• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to an electric converter (30) for a power substation of an electrical network and / or to the recovery of the braking energy of rail vehicles traveling on a railway track, the substation being connected to a clean supply line for supplying the railway vehicles running on the railway with a continuous voltage, the substation comprising a power distribution network capable of delivering a three-phase voltage corresponding to three phases, the converter (30) comprising a transformer (306) capable of controlling the value of the three-phase voltage delivered by the electricity distribution network, a filtering device (304) capable of filtering the three-phase voltage of the transformer (306), and an inverter (302) connected to the filter (304).
    公开号:FR3031849A1
    申请号:FR1550361
    申请日:2015-01-16
    公开日:2016-07-22
    发明作者:Johnny Bou-Saada；Jerome Sadoun；Jonathan Scottini
    申请人:Alstom Transport Technologies SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a substation converter for supplying electricity to the electrical network and / or for recovering the braking energy of railway vehicles. . The invention also relates to a substation equipped with such a converter. The invention also relates to a braking energy recovery system comprising such substations. Railway substations that deliver DC voltage to catenaries typically have a diode point. Such a diode bridge has six diodes for the recovery of three phases and twelve phases to ensure the recovery of six phases. Because of their simplicity, such substations are considered the only alternative to create the DC voltage to power trains.
    [0002] However, such substations do not recover the braking energy produced during a deceleration of a train since the trains are generally equipped with a kinetic energy recovery system having a high performance. Such substations also do not allow the correction of the cos (p) at the substation input and generate many harmonics on the alternating network at the substation input and on the continuous network. at the exit of the substation. To overcome the previous drawback, it is known to recover the braking energy of a rail vehicle using a thyristor rectifier. The rectifier is able to regulate the DC output voltage. The DC voltage is the rectified voltage. The recovery is done via an inverter which recovers the surplus energy of the continuous network.
    [0003] The inverter returns to the three-phase network such a surplus. In such a case, the inverter is equipped with its own transformer. However, such substations do not make it possible to maintain the level of voltage delivered at an acceptable value when empty and charged. In addition, such substations are generally an important source of pollution for the AC network. There is therefore a need for a substation ensuring good efficiency of the electricity network with low pollution. For this, it is proposed an electrical converter for substation power supply of an electrical network and / or recovery of the braking energy of rail vehicles traveling on a railway track, the substation being connected to a line supply circuit for supplying the railway vehicles running on the railway with a continuous voltage, the substation comprising a power distribution network capable of delivering a three-phase voltage corresponding to three phases, the converter comprising a clean transformer to be controlled the value of the three-phase voltage delivered by the electricity distribution network, a filtering device capable of filtering the three-phase voltage of the transformer, and an inverter connected to the filter. According to particular embodiments, the converter comprises one or more of the following characteristics, taken separately or in any technically possible combination: for each phase generated, the inverter comprises in series two sets, each set comprising a diode and a transistor in parallel. each transistor is a bipolar transistor with an insulated gate. the filtering device is an LC circuit. the transformer comprises each dipole suitable for generating an inductance of the filtering device. the filtering device is a filter reducing current harmonics that can be reinjected into the electricity distribution network. In addition, it is proposed a network supply substation and / or recovery of the braking energy of rail vehicles traveling on a railway track, the substation being connected to a clean supply line to feed with a voltage continuous rail vehicles running on the railway, the substation comprising a power distribution network clean to deliver a three-phase voltage corresponding to three phases, and a single converter as previously described. It is also proposed a network supply system and / or recovery of the braking energy of rail vehicles, the system comprising a plurality of substations as previously described. It is also proposed a network supply system and / or recovery of the braking energy of rail vehicles, the system comprising at least one power line extending along a railway to power railway vehicles running on this railway. The plurality of substations are spaced from each other by a distance greater than 100 meters, each substation being electrically connected to the supply line at a connection point and equipped with a sensor or an estimator of a voltage U'k at the connection point, and a converter control module adapted to automatically switch the converter