High-speed railway traction substation load test intelligent device

Abstract

The utility model discloses high speed railway traction substation load test intelligent device relates to railway traction substation technical field, including alloy box, female row, current transformer, fan and air filter core, the inside of alloy box is provided with testing mechanism, and testing mechanism is installed in the current -carrying circuit of female row through current transformer, gathers female row current and controls pneumatic switch switch -off through pneumatic control box, cuts off the connection of capacitor group and female row, ends test or avoids equipment damage, the inside of alloy box is provided with cooling mechanism, and cooling mechanism carries out purification treatment through the air of inhaling, and the electric appliance of the inside setting of alloy box is handled with the cooling of shunted air. The utility model discloses cooling mechanism through the collaborative design of efficient heat dissipation air purification, and the electric appliance of testing mechanism is evenly blown to through equidistance exhaust hole, and the operating heat is taken away, avoids the insulation resistance drop caused by dust accumulation.

Description

Technical Field

[0001] This utility model relates to the field of railway traction substation technology, specifically to an intelligent device for load testing of high-speed railway traction substations. Background Technology

[0002] The high-speed railway traction substation is the heart of the high-speed railway power supply system. It is responsible for converting high-voltage power from the power grid into low-voltage power suitable for train traction. Its load test is the core link to verify the substation's capacity, efficiency, stability and ability to cope with sudden large loads.

[0003] Currently, traditional load testing relies on manual operation and single-point monitoring, which has problems such as low efficiency, large errors, and high risks. In addition, during the use of intelligent load testing devices for traction substations, these devices integrate high-precision acquisition modules, high-speed computing units, and multi-channel power output components. The core components consume concentrated power during operation, and the internal space of the equipment is compact, making it easy for heat to continuously accumulate in the closed cavity. If the heat dissipation design is insufficient or the device operates under high load for a long time, it will cause the temperature rise of key components to exceed the standard, which can at least accelerate the thermal aging of electronic devices and reduce measurement accuracy. Utility Model Content

[0004] The purpose of this invention is to provide an intelligent device for load testing of high-speed railway traction substations to solve the problems raised in the prior art.

[0005] To achieve the above objectives, this utility model provides the following technical solution: an intelligent device for load testing of high-speed railway traction substations, comprising an alloy housing, busbars, current transformers, a fan, and an air filter. The alloy housing contains a testing mechanism, which is installed through the current transformer in the current-carrying circuit of the busbar. The testing mechanism collects the busbar current and controls a pneumatic switch to trip via a pneumatic control box, disconnecting the capacitor bank from the busbar, thus ending the test or preventing equipment damage. The alloy housing also contains a cooling mechanism, which purifies the intake air and then distributes the air through a horizontally arranged shunt box. The distributed air cools the electrical components inside the alloy housing.

[0006] As a preferred technical solution, the testing mechanism includes a voltage transformer, insulators, a pneumatic control box, a pneumatic switch, a busbar, a current transformer, an air compressor, a parallel capacitor, and a power quality sensor. The primary side of the voltage transformer is directly connected to the high-voltage side of the busbar via a high-voltage conductor. The busbar is connected to the power quality sensor via a shielded cable. The conductive contacts of the pneumatic switch are fastened to the busbar with bolts. The three-phase terminals of the parallel capacitor are connected in parallel to the low-voltage side of the busbar via copper busbars or cables. The voltage or current sampling terminals of the power quality sensor are connected in parallel to the busbar via voltage divider resistors. The primary side of the voltage transformer is electrically connected to the high-voltage side of the busbar. The three-phase plates of the parallel capacitor are connected in parallel to the busbar via copper busbars or cables. The insulators are fixed to the busbar with bolts. The side windings of the current transformer are directly sleeved outside the current-carrying conductors of the busbar. The air compressor is installed inside an alloy housing. The output terminals of the vacuum circuit breaker are connected in series to the primary side of the current transformer via another section of busbar.

[0007] As a preferred technical solution, the high-voltage outgoing terminals or conductive arms of the voltage transformer are suspended below the busbar by insulators.

[0008] As a preferred technical solution, the pneumatic control box is linked to the air circuit interface of the pneumatic switch through an internal solenoid valve group. The driving air source of the pneumatic switch is provided by an air compressor, and the pneumatic switch and the air compressor are flexibly connected through a high-pressure compressed air pipeline.

[0009] As a preferred technical solution, the cooling mechanism includes a distribution box, an exhaust vent, an aluminum alloy filter plate, a fan, an intake chamber, and an air filter. The distribution box has exhaust vents at equal intervals on its outer side. The distribution box is located inside the alloy box. An intake chamber is located directly below the distribution box. The air inlet of the intake chamber is sealed to the air outlet of the fan through a pipe. Primary air filters are symmetrically installed through the back of the intake chamber. Multiple sets of aluminum alloy filter plates are connected at equal intervals inside the distribution box.

