CN107391814B - Traction network-motor train unit modeling method for high-speed rail station yard - Google Patents

Traction network-motor train unit modeling method for high-speed rail station yard Download PDF

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CN107391814B
CN107391814B CN201710532787.XA CN201710532787A CN107391814B CN 107391814 B CN107391814 B CN 107391814B CN 201710532787 A CN201710532787 A CN 201710532787A CN 107391814 B CN107391814 B CN 107391814B
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刘志刚
成业
黄可
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Southwest Jiaotong University
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Abstract

The invention discloses a traction network-motor train unit modeling method for a high-speed rail station yard, which comprises the following steps: carrying out model building on each part of the motor train unit, analyzing the structural characteristics of a traction network of a high-speed railway station yard, and building detailed models of the traction network, steel rails and equivalent circuits of a traction substation; and designing and simulating according to different operation conditions of the motor train unit in the station based on the built traction network and the motor train unit model to obtain the transient change condition of the electrical parameters of the corresponding operation conditions. According to the invention, the running working condition of the motor train unit in the simulated high-speed rail station is simulated more accurately by establishing the traction network-motor train unit equivalent circuit model of the high-speed rail station, so that the test is convenient and the running parameters are optimized.

Description

Traction network-motor train unit modeling method for high-speed rail station yard
Technical Field
The invention relates to the technical field of safe operation of an electrified railway motor train unit, in particular to a traction network-motor train unit modeling method for a high-speed rail station yard.
Background
With the rapid development of high-speed railways, the safe and stable running of motor train units increasingly becomes the focus of attention of people. Electromagnetic transient phenomena in the running process of the motor train unit occur in high-speed railway stations, such as a motor train unit pantograph-ascending working condition, a pantograph-descending working condition, a backflow-passing cut-off point and the like. When the motor train unit is in a lifting bow working condition, the voltage of a train body can be instantly and suddenly increased, electric arcs among bow nets can be generated, and fluctuation of the voltage of the train body and uneven distribution of the electric potential of each section of the train body can be caused if the grounding protection mode is unreasonable.
The vehicle body is not only the reference ground potential of the vehicle-mounted electric and electronic equipment, but also a leakage channel for protecting grounding, and the fluctuation of the vehicle body voltage easily causes interference to the vehicle weak-current equipment, breaks down the sensor and brings potential safety hazards to the train operation. The motor train unit wheel pair generates instantaneous connection and instantaneous cut-off of current when passing through a reflux cut-off point, and high-strength electric arcs can be caused. In site investigation, electric arcs can cause burning loss of rail heads at insulation joints of a track circuit, the service life of a steel rail is shortened, the running safety of a train is influenced, and the electric arcs are found in domestic high-speed railway stations for many times.
Because the organization and the field test are very difficult under the high-speed rail operation condition, and the direct test of the overvoltage of the train body and the current in the steel rail is not feasible, the application of a simulation model analysis method is an important means for obtaining the transient change condition of the electrical parameters in the operation condition of the motor train unit. The traction network model in the existing train-network coupling model is basically established aiming at a common power supply interval, and in order to simulate the running condition of a motor train unit in a simulated high-speed rail station more accurately, it is necessary to establish a detailed station traction network-motor train unit model aiming at the characteristics of the traction network in the high-speed rail station.
Disclosure of Invention
The invention aims to solve the technical problem of providing a traction network-motor train unit modeling method for a high-speed rail station, which is used for building a detailed traction network-motor train unit simulation model of the high-speed rail station by using MATLAB/Simulink software to simulate the operation working condition of a motor train unit in the high-speed rail station, so that the test is convenient and the operation parameters are optimized.