into a regeneration mode in which the converter continuously transfers electrical energy from the supply line to the electricity distribution network for recovering the braking energy of rail vehicles, as soon as the measured or estimated voltage U'k is greater than a Uoek threshold, so that each substation is associated with its own zone Zfk of regeneration of braking energy in which, irrespective of the position of the railway vehicle inside this zone Zfk, the substation Sk is capable of at least part of the braking energy of this railway vehicle is recovered, a braking energy recovery zone Zfk being a segment of the power supply line centered around the point Pk and the boundaries of which are spaced apart from each other; else of the point Pk by a distance Fk equal to (Ucmax-Uoemink) / (P Imax) Where Ucmax is a permissible maximum non-permissible voltage on the supply line, UG3m, nk is the minimum value that can take the threshold Uoek during the operation of the substation, p is the linear resistance of the supply line, and Imax is the maximum allowable current for the current flowing on the supply line. The value of the limit Uc3mink is such that the distance Fk is greater than or equal to Dk / 2. According to particular embodiments, the system comprises one or more of the following characteristics, taken in isolation or in any technically possible combinations. Substations (Sk) are equidistant from one another. the value of the limit UC3mmk is such that the distance Fk is greater than or equal to the distance Dk. the electric converter is able to transfer electrical energy from the electricity distribution network to the supply line for supplying traction to the railway vehicle or vehicles, so that the substation Sk is also associated with a zone Ztk for the traction supply of railway vehicles in which, irrespective of the position of the railway vehicle inside the Ztk zone, the substation Sk is capable of supplying the electric traction motors of the railway vehicle, a zone Ztk of traction supply being a segment [LGtk; LDtk] of the feed line centered around the point Pk and whose limits I-Gtk, I-Dtk are spaced on either side of the point Pk by a distance Tk equal to (U'maxk-UCmin) / ( P Imax), where: - Ussmaxk is the maximum voltage that can be generated by the electrical converter of the substation Sk at the point Pk to supply traction to a railway vehicle, - UG ,,,, n is the minimum non-permanent voltage admissible on the supply line, the value of the limit U'm'k being such that the distance Tk is greater than or equal to Dk / 2 or Dk. the control module is able to automatically switch the electric converter into a traction supply mode in which the electrical converter continuously transfers electrical energy from the electricity distribution network to the supply line as soon as the measured or estimated voltage U'k is below a threshold Udk. the limit UC3mink is strictly lower than the threshold Udk. when the measured or estimated voltage U'k lies between the limit Uc3mink and the threshold Udk, the control module is able to switch the electric converter either in the regeneration mode or in the traction supply mode according to the mode in which the converter was before the voltage U'k is between the limit Uc3mink and the threshold Udk. the substation Sk comprises a module for setting the value of the threshold Uoek able to vary the value of this threshold of the low limit Uoemink up to a high limit Lic3maxk greater than or equal to 90% of a maximum voltage Ucmax authorized on the supply line, this adjustment module being able to maintain the Uoek threshold value strictly greater than the measured or estimated voltage U'k as long as the increase in the measured or estimated voltage U'k remains less than one predetermined threshold a'k. when the intensity of the current flowing through the electrical converter is zero, the adjustment module is capable of reducing the value of the threshold Uoek to the limit Uoem, nk if the increase of the voltage U'k is greater than or equal to predetermined threshold assk. the control module is able to control the electric converter so that this electric converter transfers the greatest possible amount of electrical energy per unit of time from the supply line to the electricity distribution network, as soon as the voltage Ussk measured or estimated exceeds a threshold Ucmax2k greater than or equal to the limit Uoemaxk- - the electric converter is a controlled converter with at least two quadrants made using thyristors or power transistors, the control module being able to control the converter to maintain constant Ussk voltage as long as the electrical power generated on the power line or absorbed from the power line does not vary by more than 50%.
    [0004] Other features and advantages of the invention will appear on reading the following description of embodiments of the invention, given by way of example only and with reference to the drawings which are: FIG. 1, a schematic illustration of the architecture of a railway network equipped with a system of reversible substations for the recovery of braking energy, FIG. 2, a view of a recovery substation converter according to the invention, and FIG. 3, a view of another recovery substation converter according to the invention. In these figures, the same references are used to designate the same elements. FIG. 1 represents a rail network 2 equipped with a braking energy recovery system 4.
