CN113515876A - Anti-interference optimization method for track circuit - Google Patents
Anti-interference optimization method for track circuit Download PDFInfo
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Abstract
The invention discloses an anti-interference optimization method for a track circuit, which comprises the following steps: according to the equipment composition of the uninsulated track circuit, a track circuit simulation model is established by adopting a mathematical modeling method; respectively calculating the unit length electrical parameters of the parallel multi-conductor of the traction network and the internal impedance of the steel rail, simulating the traction network by using a pi-type equivalent circuit, and establishing a traction network simulation model; establishing a traction transmission system simulation model by adopting a mathematical modeling method; and respectively packaging the track circuit simulation model, the traction net simulation model and the traction transmission system simulation model, then carrying out joint simulation, and analyzing the influence of traction backflow on the track circuit. According to the invention, by establishing a combined simulation model of the traction power supply system, the motor train unit traction transmission system and the track circuit and analyzing the electromagnetic interference influence of unbalanced traction backflow on the track circuit by combining the simulation model, a basis is provided for field case analysis and anti-interference optimization design of the track circuit, and the train running safety is ensured.
Description
Technical Field
The invention relates to the technical field of signal equipment electromagnetic compatibility, in particular to an anti-interference optimization method for a track circuit.
Background
The track circuit is a circuit formed by taking a section of steel rail as a conductor, is used for automatically and continuously detecting whether the section of the circuit is occupied by a train or not, and is also used for transmitting control information to the train. The high-speed railway traction power supply system also takes the steel rail as a return path, and the magnitude of return current in the steel rail is hundreds of even thousands of times of signal current of a track circuit. The interference of the unbalanced traction backflow on the track circuit cannot be ignored, and even the error output of the track circuit receiver is caused in serious conditions, so that the driving safety is influenced. In recent years, as the running speed of the train gradually moves to 400km/h, the interference of unbalanced traction backflow on a track circuit is increased by higher speed, and the driving safety risk caused by the interference is increased.
Disclosure of Invention
The invention aims to provide an anti-interference optimization method for a track circuit, aiming at the problem of error output of a track circuit receiver caused by unbalanced traction backflow interference, and the anti-interference optimization method is used for analyzing the electromagnetic interference influence of high-speed railway traction backflow on the track circuit, improving the anti-interference capability of the track circuit and ensuring the running safety of a train.
In order to achieve the above object, the present invention provides an anti-interference optimization method for a track circuit, including:
firstly, according to the equipment composition of an uninsulated track circuit, a track circuit simulation model is established by adopting a mathematical modeling method, wherein the mathematical modeling comprises modeling based on Simulink, ATP-EMTP or Multisim;
step two, respectively calculating the unit length electrical parameters of the parallel multi-conductor of the traction network and the internal impedance of the steel rail, simulating the traction network by using a pi-type equivalent circuit during mathematical modeling, and establishing a traction network simulation model;
step three, establishing a traction transmission system simulation model by adopting a mathematical modeling method;
step four, respectively packaging the track circuit simulation model, the traction net simulation model and the traction transmission system simulation model, then carrying out combined simulation, and analyzing the influence of traction backflow on the track circuit;
and fifthly, optimizing a traction power supply system and/or a track circuit according to the simulation analysis result, and improving the anti-interference capability of the track circuit.
According to the invention, a combined simulation model of the traction power supply system, the motor train unit traction transmission system and the track circuit is established, the traction reflux harmonic component and the interference voltage of the track circuit receiver can be subjected to simulation analysis through the model, the influence of the traction reflux size and the track imbalance degree on the interference voltage is analyzed, the traction power supply system and the track circuit are optimized according to the simulation analysis result, the anti-interference capability of the track circuit is improved, and the train running safety is ensured.
Optionally, when the track circuit simulation model is established based on Simulink, the uninsulated track circuit is divided into a plurality of sub-modules and encapsulated in the Subsystem, where the sub-modules of the uninsulated track circuit include: the device comprises a transmitter, a transmitting end cable, a transmitting end matching unit, a transmitting end tuning area, a steel rail, a receiving end tuning area, a receiving end matching unit, a receiving end cable and a receiver.