In order to solve the technical problems, the invention adopts the technical scheme that:
a traction network-motor train unit modeling method for a high-speed rail station yard comprises the following steps:
step 1: building a motor train unit equivalent circuit model, wherein the motor train unit equivalent circuit model comprises a motor train unit high-voltage cable, a motor train unit train body, a motor train unit working grounding system and a motor train unit protection grounding system;
step 2: constructing a traction network, a steel rail and a traction substation equivalent circuit model, wherein the traction network adopts a full-parallel autotransformer power supply mode on a positive line of a high-speed railway station yard, and a corresponding contact line and the steel rail are added on the lateral line;
simulating a traction network model by adopting a chain circuit model; according to the positions of a traction substation, a station, a motor train unit, an autotransformer and a subarea station, a traction network model is divided into a plurality of series sub-network models; for each subnet model, reflecting the inductive coupling and the capacitive coupling of each conductor by using a pi-type network;
and step 3: calculating parameters of each part of the station field traction network model, and determining inductive and capacitive coupling parameters of each conductor by enumerating impedance and admittance matrixes, matrix order reduction and matrix transformation by combining a multi-conductor transmission line theory;
and 4, step 4: and designing simulation according to the running working conditions of the motor train unit based on the built traction network and the motor train unit model to obtain the transient change conditions of the electrical parameters of the corresponding running working conditions.
Further, the step 3 specifically includes: combining a contact line and a catenary into a contact net, and combining two parallel steel rails into one steel rail to realize matrix order reduction;
in the calculation of the impedance parameters, an n × n impedance matrix is listed, namely:
Figure GDA0002525577940000021
wherein u isiRefers to the voltage drop across a conductor per unit length, iiRefers to the current flowing through a conductor; determination of self-impedance Z of traction conductor in formula (1) by using impedance calculation formula of overhead conductor taking earth as loop, namely Carson formulaiiAnd mutual impedance Zij；
Figure GDA0002525577940000022
In the formula (2), riIs the self-impedance of the conductor i, reIs the earth self-impedance, DgIs the earth's equivalent depth, σ is the earth's conductivity, f is the frequency; riIs the equivalent radius of the conductor i, dijIs the distance between conductor i and conductor j;
assuming that the currents in the contact line, the catenary, the combined steel rail and the two parallel steel rails are i respectivelyT,iC,iJ,iR,iA,iBThe voltage of the corresponding conductor is uT,uC,uJ,uR,uA,uBCombined with actual conditions of the traction network, uC＝uJ＝uT,uR＝uA+uB,iT＝iC+iJAnd iR＝iA+iBFor reducing the impedance matrix of formula (1);
in the capacitance parameter calculation, firstly writing a potential coefficient matrix in a column, and then inverting the potential coefficient matrix to obtain a lead distribution capacitance coefficient matrix; an n × n potential coefficient matrix is listed, namely:
Figure GDA0002525577940000023
uiis the voltage drop per unit length of conductor i, qiRefers to the unit length electric quantity of the conductor i and the self-potential coefficient P of the conductor iiiAnd the mutual potential coefficient P of the conductor i and the conductor jijCalculated according to formula (4);
Figure GDA0002525577940000031
in the formula (4), the reaction mixture is,0is the dielectric constant of air, RiIs the equivalent radius of the conductor i, hiIs the height between conductor i and ground, dijIs the distance between conductor i and conductor j, DijIs the mirror image distance between conductor i and conductor j; the electric quantity of the contact net, the contact line, the carrier cable, the combined steel rail and the two parallel steel rails is assumed to be qT,qC,qJ,qR,qA,qBThe voltage of the corresponding conductor is uT,uC,uJ,uR,uA,uBAccording to qT＝qC+qJ,qR＝qA+qB,uC＝uJ＝uTAnd uR＝uA+uBAnd (4) performing reduction processing on the potential coefficient matrix of the formula (4).
Compared with the prior art, the invention has the beneficial effects that: a detailed high-speed rail station traction network-motor train unit simulation model is built on an MATLAB/Simulink platform, and the method can be used for more accurately simulating the motor train unit operation condition in the simulated high-speed rail station by building the detailed high-speed rail station traction network-motor train unit equivalent circuit model, so that the test is convenient, and the operation parameters are optimized.
Drawings
FIG. 1 is a schematic diagram of models of various parts of a motor train unit.
Fig. 2 is a schematic diagram of the distribution of the station yard positive line and lateral line and the power supply mode of the corresponding traction network.
