the operation mode of the electric drive in terms of the basic technical data, according to which NVA-55 electric drives are matched by nominal operation (long-term) mode S1. The effect of supply voltage on the operation of locomotive auxiliary machines is considered. Auxiliary machines are used under poor conditions on alternating current electric trains. Disbalance of the motor currents occurs even at nominal voltage of the overhead contact system and operable phase-shifting device. In operation, the voltage on the contact wire line is not constant and the equipment modes can be inconsistent with the nominal one, which leads to a significant number of failures of auxiliary equipment. This makes it necessary for the microprocessor control system to use the controlled auxiliary electric drive. An individual autonomous inverter with fully balanced sinusoidal output voltage allows one to increase the reliability of the induction motor drive, while the proportional control of the blower motor reduces the power consumption.     

Features of traction electric equipment of prospective electric rolling stock

On the main railways in Russia, two types of current in the contact wire are used: dc voltage of 3 kV and ac voltage of 25 kV with a frequency of 50 Hz. Therefore, prospective electric rolling stock should have double the power. Improving the capacity and structural speed of locomotives is based on the use of asynchronous traction motors (ATDs) with a squirrel-cage rotor allowing increasing the tractive force and the weight of the train and the capacity and speed of cargo delivery, increasing reliability and reducing life cycle costs, and increasing service life. Electrical equipment for such rolling stock should be used when working from either contact system, dc or ac. In this article, the scheme of power circuits is considered using the example of a module of a traction drive in one bogie of dual-system electric locomotives. It is proposed to use the secondary winding of the traction transformer as a choke of the input filter when powered from a dc contact system. Regulation of operation modes of asynchronous traction motors is carried out from static semiconductor converters with a two-tier structure. Input transducers provide the exchange of electric energy between the contact system and the intermediate link of dc voltage, and the output converters regulate the traction motors by changing the magnitude and frequency of voltage on the stator windings of ATD depending on the speed of the locomotive and its operating mode. 4QS input converters and output converters are autonomous voltage inverters of the intermediate ac: in the case of single-phase input and output, they are three-phase. The basic ratios are given to determine voltages and currents of 4QS converters, to determine the variable component of a rectified current 4QS converter, and to formulate requirements for a resonant L₂C₂ filter configured for a frequency of 100 Hz. Expressions are given for determining the ratio of the input power of the converter, as well as recommendations for determining the basic parameters of electrical equipment.