[0010] As a preferred technical solution, the top of the diversion box is fixedly connected to an air intake chamber by means of flange or welding, and the air outlet of the air intake chamber is sealed and connected to the air inlet of the fan by a guide pipe.

[0011] As a preferred technical solution, the diversion box has exhaust vents that are opened at equal intervals through its side wall, forming a one-way airflow communication channel with the internally integrated alloy box.

[0012] Compared with the prior art, the beneficial effects of this utility model are: 1. This utility model, through the coordinated design of a cooling mechanism and efficient heat dissipation and air purification, blows air evenly onto the electrical components of the testing mechanism through equally spaced exhaust holes, carrying away the operating heat and avoiding the decrease in insulation resistance caused by dust accumulation. This provides a stable operating environment for the intelligent device for load testing of high-speed railway traction substations, ensuring the long-term reliable operation of the testing mechanism, extending equipment life, and reducing energy consumption and maintenance costs.

[0013] 2. This utility model can simulate fault scenarios such as overvoltage, overcurrent, and harmonic over-limit to verify the reliability of the protection device and avoid equipment damage caused by protection failure in actual operation. The pneumatic control box opens the solenoid valve, and the air compressor supplies air to drive the pneumatic switch to close. Through power quality monitoring, parameters such as THD and voltage fluctuation are collected in real time to evaluate the effect of reactive power compensation on power quality improvement. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the external and internal structure of the present utility model; Figure 2 This is a side view of the parallel capacitor structure of this utility model; Figure 3 This is a schematic diagram of the cooling mechanism of this utility model; Figure 4 This is a top-section structural diagram of the alloy box body of this utility model; Figure 5 This is a schematic diagram of the overall side section structure of this utility model.

[0015] The components include: 1. Alloy enclosure; 2. Voltage transformer; 3. Insulator; 4. Pneumatic control box; 5. Pneumatic switch; 6. Busbar; 7. Testing mechanism; 8. Current transformer; 9. Cooling mechanism; 10. Shunt enclosure; 11. Exhaust vent; 12. Aluminum alloy filter plate; 13. Fan; 14. Intake chamber; 15. Air filter element; 16. Air compressor; 17. Parallel capacitor; 18. Power quality sensor; 19. Vacuum circuit breaker. Detailed Implementation

[0016] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0017] Example: Figures 1 to 5As shown, this utility model provides the following technical solution: a smart device for load testing of high-speed railway traction substations, including an alloy housing 1, a busbar 6, a current transformer 8, a fan 13, and an air filter 15. The alloy housing 1 contains a testing mechanism 7, which is installed in the current-carrying circuit of the busbar 6 through the current transformer 8. The testing mechanism collects the current of the busbar 6 and controls the pneumatic switch 5 to trip via a pneumatic control box 4, disconnecting the capacitor bank from the busbar 6, thus ending the test or preventing equipment damage. The alloy housing 1 also contains a cooling mechanism 9, which purifies the intake air and then diverts the air through a horizontally arranged diversion box 10. The diverted air cools the electrical components inside the alloy housing 1.

[0018] like Figure 1 , Figure 2 and Figure 3 As shown, the testing mechanism 7 includes a voltage transformer 2, an insulator 3, a pneumatic control box 4, a pneumatic switch 5, a busbar 6, a current transformer 8, an air compressor 16, a parallel capacitor 17, and a power quality sensor 18. The primary side of the voltage transformer 2 is directly connected to the high-voltage side of the busbar 6 via a high-voltage conductor. The busbar 6 is connected to the power quality sensor 18 via a shielded cable. The conductive contacts of the pneumatic switch 5 are fastened to the busbar 6 with bolts. The three-phase terminals of the parallel capacitor 17 are connected in parallel to the low-voltage side of the busbar 6 via copper busbars or cables. The voltage or current sampling terminals of the power quality sensor 18 are connected in parallel to the busbar 6 via voltage divider resistors. The primary side of the voltage transformer 2 is electrically connected to the high-voltage side of the busbar 6. The three phases of the parallel capacitor 17... The electrode plates are connected in parallel to the busbar 6 via copper busbars or cables. The insulator 3 is fixed to the busbar 6 with bolts. The side winding of the current transformer 8 is directly sleeved outside the current-carrying conductor of the busbar 6. The air compressor 16 is installed inside the alloy housing 1. The inlet of the vacuum circuit breaker 19 is connected to the external high-voltage power supply via the busbar 6. The outlet of the vacuum circuit breaker 19 is connected in series to the primary side of the current transformer 8 via another section of the busbar 6. The high-voltage outlet terminal or conductive arm of the voltage transformer 2 is suspended below the busbar 6 via the insulator 3. The pneumatic control box 4 is linked to the pneumatic switch 5 via the air circuit interface of the internal solenoid valve group. The driving air source of the pneumatic switch 5 is provided by the air compressor 16. The pneumatic switch 5 and the air compressor 16 are flexibly connected via a high-pressure compressed air pipeline.