    [0005] The system 4 comprises one or more power lines and numerous substations distributed at regular intervals along these supply lines. To simplify Figure 1, only one power line 6 and three substations Sk-i, Sk and Sk + 1 were represented. The supply line is suitable for supplying the rail vehicles running on the railway with a continuous voltage. By the expression "feeder line" it is also meant a catenary overhead wire on which a pantograph is rubbed. a railway vehicle for feeding electrical energy, a third rail disposed along the rails of railroad tracks. In the case of a third rail, the pantograph is better known by the term "friction". The index k represents the sequence number of each substation starting from a substation S0 located at one end of the supply line 6 and moving in the direction F indicated in FIG. voltage on the supply line 6 can vary between a maximum non-permanent voltage Ucmax and a minimum voltage non-permanent lion. These maximum and minimum limits are typically defined by standards such as the European standard EN 50 163 or IEC 60850. For example, here the limit Ucmax is equal to 1000 Vdc and the limit lion is equal to 500 Vdc for a line d 'power supply with nominal nominal voltage' is 750 Vdc.
    [0006] Each substation Sk is electrically connected to the supply line 6 at a connecting point Pk. The point Pk is separated from the point Pk_ki by a distance Dk and the point Pk_i by a distance Dk_i. The distance Dk is also known as the inter-station distance. Preferably, the distance Dk is the same for all the indices k so that each substation is equidistant from each other. The inter-station distance Dk is greater than several hundred meters. The distance Dk is also short enough for the substation Sk to supply traction to a railway vehicle whose pantograph is located at the point Pk ± i. Here the distance Dk is between 1000 m and 2000 m for a nominal voltage of 750 Vdc and can go up to 20 km for a nominal voltage of 3000 Vdc. Here, by traction supply, is meant the fact that a substation generates on the supply line 6 enough power to power the traction motors of the railway vehicle and therefore to allow movement of the rail vehicle in the conditions voltage set higher. Each substation Sk is associated with a zone Ztk traction supply. The zone Ztk is a segment [LGtk; LDtk] of the feed line 6 centered around the point Pk.
    [0007] The left and right limits LGtk and LDtk are spaced from the point Pk by a distance Tk. The distance Tk is defined by the following relation: Uss max k UCmin Tk = Where: - H -ss max k is the maximum tensile voltage that can be generated by the substation Sk at the point Pk to supply traction to a railway vehicle - UG, T ,,, is the non-temporary minimum voltage allowed on the supply line 6, - p is the linear resistance of the supply line 6 and its parallel conductors or feeders in English, and - 'max is the maximum permissible intensity for the current flowing in the supply line 6. By linear resistance, here denotes the value of the resistance per unit length. The zone Ztk therefore corresponds to the segment of the supply line 6 in which, whatever the position of the rail vehicle within this zone, the substation Sk is able to supply traction to this rail vehicle. Beyond the limits LGtk and LDtk, the voltage drop due to the linear resistance of the supply line 6 is such that even if the substation Sk generates the voltage Uss max k at the point Pk, the voltage at pantograph level of the railway vehicle may be lower than the voltage lion ,. The rail vehicle P 'max can not therefore be systematically supplied with traction beyond these limits I-Gtk and I-Dtk by the substation Sk. By way of illustration, Uss max k is greater than or equal to Ucnom . The values of the different thresholds or limits are illustrated in FIG. 7. These choices are made during the design of the network 2 and therefore impose the distance Tk. Then, the distance Dk is chosen to be equal to or slightly smaller than the distance Tk so that whatever the position of the railway vehicle along the feed line 6, it is always simultaneously in two zones Ztk and Ztk ± i. Such a choice of the distance Dk makes it possible to guarantee that the railway vehicle can be powered whatever its position along the power supply line 6 and this even in the event of failure of one of the substations Sk. -Sk station is also associated with a Ztk area of braking energy recovery. This zone Ztk is a segment [LGfk; Lpfk] of the feed line 6 centered around the point Pk. The limits I-Gfk and I-Dfk are spaced from the point Pk by a distance Fk. The distance Fk is defined by the following relation: Cmax - C3 min k P-Imax Where: - Ucmax is the maximum permissible non-permissible voltage on the supply line 6 '- Uoemin k is a low limit for the value of a Uoek threshold which will be defined later.
