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ABSTRACT
In China, the unilateral power supply has been used in AC electrified railway, which depends on the management mode
of power system. For better economic and technical indexes, all-parallel AT traction system is widely used in passenger
dedicated line. In this paper, the equivalent circuit model of unilateral power supply and bilateral power supply is investigated, and based on this model, the difference between unilateral power supply impedance and bilateral power supply
impedance is discussed.
Keywords: All-parallel AT Traction System; Bilateral Power Supply; System Analysis; Unilateral Power Supply
1. Introduction
As the structure of the power supply and the management
mode is different among different countries, the application of power supply or bilateral power supply mainly
depends on the conditions of each country. The electrified railway of former Soviet Union adopts the bilateral
power supply, and some European countries also adopt
the bilateral power supply. However, with the collapse of
the Soviet Union, the study on bilateral power supply has
been decreased [1]. In China, the unilateral power supply
is widely used in AC electrified railway due to the restrictions of the power supply systems management
mode.
In this paper, based on the unilateral all-parallel AT
traction system, the connection mode of the section post
is discussed and the model of the bilateral all-parallel AT
traction system is built. Then based on the model, the
short circuit impedance is analyzed. Using the actual data
of the passenger transport line, the short circuit impedance of the unilateral power supply and the bilateral
power supply are calculated. Finally, the impedances of
the two systems are compared.
For bilateral power supply, the catenaries gain electrical power from two adjacent traction substations exists
on both sides. When the train passes, it can get electricity
from two traction substations, but the relay protection is
more complicated [2].
The theoretical analysis of the unilateral and bilateral
all-parallel AT traction systems is based on the hypothesis as follows. The auto-transformer is considered as an
ideal transformer, which ignores the leakage reactance
and field current. The steel rail is considered to be insulated to the ground, and the common reactance between
two lines is ignored. The theoretical derivation can be
simplified, and based on the assumption, the influence of
the rail leakage reactance and AT leakage in the electrical calculation can be removed [3].
Z. Q. HAN ET AL.
484
1
I
4
55kV
U
1
I
4
T1
IT 11
U1
IT 12
IR11
U 2
U1'
IR12
U
IF 1
'
2
1
I
4
IT 2
U1
U1'
IR 2
R1
U A( Z1 Z 2 Z 2 Z 3 Z1 Z 3 )
2( Z 2 Z 3 )
I
F1
X ( D X )( Z1 Z 2 Z 2 Z 3 Z1 Z 3 2 Z 22 )
2 D( Z 2 Z3 )
U 2
U 2'
IF 2
R2
( D X ) Z1
DZ1
27.5kV
XZ 2
( D X )Z2
DZ 2
DZ 3
DZ 3
2
X ( D X )( Z1 Z 2 Z 2 Z 3 Z1 Z 3 2Z 22 )
]
2( Z 2 Z 3 ) D
(4)
Z AA
( Z1 Z 2 Z 2 Z 3 Z1 Z 3 )
2( Z 2 Z 3 )
(5)
Z BB
( Z1 Z 2 Z 2 Z 3 Z1 Z 3 2 Z 22 )
2( Z 2 Z 3 )
(6)
XZ1
(3)
The T-R short-circuit impedance at the exit of the traction substation A can be expressed as follows:
A( Z1 Z 2 Z 2 Z 3 Z1 Z 3 )
2U
ZA
4[
I
2( Z Z )
2
F2
(1)
T2
1
I
4
I1 I2 I
I3 I 4 I
I1 XZ1 I2 (2 D X ) Z1
I XZ I ( D X ) Z I D Z 2 Z 3
4
2
4
3 2
2Z 2 Z3
U 1 ( A X ) Z I XZ I
1
1 1
XZ 2 I3 Z 2 Z 3 ( A X ) I
2( Z 2 Z 3 )
Z. Q. HAN ET AL.
485
A
D
XZ1
( D X ) Z1
DZ1
27.5kV
U
XZ 2
27.5kV
U
( D X )Z 2
DZ 2
DZ3
DZ3
L
XZ1
( D X )Z1
DZ1
27.5kV
U
XZ 2
27.5kV
( D X )Z2
DZ 2
DZ3
DZ3
(2
)(
Z
X
Z
Z
D
X)
(
)
X
Z
D
X
2
2
3
1
I[
2D
2 D (Z 2 Z 3 )
(8)
Z ( L A D X ) Z1 ( D X )
U Ib [ 1
2
2
Z2Z3 (D X ) Z 2Z3 (L A D X )
2(Z 2 Z 3 )
2(Z 2 Z 3 )
X Z 1 ( D X ) Z 2 X (2 Z 2 Z 3 )( D X )
I[
]
2D
2 D (Z 2 Z 3 )
I Ia Ib
( L A)( Z1 Z 2 Z 2 Z 3 Z1 Z 3 )
2( Z 2 Z 3 )
LX ( D X )( Z1 Z 2 Z 2 Z 3 Z1 Z 3 2Z 22 )
]
2 AD( Z 2 Z 3 )
(9)