Optionally, the models of both the transmitter and receiver are replaced with equivalent impedances; both the transmitting end cable and the receiving end cable are simulated by a Simulink library element; the transmitting end matching unit and the receiving end matching unit are respectively modeled by 1 matching transformer, 2 inductance coils and 2 electrolytic capacitors; the steel rail is formed by cascading a plurality of compensation units, and each compensation unit is equivalently modeled by a pi-shaped transmission line model; the transmitting terminal tuning area and the receiving terminal tuning area are composed of 2 tuning units, 1 hollow coil and 1 steel rail, wherein the tuning units and the hollow coils are modeled by using resistance, inductance and capacitance elements, and the steel rail is equivalently modeled by using a pi-shaped transmission line model.
Optionally, the traction mesh is composed of a plurality of parallel conductors, including: contact lines, positive feed lines and guard lines.
Optionally, the electrical parameters per unit length of the parallel multiple conductors of the traction network include: an impedance per unit length parameter and a distributed capacitance per unit length parameter.
Optionally, the impedance parameter per unit length includes: the self-impedance and the mutual impedance of the lead are respectively as follows:
in the formula, Zii、ZijRespectively, the self-impedance and mutual impedance of the wires, f is the current frequency, ri、rGroundRespectively, the self-resistance and the earth resistance of the wire, RiIs the radius of the wire, dijσ is the earth conductance for the wire spacing.
Optionally, the unit length distributed capacitance parameter includes: the self-potential coefficient and the mutual potential coefficient are respectively as follows:
in the formula, Pii、PijRespectively, the self-potential coefficient and the mutual potential coefficient, epsilon0Is the dielectric constant of air, DijAt conductor-to-conductor mirror image spacing, dijIs the wire pitch hiFor conductor ground clearance, RiIs the wire radius.
Optionally, the internal impedance of the steel rail is calculated by using a numerical calculation method-electromagnetic field finite element.
Optionally, the method for calculating the internal impedance of the steel rail includes:
step one, establishing a two-dimensional model of a steel rail in an Ansoft Maxwell, and arranging a circular ring with a radius capable of containing the outer boundary of the steel rail on the outer side of the two-dimensional model of the steel rail as a reference ground;
step two, setting a Boundary condition and an excitation source, wherein the Boundary condition adopts a Dirichlet Boundary condition;
setting material properties including conductivity sigma and magnetic conductivity mu;
and step four, obtaining the internal impedance of the steel rail through simulation solution.
Optionally, the method for establishing the traction drive system simulation model includes:
establishing a simulation model of a pantograph, a circuit breaker, a traction transformer, a converter, an intermediate direct current link, an inverter and a three-phase asynchronous motor of a motor train unit;
and step two, establishing a simulation model of transient direct current control.
The invention has the advantages that:
according to the invention, a combined simulation model of the traction power supply system, the motor train unit traction transmission system and the track circuit is established, the traction reflux harmonic component and the interference voltage of the track circuit receiver can be subjected to simulation analysis through the model, the influence of the traction reflux size and the track imbalance degree on the interference voltage is analyzed, the traction power supply system and the track circuit are optimized according to the simulation analysis result, the anti-interference capability of the track circuit is improved, and the train running safety is ensured.
Drawings
FIG. 1 is a schematic diagram of the overall structure of a ZPW-2000 track circuit;
FIG. 2 is a schematic diagram of a Simulink model of a track circuit matching unit;
FIG. 3 is a schematic diagram of a Simulink model of a rail track of a track circuit;
FIG. 4 is a schematic diagram of a Simulink model of a tuning section of a track circuit;
FIG. 5 is a schematic diagram of the basic structure of an AT-type traction power supply system;
FIG. 6 is a schematic view of the electrified railroad traction network geometry;
FIG. 7 is a schematic diagram of a finite element-based calculation process of the internal resistance of the steel rail;
FIG. 8 is a diagram of a simulation model of a traction drive system of a motor train unit;
FIG. 9 is a diagram of a transient direct current control simulation model;
FIG. 10 is a diagram of a Simulink-based co-simulation model;
fig. 11 is a graph showing the results of model analysis of the interference of the traction return current with the track circuit.