[0019] Among them, the shielded cable of the power quality sensor 18 is isolated from the secondary side of the current transformer 8 to avoid measurement errors caused by electromagnetic interference. The voltage transformer 2, current transformer 8 and other sensors are installed independently from the pneumatic switch 5 and the parallel capacitor 17, which can be quickly replaced according to the test requirements.

[0020] like Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown, the cooling mechanism 9 includes a distribution box 10, exhaust vents 11, an aluminum alloy filter plate 12, a fan 13, an intake chamber 14, and an air filter element 15. Exhaust vents 11 are evenly spaced on the outer side of the distribution box 10. The distribution box 10 is located inside the alloy box 1. The intake chamber 14 is located directly below the distribution box 10. The air inlet of the intake chamber 14 is sealed to the air outlet of the fan 13 via a pipe. Primary air filters 15 are symmetrically installed through the back of the intake chamber 14. The interior of the diversion box 10 is connected with multiple sets of aluminum alloy filter plates 12 at equal intervals. The top of the diversion box 10 is fixedly connected to an air intake chamber 14 by means of flange or welding. The air outlet of the air intake chamber 14 is sealed and connected to the air inlet of the fan 13 through a guide pipe. The diversion box 10 forms a one-way airflow communication channel with the internally integrated alloy box 1 by opening exhaust holes 11 through its side wall at equal intervals. The air filter element 15 is installed through one side of the alloy box 1, so that outside air can be drawn in.

[0021] Among them, the diversion box 10 diverts the purified air laterally and blows it evenly into the test mechanism 7, protection and control device and other electrical components inside the alloy box 1 through the equally spaced exhaust holes 11, taking away the operating heat. The aluminum alloy filter plate 12 of the air intake chamber 14 performs secondary filtration of the air, combined with the unidirectional airflow design of the exhaust holes 11 of the diversion box 10.

[0022] The working principle of this utility model is as follows: The incoming terminal of the vacuum circuit breaker 19 is connected to an external power supply. The outgoing terminal of the vacuum circuit breaker 19 is connected in series with the busbar 6 to the current transformer 8, so that the main current flows through the subsequent test components. When the test starts, the circuit breaker closes to connect the main circuit and allows the current to flow into the current transformer 8. When the test ends or a fault occurs, the circuit breaker trips to disconnect the main circuit and terminate the current transmission. The primary side of the voltage transformer 2 is directly connected to the high-voltage side of the busbar 6 through a high-voltage conductor, converting the high voltage into a 100V low-voltage signal, which is transmitted to the power quality sensor 18 and the protection device to monitor the bus voltage amplitude, phase and fluctuation frequency. The current transformer 8 is installed through the current-carrying circuit of the busbar 6 to collect the current of the busbar 6, calculate the reactive power, and upload it to the protection device to evaluate the reactive power demand of the system. The power quality sensor 18 is connected to the secondary side of the busbar 6 and the current transformer 8 via a shielded cable. It monitors parameters such as voltage harmonics, current distortion rate, and voltage fluctuations to determine whether the power quality meets the standards. The reactive power compensation test sets the target power factor, calculates the capacity of the parallel capacitors to be connected, and sends a "closing" command to the pneumatic control box 4. The protection action test simulates overvoltage, overcurrent, or harmonic over-limit scenarios, triggering the protection device to output a "opening" command. The operator sets the harmonic threshold, monitors the data from the power quality sensor 18, and determines whether the standards are met.

[0023] After receiving the command, the pneumatic control box 4 controls the pneumatic switch 5 to open and close via the air circuit, thereby switching the capacitor bank 17 on and off. The pneumatic control box 4 opens the solenoid valve, and the air compressor 16 supplies air pressure to drive the pneumatic switch 5 to close. The contacts of the pneumatic switch 5 close, the busbar 6 is energized, and the current flows through the copper busbar into the parallel capacitor 17, injecting capacitive reactive power to offset the inductive reactive power QL of the traction load and improve the power factor. If the test target is reached or the protection condition is triggered, the pneumatic control box 4 controls the pneumatic switch 5 to open, disconnecting the capacitor bank from the busbar 6, ending the test or preventing equipment damage.