    [0008] Here, Uoemin k is chosen less than or equal to UGnom. Thus, the distance Fk is greater than or equal to the distance Dk. For example, the limit Uoemin k is chosen equal to 700 Vdc. The zone Zfk is an area in which, irrespective of the position of the rail vehicle which brakes inside this zone Zfk, the substation Sk can recover braking energy from this rail vehicle. Since the distance Fk is greater than or equal to the distance Dk, it is therefore possible to recover the braking energy of a rail vehicle which brakes either at the point Pk or at the point Pk + 1. Thus, even if the substation Sk is out of service, the Sk-1 and Sk_ki substations make it possible to recover the braking energy of the rail vehicle, irrespective of the position of the railway vehicle between the points Pk-1 and Pk_ki. It is therefore possible to guarantee that all the braking energy of the railway vehicle will be recovered even if a substation is out of service. All the substations Sk are connected to the same long-distance network 20 of electricity distribution. Here the network 20 is a voltage network Fk = three-phase alternating voltage of category A or B. By alternating high voltage of category A or B, an alternating voltage of between 1000 and 50 000 Vac is designated here. In accordance with the teaching of the patent application FR 2,873,332, this network 20 may also be a three-phase AC low-voltage network. Here, by low AC three-phase voltage, is meant a voltage less than 1000 Vac. Typically, this low-voltage AC three-phase network will then be a low-voltage network of category B or BTB, that is to say whose AC voltage is between 500 and 1000 Vac. Here, all the sub-stations Sk are identical to each other and only the substation Sk is shown in detail in FIG. 1. The substation Sk comprises a four-quadrant converter 30 connected on one side to the network 20 and on the other side at the point Pk on the supply line 6. This converter 30 is adapted to rectify the three-phase voltage of the network 20 to deliver on the supply line 6 a DC voltage rectified between U'maxk and Ucmin. The converter 30 is also able to wave the DC voltage present on the supply line 6 to deliver on the network 20 a three-phase voltage constructed from this DC voltage between UC3mink and * max. The bidirectional converter operates as both rectifier and inverter. The various components of the converter 30 are more specifically described with reference to FIGS. 2 and 3 below. The converter 30 is a controllable converter. For this purpose, the substation Sk comprises a control unit 32 able to control the converter 30 to operate as a rectifier and, alternatively, as an inverter. The unit 32 also serves to control the voltage U'k delivered or absorbed at the point Pk on a set Us'. For this purpose, the substation Sk comprises a sensor 34 of the intensity of the current lk and a sensor 36 of the voltage U'k at the point Pk. More specifically, the unit 32 is able to switch the converter 30 in a regeneration mode or recovery of electrical energy as soon as the measured Ussk voltage is greater than a Uoek threshold. The unit 32 is also able to automatically switch the converter 30 in a traction supply mode as soon as the voltage U'k is below a threshold Udk. For example, the threshold Udk is less than or equal to Ucnom. The sub-station Sk also comprises a module 40 for adjusting the value of the threshold Uoek as a function of the measured voltage U'k.
    [0009] The unit 32 and the module 40 are, for example, made from a programmable computer 42 capable of executing instructions stored in a memory 44 connected to this computer. For this purpose, the memory 44 here comprises instructions for executing the method of FIG. 2 as well as the different values of the thresholds and limits used here. The system 2 also comprises a railway vehicle 46 traveling on a railway track 47. This vehicle 46 is electrically connected to the supply line 6 via a pantograph 48. The pantograph 48 captures electrical energy from the supply line 6 and deliver it to the input of an electric converter 49 on board the vehicle 46. The converter 49 is able to transform the DC voltage obtained via the pantograph 48 into a voltage three-phase power supply motor 50 traction. The motor 50 is, for example, a synchronous or asynchronous electric motor. This motor 50 is able to rotate the wheels of the vehicle 46. The motor 50 is also able to function as a generator for braking the vehicle 46. In this case, the converter 49 is able to function as a rectifier to send back the braking energy on the supply line 6. The converter 49 is a converter controllable by a control unit 51. This control unit 51 is able to protect the converter 49 as a function of a voltage UT measured at the level of the pantograph 48 via a sensor 52. For this purpose, the unit 51 is able to trigger the electrical isolation of the electric vehicle 46 of the supply line 6 as a function of the measured voltage UT. The vehicle 46 has no braking resistor or onboard rheostat capable of dissipating as heat all of the braking energy produced by the motor 50 when it operates as a generator. According to the example of Figure 2, a particular converter is proposed.
    [0010] As previously, the converter 30 is interposed between the distribution network 20 and the supply line 6. The converter 30 comprises an inverter 302, a filtering device 304 and a transformer 306. The inverter 302 is a DC-AC converter. .