Fig. 3 is a schematic drawing of a traction network chain model of a common road section and a station road section.
Fig. 4 is a schematic side view of a tin-free station.
FIG. 5 is an electrical schematic diagram of a CRH380BL motor train unit.
FIG. 6 is a schematic diagram of a yard traction network and a motor train unit model.
FIG. 7 is the change of electrical parameters during the complete process of the wheel pair passing through the cut point of the steel rail insulation joint.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
Step 1: analyzing the electric structure of the motor train unit, and building an equivalent circuit model of the motor train unit, wherein the specific analysis is as follows: when the motor train unit normally operates, the pantograph introduces the voltage of a contact net into a high-voltage cable positioned on the roof of the motor train unit and transmits the voltage to the vehicle-mounted transformer. At the primary side of the vehicle-mounted transformer, traction current is grounded through a working grounding system of the motor train unit, an axle grounding terminal box and a grounding carbon brush. In addition to the working ground, some vehicle bodies are provided with a protective ground. Based on the electrical principle and the structure, the established motor train unit equivalent circuit model is mainly composed of four parts, namely a motor train unit high-voltage cable, a motor train unit train body, a motor train unit working grounding system and a motor train unit protection grounding system, and the models of the parts are shown in an attached drawing 1. And assembling the modules according to the structural characteristics of the specific researched vehicle type, wherein the number of the vehicle bodies of different vehicle types, the working grounding position, the protective grounding mode and the like are mainly considered. The model parameters of different types of motor train units are determined according to specific test results.
Step 2: analyzing the structure characteristics of the station yard traction network, building an equivalent circuit model of the traction network, the steel rails and the traction substation, wherein the traction network adopts a full-parallel Autotransformer (AT) power supply mode on the positive line of the high-speed railway station yard, and corresponding contact wires and steel rails are added on the lateral line, as shown in figure 2. For the traction network model, because the wires are parallel to each other, a chain circuit model is adopted to simulate the wires. The traction network model can be divided into a plurality of series sub-network models according to the positions of a traction substation, a station, a motor train unit, an Auto Transformer (ATS) and a zoning station (SPS). Also, there are many elements in these sub-network models connecting different wires, including traction substations, motor train units, ATS, SPS, cross-connect wires, etc. For each subnet model, inductive and capacitive coupling of each conductor is reflected with a pi-type network.
In the common road segment traction network chain type circuit model shown in fig. 3, Tin1, Rin1, Pin1, Fin1, Tin2, Rin2, Pin2 and Fin2 respectively represent input ports of contact networks, rails, protection lines and positive feeder lines in the uplink and downlink directions, and Tout1, Rout1, Pout1, Fout1, Tout2, Rout2, Pout2 and Fout2 respectively represent output ports of contact networks, rails, protection lines and positive feeder lines in the uplink and downlink directions. In the station traction network chain circuit model shown in the attached figure 3, compared with the common power supply section traction network model, additional contact networks and steel rails are added in the lateral line up-down direction. Wherein Tin3, Rin3, Tin4 and Rin4 respectively represent corresponding input ports; tout3, Rout3, Tout4, Rout4 represent the respective conductor output ports.
And step 3: parameters of each part of the station field traction network model are calculated, and the inductive and capacitive coupling parameters of each conductor are determined by enumerating impedance and admittance matrixes, matrix order reduction and matrix transformation in combination with the theory of multi-conductor transmission lines. The matrix order reduction is realized by combining the contact line and the catenary into a contact net and combining two parallel steel rails into one steel rail.
Figure GDA0002525577940000041
In the calculation of the impedance parameters, first, the n × n impedance matrix is listed by equation (1), where uiRefers to the voltage drop across a conductor per unit length, iiRefers to the current flowing through a conductor. Determination of self-impedance Z of a trailing conductor in equation (1) using the widely used Carson's equationiiAnd mutual impedance Zij。
Figure GDA0002525577940000042
In the formula (2), riIs the self-impedance of conductor i; r iseThe self-impedance of the earth is obtained, and the value is 0.049 omega/km in general power frequency; dgIs the earth's equivalent depth, generally 930m, and the corresponding earth's conductivity σ is 10-4/(. omega. cm); f is the frequency; riIs the equivalent radius of conductor i; dijIs the distance between conductor i and conductor j.