EPE
Z. Q. HAN ET AL.
486
U A( L - A)( Z1 Z 2 Z 2 Z 3 Z1 Z 3 )
2 L( Z Z )
I
2
(10)
X ( D - X )( Z1 Z 2 Z 2 Z 3 Z1 Z 3 2 Z 22 )
2 D( Z 2 Z3 )
A2
Z AA
L
the unilateral and bilateral impedances of traction network can be obtained as below:
Figure 7 shows that the figure of the unilateral and bilateral traction network impedance appears in the shape
of a saddle, and the impedances of the unilateral and bilateral traction network change with distance at the same
time. However, the bilateral traction network impedance
is always smaller than unilateral traction network impedance. Traction power supply reach can be increased
when the lowest voltage requirement is met, which can
decrease substations and offer better conditions for address of 220 kV power system incoming lines, meanwhile, power loss is reduced.
(12)
Catenary
Messenger wire
Positive feeder
Rail
Line
CTMH-150
JTMH-120
LGJ-240
P60
Resistance (/km)
CTMH-150
0.1852
151
7.2
5.616
JTMH-120
0.242
116.99
5.306
LGJ-240
0.1136
275.96
9.372
7.104
P60
0.135
77.03
109.1
12.79
Table 3. IMPEDANCE.
T
1
R 1
F1
T
2
R 2
F2
T2
R 2
F2
1
0 . 1 5 6 2 0 . 5 8 7 0 i 0 . 0 5 0 0 0 . 3 1 1 0 i 0 . 0 5 0 0 0 . 3 4 3 8 i 0 . 0 5 0 0 0 . 3 3 3 1 i 0 . 0 5 0 0 0 . 2 9 8 8 i 0 . 0 5 0 0 0 . 2 9 5 5 i
0 .0 5 0 0 0 .3 1 1 0 i 0 .1 1 7 5 0 .5 5 6 3 i 0 .0 5 0 0 0 .3 0 3 2 i 0 .0 5 0 0 0 .2 9 8 8 i 0 .0 5 0 0 0 .3 3 5 9 i 0 .0 5 0 0 0 .2 8 1 4 i
0 .0 5 0 0 0 .3 4 3 8 i 0 .0 5 0 0 0 .3 0 3 2 i 0 .1 6 3 6 0 .7 4 2 0 i 0 .0 5 0 0 0 .2 9 5 5 i 0 .0 5 0 0 0 .2 8 1 4 i 0 .0 5 0 0 0 .2 7 1 9 i
0 .0 5 0 0 0 .3 3 3 1 i 0 .0 5 0 0 0 .2 9 8 8 i 0 .0 5 0 0 0 .2 9 5 5 i 0 .1 5 6 2 0 .5 8 7 0 i 0 .0 5 0 0 0 .3 1 1 0 i 0 .0 5 0 0 0 .3 4 3 8 i
0 .0 5 0 0 0 .2 9 8 8 i 0 .0 5 0 0 0 .3 3 5 9 i 0 .0 5 0 0 0 .2 8 1 4 i 0 .0 5 0 0 0 .3 1 1 0 i 0 .1 1 7 5 0 .5 5 6 3 i 0 .0 5 0 0 0 .3 0 3 2 i
0 . 0 5 0 0 0 . 2 9 5 5 i 0 . 0 5 0 0 0 . 2 8 1 4 i 0 . 0 5 0 0 0 . 2 7 1 9 i 0 . 0 5 0 0 0 . 3 4 3 8 i 0 . 0 5 0 0 0 . 3 0 3 2 i 0 . 1 6 3 6 0 . 7 4 2 0 i
T1
F1
EPE
Z. Q. HAN ET AL.
6. Conclusions
Based on the analysis of the unilateral and bilateral traction power supply model, the bilateral traction network
impedance is smaller than the unilateral traction network
impedance, so the loss of voltage and the power loss
caused by the train will be reduced. With the bilateral
traction power supply, the investment of the auto-passion
phase separations can be reduced, and the capacity and
the reliability of the power supply system can be improved. As the bilateral power supply has such advantages, it will be widely applied in passenger dedicated
lines in China.
487
REFERENCES
[1]
[2]
[3]
X. B. Tan, AC Electrified Railway Tractive Power Supply System, Southwest Jiongtong University Press, 2006,
pp. 44-45.
[4]
EPE