WO2021232517A1

WO2021232517A1 - Grounding system for rail train, and rail train

Info

Publication number: WO2021232517A1
Application number: PCT/CN2020/095814
Authority: WO
Inventors: 吴宏彬; 李海游; 康铁雷; 田庆涛; 张利平; 石华; 康莉莉
Original assignee: 中车唐山机车车辆有限公司
Priority date: 2020-05-19
Filing date: 2020-06-12
Publication date: 2021-11-25
Also published as: CN113690639B; CN113690639A

Abstract

Disclosed is a grounding system of a rail train. The grounding system comprises: gearbox grounding devices (120) mounted on collector ring boxes on the outer sides of gearboxes of power bogies, wherein the gearbox grounding devices (120) are used for collecting a leaked current from collector rings in the collector ring boxes, and the leaked current collected from the collector rings is conducted to a railway and grounded by means of a wheel pair mounted on the gearboxes; and grounding resistors (110), with one end of each grounding resistor (110) being connected to the body of a train by means of wires, and the other end of each grounding resistor (110) being configured to be connected to the gearbox grounding devices by means of wires, wherein the leaked current of the body of the train is conducted to rails of the railway by means of the grounding resistors (110), the gearbox grounding devices (120) and the wheel pair, so as to be grounded. The grounding system solves the technical problem of a working current on a railway returning to the body of a rail train, which is caused by a protective grounding means whereby the rail train is directly grounded. Further disclosed is a rail train comprising the grounding system.

Description

Grounding system of rail train and rail train

Technical field

This application relates to the technical field of rail trains, in particular to a grounding system of rail trains and rail trains.

Background technique

The goal of the train set grounding system is to make the working current, fault current or unnecessary induced current circulate according to the designed path, realize the low potential of the car body, and ensure that the potential of all the metal parts of the vehicle is basically the same. According to its functional characteristics, it can be roughly divided into two types. The other is protective grounding, that is, the fault current or induced current of electrical equipment or metal parts on the train set is introduced into the track to prevent people and equipment from being injured. One is working grounding, which is used to feed back the catenary current to the track, and then feed it back to the substation through the track, forming a complete power supply loop. These two grounding methods are usually composed of specific cables and carbon brushes installed on the wheels of the bogie. The working ground cable is connected with the power supply circuit of the EMU, and the protective ground cable is connected with the body of the EMU. Both types of grounding include centralized direct grounding and distributed direct grounding. When the protective grounding adopts the decentralized direct grounding method, when the track resistance is greater than the car body resistance, the working current on the track will flow back to the car body through the protective grounding wire, causing abnormal track backflow and electromagnetic compatibility for the whole vehicle. Have an adverse effect.

Therefore, the protective grounding method in which the rail train is directly grounded causes the working current on the track to flow back to the car body, which is an urgent technical problem for those skilled in the art to solve.

The above-mentioned information disclosed in the background art is only used to strengthen the understanding of the background of the application, and therefore it may contain information that does not form related technologies known to those of ordinary skill in the art.

Summary of the invention

The embodiment of the present application provides a grounding system for a rail train and a rail train, to solve the technical problem that the rail train is directly grounded to the protective grounding method, which causes the working current on the track to flow back to the car body.

The embodiment of the present application provides a grounding system for a rail train, including:

The gear box grounding device is assembled on the slip ring box outside the gear box of the power bogie; wherein, the gear box grounding device is used to collect the leakage current from the slip ring in the slip ring box, and from the slip ring The collected leakage current is conducted to the track grounding through the wheelset assembled by the gearbox;

Grounding resistance, one end of the grounding resistance is connected to the car body of the train through a wire, and the other end of the grounding resistance is used to connect to the gearbox grounding device through a wire;

The leakage current of the car body of the train is conducted through the grounding resistor, the gearbox grounding device and the wheel set to the track to achieve grounding.

The embodiments of this application also provide the following technical solutions:

A rail train includes the above grounding system.

