Optimal Configuration Scheme of Active Stray Current Mitigation Devices in Rail Transit
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摘要:
杂散电流主动治理装置在轨道交通领域具有良好的应用前景，但其在供电区间内的配置方案难以有效适应动态杂散电流分布规律，致使在列车牵引或制动的峰值电流冲击下系统中杂散电流治理效能仍然面临着严峻的挑战. 为此，本文以直流自耦变压器（DCAT）型牵引供电系统为例，提出杂散电流主动治理装置在供电区间内的优化配置策略. 首先，建立轨道交通牵引供电系统模型，推导杂散电流和轨道电位抑制比，揭示主动治理装置对系统中杂散电流和轨道电位分布的影响规律；其次，结合列车运行特性，提出包含偏移强化、对称分布和峰值响应的优化配置原则，定义优化偏移率确定各主动治理装置的最优安装位置，开展配置优化前后系统中杂散电流和轨道电位治理效能的对比研究；最后，以北京地铁亦庄线为例进行仿真验证. 研究结果表明：所提优化配置策略在不增加主动治理装置数量的前提下显著提升了治理效能；仿真结果与理论计算的误差控制在3%以内；系统优化配置后，牵引变电所处最大轨道电位在牵引和制动工况下分别由传统系统的19.4%和24.5%降至5.9%和8.1%，最大杂散电流分别由53.1%和66.5%降至19.7%和26.6%.
Abstract:Active stray current mitigation devices show considerable potential for application in rail transit systems. However, the arrangement of these mitigation devices within power supply sections cannot effectively accommodate dynamic changes in stray current distribution, making it difficult to maintain effective stray current mitigation under peak current conditions during train traction or braking. Therefore, an optimal configuration strategy for these active stray current mitigation devices within power supply sections was proposed, using a DC autotransformer (DCAT)-based traction power supply system as an example. First, the rail transit traction power supply system model was established, and the suppression ratios of stray current and rail potential were derived to reveal the influence of these active devices on both stray current and rail potential distributions. Second, based on train operating characteristics, the optimal configuration principles incorporating offset enhancement, symmetric distribution, and peak response were proposed. The optimal installation positions of these active devices were determined by defining the optimized offset ratio, and the mitigation performance for stray current and rail potential in the system was compared before and after configuration optimization. Finally, the Beijing Metro Yizhuang Line was selected as a case study to validate the proposed strategy through simulations. The results show that the optimal configuration strategy significantly improves the mitigation performance without increasing the number of active devices. The error between simulation results and theoretical calculations is controlled within 3%. After configuration optimization, under traction and braking conditions, the maximum rail potential at the traction substation drops from 19.4% and 24.5% to 5.9% and 8.1%, respectively, while the maximum stray current drops from 53.1% and 66.5% to 19.7% and 26.6%, respectively, relative to the corresponding values in the conventional system.
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Key words:
- rail transit /
- stray current /
- rail potential /
- active mitigation /
- optimal configuration
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图 1 直流自耦变压器型牵引供电系统拓扑
Figure 1. Topology of DC autotransformer-based traction power supply system
图 3 主动治理装置现有配置方案下新型直流牵引供电系统中杂散电流和轨道电位抑制比
Figure 3. Suppression ratios of stray current and rail potential in novel DC traction power supply system under existing configuration of active stray current mitigation devices
图 4 三区段新型直流牵引供电系统内主动治理装置在不同配置方案下杂散电流和轨道电位抑制比
Figure 4. Suppression ratios of stray current and rail potential under different configurations of active stray current mitigation devices in three-section novel DC traction power supply system
图 5 北京地铁亦庄线宋家庄站至肖村站列车动态特性
Figure 5. Train dynamic characteristics from Songjiazhuang Station to Xiaocun Station on Beijing Subway Yizhuang Line
图 6 杂散电流和轨道电位的仿真与理论结果对比
Figure 6. Comparison of simulation and theoretical results for stray current and rail potential
表 1 牵引供电系统仿真参数
Table 1. Simulation parameters of traction power supply system
仿真参数 数值 仿真参数 数值 牵引变电所电压Us/V 750 走行轨电阻R/（mΩ•km−1） 10 牵引变电所功率P/MW 3 轨地过渡电阻Rg/（Ω•k•m） 15 供电区间长度L/m 2631 接触网电阻MR/（mΩ•km−1） 8.5 列车运行时间T/s 150 区间数量n/个 3 列车最大速度vmax/（km•h−1） 80 优化偏移率p/% 50 
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