Detailed Description
The present invention will be described in detail below with reference to the accompanying drawings.
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
The invention provides an anti-interference optimization method for a track circuit, which is characterized in that a combined simulation model of an Auto-Transformer (AT) traction power supply system, a motor train unit traction transmission system and a ZPW-2000 series track circuit is established based on Simulink, and the electromagnetic interference influence of unbalanced traction backflow of a high-speed railway on the track circuit is analyzed based on the combined simulation model, so that a basis is provided for field case analysis and anti-interference optimization design of the track circuit. According to the simulation analysis result, a traction power supply system and a track circuit can be optimized, the anti-interference capacity of the track circuit is improved, and the running safety of the train is ensured. The anti-interference optimization method of the track circuit comprises the following steps: according to the equipment composition of the uninsulated track circuit, a track circuit simulation model is established by adopting a mathematical modeling method, wherein the mathematical modeling comprises modeling based on Simulink, ATP-EMTP or Multisim, and the modeling is specifically performed by adopting Simulink in the embodiment; respectively calculating the unit length electrical parameters of the parallel multi-conductor of the traction network and the internal impedance of the steel rail, simulating the traction network by using a pi-type equivalent circuit during mathematical modeling, and establishing a traction network simulation model; establishing a traction transmission system simulation model based on Simulink; and respectively packaging the track circuit simulation model, the traction net simulation model and the traction transmission system simulation model by using a Subsystem module in Simulink, and then carrying out combined simulation to analyze the influence of traction backflow on the track circuit.
Step S1: according to the equipment composition of the uninsulated track circuit, a track circuit simulation model is established based on Simulink. Specifically, the method includes steps S11 to S12.
Step S11: packaging the track circuit sub-model; dividing the uninsulated track circuit into a plurality of submodules and packaging the submodules into a Subsystem, wherein the submodules of the uninsulated track circuit comprise: the device comprises a transmitter, a transmitting end cable, a transmitting end matching unit, a transmitting end tuning area, a steel rail, a receiving end tuning area, a receiving end matching unit, a receiving end cable and a receiver.
FIG. 1 is a schematic diagram of the overall structure of a ZPW-2000 track circuit, as shown in FIG. 1, the ZPW-2000 track circuit is composed of a transmitter, a cable, a matching unit, a small track circuit of a tuning area and a steel rail circuit, wherein l represents the installation distance of a compensation capacitor, C represents the compensation capacitor, and Z representscaAnd the connection impedance of the electric insulation joint and the steel rail is shown.
Step S12: in the concrete modeling, the models of the transmitter and the receiver are replaced by equivalent impedance; both the transmitting end cable and the receiving end cable are regarded as basic transmission lines and are simulated by a Simulink library element; the transmitting end matching unit and the receiving end matching unit are respectively modeled by 1 matching transformer, 2 inductance coils and 2 electrolytic capacitors; the steel rail line is sequentially divided by the compensation capacitors, the steel rail line is formed by cascading a plurality of compensation units, and each compensation unit is equivalently modeled by a pi-shaped transmission line model; the transmitting end tuning area and the receiving end tuning area are composed of 2 tuning units, 1 hollow coil SVAC and a 29m long steel rail, wherein the tuning unit BU and the hollow coil SVAC are modeled by using resistance, inductance and capacitance elements, and the small rail steel rail line is equivalently modeled by using a pi-shaped transmission line model.