[0024] The fan 13 draws in external air through the intake chamber 14, and the air filter 15 intercepts dust to ensure that the air entering the distribution box 10 is clean. The distribution box 10 splits the purified air laterally. In the internal space of the distribution box 10, multiple sets of aluminum alloy filter plates 12 are fixed at equal intervals along the airflow direction to specifically trap fine particles that the air filter 15 cannot completely remove. The exhaust vent 11 blows evenly towards the test mechanism 7, protection and control devices and other electrical components inside the alloy box 1, carrying away the operating heat.

[0025] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A smart device for load testing of high-speed railway traction substations, comprising an alloy housing (1), busbars (6), current transformers (8), a fan (13), and an air filter (15), characterized in that: The alloy housing (1) is equipped with a testing mechanism (7). The testing mechanism (7) is installed in the current-carrying circuit of the busbar (6) through a current transformer (8). The busbar (6) current is collected and the pneumatic switch (5) is controlled by the pneumatic control box (4) to disconnect the capacitor bank from the busbar (6), thereby ending the test or preventing equipment damage. The alloy housing (1) is equipped with a cooling mechanism (9). The cooling mechanism (9) purifies the air it draws in and then divides the air through a horizontally arranged diversion box (10). The divided air cools the electrical components inside the alloy housing (1).

2. The intelligent device for load testing of high-speed railway traction substations according to claim 1, characterized in that: The testing mechanism (7) includes a voltage transformer (2), an insulator (3), a pneumatic control box (4), a pneumatic switch (5), a busbar (6), a current transformer (8), an air compressor (16), a parallel capacitor (17), a power quality sensor (18), and a vacuum circuit breaker (19). The primary side of the voltage transformer (2) is directly connected to the high-voltage side of the busbar (6) via a high-voltage conductor. The busbar (6) is connected to the power quality sensor (18) via a shielded cable. The conductive contacts of the pneumatic switch (5) are fastened to the busbar (6) with bolts. The two-phase terminals of the parallel capacitor (17) are connected in parallel to the low-voltage side of the busbar (6) via copper busbars or cables. The power quality sensor... The voltage or current sampling terminal of (18) is connected in parallel to the busbar (6) through a voltage divider resistor. The primary side of the voltage transformer (2) is electrically connected to the high voltage terminal of the busbar (6). The two phase plates of the parallel capacitor (17) are connected in parallel to the busbar (6) through a copper busbar or cable. The insulator (3) is fixed to the busbar (6) by bolts. The side winding of the current transformer (8) is directly sleeved outside the current-carrying conductor of the busbar (6). The air compressor (16) is installed inside the alloy housing (1). The inlet of the vacuum circuit breaker (19) is connected to the external high voltage power supply through the busbar (6). The outlet of the vacuum circuit breaker (19) is connected in series to the primary side of the current transformer (8) through another section of the busbar (6).

3. The intelligent device for load testing of high-speed railway traction substations according to claim 2, characterized in that: The high-voltage output terminal or conductive arm of the voltage transformer (2) is suspended below the busbar (6) by an insulator (3).

4. The intelligent device for load testing of high-speed railway traction substations according to claim 2, characterized in that: The pneumatic control box (4) is linked to the pneumatic switch (5) via an internal solenoid valve group. The driving air source for the pneumatic switch (5) is provided by an air compressor (16). The pneumatic switch (5) and the air compressor (16) are flexibly connected via a high-pressure compressed air pipeline.

5. The intelligent device for load testing of high-speed railway traction substations according to claim 1, characterized in that: The cooling mechanism (9) includes a distribution box (10), an exhaust vent (11), an aluminum alloy filter plate (12), a fan (13), an air intake chamber (14), and an air filter element (15). The distribution box (10) has an exhaust vent (11) at equal intervals on its outer side. The distribution box (10) is located inside the alloy box (1). The air intake chamber (14) is located directly below the distribution box (10). The air inlet of the air intake chamber (14) is sealed to the air outlet of the fan (13) through a pipe. The primary air filter element (15) is symmetrically installed through the back of the air intake chamber (14). Multiple sets of aluminum alloy filter plates (12) are connected at equal intervals inside the distribution box (10).

6. The intelligent device for load testing of high-speed railway traction substations according to claim 5, characterized in that: The top of the diversion box (10) is fixedly connected to the air intake chamber (14) by flange or welding. The air outlet of the air intake chamber (14) is sealed and connected to the air inlet of the fan (13) through a guide pipe.

7. The intelligent device for load testing of high-speed railway traction substations according to claim 6, characterized in that: The diversion box (10) forms a one-way airflow communication channel with the internally integrated alloy box (1) by opening exhaust holes (11) through its side wall at equal intervals.

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