Vehicle-Ground United Traction Power Supply Calculation in Dual-System Train Grounding System
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摘要:
为研究双制式列车在不同供电制式区段下的车体环流和车体—轴端电位分布，针对某型双制式列车构建列车接地系统的链式电路模型，并提出车-地一体化的交、直流区段联合牵引供电计算方法；同时，建立列车接地保护电阻优化模型，并分析2种列车接地系统配置方案. 以国内某条双制式线路为算例进行仿真验证，研究结果表明：方案1相较方案2，列车的车体—轴端电位最大值降低36.58%～41.04%，车体环流最大值降低18.49%～22.97%；并且在方案1中，头尾车保护电阻设置为20 mΩ，可使列车的车体—轴端电位最大值为1.15 V，车体电流最大值为50.30 A，达到抑制车体—轴端电位的最优效果. 该车-地一体化的交、直流区段联合牵引供电计算方法可适用于单一供电制式或者多供电制式列车接地系统的分析.
Abstract:In order to study the distribution of current circulation and potential of the train’s body–axle end of the dual-system train in different power supply system sections, the chain circuit model of the train grounding system was established based on a dual-system train, and a united traction power supply calculation method was proposed for the vehicle-ground integration in alternating current (AC) and direct current (DC) sections. At the same time, the optimization model of train grounding protection resistance was established, and two configuration schemes of the train grounding system were analyzed. A dual-system rail transit line in China was studied for simulation verification. The research results show that compared with scheme 2, scheme 1 can reduce the maximum potential value of the train’s body–axle end by 36.58%–41.04% and the maximum current circulation value by 18.49%–22.97%. In addition, scheme 1 sets the protection resistance at the first and last vehicles at 20 mΩ, which can achieve a maximum potential value of the train’s body–axle end of 1.15 V and a maximum current circulation value of 50.30 A. It can reach the optimal effect of restraining the potential of the train’s body–axle end. The united traction power supply calculation method for the vehicle-ground integration in AC and DC sections can be applied to grounding system analysis of power supply single-system or multiple-system trains.
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图 6 车—地一体的交、直流区段联合牵引供电计算电路模型
Figure 6. Circuit model of united traction power supply calculation for vehicle-ground integration in AC and DC sections
图 7 供电系统与列车接地系统联合计算流程
Figure 7. Flowchart of united calculation of power supply system and train grounding system
图 12 保护电阻电流计算与实测对比（直流）
Figure 12. Comparison of protection resistance current calculation and measured value (DC)
图 15 保护电阻电流计算与实测对比（交流）
Figure 15. Comparison of protection resistance current calculation and measured value (AC)
图 18 列车的车体—轴端电位和车体环流分布（方案1）
Figure 18. Distribution of current circulation and potential of train’s body–axle end (scheme 1)
图 19 列车的车体—轴端分布和车体环流分布（方案2）
Figure 19. Distribution of current circulation and potential of train’s body–axle end (scheme 2)
表 1 牵引所以及主所位置
Table 1. Location of traction station and main substation
km 牵混所编号 位置 主所编号 位置 T1 0.15 TPS1 19.81 TS1 1.74 TPS2 28.21 T2 3.70 
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表 2 车辆参数
Table 2. Train parameters
参数 数值 列车编组 6A 车重/t 223.88 结构速度/（km·h−1） 120 最大加速度/（m·s−2） 1.1 （DC），0.9 （AC） 最大减速度/（m·s−2） 1.2
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