    [0011] The inverter 302 is connected to the supply line 6 delivering a voltage of 750 V. From this DC supply, according to the example of Figure 2, the first inverter 302 is able to deliver three phases Pi, P2 and P3 of a three-phase alternating current to the filtering device 304. These three phases Pi, P2 and P3 are created using, for each phase, two transistor-diode assemblies E1, E2, E3, E4, E5 and E6 placed in series. and subject to continuous potential. Each of the transistor-diode assemblies E1, E2, E3, E4, E5 and E6 comprises a transistor 11, 12, 13, 14, 15 and 16 in parallel with a diode D1, D2, D3, D4, D5 and D6. For example, the first phase P1 corresponds to the potential of a point between the first transistor T1 and the second transistor 12. The first transistor T1 has its collector 110 connected to the potential of 750 V and its transmitter TlE is connected to the collector 120 of the second transistor 12. The emitter 12E of the second transistor 12 is connected to ground. Similarly, the second phase P2 corresponds to the potential of a point between two transistors, the third transistor 13 and the fourth transistor 14. The third transistor 13 has its collector 130 connected to the potential of 750 V and its emitter 13E is connected to the collector 140 of the fourth transistor 14. The emitter 14E of the fourth transistor 14 is connected to ground. Similarly, the third phase P3 corresponds to the potential of a point between two transistors, the fifth transistor 15 and the sixth transistor 16. The fifth transistor 15 has its collector 150 connected to the potential of 750 V and its emitter 15E is connected to the collector 160 of the sixth transistor 16. The emitter 16E of the sixth transistor 16 is connected to ground. According to the example of FIG. 2, each of the transistors 11, 12, 13, 14, 15 and 16 is an IGBT transistor supporting 1700 volts. An insulated gate bipolar transistor (IGBT) is a semiconductor device of the family of transistors used as an electronic switch, mainly in electronic power assemblies. A component supporting 1700 V is usually a specific component, specifically dedicated to the railway domain. The inverter 302 further comprises an input capacitor 308.
    [0012] The input capacitance 308 is positioned in parallel with each of the lines making it possible to generate the three phases P1, P2 and P3. The filtering device 304 is capable of filtering each of the three phases Pi, P2 and P3. The filtering device 304 being a filtering device 304 for a three-phase voltage, the filtering device 304 comprises three inputs 304E1, 304E2 and 304E3, for the three phases Pi, P2, P3 of the inverter 302 and three outputs 30451, 304S2 and 304S3 corresponding, each being connected to the transformer 306. Each of the phases Pi, P2 and P3 is filtered by a filter of the same nature in the filter device 304 of Figure 2.
    [0013] Preferably, the filter applied to each phase is identical.
    [0014] According to the example of Figure 2, each filter of the filter device 304 is an LC circuit. An LC circuit is an electrical circuit comprising at least one inductive impedance generator dipole and at least one capacitive impedance generator dipole.
    [0015] For example, the inductive impedance generator dipole is a coil. A coil, solenoid, self-inductance or sometimes self (by anglicism), is a common component in electrical engineering and electronics. A coil consists of a winding of conductor wire possibly around a core of ferromagnetic material which may be an assembly of sheets of sheet metal or a block of ferrite (ferromagnetic ceramic). French physicists and engineers often call it synecdoche "inductance", this term designating the characteristic property of the coil 24, which is its opposition to the variation of the current in its turns. In the following, for the sake of simplicity, the term "inductance" is used to mean an inductive impedance generator dipole.
    [0016] Also, in the case shown, the filter device 304 comprises three inductances Li, L 2 and L3 and three capacitors Ci, 02 and 03. Each component of the filter device 304 has two terminals. Thus, the first inductor Li has two terminals, a first terminal Li B1 and a second terminal Li B2. The second inductor L2 has two terminals, a first terminal L2B1 and a second terminal L2B2. The third inductor L3 has two terminals, a first terminal L3B1 and a second terminal L3B2. The first capacitor C1 has two terminals, a first terminal C1 B1 and a second terminal C1B2. The second capacitor 02 has two terminals, a first terminal C2B1 and a second terminal C2B2. The third capacitor 03 has two terminals, a first terminal C3B1 and a second terminal C3B2. The first terminal Li B1 of the first inductor Li is connected to the first terminal C3B1 of the third capacitor 03. The second terminal Li B2 of the first inductor Li is connected to the first input 304E1 of the filter device 304 corresponding to the first phase P1. .
