Power-electronic grid supply of AC railway systems

A. Steimel
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引用次数: 48

Abstract

The necessarily single-line transfer of electric energy to the moving railway vehicle prohibited the use of the simple three-phase induction motor in traction, until power-electronic converters were mature. The single-phase series-wound commutator motor which had to be used in AC mainline electrification instead enforced a low system frequency, 162/3 Hz in Central Europe, introduced exactly 100 years ago. This had the consequence of a proprietary system of generation and high-voltage transport, separate from the public three-phase mains. Since 1990, power-electronic converters gradually took over the task of generation of the 162/3-Hz current and will replace former single-phase generators and rotary converters. For railways with direct 50-Hz feeding, which have been introduced after 1950, power-electronic converters promise a distinctive improvement, as abolishing the hindering phase insulations in the overhead lines, which enabled to distribute the single-phase traction loads more or less evenly to the three-phase public grid.
交流铁路系统的电力-电子电网供电
在电力电子转换器成熟之前,必须将电能单线传输到移动的铁路车辆中,这就禁止了在牵引中使用简单的三相感应电动机。单相串联绕组换向电机必须用于交流主线电气化,而不是强制使用低系统频率,中欧的162/3 Hz,正好在100年前引入。这产生了一个专有的发电和高压输送系统,与公共三相电源分开。自1990年以来,电力电子变流器逐渐接管了162/ 3hz电流的产生任务,并将取代以前的单相发电机和旋转变流器。对于1950年后引进的50赫兹直接馈电的铁路来说,电力电子转换器有望带来显著的改进,因为它取消了架空线路中阻碍相位的绝缘,使单相牵引负荷或多或少均匀地分配到三相公共电网。
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