Due to the adoption of the above technical solutions, the embodiments of the application have the following technical effects:

The gear box grounding device itself is assembled on the slip ring box outside the gear box of the power bogie. The leakage current collected by the gear box grounding device from the slip ring in the slip ring box can pass through the wheels assembled by the gear box. Ground the conduction to the rail. Since the grounding resistance is connected in series between the train body and the gearbox grounding device, the leakage current of the train body can be conducted to the track via the grounding resistance, the gearbox grounding device and the wheelset, thereby realizing the protective grounding of the train body . The existence of grounding resistance can prevent the working current on the track from running back to the car body of the train, and reduce the adverse effect of the interference current on the electromagnetic compatibility characteristics of the track train.

Description of the drawings

The drawings described here are used to provide a further understanding of the application and constitute a part of the application. The exemplary embodiments and descriptions of the application are used to explain the application, and do not constitute an improper limitation of the application. In the attached picture:

Fig. 1 is a schematic structural diagram of a grounding system of a rail train according to an embodiment of the application;

Fig. 2 is a partial enlarged view of the structure of the grounding system shown in Fig. 1.

Description of reference signs:

110 grounding resistance, 120 gearbox grounding device,

210 shaft end protective grounding device,

310 shaft end AC working grounding device,

410 shaft end DC working grounding device, 510 protective grounding wire,

11 traction transformer car, 12 traction transformer, 21 traction converter car, 22 traction converter.

Detailed ways

In order to make the technical solutions and advantages of the embodiments of the present application clearer, the exemplary embodiments of the present application will be described in further detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, and Not all examples are exhaustive. It should be noted that the embodiments in the application and the features in the embodiments can be combined with each other if there is no conflict.

Example one

FIG. 1 is a schematic structural diagram of a grounding system of a rail train according to an embodiment of the application; FIG. 2 is a partial enlarged view of the structure of the grounding system shown in FIG. 1.

As shown in Figures 1 and 2, the grounding system of the rail train in the embodiment of the present application includes:

The gear box grounding device 120 is assembled on the slip ring box outside the gear box of the power bogie; wherein, the gear box grounding device 120 is used to collect the leakage current from the slip ring in the slip ring box and from the slip ring box. The leakage current collected by the electric ring is conducted to the track grounding through the wheelset assembled by the gearbox;

A grounding resistor 110, one end of the grounding resistor 110 is connected to the car body of the train through a wire, and the other end of the grounding resistor 110 is used to connect to the gearbox grounding device through a wire;

The leakage current of the car body of the train is conducted through the grounding resistor 110, the gearbox grounding device and the wheel set to the rails of the track to achieve grounding.

The grounding system of the rail train of the embodiment of the present application solves the problem of protective grounding of the train body. The solution is to connect a grounding resistor in series between the train body and the gearbox grounding device. The gear box grounding device itself is assembled on the slip ring box outside the gear box of the power bogie. The leakage current collected by the gear box grounding device from the slip ring in the slip ring box can pass through the wheels assembled by the gear box. Ground the conduction to the rail. Since the grounding resistance is connected in series between the train body and the gearbox grounding device, the leakage current of the train body can be conducted to the track via the grounding resistance, gearbox grounding device and wheelset, thereby realizing the protective grounding of the train body . The grounding resistance and the gearbox grounding device connection method has a certain resistance value, which can prevent the working current on the track from running back to the train body when the track resistance is greater than the car body resistance, and reduce the electromagnetic compatibility of the interference current to the track train Undesirable effects of characteristics.

In addition, through the gearbox grounding device, the protective grounding of the train body and the wheelset can be connected, which can directly conduct the leakage current of the train to the wheelset and then form a grounding, so as to prevent galvanic corrosion to the bearings and gears in the gearbox to the maximum extent. .

The protective grounding of the train body also has the following characteristics:

In implementation, as shown in FIG. 1 and FIG. 2, the grounding resistor 110 is connected to the car body and the gear grounding device 120 of the same train.

In this way, the connection between the grounding resistor and the vehicle body and the gear grounding device is simple.