    [0017] The first terminal L2B1 of the second inductor L2 is connected to the second terminal C1 B2 of the first capacitor C1 and to the first terminal C2B1 of the second capacitor C2. The second terminal L2B2 of the second inductor L2 is connected to the second input 304E2 of the filtering device 304 corresponding to the second phase P2.
    [0018] The first terminal L3B1 of the third inductor L3 is connected to the second terminal C3B2 of the third capacitor C3. The second terminal L3B2 of the third inductor L3 is connected to the third input 304E3 of the filtering device 304 corresponding to the third phase P3. The first capacitor C1 is interposed between the first output 304S1 of the filtering device 304 corresponding to the first phase P1 and the second output 304S2 of the filtering device 304 corresponding to the second phase P2. This means that the first terminal C1 B1 of the first capacitor C1 is connected to the first output 302S2 of the filtering device 304 while the second terminal C1 B2 of the first capacitor C1 is connected to the second output 304S2 of the filtering device 304. The second capacitor C2 is interposed between the second output 304S2 of the filtering device 304 corresponding to the second phase P2 and the third output 304S3 of the filtering device 304 corresponding to the third phase P3. This means that the first terminal C2B1 of the second capacitor C2 is connected to the second output 304S2 of the filter device 304 while the second terminal C2B2 of the second capacitor C2 is connected to the third output 304S3.
    [0019] In the example of FIG. 2, the first terminal C2B1 of the second capacitor C2 is connected to the second terminal C1 B2 of the first capacitor Ci. The third capacitor C3 is interposed between the first output 304S1 of the filtering device 304 corresponding to the first P1 phase and the third output 304S3 of the filter device 304 corresponding to the third phase P3. This means that the first terminal C3B1 of the third capacitor C3 is connected to the first output 304S1 of the filtering device 304 while the second terminal C3B2 of the third capacitor C3 is connected to the third output 304S3 of the filtering device 304. Thus, in the In the example of FIG. 2, the first terminal C1B1 of the first capacitor C1 is connected to the first terminal C3B1 of the third capacitor C3. In addition, the second terminal C2B2 of the second capacitor C3 is connected to the second terminal C3B2 of the third capacitor C3. The transformer 306 is connected on the one hand to the outputs of the filtering device 304 and on the other hand to the electricity distribution network 20.
    [0020] An electrical transformer (sometimes abbreviated as a transformer) is an electrical machine that makes it possible to modify the values of voltage and current intensity delivered by an alternative source of electrical energy, into a system of voltage and current of different values, but same frequency and shape. He performs this transformation with excellent performance.
    [0021] According to the example of FIG. 2, the transformer 306 comprises a primary winding 310 and a secondary winding 312, the secondary winding 312 being able to deliver a signal on its output 312S whose voltage is different from the voltage of the signal injected on the inputs 310E1, 310E2 and 310E3 of the primary winding 310. In this case, the transformer 306 is able to generate an output signal whose voltage is 15 kV when the signal voltage injected is 457. V.
    [0022] The operation of the device of FIG. 2 is now described. In general, the electric converter 30 is able to transfer electrical energy from the supply line 6 to the electricity distribution network 20 to recover the braking energy of the railway vehicles. More precisely, the converter 30 is suitable for rectifying the three-phase voltage delivered by the distribution network 20 in a DC voltage and for delivering the DC voltage to the supply line 6. The converter 30 is also able to convert the DC voltage of the supply line 6 for delivering on the distribution network 20 a three-phase voltage constructed from the DC voltage of the supply line.
    [0023] Otherwise formulated, the converter 30 is capable of waving the DC voltage present on the supply line 6 to deliver on the distribution network 20 a three-phase voltage constructed from this DC voltage. The substation equipped with such a converter 30 has the advantage that the rectifying and corrugating function of the converter 30 is carried out with a single inverter 302. The LC circuit which is located after the high-voltage transformer 306 associated with an adequate control of the power inverter 302 ensures a filtering of the voltage rejected on the three-phase distribution network. The control of the inverter 302 also makes it possible to guarantee a factor in cos (p) unitary as seen by the transformer 306 that the mounting is in traction or braking. The phenomenon of encroachment, that is to say of degradation of the value of the factor in cos (p) as a function of the load, is thus avoided. In addition, the control of the power transit from the supply line 6 to the distribution network 30 is provided by the inverter 302.