FIG. 2 is a schematic diagram of a Simulink model of a track circuit matching unit, and referring to FIG. 2, the matching unit realizes matching connection between a steel rail and a cable and mainly comprises a matching transformer, an inductance coil and an electrolytic capacitor, wherein the capacitor C1And C2Are respectively connected into a rail side circuit in series to mainly play roles of isolating direct current and conductingAnd the direct current signal on the steel rail is prevented from flowing to the indoor equipment of the track circuit through the matching unit under the action of alternating current, and the inductor mainly plays a role in current limiting. Fig. 3 is a schematic diagram of a Simulink model of a rail line of a track circuit, and referring to fig. 3, since the rail line is divided by a compensation capacitor, the rail line can be regarded as being formed by cascading a plurality of compensation units, a single compensation unit consists of a compensation capacitor and 4 l/2-length rails, each l/2-length rail is equivalent to an n-type transmission line model, RdThe equivalent resistance of a length of track bed is shown. Fig. 4 is a schematic diagram of Simulink model of a track circuit tuning section, and referring to fig. 4, an uninsulated track circuit forms a resonant circuit through an electrical insulation joint to present different impedances to track signals of different frequencies, so as to realize electrical isolation between adjacent tracks, and the uninsulated track circuit is composed of two tuning units BU, an air-core coil SVAC and a 29m long steel rail. For lower frequency (1700Hz, 2000Hz) track signals, a BU2 type tuning unit is provided, and for higher frequency (2300Hz, 2600Hz) track signals, a BU1 type tuning unit is provided; the SVAC of the air-core coil is simulated by an inductance element, and the SVAC is divided into two parts because a track circuit needs to be connected through a PW line of a central tap diagram traction network; zcbThe impedance is the connection impedance of the electrical insulation joint and the matching unit; the small rail steel rail line is equivalent to an n-shaped transmission line model.
Step S2: respectively calculating the unit length electrical parameters of the parallel multi-conductor of the traction network and the internal impedance of the steel rail, simulating the traction network by using a pi-type equivalent circuit during mathematical modeling, and establishing a traction network simulation model. Specifically, the method includes steps S21 to S24.
Fig. 5 is a schematic diagram of a basic structure of an AT-type traction power supply system, and as shown in fig. 5, the traction power supply system mainly comprises a traction substation, a traction network, a pantograph and an electric locomotive, wherein a traction transformer converts 3-phase voltage into two phases of 2 × 27.5kV to respectively supply power to left and right power supply arms, two joints are respectively connected with ± 27.5kV to form an autotransformer, a neutral line is connected with a steel rail, and an AT is arranged on average along the line of 10-15 km. The electric locomotive is connected with the contact line through a receiving electrical conductor, and traction current flows back through the steel rail. However, most track sections suffer from rail impedance imbalance, which creates unbalanced traction return currents that can cause conductive disturbances to track circuit equipment.
Step S21: establishing a traction network simulation model, wherein the traction network consists of a plurality of parallel conductors and mainly comprises a contact line (T), a carrier cable, a positive feeder line (AF) and a protection line (PW). Considering that the contact wires are electrically connected with the catenary wires, the combination of the contact wires and the catenary wires is equivalent in modeling, so that the compound wire AT traction net model consists of 6 wires including the contact wires (T1, T2), the positive feed wires (AF1, AF2) and the protection wires (PW1 and PW 2).
Fig. 6 is a schematic view of the geometric structure of the traction network of the electrified railway, and as shown in fig. 6, the traction network of the electrified railway in China is composed of a plurality of parallel conductors which naturally form a multi-conductor transmission line, wherein a suspension system of the traction network mainly comprises a contact line (T), a catenary, a positive feeder line (AF) and a protection line (PW), and the contact line is electrically connected with the catenary.