In implementation, the grounding resistance and the gearbox grounding device satisfy any one or more of the following corresponding relationships:

The first type: as shown in Figures 1 and 2, the number of grounding resistors 110 and the gearbox grounding devices 120 are the same, and one grounding resistor 110 is correspondingly connected to one gearbox grounding device 120, of which, one The power bogie has two gearbox grounding devices 120; two grounding resistors 110 of the same power bogie are respectively connected to both sides of the car body of the train. The leakage current on both sides of the train body can be conducted quickly; the grounding resistance is evenly distributed, the connection relationship of each gearbox grounding device is the same, the loss of each gearbox grounding device is about the same, and the frequency of replacement is also Roughly the same, maintenance work is convenient. The grounding resistance adopts a distributed grounding method, which can effectively reduce the transient voltage of the vehicle body during an overvoltage shock.

The second type: the number of grounding resistors is greater than that of the gearbox grounding device, and one gearbox grounding device is connected to at least one of the grounding resistors; it can be applied to the position where the car body of the train may have more leakage current In this case, multiple grounding resistors are connected at this position, and when these multiple grounding resistors are all close to the same gearbox grounding device, they are connected to the same gearbox grounding device.

The third type: the number of grounding resistors is less than the gearbox grounding device, and one grounding resistor is connected to at least one gearbox grounding device; it can be applied to those where one or more gearbox grounding devices cannot be connected to grounding resistance Condition.

Specifically, the gearbox grounding device includes:

Gear box grounding device carbon brushes, the gear box grounding device carbon brushes are used to make close contact with the slip ring in the slip ring box;

The transmission block is connected with the carbon brush of the gearbox grounding device, wherein the transmission block is used for connection with the wheelset assembled by the gearbox.

In implementation, the resistance value of the grounding resistor is any value greater than 0 milliohms and less than or equal to 150 milliohms. For example, 100 milliohms can be used.

The following is the protective grounding of the grounding system for the body of the trailer.

In implementation, as shown in Figure 1 and Figure 2, the grounding system also includes:

The shaft end protective grounding device 210 is installed on the outer end of the shaft of the trailer wheel set and connected with the body of the trailer;

The leakage current of the body of the trailer passes through the shaft end protective grounding device 210, and the wheel pair of the trailer is conducted to the track to achieve grounding.

The shaft end protective grounding device is adopted, which has simple structure and convenient installation, and can conveniently realize the protective grounding of the trailer body.

Specifically, the shaft end protective grounding device is connected to the body and wheel set of the same trailer.

In this way, the connection between the axle end protective grounding device and the body and wheelset of the same trailer is simple.

In implementation, as shown in Figures 1 and 2, each wheel pair of the same trailer bogie is equipped with one axle end protective grounding device 210; the two axle end protective grounding devices 210 of the same trailer bogie are respectively located on the trailer. The two sides of the bogie are connected with the two sides of the trailer. In this way, both sides of the trailer are equipped with shaft end grounding protection devices, which can conduct the leakage current of the trailer body in time. The shaft end protective grounding device adopts a decentralized grounding method, which can effectively reduce the transient voltage of the vehicle body during overvoltage shock.

Or the two ends of each wheel pair of the same trailer bogie are respectively installed with one of the shaft end protective grounding devices, and the two shaft end protective grounding devices of the same wheel set are respectively connected to both sides of the trailer. The shaft end protective grounding devices are evenly distributed, the connection relationship of each shaft end protective grounding device is the same, the loss of each shaft end protective grounding device is roughly the same, the frequency of replacement is roughly the same, and the maintenance work is convenient. The shaft end protective grounding device adopts a decentralized grounding method, which can effectively reduce the transient voltage of the vehicle body during overvoltage shock.

In the grounding system of the rail train in the embodiment of the application, the protective grounding method adopts the distributed protective grounding method in which the series grounding resistance and the shaft end protective grounding device are directly grounded. State voltage.

The following is the working ground of the grounding system. The grounding system is suitable for dual-stream rail trains. Dual-stream rail trains can obtain electricity from the catenary through the pantograph. The catenary can provide alternating current and direct current. Therefore, it is necessary for the rail train to obtain AC power. The design corresponds to the working condition Working grounding; also need to design the corresponding working grounding when the rail train is powered by direct current.

In implementation, the grounding system also includes:

As shown in Figures 1 and 2, the shaft end AC working grounding device 310 is installed at the outer end of the shaft of the wheel set of the traction transformer car 11, and is connected to the output end of the traction transformer 12 of the traction transformer car;

When the rail train takes AC power, the AC power passes through the traction transformer 12, the shaft end AC working grounding device 310, the wheel set of the traction transformer car is connected to the track, and is fed back to the substation;

Wherein, the traction transformer vehicle is a vehicle equipped with a traction transformer in the rail train.