Assuming that the currents in the contact line, the catenary, the combined steel rail and the two parallel steel rails are i respectivelyT,iC,iJ,iR,iA,iBThe voltage of the corresponding conductor is uT,uC,uJ,uR,uA,uBCombined with actual conditions of the traction network, uC＝uJ＝uT,uR＝uA+uB,iT＝iC+iJAnd iR＝iA+iBMay be considered to reduce the impedance matrix shown in equation (1).
Figure GDA0002525577940000051
In the calculation of capacitance parameters, a potential coefficient matrix is written in a row, then the potential coefficient matrix is inverted to obtain a lead distribution capacitance coefficient matrix, wherein the formula (3) lists a potential coefficient matrix of n × n, uiIs the voltage drop per unit length of conductor i, qiRefers to the amount of electricity per unit length of conductor i. Self-potential coefficient P of conductor iiiAnd the mutual potential coefficient P of the conductor i and the conductor jijCalculated according to equation (4).
Figure GDA0002525577940000052
In the formula (4), the reaction mixture is,0is the dielectric constant of air, i.e., 8.854 × 10-9 (F/km); RiIs the equivalent radius of conductor i; h isiIs the height between conductor i and ground; dijIs the distance between conductor i and conductor j; dijIs the mirror image distance between conductor i and conductor j. Similarly, consider a catenary, a contact line, a catenary, a merged rail, and twoThe electric quantity of the parallel steel rail is qT,qC,qJ,qR,qA,qBThe voltage of the corresponding conductor is uT,uC,uJ,uR,uA,uBAccording to qT＝qC+qJ,qR＝qA+qB,uC＝uJ＝uTAnd uR＝uA+uBAnd (4) performing reduction processing on the potential coefficient matrix of the formula (4).
And 4, step 4: based on the built station traction network and the motor train unit model, the operation condition of the motor train unit in the station can be simulated, and the transient change condition of the electrical parameters can be obtained.
The method and effects of the present invention will be described below by way of specific examples.
The method comprises the steps of selecting a Jinghu high-speed rail tin-free station and a CRH380BL motor train unit as examples to develop example research, wherein a schematic distribution diagram of the tin-free station is shown in an attached figure 4, an electrical structure model diagram of the CRH380BL motor train unit is shown in an attached figure 5, a traction network-motor train unit model built on MATLAB/Simulink is shown in an attached figure 6, and the station traction network chain model is divided into a plurality of series-connected sub models according to the grounding position of the motor train unit and the line length of a station yard.
The method in the embodiment of the invention is verified by selecting the process of cutting off the insulating joint of the passing station of the bleeding wheel of the CRH380BL motor train unit positioned on the No. 15 train body. Assuming that the motor train unit is coming out from the 3G station track along the left-to-right direction, the distance length of each section of the station yard and the position of the insulation node cutting point of the 3G station track are shown in the attached drawing 4. FIG. 7 shows the electrical parameter variation of the wheel pair during the complete process of passing through the cut-off point of the insulated rail joint, i represents the rail traction reflux on the right side of the cut-off point of the insulated rail joint, and u represents the voltage across the cut-off point of the insulated rail joint. As can be seen from the attached drawing, i is 0 and u is a sine wave before the wheel set is bridged over the steel rail insulation joint at the backflow cutting point; the wheelset then begins to bridge the rail insulation at the return current trip point and shunt a portion of the traction current at 0.004s, at which time u changes to almost zero. The arc occurred at the moment 0.0045s away from the rail on the left of the cut-off point and lasted for 0.005s, as the arc occurred, both current and voltage were distorted.
After the arc is extinguished, the voltage and the current gradually return to sine waves, i represents that the traction backflow shunted by the 15TB bleeding wheel flows back to the traction substation from the right side of the cut-off point, and the traction backflow shunted by the 2TB, 7TB and 10TB bleeding wheels flows back to the traction substation from the left side of the cut-off point. Analysis shows that the simulation model established by the invention can effectively analyze the change condition of the electrical parameters when the wheel set of the motor train unit passes through the cut-off point of the insulated joint of the steel rail.