Step S22: calculating the unit length electrical parameters of the parallel multi-conductor of the traction network, wherein the unit length electrical parameters of the parallel multi-conductor of the traction network comprise: a unit length impedance parameter and a unit length distributed capacitance parameter;
the impedance per unit length parameters include: the self-impedance and the mutual impedance of the lead are respectively as follows:
in the formula, Zii、ZijRespectively, the self-impedance and mutual impedance of the wires, f is the current frequency, ri、rGroundRespectively, the self-resistance and the earth resistance of the wire, RiIs the radius of the wire, dijIs the wire spacing, σ is the earth conductivity, DgTo calculate Zii、ZijThe intermediate parameter, j, is used as the imaginary unit in the complex number.
The unit length distribution capacitance parameters include: the self-potential coefficient and the mutual potential coefficient are respectively as follows:
in the formula, Pii、PijRespectively, the self-potential coefficient and the mutual potential coefficient, epsilon0Is the dielectric constant of air, DijAt conductor-to-conductor mirror image spacing, dijIs the wire pitch hiFor conductor ground clearance, RiIs the wire radius.
Step S23: calculating the internal impedance of the steel rail; the formulas (1) and (2) are suitable for circular cross-section conductors, and the internal impedance of the steel rail cannot be calculated by an analytical formula due to the particularity of the shape of the steel rail, so that the internal impedance of the steel rail is calculated by adopting a numerical calculation method-electromagnetic field finite element, and the calculation process is completed in Ansoft Maxwell simulation software. Specifically, the method includes steps S231 to S234.
Step S231: modeling; establishing a two-dimensional model of the steel rail in an Ansoft Maxwell, and arranging a circular ring with a radius capable of containing the outer boundary of the steel rail on the outer side of the two-dimensional model of the steel rail as a reference ground;
step S232: setting a Boundary condition and an excitation source, wherein the Boundary condition adopts a Dirichlet Boundary condition;
step S233: setting material properties including electrical conductivity σ and magnetic permeability μ;
step S234: and (5) carrying out simulation solution to obtain the internal impedance of the steel rail.
Fig. 7 is a schematic diagram of a process for calculating the internal resistance of a rail based on finite elements, and referring to fig. 7, the internal resistance of a 60kg/m rail commonly used for a high-speed railway is calculated by using a numerical calculation method-finite elements, and modeling and calculation are completed in Ansoft Maxwell 16.0. Firstly, respectively setting excitation sources with the frequencies of 1700Hz, 2000Hz, 2300Hz and 2600Hz and the amplitude of 600mA, applying current sources to two ends of a vertical section of a steel rail and defining the current propagation direction, wherein a Boundary Boundary condition adopts a Dirichlet Boundary condition. Then, the Inside of the model is subdivided by using Inside Selection, the mesh subdivision size is set by setting the size of the minimum side of the triangle, and then the Surface layers of the two steel rail models are subdivided by using Surface Approximation. And finally selecting the Eddy Current of the accident flow field to perform simulation analysis, and calculating to obtain the internal impedance of the steel rail in unit length.
Step S24: after the unit length impedance parameters of the parallel multi-conductor and the steel rail of the traction net are obtained through calculation, the traction net is simulated by a pi-type equivalent circuit in mathematical modeling.
After the unit length parameters of the traction power supply multi-conductor are obtained, a pi-type equivalent circuit is used for simulating a traction network during mathematical modeling, the traction network is divided into subnets according to the length of 1km, and in addition, a simulation model of a track circuit is added into a subnet model.
Step S3: establishing a traction transmission system simulation model based on Simulink; the method specifically comprises the following steps: establishing a simulation model of a pantograph, a circuit breaker, a traction transformer, a converter, an intermediate direct-current link, an inverter and a three-phase asynchronous motor of the motor train unit based on Simulink; and establishing a simulation model of transient direct current control based on Simulink.
Fig. 8 is a simulation model diagram of a traction transmission system of a motor train unit, and referring to fig. 8, a CRH2 motor train unit mainly adopts an ac-dc-ac frequency conversion mode, the system mainly comprises a pantograph, a circuit breaker, a traction transformer, a converter, an intermediate dc link, an inverter and a three-phase asynchronous motor, and a model of each component is established in a Simulink. FIG. 9 is a diagram of a simulation model for transient direct current control, see FIG. 9, Kp，KiIs a proportional integral parameter, U, of the controllerNAnd UdNet side and dc side voltage effective values, uN(t) and iN(t) is instantaneous value of voltage on network side and DC side, UdAnd the voltage command value is the direct current side voltage command value.