In this way, the work grounding for AC work is realized, and the shaft end AC work grounding device is a direct grounding method for the shaft end to ensure the smoothness of the working current loop to the greatest extent.

Specifically, the traction transformer, the shaft end AC working grounding device, the wheel set of the traction transformer car forms an AC working grounding circuit, and the AC working grounding circuit is electrically insulated from the car body of the rail train.

In implementation, the shaft end AC working grounding device is connected to the traction transformer and wheel set of the same traction transformer vehicle.

In this way, the connection between the shaft end AC working grounding device and the traction transformer and wheelset of the same traction transformer vehicle is simple.

In implementation, the two transformer bogies of the same traction transformer car are each equipped with an axle-end AC working grounding device, and the two axle-end AC working grounding devices of the same traction transformer car are respectively located on both sides of the traction transformer car. In this way, there are multiple shaft-end AC working grounding devices, even if one of the shaft-end AC working grounding devices has a problem, there are others that can work. The shaft end AC working grounding device adopts a distributed grounding method, which can effectively improve the reliability of the system.

Or the two ends of each wheel pair of the same transformer bogie are respectively installed with the shaft end AC working grounding device. The shaft end AC working grounding devices are evenly distributed, the connection relationship of each shaft end AC working grounding device is the same, the loss of each shaft end AC working grounding device is about the same, the frequency of replacement is about the same, and the maintenance work is convenient. The shaft end AC working grounding device adopts a distributed grounding method, which can effectively improve the reliability of the system.

Wherein, the transformer bogie is the bogie of the traction transformer car.

In implementation, the grounding system also includes:

As shown in Figures 1 and 2, the shaft end DC working grounding device 410 is installed at the outer end of the axle of the traction converter car 21 and is connected to the output end of the traction converter 22 of the traction converter car. connect;

When the rail train takes direct current power, the alternating current passes through the traction converter 22, the shaft end DC working grounding device 410, and the wheel set of the traction converter car is connected to the track and is fed back to the substation;

Wherein, the traction converter car 21 is a vehicle equipped with a traction converter in the rail train.

In this way, the work grounding for DC work is realized.

Specifically, the traction converter, the shaft end DC working grounding device, the wheels of the traction converter car form a DC working grounding circuit, and the DC working grounding circuit is electrically insulated from the body of the rail train of.

In implementation, the shaft end DC working grounding device is connected to the traction converter and wheelset of the same traction converter vehicle.

In this way, the connection between the shaft end DC working grounding device and the traction converter and wheelset of the same traction converter car is relatively simple.

In implementation, the two converter bogies of the same traction converter car are each equipped with an axle-end DC working grounding device, and the two axle-end DC working grounding devices of the same traction converter car are respectively located in the traction converter car. On both sides. In this way, there are multiple shaft-end DC working grounding devices, even if one of the shaft-end DC working grounding devices has a problem, the others can still work. The shaft end DC working grounding device adopts a distributed grounding method, which can effectively improve the reliability of the system.

Or the shaft end DC working grounding device is installed at both ends of each wheel pair of the same converter bogie. The shaft-end DC working grounding devices are evenly distributed, and the connection relationship of each shaft-end DC working grounding device is the same. The loss of each shaft-end DC working grounding device is roughly the same, and the frequency of replacement is roughly the same, which is convenient for maintenance. The shaft end DC working grounding device adopts a distributed grounding method, which can effectively improve the reliability of the system.

Wherein, the converter bogie is a bogie for a traction converter car.

In the grounding system of the rail train of the embodiment of the present application, the working grounding method adopts the direct distributed grounding method of the shaft end grounding device, which not only guarantees the unobstructed working current loop to the maximum extent, but also effectively improves the reliability of the system.