Claims (1)

1. A traction network-motor train unit modeling method for a high-speed rail station yard is characterized by comprising the following steps:
step 1: building a motor train unit equivalent circuit model, wherein the motor train unit equivalent circuit model comprises a motor train unit high-voltage cable, a motor train unit train body, a motor train unit working grounding system and a motor train unit protection grounding system;
step 2: constructing a traction network, a steel rail and a traction substation equivalent circuit model, wherein the traction network adopts a full-parallel autotransformer power supply mode on a positive line of a high-speed railway station yard, and a corresponding contact line and the steel rail are added on the lateral line;
simulating a traction network model by adopting a chain circuit model; according to the positions of a traction substation, a station, a motor train unit, an autotransformer and a subarea station, a traction network model is divided into a plurality of series sub-network models; for each subnet model, reflecting the inductive coupling and the capacitive coupling of each conductor by using a pi-type network;
and step 3: calculating parameters of each part of the station field traction network model, and determining inductive and capacitive coupling parameters of each conductor by enumerating impedance and admittance matrixes, matrix order reduction and matrix transformation by combining a multi-conductor transmission line theory;
and 4, step 4: designing and simulating according to the running working conditions of the motor train unit based on the built traction network and the motor train unit model to obtain the transient change conditions of the electrical parameters of the corresponding running working conditions;
the step 3 specifically comprises the following steps: combining a contact line and a catenary into a contact net, and combining two parallel steel rails into one steel rail to realize matrix order reduction;
in the calculation of the impedance parameters, an n × n impedance matrix is listed, namely:
Figure FDA0002525577930000011
wherein u isiRefers to the voltage drop across a conductor per unit length, iiRefers to the current flowing through a conductor; determination of self-impedance Z of traction conductor in formula (1) by using impedance calculation formula of overhead conductor taking earth as loop, namely Carson formulaiiAnd mutual impedance Zij；
Figure FDA0002525577930000012
In the formula (2), riIs the self-impedance of the conductor i, reIs the earth self-impedance, DgIs the earth's equivalent depth, σ is the earth's conductivity, f is the frequency; riIs the equivalent radius of the conductor i, dijIs the distance between conductor i and conductor j;
assuming that the currents in the contact line, the catenary, the combined steel rail and the two parallel steel rails are i respectivelyT,iC,iJ,iR,iA,iBThe voltage of the corresponding conductor is uT,uC,uJ,uR,uA,uBCombined with actual conditions of the traction network, uC＝uJ＝uT,uR＝uA+uB,iT＝iC+iJAnd iR＝iA+iBFor reducing the impedance matrix of formula (1);
in the capacitance parameter calculation, firstly writing a potential coefficient matrix in a column, and then inverting the potential coefficient matrix to obtain a lead distribution capacitance coefficient matrix; an n × n potential coefficient matrix is listed, namely:
Figure FDA0002525577930000021
uiis the voltage drop per unit length of conductor i, qiUnit of finger conductor iLength electric quantity, self-potential coefficient P of conductor iiiAnd the mutual potential coefficient P of the conductor i and the conductor jijCalculated according to formula (4);
Figure FDA0002525577930000022
in the formula (4), the reaction mixture is,0is the dielectric constant of air, RiIs the equivalent radius of the conductor i, hiIs the height between conductor i and ground, dijIs the distance between conductor i and conductor j, DijIs the mirror image distance between conductor i and conductor j; the electric quantity of the contact net, the contact line, the carrier cable, the combined steel rail and the two parallel steel rails is assumed to be qT,qC,qJ,qR,qA,qBThe voltage of the corresponding conductor is uT,uC,uJ,uR,uA,uBAccording to qT＝qC+qJ,qR＝qA+qB,uC＝uJ＝uTAnd uR＝uA+uBAnd (4) performing reduction processing on the potential coefficient matrix of the formula (4).
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