【作者】 张小瑜；

【导师】 吴俊勇；

【作者基本信息】 北京交通大学 ， 电力系统及其自动化， 2007， 硕士

【摘要】 针对我国高速铁路的快速发展,研究新形势下高速铁路供电情况的重要性日益凸显出来。通过采用专业仿真软件PSCAD/EMTDC,对不同接线形式的牵引变压器、不同的供电方式和电气化机车进行各种稳态和暂态的仿真研究。研究了在稳态情况下高速铁路和普速铁路两种不同的冲击负荷接入外部电力系统的电压等级问题,外部电力系统的短路容量大小对接触线末端电压的影响,高速铁路和普通铁路牵引变电站采用不同接线形式和容量的牵引变压器对接触线末端电压的影响,并且研究了牵引供电系统在不同地点发生短路时,接触线、钢轨和正馈线的电压和电流分布。为了验证结论,本文采用解析法和数值仿真两种不同的方法对普速和高速铁路接入电力系统电压等级问题分别进行了研究。研究表明:(1)对普速电气化铁路,当牵引变压器的额定容量为31.5或40MVA时,应优先考虑接入110kV电力系统,且接入点的系统短路容量不小于牵引变压器额定容量的25倍;当牵引变压器的额定容量为50MVA时,接入点的系统短路容量不小于牵引变压器额定容量的40倍。(2)对高速电气化铁路,应优先考虑接入220kV系统,且接入点的短路容量不小于牵引变压器额定容量的35倍。在电网比较发达的地区,如果系统短路容量满足要求,高速电气化铁路也可接入110kV系统。(3)普通铁路和高速铁路采用三相变压器的接触线末端电压对最低,V/V接线变压器的最高,高速铁路一般不建议采用三相变压器作为牵引变压器。(4)当发生接触线短路时对钢轨的电压分布影响不大,对接触线的电压分布影响很大,且馈线电流的短路位置越靠前对系统的影响越大,所以应该尽量避免在变电所发生短路事故。更多还原

【Abstract】 Recently the high-speed railway is developing quickly, so it is important to research the high-speed railway’s traction power supply system. Using professional simulation software PSCAD/EMTDC to simulate the steady-state and transient-state of different connection types of traction transformer, traction power supply and electric locomotive. Research is focused on the voltage-level of the bulk power system of the high-speed railway and normal-speed railway injected into at the steady-state, short-circuit capacity of the bulk power system affecting to the terminal voltage of the contact line, and the distribution of voltage and current of the contact line, the rail line and the positive feeder line when the shunt fault happened at different points in the traction power supply system. Using analytical method and digital simulation to verify the results of the voltage-level of the high-speed railway and the normal-speed railway. The results show that: (1) for the normal-speed electrificated railway system, in the case of the rating capacity of the traction transformer is 31.5 or 40MVA it is prior to consider the power system of 110KV and the power system short circuit capacity of the injection point is not less than 25 times of traction transformer’s power rating capacity; when the rating capacity of the traction transformer is 50MVA, the power system short circuit capacity of the injection point is not less than 40 times of traction transformer’s power rating capacity.(2)for the high-speed railway system, it is prior to consider the power system of 220KV and the power system short circuit capacity of the injection point is not less than 35 times of traction transformer’s power rating capacity. The high-speed railway system can also be injected into the the power system of 110KV in some developed area where the power system short circuit capacity can match the requirement.(3) The terminal voltage of the contact line of the normal-speed railway and the high-speed railway is minimum when using the 3-phase transformer, opposited to the result of using the single-phase transformer, so the 3-phase transformer is not recommended. Because of the merits of the single-phase transformer ,we can choose the V/V transformer in some cases. For the normal-speed railway, it is suitable to choose the 3-phase transformer, but not to the high-speed railway. When the shunt fault happened on the contact line, the voltage’s distribution of the contact line is affected remarkably, and less affected to the voltage’s distribution of the rail line; the colser of the distance between the shunt fault point and the transformer, the worse influence to the power system,so we should avoid the shunt fault at the traction substation.更多还原