Step S4: and respectively packaging a track circuit simulation model, a traction net simulation model and a traction transmission system simulation model by using a Subsystem module in Simulink, and then carrying out combined simulation to analyze the influence of traction backflow on the track circuit. When the anti-interference optimization design of the track circuit is carried out, the track circuit is found to be greatly influenced by the traction power supply system, the design of the track circuit can be optimized, and the anti-interference capability of the track circuit is improved. For example, if it is found during analysis that the traction power supply system has a large influence on the track circuit, the choke transformer can be optimally designed, and the current capacity of the choke transformer can be improved to resist the interference of larger traction backflow.
Fig. 10 is a Simulink-based joint simulation model diagram, fig. 11 is a model analysis result diagram of the interference of the traction reflux to the track circuit, and as shown in fig. 10, a Simulink-based joint simulation model is built in the Simulink, and T, ZX, F, PW, Rl, Rr respectively represent a contact line, an SVAC center tap, a negative feeder line, a protection line, and an interface of 2 steel rails. The left power supply arm and the right power supply arm of the traction network are respectively 30km, AT stations are arranged every 15km, the 15km traction network is cut into 15 sub-modules, each module comprises 1km traction multi-conductor and a track circuit, and the traction multi-conductor is simulated by a pi-type equivalent circuit. Fig. 11 is a diagram of a model analysis result of interference of a traction reflux to a track circuit, and referring to fig. 11, the operating frequency bands of the ZPW-2000 track circuit are 1700Hz, 2000Hz, 2300Hz, and 2600Hz, the traction reflux contains a large amount of harmonic components, and the harmonic components falling into the operating frequency band of the track circuit will bring electromagnetic interference to the track circuit, which affects the reliable operation of the track circuit. The wave ratio of harmonic components falling into the working frequency band of the track circuit can be analyzed through a joint simulation model, then, under the condition of specific total current of the steel rails and unbalanced coefficients among the steel rails, the magnitude of in-band interference of the receiving end of the track circuit can be calculated, and whether the current condition traction backflow influences the reliable work of the track circuit or not is analyzed. If the analysis result shows that the traction power supply system has great influence on the track circuit, the choke transformer is redesigned, the through-current capacity of the choke transformer is improved, the capacity of resisting unbalanced traction current of the ZPW-2000 track circuit is met, and traction backflow smoothly returns to the ground and a traction substation.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (10)
1. An anti-interference optimization method for a track circuit is characterized by comprising the following steps:
firstly, according to the equipment composition of an uninsulated track circuit, a track circuit simulation model is established by adopting a mathematical modeling method, wherein the mathematical modeling comprises modeling based on Simulink, ATP-EMTP or Multisim;
step two, respectively calculating the unit length electrical parameters of the parallel multi-conductor of the traction network and the internal impedance of the steel rail, simulating the traction network by using a pi-type equivalent circuit during mathematical modeling, and establishing a traction network simulation model;
step three, establishing a traction transmission system simulation model by adopting a mathematical modeling method;
step four, respectively packaging the track circuit simulation model, the traction net simulation model and the traction transmission system simulation model, then carrying out combined simulation, and analyzing the influence of traction backflow on the track circuit;
and fifthly, optimizing a traction power supply system and/or a track circuit according to the simulation analysis result, and improving the anti-interference capability of the track circuit.
2. The method according to claim 1, wherein when the simulation model of the track circuit is built based on Simulink, the uninsulated track circuit is divided into a plurality of submodules and encapsulated in the Subsystem, and the submodules of the uninsulated track circuit include: the device comprises a transmitter, a transmitting end cable, a transmitting end matching unit, a transmitting end tuning area, a steel rail, a receiving end tuning area, a receiving end matching unit, a receiving end cable and a receiver.