    [0024] In addition, the choice of switching angles as well as the values of the transformer 306 dispersion inductances and the three-phase capacitors make it possible to achieve a fairly high and very high level of filtering. Although the overall efficiency of the converter is smaller than in the state of the art, because of the better quality of the electrical signal produced, considering the overall system, the efficiency is better.
    [0025] Thus, the converter 30 proposed with a allows to ensure the reversibility of the electrical flow, regulation of the DC voltage and active filtering of the voltage of the three-phase network. As a result, the substation ensures good efficiency of the electricity network with low pollution. Figure 3 illustrates a converter 30 according to another embodiment. The elements identical to the embodiment of FIG. 1 are not described again. Only the differences are highlighted. From the electrical point of view, the diagram is typically the same as the converter 30 of FIG. 2. The transformer 306 comprises two primary windings 314 and 316 and a secondary winding 318. Each inductor Li, L2, L3 is connected to the three three-phase connectors. of each winding 314, 316, 318.
    [0026] More specifically, for the first phase Pi, the first inductor Li is connected to the first output 318S1 of the secondary winding 318 and the first output 306S1 of the transformer 306, the second inductor L2 is connected to the first output 314S1 of the first winding primary 314 and the first output 306E1 of the transformer 306 and the third inductor L3 is connected to the first output 316E1 of the first primary winding 316 and the second terminal C2B2 of the second capacitor C2. A similar description is feasible for the second phase P2 and the third phase P3. In one embodiment of FIG. 3, the inductances Li, L2 and L3 are integrated in the transformer 306.
    [0027] The operation of the converter 30 according to the embodiment of Figure 3 is identical to the operation of the converter 30 according to the embodiment of Figure 2. The operation is not described again, the same remarks apply. The converter 30 according to the embodiment of Figure 3 has the same advantages as the converter 30 according to the embodiment of Figure 1. In addition, in the embodiment of Figure 3, it appears that the three inductors Li , L2 and L3 have been integrated in the transformer 306. This allows to cool the inductances Li, L2 and L3 and the transformer 306 with the same cooling circuit. The cooling circuit specific to the inductances Li, L2 and L3 is therefore eliminated.
    [0028] In addition, the transformer housing 306 also includes the inductors L1, L2 and L3, which makes it possible to avoid using an inductor.
    权利要求:
    Claims (10)
    [0001]
    CLAIMS1.- Electric converter (30) for substation (Sk) power supply of an electrical network and / or recovery of the braking energy of rail vehicles traveling on a railway track, the substation being connected to a supply line (6) capable of supplying the railway vehicles running on the railway with a continuous voltage, the substation (Sk) comprising an electricity distribution network (20) capable of delivering a three-phase voltage corresponding to three phases, the converter (30) comprising: - a transformer (306) capable of controlling the value of the three-phase voltage delivered by the electricity distribution network; - a filtering device (304) capable of filtering the three-phase voltage of the transformer (306), and - an inverter (302) connected to the filter (304).
    [0002]
    2. Converter according to claim 1, wherein for each phase generated, the inverter (302) has in series two sets (E1, E2, E3, E4, E5, E6), each set (E1, E2, E3, E4, E5, E6) having a diode (D1, D2, D3, D4, D5, D6) and a transistor (T1, T2, T3, T4, T5, T6) in parallel.
    [0003]
    3. Converter according to claim 2, wherein each transistor (T1, T2, T3, T4, T5, T6) is a bipolar transistor insulated gate.
    [0004]
    4. Converter according to any one of claims 1 to 3, wherein the filter device (304) is an LC circuit.
    [0005]
    5. Converter according to claim 4, wherein the transformer (306) each comprises dipoles suitable for generating an inductance of the filtering device (304).
    [0006]
    6. Converter according to any one of claims 1 to 3, wherein the filter device (304) is a filter reducing current harmonics may be fed back to the electricity distribution network (20).
    [0007]
    7. Substation for supplying power to an electrical network and / or recovering (Sk) the braking energy of rail vehicles traveling on a railway line, the substation (Sk) being connected to a line power supply unit (6) capable of supplying the railway vehicles running on the railway with a continuous voltage, the substation (Sk) comprising: - an electricity distribution network (20) capable of delivering a three-phase voltage corresponding to three phases, - a single converter (30) according to any one of claims 1 to 6.