Specifically, the shaft end protective grounding device, the shaft end AC working grounding device, the shaft end AC working grounding device adopts a shaft end grounding device, and the shaft end grounding device includes:

The connecting wire is connected to the position where the train needs to be grounded;

The shaft end side of the wheelset is connected with the connecting line and assembled on the outer end of the shaft of the wheelset, and the carbon brush in the shaft end side of the wheelset is in close contact with the shaft of the wheelset;

The electric current is conducted through the connecting wire, the axle end side of the wheelset, the axle and the wheels of the wheelset to the rail of the track to achieve grounding.

In implementation, as shown in FIG. 1 and FIG. 2, the grounding system also includes a plurality of protective grounding wires 510;

The two sides of each bogie are respectively connected to the vehicle body through the protective grounding wire 510, and the two sides between the two connected vehicle bodies are respectively connected to the vehicle body through the protective grounding wire.

In this way, an equipotential body is formed between the bodies of the entire rail train.

The grounding system of the rail train of the embodiment of the present application can adjust the number of working grounding devices according to the magnitude of the working grounding current under different working conditions. For example, when the rated DC working grounding current is small, the number of shaft-end DC working grounding devices can be controlled to be less; when the rated AC working grounding current is large, the number of shaft-end AC working grounding devices can be controlled to be larger. The shaft end of the traction transformer vehicle installed with AC working grounding is no longer equipped with a shaft end protective grounding device. Because the number of shaft ends is determined, the number of shaft end protective grounding devices can be flexibly adjusted according to the shaft end DC working grounding device and the shaft end AC working grounding device.

Example two

The rail train of the embodiment of the present application includes the grounding system of the first embodiment.

The rail train in FIG. 1 is a dual-stream rail train, and FIG. 2 is a partial enlarged view of FIG. 1. The marshalling structure of the dual-stream rail train is 4 EMUs and 4 trailers, the EMUs are 2, 4, 5, and 7 cars, and the trailers are 1, 3, 6, and 8 cars. The traction transformer 12 is installed in the trailers 3 and 6, respectively, and the traction converter 22 is installed in the

trains

2, 4, 5, and 7, each with two bogies and 4 axles. The train structure is shown in Figure 1 and Figure 2. Show.

Protective grounding:

As shown in Figures 1 and 2, a 100mΩ grounding resistor 110 is connected in series between each of the car bodies of

EMUs

2, 4, 5, and 7 and the gearbox grounding device 120 of the train, forming the train's car body. Body, grounding resistor 110 and gearbox grounding device 120, the protective grounding circuit of the wheel set to which the gearbox is assembled; that is, the grounding resistors of

motor cars

2, 4, 5, and 7 connect the gearbox grounding device and the wheel set;

As shown in Figure 1 and Figure 2, a shaft end protective grounding is installed on the outer ends of the 1, 2, 3, and 4 axles of the trailers 1, 8 (ie the leader) and the 1, 4 axles of the 3 and 6 cars. The device 210, namely the 1, 2, 3, and 4 axles of the 1, 8 and the 1, 4 axles of the 3 and 6 vehicles adopt a protective grounding method in which the shaft ends are directly connected to the vehicle body. It forms the body of the trailer, the protective grounding device of the axle end, and the protective grounding loop of the wheelset of the trailer.

Working ground:

As shown in Fig. 1 and Fig. 2, in the AC working condition, a shaft end AC working grounding device 310 is installed on the outer ends of the 2, and 3 axles of the traction transformer cars 3 and 6 respectively. The catenary AC current passes through the AC working grounding device 310 at the shaft ends of the 2 and 3 shafts of the traction transformer cars 3 and 6, the wheel sets are connected to the track, and then they are fed back to the substation.

As shown in Figure 1 and Figure 2, in the DC working condition, install a shaft end DC working grounding device on the outer ends of the 1, 2, 3, and 4 axles of the

traction converter cars

2, 4, 5, and 7 respectively. 410. The direct current of the catenary is set at the shaft end DC working grounding device 410 of the 1, 2, 3, and 4 axles of the

traction converter car

2, 4, 5, and 7, and the wheelset is connected with the track to realize the track return.

As shown in Figure 1 and Figure 2, the working grounding of the axle end of the same car and the two axle end protective grounding devices of the same bogie are not on the same side, and the cross arrangement is adopted (for example, the protective grounding of the four axle ends of 1 car is set to 1 axle Left, 2-axis right, 3-axis left, 4-axis right).