3. The method of claim 2, wherein the transmitter and receiver models are each replaced with equivalent impedances;
both the transmitting end cable and the receiving end cable are simulated by a Simulink library element;
the transmitting end matching unit and the receiving end matching unit are respectively modeled by 1 matching transformer, 2 inductance coils and 2 electrolytic capacitors;
the steel rail is formed by cascading a plurality of compensation units, and each compensation unit is equivalently modeled by a pi-shaped transmission line model;
the transmitting terminal tuning area and the receiving terminal tuning area are composed of 2 tuning units, 1 hollow coil and 1 steel rail, wherein the tuning units and the hollow coils are modeled by using resistance, inductance and capacitance elements, and the steel rail is equivalently modeled by using a pi-shaped transmission line model.
4. The method of claim 1, wherein the traction network comprises a plurality of parallel conductors, comprising: contact lines, positive feed lines and guard lines.
5. The method of claim 4, wherein the electrical parameters per unit length of the plurality of parallel conductors of the traction network comprise: an impedance per unit length parameter and a distributed capacitance per unit length parameter.
6. The method of claim 5, wherein the impedance parameter per unit length comprises: the self-impedance and the mutual impedance of the lead are respectively as follows:
in the formula, Zii、ZijRespectively, the self-impedance and mutual impedance of the wires, f is the current frequency, ri、rGroundRespectively, the self-resistance and the earth resistance of the wire, RiIs the radius of the wire, dijσ is the earth conductance for the wire spacing.
7. The method of claim 5, wherein distributing capacitance parameters per unit length comprises: the self-potential coefficient and the mutual potential coefficient are respectively as follows:
in the formula, Pii、PijRespectively, the self-potential coefficient and the mutual potential coefficient, epsilon0Is the dielectric constant of air, DijAt conductor-to-conductor mirror image spacing, dijIs the wire pitch hiFor conductor ground clearance, RiIs the wire radius.
8. The method of claim 4, wherein the internal impedance of the rail is calculated using a numerical calculation method-electromagnetic field finite element.
9. The method of claim 8, wherein the method of calculating the internal impedance of the rail comprises:
step one, establishing a two-dimensional model of a steel rail in an Ansoft Maxwell, and arranging a circular ring with a radius capable of containing the outer boundary of the steel rail on the outer side of the two-dimensional model of the steel rail as a reference ground;
step two, setting a Boundary condition and an excitation source, wherein the Boundary condition adopts a Dirichlet Boundary condition;
setting material properties including conductivity sigma and magnetic conductivity mu;
and step four, obtaining the internal impedance of the steel rail through simulation solution.
10. The method of claim 1, wherein the method of modeling a traction drive system simulation comprises:
establishing a simulation model of a pantograph, a circuit breaker, a traction transformer, a converter, an intermediate direct current link, an inverter and a three-phase asynchronous motor of a motor train unit;
and step two, establishing a simulation model of transient direct current control.
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| CN202110910588.4A Pending CN113515876A (en) | 2021-08-09 | 2021-08-09 | Anti-interference optimization method for track circuit |
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| US20220185351A1 (en) * | 2020-12-15 | 2022-06-16 | Alstom Transport Technologies | Method, system, computer-readable medium comprising software code for estimating parameters of railway track circuits, and related track circuit |
| US11912322B2 (en) * | 2020-12-15 | 2024-02-27 | Alstom Transport Technologies | Method, system, computer-readable medium comprising software code for estimating parameters of railway track circuits, and related track circuit |
| CN115099181A (en) * | 2022-07-25 | 2022-09-23 | 广州地铁设计研究院股份有限公司 | Urban rail subway transient state conduction EMI modeling method and circuit model |
| CN115099181B (en) * | 2022-07-25 | 2023-01-13 | 广州地铁设计研究院股份有限公司 | Urban rail subway transient state conduction EMI modeling method and circuit model |
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