    [0008]
    8. A system for supplying an electrical network and / or recovering the braking energy of railway vehicles, the system comprising a plurality of substations (Sk) according to claim 7.
    [0009]
    9. A power system of an electrical network and / or recovery of the braking energy of rail vehicles according to claim 8, the plurality of substations (Sk) being spaced from each other by a distance ( Dk) greater than 100 meters, each substation (Sk) being electrically connected to the supply line (6) at a point (Pk) of connection and equipped with: - a sensor (36) or an estimator of a voltage Ussk at the point (Pk) of connection, - a module (32) for controlling the converter (30) able to automatically switch the converter (30) in a regeneration mode in which the converter (30) continuously transfers electrical energy from the supply line to the electricity distribution network to recover the braking energy of railway vehicles, as soon as the measured or estimated voltage U'k is greater than a threshold Uc3k, of so that each substation is associated with its own braking energy recovery zone Zfk in which, irrespective of the position of the railway vehicle within this zone zfk, the substation Sk is able to recover at least a part of the braking energy of this rail vehicle, a Zfk regeneration zone of the braking energy being a segment [L, Gfk; Lpfk] of the supply line (6) centered around the point Pk and whose limits I-Gfk, Llpfk are spaced apart on either side of the point Pk by a distance Fk equal to (UCmax-UC3mink) / (P Gas): - Ucmax is a maximum permissible non-permissible voltage on the supply line, - Uoemink is the minimum value that the Uoek threshold can take during the operation of the substation, - p is the linear resistance of the line of ', and - In,' is the maximum permissible intensity for the current flowing on the supply line, the value of the limit Uc3, 'Ink being such that the distance Fk is greater than or equal to Dk / 2
    [0010]
    10. The system of claim 8 or 9, wherein the substations (Sk) are equidistant from each other.
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    同族专利:
    公开号 | 公开日
    EP3045343B1|2021-12-15|
    FR3031849B1|2017-02-17|
    US10554117B2|2020-02-04|
    US20160211738A1|2016-07-21|
    EP3045343A1|2016-07-20|
    CN105811797A|2016-07-27|
    CA2917910A1|2016-07-16|
    BR102016000838A2|2016-07-19|
    SG10201600308TA|2016-08-30|
    BR102016000838A8|2021-08-31|
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    法律状态:
    2016-01-21| PLFP| Fee payment|Year of fee payment: 2 |
    2016-07-22| PLSC| Publication of the preliminary search report|Effective date: 20160722 |
    2017-01-20| PLFP| Fee payment|Year of fee payment: 3 |
    2018-01-19| PLFP| Fee payment|Year of fee payment: 4 |
    2018-02-02| CA| Change of address|Effective date: 20180103 |
    2020-01-21| PLFP| Fee payment|Year of fee payment: 6 |
    2021-01-21| PLFP| Fee payment|Year of fee payment: 7 |
    2022-01-19| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1550361A|FR3031849B1|2015-01-16|2015-01-16|POWER SUPPLY CONVERTER AND / OR SUBSTATION FOR RECOVERING BRAKING ENERGY|FR1550361A| FR3031849B1|2015-01-16|2015-01-16|POWER SUPPLY CONVERTER AND / OR SUBSTATION FOR RECOVERING BRAKING ENERGY|
    EP16150818.9A| EP3045343B1|2015-01-16|2016-01-11|A convertor for electric feeder and/or substation for recuperating the braking energy|
    BR102016000838A| BR102016000838A8|2015-01-16|2016-01-14|Converter for electrical feeder and/or substation to recover braking energy|
    CA2917910A| CA2917910A1|2015-01-16|2016-01-14|Supply conversion network and/or braking energy recovery sub-station|
    US14/995,231| US10554117B2|2015-01-16|2016-01-14|Convertor for electric feeder and/or substation for recuperating the braking energy|
    SG10201600308TA| SG10201600308TA|2015-01-16|2016-01-15|A Convertor For Electric Feeder And/Or Substation For Recuperating The Braking Energy|
    CN201610031206.XA| CN105811797A|2015-01-16|2016-01-18|Convertor for electric feeder and/or substation for recuperating the braking energy|
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