The shaft end of the traction transformer vehicle installed with AC working grounding is no longer equipped with a shaft end protective grounding device. In addition, each bogie is connected to the car body by two protective grounding wires, and each car is also connected by two protective grounding wires, so that an equipotential body is formed between the car bodies of the entire train.

On the basis of the above scheme, the number of working grounding devices can be adjusted according to the magnitude of the working grounding current under different working conditions. If the rated DC working ground current is small, the number of DC working grounds can be reduced (for example, the DC working grounding of

axis

1, 4 is deleted). When the rated AC working ground current is large, the number of AC working grounding devices can also be increased, but the corresponding shaft end protective grounding needs to be reduced (such as changing the 4-axis protective grounding to AC working grounding).

In the description of this application and its embodiments, it should be understood that the orientation or positional relationship indicated by the terms "top", "bottom", "height", etc. is based on the orientation or positional relationship shown in the drawings, and is only for It is convenient to describe the application and simplify the description, instead of indicating or implying that the device or element referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore cannot be understood as a limitation of the application.

In this application and its embodiments, unless otherwise clearly specified and limited, the terms "set", "install", "connected", "connected", "fixed" and other terms should be understood in a broad sense, for example, they can be fixed. The connection can also be detachable or integrated; it can be mechanical, electrical, or communication; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication between two components. Or the interaction between two elements. For those of ordinary skill in the art, the specific meanings of the above-mentioned terms in this application can be understood according to specific circumstances.

In the present application and its embodiments, unless expressly stipulated and defined otherwise, the "on" or "under" of the first feature of the second feature may include direct contact between the first feature and the second feature, or include the first feature. The second feature is not in direct contact but through another feature between them. Moreover, the "above", "above" and "above" of the first feature on the second feature include the first feature directly above and obliquely above the second feature, or it simply means that the first feature is higher in level than the second feature. The “below”, “below” and “below” of the first feature of the second feature include the first feature directly above and diagonally above the second feature, or it simply means that the level of the first feature is smaller than the second feature.

The above disclosure provides many different embodiments or examples for realizing different structures of the present application. In order to simplify the disclosure of the present application, the components and settings of specific examples are described above. Of course, they are only examples, and are not intended to limit the application. In addition, the present application may repeat reference numerals and/or reference letters in different examples. Such repetition is for the purpose of simplification and clarity, and does not indicate the relationship between the various embodiments and/or settings discussed. In addition, this application provides examples of various specific processes and materials, but those of ordinary skill in the art may be aware of the application of other processes and/or the use of other materials.

Although some optional embodiments of the present application have been described, those skilled in the art can make additional changes and modifications to these embodiments once they learn the basic creative concept. Therefore, the appended claims are intended to be interpreted as including some optional embodiments and all changes and modifications falling within the scope of the present application.

Obviously, those skilled in the art can make various changes and modifications to the application without departing from the spirit and scope of the application. In this way, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalent technologies, then this application is also intended to include these modifications and variations.

Claims

A grounding system for rail trains, which is characterized in that it comprises:

The gear box grounding device is assembled on the slip ring box outside the gear box of the power bogie; wherein, the gear box grounding device is used to collect the leakage current from the slip ring in the slip ring box, and from the slip ring The collected leakage current is conducted to the track grounding through the wheelset assembled by the gearbox;

Grounding resistance, one end of the grounding resistance is connected to the car body of the train through a wire, and the other end of the grounding resistance is used to connect to the gearbox grounding device through a wire;

The leakage current of the car body of the train is conducted through the grounding resistor, the gearbox grounding device and the wheel set to the track to achieve grounding.
The grounding system according to claim 1, wherein the grounding resistor is connected to the car body and the gear grounding device of the same train.
The grounding system according to claim 2, wherein one of the grounding resistors is correspondingly connected to one of the gearbox grounding devices; wherein, one power bogie has two gearbox grounding devices;

Two grounding resistors of the same power bogie are respectively connected to both sides of the train.
The grounding system according to claim 3, wherein the gearbox grounding device comprises:

Gear box grounding device carbon brush, the gear box grounding device carbon brush is in contact with the slip ring in the slip ring box;

The transmission block is connected with the carbon brush of the gear box grounding device, wherein the transmission block is connected with the wheel set on which the gear box is assembled.
The grounding system according to claim 4, wherein the resistance value of the grounding resistance is any value greater than 0 milliohms and less than or equal to 150 milliohms.
The grounding system according to any one of claims 1 to 5, further comprising:

The shaft end protective grounding device is installed on the outer end of the axle of the trailer wheelset and connected to the body of the trailer;

The leakage current of the body of the trailer passes through the shaft end protective grounding device, and the wheelset of the trailer is conducted to the track to achieve grounding.
The grounding system according to claim 6, wherein the shaft end protective grounding device is connected to the body and wheel set of the same trailer.
The grounding system according to claim 7, wherein each wheel pair of the same trailer bogie is equipped with one axle end protective grounding device; the two axle end protective grounding devices of the same trailer bogie are respectively located in the trailer Both sides of the bogie, and are connected to both sides of the trailer;

Or the two ends of each wheel pair of the same trailer bogie are respectively installed with one of the shaft end protective grounding devices, and the two shaft end protective grounding devices of the same wheel set are respectively connected to both sides of the trailer.
The grounding system according to claim 8, further comprising:

The shaft end AC working grounding device is installed on the outer end of the shaft of the wheel set of the traction transformer vehicle, and is connected to the output end of the traction transformer of the traction transformer vehicle;

When the rail train takes AC power, the AC power passes through the traction transformer, the shaft end AC working grounding device, the wheel set of the traction transformer car is connected to the track, and is fed back to the substation;

Wherein, the traction transformer vehicle is a vehicle equipped with a traction transformer in the rail train.
The grounding system according to claim 9, wherein the shaft end AC working grounding device is connected to a traction transformer and a wheel set of the same traction transformer vehicle.
The grounding system according to claim 10, wherein the two transformer bogies of the same traction transformer car are each equipped with an axle-end AC working grounding device, and the two axle-end AC working grounding devices of the same traction transformer car are respectively located at Both sides of the traction transformer car;

Or the two ends of each wheel pair of the same transformer bogie are respectively installed with the shaft end AC working grounding device;

Wherein, the transformer bogie is a bogie for traction transformer car.
The grounding system according to claim 11, further comprising:

The shaft end DC working grounding device is installed on the outer end of the shaft of the traction converter wheel pair, and is connected to the output end of the traction converter of the traction converter vehicle;

When the rail train takes direct current power, the alternating current passes through the traction converter, the shaft end DC working grounding device, and the wheel set of the traction converter car is connected to the track and is fed back to the substation;

Wherein, the traction converter vehicle is a vehicle equipped with a traction converter in the rail train.
The grounding system according to claim 12, wherein the shaft end DC working grounding device is connected to the traction converter and wheel set of the same traction converter vehicle.
The grounding system according to claim 13, wherein the two converter bogies of the same traction converter car are each equipped with an axle end DC working grounding device, and the two axle ends of the same traction converter car are DC working Grounding devices are respectively located on both sides of the traction converter vehicle;

Or the two ends of each wheel set of the same converter bogie are respectively installed with the shaft end DC working grounding device;

Wherein, the converter bogie is a bogie for a traction converter car.
The grounding system according to claim 14, wherein the shaft end protective grounding device, the shaft end AC working grounding device, the shaft end DC working grounding device adopts a shaft end grounding device; the shaft end is grounded The device includes:

The connecting wire is connected to the position where the train needs to be grounded;

The shaft end side of the wheelset is connected with the connecting line and is assembled on the outer end of the shaft of the wheelset, and the carbon brush in the shaft end side of the wheelset is in contact with the shaft of the wheelset;

The electric current is conducted through the connecting wire, the axle end side of the wheelset, the axle and the wheels of the wheelset to the rail of the track to achieve grounding.
The grounding system according to claim 15, further comprising a plurality of protective grounding wires;

The two sides of each bogie are respectively connected to the vehicle body through the protective grounding wire, and the two sides between the two connected vehicle bodies are respectively connected through the protective grounding wire.
A rail train, characterized by comprising the grounding system according to any one of claims 1 to 16.